+++ 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 Kawasaki Ki-121 was an experimental fighter aircraft that used a license-built (Kawasaki) DB 601 liquid-cooled engine, the Ha-40, augmented by a turbosupercharger. This was at that time an unusual choice because the majority of Japanese aircraft at that time used air-cooled radial engines.

 

The Ki-121 was designed by Takeo Doi and his deputy Shin Owada of Kawasaki Aircraft Industries (Kawasaki Kokuki Kogyo K.K.) in 1942, who had already designed the Ki-60 and Ki-61 interceptors in 1940. The emphasis in the requirements was for a high speed and a good rate of climb, along with a cannon armament. This was in due response to a complete change from the usual IJAAF penchant for lightly armed, highly manoeuvrable fighters with lightweight structures, which proved to be unsatisfactory against heavy bombers and their escort fighters.

 

The first prototype of the Ki-121 emerged in March 1943 as a compact, all metal, stressed skin monoplane, bearing a strong resemblance to the Ki-61. Its tapered wings featured initially square wing tips and were built around a system of three spars; a Warren truss main spar and two auxiliary spars. The rear spar carried the split flaps and long, narrow chord ailerons, while the front spar incorporated the undercarriage pivot points. The undercarriage track was 3 metres (9 ft 10 in). The pilot's seat was mounted over the rear spar, the cockpit sported a bubble canopy, another innovative feature that allowed the pilot excellent view.

 

The first prototype was powered by an imported DB 601A-1 with a radial compressor, rated at 960 hp. This was soon replaced by an Aichi AE1 Atsuta 12 engine (a license-built, modified version of the DB 601) which was mated with a turbo supercharger, installed on the port fuselage side, right behind the engine block. This new engine put out 1.560 hp and drove a four-bladed propeller. This especially improved performance at greater heights.

Another innovative feature of the Ki-121 was the steam vapour cooling system for its engine, which had been successfully tested in parallel for the heavy Ki-64 fighter on a Ki-61 test bed. The system was installed in the outer wings. It effectively reduced drag and made an external radiator superfluous. The oil cooler was mounted under the engine (the first prototype sported a single radiator bath, which was later replaced by two drum coolers). A total fuel capacity of 550 l (121 Imp gal) was carried in self-sealing fuel tanks in the lower hull and inner wings, which could be augmented by 2 x 200 l (44 Imp gal) drop tanks under wing hardpoints.

 

The armament consisted of two synchronized, fuselage mounted 12.7 mm calibre Ho-103 machine guns which were set in a "staggered" configuration (the port weapon slightly further forward than that to starboard) just above and behind the engine. In the prototype, one German-made Mauser MG 151/20 20 mm cannon was housed in each wing, just outside of the landing gear wells and the propeller’s radius. The wing hardpoints could, alternatively to the drop tanks, carry a maximum bomb weight of 160kg each or unguided 60 lbs. air-to-air rockets.

 

From the start of flight testing it became apparent that the original design was seriously flawed in several key areas. The take-off run was unacceptably long, while in flight the aircraft displayed some directional instability, excessively heavy controls and poor control response. The spinning characteristics were described as 'dangerous' and the stalling speed was very high. On the positive side, the re-engined Ki-121 prototype showed an impressive top speed of 640 kilometres per hour (400 mph) and a very good rate of climb. Additionally, the cooling system worked well and reliably, only the oil cooler capacity had to be improved.

 

As a result the second prototype, which was still being built, was hurriedly modified in an attempt to mitigate some of the more undesirable traits. Some 100 kilograms (220 lb) was removed, primarily by replacing the MG 151 cannons with Ho-5 machine guns and through structural simplifications. The stabilizer areas were tremendously enlarged (both vertical and horizontal fins). Coupled with a slight increase in wing area to 16.80 m² (180.8 ft²) through rounded wing tip extensions this resulted in a slightly lower wing loading and better handling characteristics. Detail changes were also made to airframe sealing and to the contours of the oil cooler air intakes.

Flight tests carried on, and while most shortcomings could be ironed out, the modified prototypes still displayed most of the shortcomings, just to a lesser extent. The supercharged engine also caused teething troubles – maintenance requirements were high. By this time Kawasaki's Ki-100, which had also been designed as a dedicated interceptor as a Ki-61 derivate, was also beginning to show promise and the Koku Hombu selected this type in fulfilment of its requirements.

 

Nevertheless, the Ki-121 was approved by the Koku Hombu as 'Army Type 6 Fighter' because of its high speed. An order was placed for one additional prototype and eighteen pre-production aircraft with even more enlarged tail fins. These bore the designation Ki-121-I and were named "Hitofuki" (‘gust of wind’ or ‘blast’). A further version with enlarged wing span as a high altitude interceptor, the Ki-121-II, was also in the design stage, but did not become hardware. The use of 2 × 30 mm (1.18 in) Ho-155 cannon in the wings was also envisioned.

 

The war's soon end however stopped the construction of further planes. The number of prototypes remained two, and twelve Ki-121-I pre-production aircraft with marginal improvements reached frontline squadrons in April 1945. It is not known if the Ki-121 was actively involved in homeland defence, it never received an allied code name - active planes will probably have been mistaken for Ki-61 fighters. Eventually, the Ki-121 did not progress any further. Its place was taken by the less complicated and more promising Ki-100 with a radial engine.

  

General characteristics:

Crew: 1

Length: 8.90 m (29 ft 2 in)

Wingspan: 10.58 m (34 ft 9 in)

Height: 3.05 m (10 ft 0 in)

Wing area: 16.80 m² (180.8 ft²)

Empty weight: 2.580 kg (5.690 lb)

Max. take-off weight: 3,900 kg (8,600 lb)

 

Maximum speed: 640 km/h (345 kn, 400 mph) at 7,500 m (24,600 ft)

Range: 950 km (515 nmi, 590 mi)

Service ceiling: 11,500 m (37,730 ft)

Time to 5,000 m altitude: 4 min 47 sec

Engine: 1 supercharged Aichi AE1T Atsuta 12 twelve-cylinder inverted vee liquid-cooled engine, rated at 1,560 hp for take-off, 1,340 hp at 2,100 m and 1,190 hp at 5,800 m.

 

Armament:

2 × 12.7 mm Ho-103 machine guns, 400 rpg, in the nose

2 × 20 mm Ho-5 cannon, 250 rpg, in the wings

Bombs: 2 × 160 kg (350 lb) bombs or 2 x 200 l (44 Imp gal) drop tanks on underwing hardpoints

  

The kit and its assembly

In case you are in doubt: this is a whiff! The fictional Ki-121 actually is an Italian Macchi C.205 'Veltro' (an Italeri kit). I settled on this machine since it can easily be mistaken for a Ki-61 – e. g. both planes used the same DB 601 engine, and originally I just wanted to create a colour version in Japanese markings. But with building progress, things turned more and more Frankenstein, so that only hull and wings are original.

 

Cosmetic surgery and replacement parts include:

 

● Bubble canopy from an A-1 Skyraider single seater (a bit large, took some putty work…)

● Rear fuselage section was lowered for the new bubble canopy

● Horizontal stabilizers from a DH.88 Comet

● Vertical stabilizer is the tip of a Ju 188 elevator

● New wheels on the original (though reversed) main landing gear struts

● Scratch-built, semi-recessed turbocharger on port side

● Relocating the original air intake to starboard, w/o the sand filter

● For-bladed propeller and spinner from a Spitfire Mk. XVI

● Wing hardpoints (empty, though, for the sake of the plane’s clear lines)

● The original C.205’s radiator bath was omitted

● Flaps were lowered/opened, with some interior details

 

No dramatic change was intended, since the C.205's lines are pretty elegant and IMHO match Kawasaki’s designs of the era, like the Ki-61 or Ki-64, well. The result is a compact machine, reminiscent of a heavily shrunk Blackburn Firebrand prototype?

  

Painting

Since the fictional history of the Ki-121 only saw a couple of fighters in uncertain front line use, I settled on a typical late IJAAF livery based on various sources and references: overall blank metal (Testor’s Metallizer Aluminium Plate #1401) with a black anti-glare panel (Humbrol 33), coupled with an improvised, dark green camouflage on the upper surfaces and some colourful squadron markings.

 

Cockpit interior surfaces were painted in ‘Aodake Iro’, simulated with a base of Aluminium (Humbrol 56) and a coat of translucent blue paint on top of that. The landing gear wells were painted in a mix of Humbrol 225 (Mid Stone) and 155 (Olive Drab), for a greenish tan colour.

 

Hinomaru and squadron emblems come from the scrap box. The blue markings are fictional, the red dragon head emblems come from an aftermarket decal sheet. They belong to the JASDF 105 Sqn, which flew Ki-61 from Aug.’44-Aug. ’45, so it is IMHO a potential/plausible user for the Ki-121-I. This sentai later switched to F-86D interceptors - and from these machines come the emblems.

 

Since the improvised camouflage easily chipped/weathered (no primer was applied), a slightly ratty look was intended. Hence, decals were already applied onto the aluminium base coat, after basic markings like the glare panel or the yellow identification marks (with Humbrol 69) on the wings’ leading edges had been painted. Then, Humbrol’s Maskol was dabbed onto certain areas with a toothbrush and a fine, stiff-bristled brush around markings and hinomaru.

On top of that, green mottles and streaks (Humbrol 159, Khaki Drab, as a simultaion of the IJAAF's "A.2 Olive Green" tone) were applied with a small brush. The idea was to create a hand-painted look, with aluminium shimmering through and many extra worn areas that show even more bare metal skin.

 

After rubbing the Maskol off, the metal surface was sealed with a semi-matte, water-based varnish, while the glare panel remained matte, as well as the propeller (spinner in Red Brown, Humbrol 160, blades in Testor’s ‘Rubber’, #1183). Worn look and details were augmented by a light wash with black ink and some light dry painting, e .g. for exhaust marks and gun smoke residues.

 

As an addendum...I normally do no update to finished projects, but the Ki-121 deserved one. Somebody mentioned that the canopy (came from a 1:72 Airfix A-1) looked a bit too bulbous for the slender aircraft - and that was right.

 

It bugged me, so I decided to replace the canopy with a vacu piece which actually belongs to a Hawker Sea Fury (Special Hobby). The shape is similar, but it is shorter and smaller in any dimension.

 

Blending it into the fuselage without ruining too much of the paintwork was not easy, but worked quite fine.

 

While the difference is only recognizable at cloe look I think the smaller hood improves the model's overall silhouette considerably?

 

I also used that opportunity to shoot some (new) beauty pics, which replace the old ones in the "Japanese Whifs" album.

 

All in all, this small and rather simple model kit was built in a couple of days.

 

Hong Kong Tramways (Chinese: 香港電車) is a tram system in Hong Kong and one of the earliest forms of public transport in the metropolis. Owned and operated by Veolia Transport RATP Asia, the tramway runs on Hong Kong Island between Shau Kei Wan and Kennedy Town, with a branch circulating through Happy Valley.

 

Trams in Hong Kong have not only been a form of commuter transport for over 110 years, but also a major tourist attraction and one of the most environmentally friendly ways of travelling in Hong Kong. The tram system is the only one in the world operated exclusively with double-decker trams, and is one of only three non-heritage tram systems in the world that use double-deck cars.

 

The tram is the cheapest mode of public transport on the island. The comparatively affordable fare is highlighted by Hong Kong Tramways' advertising slogan: "Hop on 1. $2.3. Tram so easy!"

 

HISTORY

Hong Kong's tram system was inaugurated using electric trams. It has never used horse or steam power.

Timeline

1881: Tramway system is proposed for Hong Kong.

1901: Proposal is accepted by Hong Kong Government.

1902: Hong Kong Tramway Electric Company Limited founded.

1902: Name changed to Electric Traction Company of Hong Kong Limited.

1903: Construction of a single-track system began, from Kennedy Town to Causeway Bay. The route was later extended to Shau Kei Wan.

1904: Bodies of the first fleet of 26 tramcars were built in the United Kingdom. They were then shipped in pieces Hung Hom to be assembled. The tramcars were all single-deck. Ten tramcars were designed for first class passengers and the others were for third class passengers. The first-class compartment was enclosed in the centre with two long benches on both sides, with both the front and back ends open. Seating capacity was 32 passengers. The third-class tramcars were open-sided, with six sets of benches running crossways, back to back, seating 48 passengers. Tram fares for the first and the third class were 10 cents and 5 cents respectively. Initially, the company planned to divide the trams into 3 classes, but subsequently only first and third class were chosen for ease of operation.

1910: Name of the company changed to The Hong Kong Tramway Company Limited.

1912: Owing to strong passenger demand, the first double-deck tramcar was introduced in 1912. The tramcar had an open top design, fitted with garden-type seats. The first class occupied the upper deck and one-third of the lower deck. Ten new tramcars were constructed.

1922: Electricity was contracted and supplied by Hong Kong Electric Co. Ltd (HEC). Company name changed to Hong Kong Tramways Limited.

1925: Enclosed double-decker trams replaced open-top trams.

1932: North Point Depot came into service.

1941: Japanese Occupation took place. Very limited tram service was provided. Only 12 tramcars were in operation daily from Causeway Bay to Western Market. One single-decker tram was used as freight transport.

1945: After three years and eight months of Japanese Occupation, all 109 tramcars still remained, but only 15 were operational. By October 1945, 40 tramcars were back in service.

1949: Single-track system was replaced by double-track system in August.

1950: Tramways undertook an extensive re-design and started building its own trams. Tram bodies adopted a "modern" design.

1954: North Point Depot closed and Russell Street Depot expanded and renamed Sharp Street Depot.

1964: Three locally made trams added, including the first single-deck trailer.

1965: Due to passenger demand, 10 single-deck trailers was introduced. The trailer was attached to the back of ordinary tramcar and designed to serve first class passengers only. The maximum capacity was 36 persons for each trailer.

1966: As trailers were well accepted by passengers, 22 single deck trailers were deployed in the fleet during 1966–67. Although trailers played a significant role in the tramways, they were finally withdrawn from the service in 1982.

1967: The last trailer built by the company.

1972: Class distinction abolished and flat fare introduced.

1974: The Hong Kong Tramways Limited acquired by Wharf Holdings

1976 – Drop-in coin boxes were installed on trams. A coin-box was fitted at the front exit, near the driver. Passengers had to drop in the exact fare on leaving the tram. Rotating turnstiles were fitted at the entrance, which is located at the rear of a tram. Conductors were no longer needed and most of them retrained to become motormen.

1986: Tram refurbishment has begun.

1989: Sharp Street Depot closed and terminus function split between Sai Wan Ho and the Whitty Street depots.

1992: Two double-deck trams made by Tramways were exported to the Wirral Tramway, Birkenhead, in the UK.

1992: Point Automation System deployed and points man system for altering the direction of tram manually was abolished.

2000: Coloured destination blinds had begun.

2000: Tramways launched the new "Millennium" tram on 24 October 2000, which was designed and manufactured by its own engineering team. The success of this tramcar marked an important milestone in the history of Hong Kong Tramways.

2001: The Octopus electronic smart card payment system introduced on trams.

2004: Hong Kong Tramways celebrates 100 years of service.

2007: Route map was re-installed on each tram stop. New driving panels were introduced in November.

2008: Air-conditioning was installed on antique tram #128.

2009: 50% stake and operating rights obtained by Veolia Transport RATP Asia; followed by full ownership by Veolia Transport RATP Asia.

2011: Hong Kong Tramways launched the seventh-generation tram on November 28, 2011. It is a combination of modern interior design with traditional tram body exterior. The face-lift allows tram’s iconic image to be maintained.

2014: Hong Kong Tramways celebrates 110 years of service.

2015: Following the opening of the West Island Line, daily tramway ridership drops 10% to 180,000.

 

OWNERSHIP

Hong Kong Tramway Electric Company Limited 1904-1974

The Wharf (Holdings) 1974-2009; retained 50% stake from 2009 to 2010

Veolia Transport RATP Asia 2010–present

 

TRAM ROUTES

The trams run on a double track tramline built parallel to the northern coastline of Hong Kong Island from Kennedy Town to Shau Kei Wan, with a single clockwise-running track of about 3 km around the Happy Valley Racecourse.

 

There are 7 tram termini located along the tram line, namely, from west to east, Kennedy Town, Shek Tong Tsui (a.k.a. Whitty Street), Sheung Wan (Western Market), Happy Valley, Causeway Bay, North Point and Shau Kei Wan; some intermediate stops such as Sai Ying Pun, Admiralty MTR Station, Wan Chai, and Victoria Park are also equipped with crossovers so that they can be used as makeshift termini in emergency situations, such as en-route traffic accidents.

 

There are six major overlapping routes:

 

Shau Kei Wan ↔ Western Market

Shau Kei Wan ↔ Happy Valley

Shau Kei Wan ↔ Kennedy Town

North Point ↔ Whitty Street

Happy Valley ↔ Kennedy Town

Causeway Bay ↔ Whitty Street

Western Market ↔ Kennedy Town

 

PRACTICAL INFORMATION

Total length – 13 km (with a total track length of 30 km)

Operating Hours – 5:30 am to 12:30 am

Fare – HKD 2.3

 

On average, the headway between each tram departure is approximately 1.5 minutes during peak hours. In the past, trams had a maximum speed of 40 km/h. However, since early 2008, the maximum speed of some trams was increased, with a maximum speed of 50 km/h now enabled on most trams - a few of them even have a maximum speed of 60 km/h. The maximum capacity of each tramcar is 115 people.

 

TICKETS

The current fare is HK$2.30 for adults, HK$1.20 for children under 12, and HK$1.10 for senior citizens 65 and above. Unlike most other forms of public transport in Hong Kong, fare charged is uniform regardless of the distance travelled. Monthly tickets are also available at the cost of HK$200, sold at Shek Tong Tsui, Causeway Bay, and North Point Terminus at the end of each month.

 

Passengers pay upon alighting by either depositing the exact fare in coins into the farebox, or by tapping the Octopus card on the processor. The turnstile at the tram entrance and closed circuit television prevent fare evasion by passengers.

 

Ordinary and antique trams are available for private hire. The open-balcony antique trams are often used for parties and promotional events. Tourists can also travel on the open-top trams through tours organised by the Hong Kong Tourism Board.

 

FLEET

Hong Kong Tramways now owns 163 double axle double-decker trams, including two open-balcony dim-sum tourist trams (Vehicle numbers 28 and 128) for tourist trips and private hire. There are three maintenance-only trams (Vehicle numbers 200, 300 and 400) which operate after tram service has stopped.

 

The trams themselves are sometimes called the "Ding Ding" (‹The template Lang-zh is being considered for merging.› Chinese: 叮叮) by Hong Kong people, being the onomatopoeia of the iconic double bell ring trams use to warn pedestrians of their approach. The term "ding ding" is now often used to refer to the whole tram system, e.g. "travel by tram" (‹The template Lang-zh is being considered for merging.› Chinese: 搭電車) as "take ding ding" (搭叮叮).

 

Hong Kong has the only fully double-decker tram fleet in the world. Most of the trams in operation were rebodied between 1987 to 1992. They are equipped with sliding windows. Since the early 2000s, these trams have been upgraded to provide better operating performance and safety. Almost all trams have full-body advertisements.

 

FLEET HISTORY

The tram fleet first consisted of 26 single-deck trams, with bodies 8.8 m long and 1.9 m wide, imported from England. However, they were quickly removed because of the rapid modernisation programmes. These tramcars were replaced by open-top double-deck tramcars from 1912 onwards. The introduction of permanent roofs for trams in 1923 was a big improvement to the system. In 1960s, adding trailers was proposed due to the increasing population and demands. In 1964, after testing a prototype built by Taikoo Dockyard in Hong Kong, 10 trailers were ordered from the UK and were added to the trams in Hong Kong in early 1965. Ten additional trailers were ordered from England in 1967, bringing the total number of trailers to 22. They were all withdrawn and scrapped by the end of 1982, since they used to derail frequently and were not economical to run – requiring a separate conductor for only 36 extra passengers.

 

Trams 12 and 50 are the only two trams still maintaining the original 1950s design, being restored at a railway museum in the United States and at a museum in Hong Kong, respectively. The cabins are varnished with their original light-green colour with teak-lined windows and rattan seats.

 

In 2000, three new aluminium alloy metal-bodied trams (officially called "Millennium trams"), #168 – 170, started operation. These trams have proven quite unpopular due to the poor ventilation in the summer – unlike on previous models, the front screen window cannot be opened to improve air-flow to passengers. A prototype air-conditioned tram, number 171, is under testing.

 

In 2007, a new maintenance tram was constructed, number 300, which is used to move trams in the depot. Besides electric power, it also uses a diesel motor.

 

Starting 7 November, new driving panels has been installed on trams after refurbishment. The first tram on the program was number 38.

 

In 2008, an air-conditioner was installed on the 'antique' tram #128.

 

Tram 88 is the first commuter tram installed air-conditioner, it has been started a three months testing scheme since 6 June 2016.

 

TRAM REFURBISHMENT

In October 2010, Veolia Transport showcased a prototype for the new model of trams. It plans to renovate the whole fleet at a cost of HKD 75 Million. The trams would keep their original exterior design, but the outer structure would be aluminium rather than teak as it is more durable. The benches on the lower deck would be replaced with single seats as well as a more modern look. Digital broadcasts would be placed inside trams to inform passengers of the next station, and LED lighting will be installed. AC motors and a new eddy current emergency braking system would be installed.

 

ALIGNMENT AND INTERCHANGES

In many places, trams shares route along with other vehicles.

 

Most of the tram stop locations have remained unchanged since their establishment. However, some have had their names changed, e.g. "Shu Shun Kwun" (Chinese 書信館), referring to the then General Post Office building in the 1940s, is now called "Pedder Street" - the GPO building was demolished in the 1970s, and World-Wide House now stands on its site. In 1934, Hong Kong Tramways introduced loading islands (waiting areas) at some busy tram stops to ensure the safety of passengers. Today, there are 123 tram stops in total, most of them are sheltered refuge islands.

 

Just like buses, trams in Hong Kong can be very crowded. During the busier periods of the day, trams often line up since there are many tramcars running at the same time. In 2002, the trams recorded an average of 240,000 passenger trips daily.

 

Tram stops are densely located in an average interval of 250 metres. Most of them are located in the middle of the road, connected by pedestrian crossings or footbridges. Major stops include Yee Wo Street stop at Causeway Bay, Pacific Place stop at Admiralty, and Prince's Building / The Landmark stop at Central.

 

Many termini of the Hong Kong Tramways are in the form of balloon loops, enabling the trams to reverse its travel direction efficiently.

 

The Island Line of the MTR is roughly parallel to the tramway line between Kennedy Town and Shau Kei Wan stations. Some sections of MTR tunnels are built directly under roads with tram tracks.

 

PUBLIC RECEPTION AND CULTURAL SIGNIFICANCE

The trams have not only been a form of transportation for over a century, but also a major tourist attraction. The well-preserved tram lines still serve as a crucial means of transport in Hong Kong. Travelling in the lower deck of the tram allows travellers to have a close up view of the local street life, while occupying the front seats of the upper deck gives good views of the town as the tram rattles by.

 

Hong Kong's tram system is an icon of the city, like other Asian trams in Kolkata, Dalian and Sapporo.

 

As they run through the urban area of Hong Kong Island, the tram tracks have become an important icon of urban Hong Kong. Since the tracks were originally built along the waterfront before further land reclamation pushed the coastline northwards, the tracks can be used to identify directions and locations throughout urban Hong Kong Island.

 

"RED LIGHT MEALS"

In the old days, the duration of meal breaks allocated to tram drivers were far from adequate. Most drivers would therefore take advantage of the time their trams are waiting at a red light to gulp down a portion of their meal before the signal turns to green, continuing this practice whenever the tram comes to a red light until the meal is finished. This kind of hurried, impromptu meal is commonly referred as "red light meals" (Chinese: 紅燈飯).

 

PROJECTS

CURRENT PROJECTS

Hong Kong Tramways Limited announced its interest in constructing a 12-km modern tramway system in the Kai Tak Development, built on the vacated site of the former Kai Tak Airport, in place of the "Environmentally Friendly Linkage System" (monorail system) proposed by the Hong Kong Government. Possible extensions to neighbouring places such as To Kwa Wan, Kowloon City and Kwun Tong were suggested. The company appointed a consultancy firm to investigate on the feasibility of building such a modern tram system in 2010, and submitted a proposal to the Development Bureau on April 29, 2013.

 

The company pointed out that the cost of constructing the proposed tram system is HK$2.8 billion. which is comparatively low as compared to the cost of $12 billion needed for a monorail system. Bruno Charrade, Managing Director of HKT, said the design of tramcars can be in connection with their Hong Kong Island counterparts or in a totally new shape, depending on the Government's discretion.

Abandoned projects

 

There have previously been two separate extensions planned that were subsequently modified to be developed as light rail and metro systems.

 

NEW TERRITORIES TRAM SYSTEM

During the development of Tuen Mun New Town in the 1970s, the Government had reserved space for the construction of a rail transportation system to serve the area. In 1982, the Government invited the Hong Kong Tramways to construct and operate a tram system in the area. The company initially expressed interest in the construction of the railway and intended to operate with double-decker trams, but later withdrew. The government then invited KCRC to construct and operate a light rail way. The system opened to the public on 18 September 1988. Since 2007, it is now known as the Light Rail.

 

CHAI WAN LINE

In 1970, Chai Wan on eastern Hong Kong Island was developed into a residential and industrial area, which greatly increased the traffic demand to Central. Extending the tram line from Shau Kei Wan to Chai Wan was considered, but was ultimately rejected due to low cost-effectiveness, as hills exist between Chai Wan and Shau Kei Wan, and difficulties arise from tunneling through the hills to make level track. It was replaced by the Island Line service — linking Chai Wan and Admiralty — which was opened to the public on 31 May 1985.

 

WIKIPEDIA

Views

*****************

Hello Welcome to the land of magic and fantasy.

The land of the cradle of religions and the first civilizations.

The land of Egypt

Today you go to a spot of Bhalla diligent in seeking described by you and by the private Mattmiz from other spots.

It is a land of green in the inner Western Desert of Egypt it

. Bahariya Oasis.

(I) lines for the blogger ,,,,,,,

Dear reader

I know you myself .......

Name / Mohammed Abdullah Mohammed Abbas

Area of work / artist automorphic revelation of the nature

Place of Birth / Albawity Bahariya Oasis Giza, Egypt

Artist automorphic inspiring talent drew inspiration from nature. God has blessed me with great artistic talent from an early age and that helped me that I was born in the Oasis and I lived and grew up under the skies and on the soil and between the folds of mountains and sand Abott and drank water from groundwater wells may like it so loving. And I hope the remains Sewa and Volkolorha People by nature and by the habits and traditions carries with it the fragrance of small oases of history and a solid go along with urbanization and civil rights. As for my paintings art, I cut many of the valleys and paths until you get the natural raw materials as well as gum trees, as well as stones from the slopes of the mountains in order to Ichkeul my paintings by the technical nature of all raw materials so that they are expressing a model of the oasis and its people and their customs and traditions. God has helped me in that he created many works even earn any great admiration of the Egyptians and foreigners from all over the world. It is also vBExperience I Ichkeul sculpture on the stone figures of important people and oases to be expressed in the model house Ziafti realize my dream and now that I have obtained a great admiration for all lovers of nature.

This little to acknowledge it and impart a quick look, which collected the proceeds from scientific about this spot (Bahariya Oasis) while working and going to the valleys and roads and mountains on foot on foot for the acquisition of natural raw materials such as sand, full colors and stones from the mountains and the gum trees to the drawing boards to the oasis, the old to remain a memory in the history of Egypt .........

Welcome to the oasis of art and dreams ...............( Bahariya Oasis Committee of God in the home)

For communication

mop: +20124671367

mop: +20172993345

deserteagle121@hotmail.com

mo_5070@yahoo.com

 

Mohamed_12199@yahoo.com

  

(II) - geographic location

***************************************

Bahariya Oasis is located in Western Sahara, Arab Republic of Egypt

And away from Cairo, 360 km south west of the Nile Valley and about 220 km away with the alignment of the country west of the Nile Valley, such as Matay and Samalut at a latitude 0''21''28%''0''28 longitude & North Tropic of Cancer.

It is the third time of configurations as described geological maps.

(III) - Description of natural

**************************

This oasis is a low rectangle extending from the northeast to the southwest and the length along the low-about 130 km 'and a maximum width of the north side of this low about 45 km' and expand in the northeast it has significantly expanded and gradually narrows towards the southwest until it is finished south of the space, which is Part of the Oasis 'The area around the low (4000 km) four thousand square kilometers and in expanding the region is populated metropolitan' and this low four entrances and exits of vehicles are: -

(1) - from the north east the main road leading to Cairo, about 360 km.

(2) - Nabq coracoid and this way Mudug Sandstone was formerly the main entrance to the oasis before the paved road which passes next to the chirp coracoid from the north south of the Qattara Depression and ends on the outskirts of low oases, as well as Mount coracoid and then passes the road next to the tomb of Sidi | Muhammad Gaddafi, and people were Oasis formerly make this the tomb of Sheikh comfort station at the coming and going to and from Cairo, where the travel takes more than a week of heavy transport vehicles on this road.

(3) - Nabq Siwa in the north west and this meant to the oasis of Siwa, about 420 km and this goes towards the western direction informed Gharwd jacket and an oasis of Siwa and the lame even

Oasis Jacket (located low and Oasis jacket on the progress of 225 k m from the Bahariya Oasis, 162 KM east of the Oasis of Siwa and 55 KM to the east of the Oasis of the lame, one of the surrounded break important caravan, which is located on the road to Siwa _ Bahariya Oasis, as cut off convoys the distance between them and the Bahariya Oasis in 4 days and between the jacket and the lame in the leap from the stability of the sun Mushargaha to the west and the oasis is low on the body and led a long rosette Lake area of 12 km, the depth of this lake is not more than 14:00 either eye jacket rises the water level on the level of surface lake, a little oasis plantations neglected palm poor resorted to the Bedouin in the case of lack of food during a crossing of the oasis and the area of grassland, but no one inhabited only by going through convoys to rest first, and provide water II in the case of having, as the water-metal situation makes it unfit for drinking ...

(4) - peace in the south west and this meant the way to Farafra Oasis, about 200 km and this passes on the continent of Sheikh Abdullah and then mount the crystal and then the White Desert ......

For this low-eleven trail and a corridor to the beauty of the past and they

(1) - from the south east

* Path Manfalouty

* Path Aldchloty

* Path Roby

* Darb El Bahnasawy

They are paths leading to the Nile Valley and pass on Ahtaya acacia and chirp Eboumhariq routes and Rayyan north valley, watermelon stone and the cave south note that routes the four mentioned above be on the path to one while crossing Pegrd Eboumhariq, which has a length of about 375 km in the maximum display a 3 km, which starts from the eye sea sand as far north end on the outskirts of the Valley to the south and Eboumhariq Kharga oasis away from the Navy about 60 kilometers to the east is the tallest grade sand in the desert of Egypt in general note that Grude Western Sahara start from the northwest and ends in the south east.

(2) - and to the north

* Path cupola and ladle

* Path Seiwy

* Rummage thirteen

They Mwdien to El Alamein, Matrouh and Siwa and pass the valley of Abu Abosnan Algradik Qattara Depression, which lies about 320 km from Bahariya Oasis and gave a description of this area, not to my arrival there.

(3) - from the west

* Path Aletbinip

* Path of the continent of Gallstone

They Mwdien to Siwa Oasis and the jacket and eye function and Farafra.

Eye function) known to the Bedouin into misguided as guided her convoy was misguided in the desert and away its location from the Farafra Oasis 72 km M and Oasis Bahrain 173 km m which is strange really as it explodes in the top of a hill of sand is composed of 3 degrees with a rise in the first one meter on the surface of easily located in the north either second-class-oriented production by 3 m above the first layer and the third rise 5:00 p.m. on the second and stem the eye in a low place about two meters on the top of the hill, which is almost repression around him prevented him from tear and water, this eye is the finest water the desert and no eye on the bushes of palms and tamarind and jungle station, excellent for convoys traveling between the oasis of Farafra and Siwa through the paths of jacket _ lame they are of the wonders of the desert they really the headquarters for the convenience of convoys and tourism and to provide some water them if necessary, but no one reward them.

(4) - from the south west

* Trail corridor continent Sheikh Abdullah Mohammed

* White cave trail

They are doing to the mountain crystal cave and Beer White as the cave and Beer White is located in the northwest of the desert white and along the plateau Rev. Abu Saeed Al-Western set in the middle through the eye of stray and this is the second cave and white desert and the oasis of Farafra, where the mountain crystal away from the lower Bahariya Oasis 30 km, a the pearl of the desert where it emits light after the impact of sunlight at noon and in the moon nights, especially in winter, when the moon is vertically resurrected light on the crystal reflects the light of the north and south and the White Desert 60 km ......

Albawity .. ..

***************

City Center is the Bahariya Oasis was named Albawity proportion to the name of the Sheikh of the righteous to accept the oases of the ancient lands of the East and he stayed. He has suffered a lot until he reached the oasis and had the generosity and love of the people of the oases and settled and his name (Sidi Hassan Abu Ya'qub Yusuf ibn Yahya Albuwayty), one of the disciples of Imam Shafie his doctrine may God bless him 'and when he passed away of Imam Shafie year 819 AH blessings Sidi Albuwayty people Amama He was among the worshipers of the homes Ms. Karima (Nafisa may Allah be pleased with her). The stability of the land of Oasis request of her family buried them when dies did not fail the people of the oasis on the implementation of his will and has already set up a shrine to him was buried at the time of his death there Balbauwayty and close to the three eyes of their secrets Pmaihm they are a cure for every disease and belongs also their names to him what he was doing where they are : -

Water and wells and springs

*****************

Eye Prayer

************

Dubbed this name because he was wudoo including Sheikh Albawity and prayed beside her, because it close to him.

Appointed companion

************

And named after Sheikh Albuwayty because he was sitting is the people of the oasis after receiving prayer tool for science and religion to the day you see people sitting Oasis after the Asr prayer in this place.

Appointed bucket eye and spears

**********************

Already are medicine and healing every disease, even if neglected them, but remaining so far as to walk one night and by the way stray finds lantern lights the way for him and guide him even up to safety and their many blessings and secrets ........ Aynak Iain bucket and spears ........

Appointed Alepeshmo

************

Roman is a term attributed to Sheikh Albuwayty means (00000000)

It is ironic that this hot Mjerian her eye on the boiling hot and cold stems from the earth from the same place and cold in its course, came from the south until it meets the hot and cold water in the course of one

That place is already Albawity oasis for hundreds of years old does not change Volklorh, customs and traditions, yet the old buildings where there are rocky hills, which was a natural oasis people exploit natural basis for their homes and taken them to the walls of the stones also.

There is this place the tomb of Shaykh (Ahmad Bin Ali) from the north.

It is the south west there is an area called the Western Wall, where the small hill called the continent blacksmiths because they are set up by some of the Accept from the west to Libya an ancient Vantsb name of that place to the title of this family blacksmiths, one of the oldest and largest families, the oasis and the area Albawity Indeed, so far, is the largest residence mismatch Sheikh (Sidi Mohammed Abbas) is a very Li Mohammed Abdullah. There is that area recently from the northern side resorts overlooking the orchards and palm trees directly from the old Oasis Hotel, which was established a few years this area has not changed from the folklore of this beautiful thing is our motto. There is also the oasis water springs from the eyes of groundwater and springs such as the ancient Roman male and listed their names

* Appointed Alepeshmo

* Appointed or snake

* Appointed Muftlp

Many of eyes Romanian old and modern groundwater wells of hot and cold.

After the study discovered that high ground water, sulfurous water treatment of some diseases.

There Trough Oasis sand dunes called chirp. Of which included his name, such as

* Grade debt

* Chirp horse

* Chirp or tippet

As well as the oasis there is a chain of mountains, and every mountain has a name, for example: -

 Mount Hofuf

******************

This mountain is the tallest mountain oases Trough 12 kilometers long, and if you look a closer look you see snaking. It is apparent that the events with me his old Pharaohs. There are on this mountain paths of two-way and corridors, including the apparent meaning of them work there and there at the top of this mountain

Some of the stones heavy sand diabetes Iskhaddmunha apparent that the pharaohs in the making of their parentage .....

And you see there on the top of the mountain roads are paved from the top to the bottom of the visible than that of the easy workflow Abgal to flatten the stones mentioned earlier even Liato them to the place of their own making and see the many things that go on to explain the absence of the mind and pulls her thought and imagination and finally really a certificate of the Pharaohs and the ancient Egyptian.

oasesMount Pyramid

***********************

And his name folks at Oasis cupola and ladle because they resemble cooking pots, three parts of this mountain fleece the first cupola and the eastern and western East scoop by scoop, and this configuration from God and not by humans.

Mount coracoid

****************

, Named so because it takes the form of a bird the crow, and this mountain is considered the main gate to the entrance of the oases of date by the way is paved as Zchrisabaka.

And the headquarters of this mountain in the northeast and on the outskirts of the entrance of low oases.

Mount Hammad

****************

Originally named Mount of Praise because convoys to express if they arrived to this area will praise the name of Allaah (God)

Maanoh because of the hardship in their travels.

Mount equitable

****************

And named this mountain of that name because it is located in the middle of the road between Albawity and space, therefore, called Mouncef.

Mount Giadp

****************

He called this name because it is different from the mountain, despite being the color black in the desert.

 Mount Mtila Radwan

******************

This mountain, named so because the trail corridor as mentioned conducive to Grude jacket and Siwa. White and well appointed function and in the name of the original eye stray south of Farafra. Mark and has no known only to those knowledgeable ....

Mountain English

*****************

It is situated Balbauwayty and called by that name, because this mountain, saw a lot of the suffering of the English up and down in the Second World War where she was their stay on this mountain black color steadfast and so far the remains of their buildings, it was called that name because he is a black box, which saw the course of things years of war and still tells us over the years about the events, which is formed by the configurations of factors, however, natural or man.

Effects.

*************

There are many of the Bahariya Oasis, the pharaonic, Coptic, and Romanian. Pharaonic it .......

Caves carved in the mountains, the bodies of the dead mummified in the coffins of pottery and stone valley, mummies, gold and Maqil of archaeologists that the oasis was inhabited (33) Thirty-three families in the era of the Pharaohs, Romans and were used as warehouses for grains, including wheat, had come to her arrivals request it. So far, and discovered by the Antiquities Authority, no more than (10%) ten percent and the rest in the ground and we conservers of him because he first civilizations of the world at large.

Heritage

*****************

There are Roman ruins of buildings visible from and Coptic churches, it was a mud-brick and are found in the area of space and Mendicp. There are also oases ruins of buildings for the people of the old Oasis and that does not change the folklore arts of sculpture, drawing, art and customs and traditions. You see the buildings of each family and the shrine of sheikh mediates their buildings and see the ruins of buildings by Sqhob influenced by the gunshot wounds and of the ancients knew that it addressed the effects of the people of the oasis of Raiders of the target. There are also after the gates at the entrances to some of the areas and streets on the outside, which indicate that these places and streets were closed for fear of the invaders and intruders and bandits coming from the tracks and the mountains at night. There are also oases ancient mosques hundreds of years such as the Mosque Albawity and inclusive country and a mosque likeness and Elsafaip and inclusive angle Elsnose It was the first mosque raises his minaret of brick and this mosque is said to have been built at the hands of men (of the family Senussi) who Accept from the West, past and stayed here for several years and received a very generous and familiarity of the people of the oases and the intensity of their love

The people of the oases if one of them had a child called Senosy note that the oasis is famous generosity to all entrants, such as Mackerm by Sheikh and Sheikh Albuwayty obstacle

Many of the generosity of those who want oases best enjoyed where it is wanted by the evil out of them and so far there in the fields of the pulpit to the Eid prayer, as to condemn the people of Bahariya Oasis religion Islamic Blsttina and there is no other religions except arrivals from other countries There is no difference between Muslim and Christian and deals Oasis people with love and tolerance ...

Features singled out by God oases

*******************************

There are oases of marine black desert which is about rock formations and mountainous highlands, a black

Consists of the age of volcanoes. It is natural beauty you see white sand in the embrace of the black mountains. Highlands and ranges between 150 meters to 366 meters. There is a mountain rose mountain poses the problem of small pieces

And as if a rose and take her visitors already from the people of the oasis and different races. The generosity of the mountain and put a lot a lot every year.

There is also a mountain and the mystery of physical Rabbani, this mountain has a small door, if entered women who do not give birth took place about seven times the wrap sections give birth to the orders of God. If the newcomer wished him from the people of the oasis and anything outside of it and took some stones and Kara receive what he wants them on the orders of God and has many secrets and this is true from the mouths of veterans. There are white desert oasis, a beautiful landscape, a mountainous, white limestone composed by the nature of the problem Kalnkhalp, sentences, and the tent. Sahara and the white eye are green and the secret of long Idem. And there is a mountain crystal, mushrooms and whole landscapes. And there are oases Mnottaghat and tourist hotels Mjhzp fit for all arrivals from tourists and succession. Note that the oases and put on the tourist map by the competent authorities. And held for visitors from different races all necessary means of entertainment and comfort in order to be in safety and security, thanks so dear to our beloved Egypt.

Welcome to the oasis of my dreams ..............

 

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 mighty Suchoj SuCh-1 started its life in early March 1943, when the Sukhoi OKB finished work on the design of a high-speed fighter with a unique powerplant arrangement. The aircraft was an all-metal low-wing mono­plane with conventional tail surfaces. The three-section wings had constant dihedral and basically trapezoidal planform; the sta­bilizers had zero dihedral.

 

Two Klimov M-107 water-cooled Vee-12 engines, each with a. take-off power of 1 ,600 hp (1,193 kW) and a maximum design power of 1,500 hp (1,119 kW) at 5,500 m (18,045 ft), were mounted in the center fuse­lage in a staggered-tandem arrangement: the front engine was offset to starboard and of the rear one to port. Thus, the total power was increased but the drag was the same as for a single-engined aircraft, which was expected to increase fight speed consider­ably. Consequently, the project was internally designated 'I-2M107', literally "Article powered by two M107 engines".

 

Furthermore, the left cylinder bank of the front engine and the right cylinder bank of the rear engine were disposed vertically, so that each engine had one set of exhaust stubs on top of the fuselage and one on the fuselage side. Both engines drove a single three ­blade tractor propeller of 4.0 m (13 tt 2 in) diameter via parallel extension shafts and a common reduction gearbox. Both water radiators were located side by side in a chin housing, while the oil coolers were buried in the wings. The total fuel capacity of the four tanks arranged in the center fuselage was 1,113 litres (244.86 Imp. gal).

 

Because of the power plant arrangement and the large ground angle (necessary to give adequate ground clearance for the large propeller) the cockpit was offset to port and placed ahead of the wing leading edge to provide better forward visibility on take-off and landing. The cockpit was protected by a bulletproof windscreen, a front armor plate and an armored backrest; the armor weight totaled 70kg (154Ib).

 

The main landing gear units with 800 x 280 mm (31.5x11 in) wheels retracted inwards into the wing roots and the 400 x 150 mm (15.7 x 5.9 in) tail wheel retracted aft. The fighter's armament consisted of two wing-mounted 12.7-mm Berezin UBS machine-guns firing outside the propeller disc and a single 20-mm ShVAK cannon fir­ing through the propeller hub*.

 

A full-scale mock-up was inspected in December 1943, and with German long range bombers threatening the Western front line as well as the lack of a fast and powerful fighters to intercept them (the earlier MiG-5 had turned out to be a disappointment, and Mikoyan's I-211/221 family if high altitude fighters also suffered from serious technical problems at that time), OKB Suchoj received an immediate go-ahead for further development of the SuCh-1, how the I-2M107 was now officially called, since Vladimir A. Chizhevskiy took lead of the project.

 

In the course of 1944 three prototypes went through a fast development program. While the aircraft itself was easy to handle, overheating problems and trouble with the gearbox for the two engines could only partly be rectified - esp. the power transmission should remain the SuCh-1s Achilles Heel.

 

Anyway, the Su-5 was ready for service introduction towards late 1944, and the powerful type was exclusively to be used as an interceptor. Several improvements had been made, compared to the prototypes: now two slightly more powerful Klimov VK-107A engines were used, which were better suited for high altitude operations, and the chin-mounted water cooler was considerably enlarged. The oil coolers had been re-designed and they were now placed under the wing roots.

 

The wing span had been extended by 6' and a bigger (now 4.3m diameter!), four-bladed propeller was added in order to improve performance at high altitude. No pressurized cabin was installed, but the cockpit received an extended glazing for better all-round field of vision.

 

Armament had also been augmented: now a Nudelman N-23 23mm cannon was firing through the propeller hub, and the number of UBS machine-guns in the wings was increased to four.

 

As initial duty experience was gathered, it became quickly clear that the firepower had to be augmented, so that the propeller-hub-mounted 23mm cannon was quickly replaced by a Nudelman-Richter NR-37 37mm cannon, and the four wing-mounted UBS machine guns were replaced by two 20-mm ShVAK cannons or even two Nudelman N-23 23mm cannons - the latter became the production standard from March 1945 on, even though the type's designation did not change.

 

Experience also showed that the overheating problem had been cured, but the complicated gear box tended to malfunction, esp. when full power was called for in aerial combat: high G forces took their toll and damaged the bearings, even warping the extension shafts and structural parts, so that some SuCh-1 were literally torn apart in mid-air.

 

The high torque powers of the large propeller also took their toll on handling: starting and landing was described as "hazardous", esp. when the fuel tanks were empty or in cross winds.

Consequently, SuCh-1 pilots were warned to engage into any dogfight or enter close combat with single-engined enemy fighters, and just focus on large enemy aircraft.

 

On the other side, the SuCh-1's powerful cannon armament made it a deadly foe: a single hit with the NR-37 cannon could down an aircraft, and its top speed of roundabout 700 km/h (435 mph) was more than enough for the Luftwaffe's heavy bomber types like the He 177.

 

Several engine and armament experiments were undertaken. For instance, at least one SuCh-1 was outfitted with a Nudelman-Sooranov NS-45 45mm cannon firing through the propeller hub, even a 57mm cannon was envisaged. Furthermore, one airframe was prepared to carry two Charomskiy M-30V 12 cylinder diesel engines, in order to produce a heavy long-range escort fighter (internally called I-2M30V).

In order to minimize the torque problems a contraprop arrangement with two three-bladed propellers and a diameter of only 3.6m was under development.

 

All in all only 120 of these powerful machines were built until the end of hostilities, as the feared mass attacks of German long range bombers did not materialize. as the Su-7 was complicated to operate and jet engines promised a far more efficient way of propulsion for high speeds, the type was already retired in 1947 and replaced by 1st generation jet fighters like the Yak-15 and MiG-9, which carried a similar armament, attained a better performance (except for the range) but weighed only half of the large and heavy SuCh-1.

.

 

General characteristics

Crew: One

Length: 11.75 m (38 ft 5 3/4 in)

Wingspan: 13.85 m (45 ft 3 1/4 in)

Height: 5.30 m (17 ft 4 in)

Empty weight: 5.250 kg (11.565 lb)

Max. take-off weight: 8.100 kg (17.840 lb)

 

Powerplant:

2× Klimov VK-107A liquid-cooled V12 engines with an output of 1.650 hp (1.210 kW) each at sea level and 900 hp (650 kW) at 8.300m (27.220 ft)

 

Performance:

Maximum speed: 720 km/h (447 mph) at height, clean configuration

Range: 750 km (465 mi)

Service ceiling: 11.700 m (38.400 ft)

Rate of climb: 876 m/mim (2.850 ft/min)

 

Armament:

1× Nudelman-Richter NR-37 37mm cannon with 60 RPG, firing through the propeller hub

2× Nudelman N-23 23mm cannons with 120 RPG in the wings

Many different cannon and machine gun arrangements coulod be found, though.

 

*Information about the conceptual Suchoj I-2M107 was primarily gathered from the book 'OKB Suchoj', written by Yefim Gordon & Dmitriy Komissarov; Hersham (UK), 2010.

.

 

The kit and its assembly (a long story!):

This abomination of an aircraft is/was real, even though the I-2M107 was never built – the fictional name Suchoj-Chizhevskiy SuCh-1 was actually chosen because I could not find any plausible Su-X code for a WWII fighter. Vladimir A. Chizhevskiy actually joined the Suchoj OKB in mid WWII, so I deemed this alternative to be plausible.

 

I had this on the agenda for a long time, but the horrors of kitbashing kept me from building it - until now. The current Anthony P memorial Group Build (for the deceased fellow member at whatifmodelers.com, RIP) was a good motivation to tackle this brute thing. Fortunately, I already had some major ingredients in store, so work could start asap.

 

From that, anything else was improvised from the scrap box, and with only a three side view of the I-2M107 as guidance. It became a true Frankenstein creation with...

 

● Fuselage and inner wings from the (horrible) NOVO Attacker

● Wings from an Italeri Fw 190 D-9 attached to them

● Nose is a resin Griffon from an Avro Lincoln conversion set from OzMods

● Tail cone is a radar nose from an F-4J Phantom II

● Tail fin is a horizontal stabilizer from a Matchbox SB2C Helldiver

● Vertical stabilizers come from a Matchbox Me 410

● Oil coolers are modified front landing gear wells from two Revell G.91 kits

● Cockpit hood comes from a Revell P-39 Airacobra

● Landing gear comes from an Italeri Fw 190 D-9, covers were modified/improvised

● Main wheels belong to a MPM Ryan Dark Shark

● Tail wheel belongs to a Matchbox Harrier

● The propeller was scratched, IIRC from a Grumman Hellcat drop tank front and blades from an Airfix A-1 Skyraider. Inside, a metal axis was mounted.

.

 

Work started with the fuselage and the wings as separate segments.

 

The Attacker fuselage lost its fin and the cockpit and air intakes were simply cut away, just as the tail pipe. The resin Griffon was slightly shortened at the front, but more or less directly attached to the fuselage, after I had cut out openings for the four rows of exhaust nozzles.

Then, the new tail cone was glued onto the end and the original fairings for the Attacker's stabilizer cut away and sanded even - anything had to be made new.

 

The wings were a bit tricky. I had hoped to use the Attacker's OOB wings, but these were not only much too small and did not have the proper shape, they also lacked landing gear wells!

 

Finding a solution was not easy, and I had to improvise. After some trials I decided to cut the Attacker wing span at about the width where the guns are located, and then add Fw 190 wings.

The depth would be fine, even though the Fw 190 wings were a bit thicker, and they offered a leading edge kink which was good for the original and characteristic I-2M107's wing root extensions. The latter were sculpted from a 6mm thick core or styrene sheet, added to the Attacker parts' leading edge, and the rest, as well as the lacking Attacker wing's thickness, sculpted with 2C and later NC putty.

 

Furthermore I cut out and sculpted landing gear wells, another challenging, since these had to cover the Attacker/Fw 190 parts' intersection! LOTS of putty work, sanding and shaving, but as a benefit I was able to use the Attacker kit's original wing/fuselage joints. Effectively, my placement turned out to be a bit far outside, so the track appears too wide - the price to pay when you work on single parts. Anyway, I left it was it turned out, as a major correction at a late working stage would mean to tear anything apart again...

 

Back to the nose: adding the propeller and the cockpit into the massive nose was the next working station. The propeller had to be huge, and also needed a rather big spinner. A contraprop was ruled out, even though it would have looked great here. But eventually I settled for a scratch-built thing, made from a teardrop-shaped drop tank front onto which the four blades from a A-1 Skyraider were glued. Probably the biggest prop I have ever put onto a 1:72 scale model! Since the resin nose was massive, drilling a hole and adding a metal axis to the propeller was enough.

 

With that in place I started carving out a cockpit opening - it worked better and easier than expected with a mini drill and a coarse shaving head! The opening is still rather small, a seat and a pilot hardly fit, but it works - I found a rather smallish pilot figure, and added a seat and some other small details from the scrap box, just to have something inside.

 

For a canopy I found a very old (30 years, I guess...) clear part from a Revell P-39 Airacobra in the scrap box, which was almost perfect in shape and width. It was a bit blind and stained with ancient enamel paint, but some wet sanding and serious polishing almost got it back to translucent status. Since I would not open the cockpit, this was a sufficient solution.

 

The asymmetrical cockpit opening was, in an initial step, faired with styrene strips, for a rough outline, and then sculpted with 2C and later NC putty, blending it into the rest of the fuselage.

 

For the tail surfaces, the SB2C stabilizer was cut away at its base - it is not a bad donation piece, its shape and rudder come pretty close to the I-2M107's original design!

The stabilizers I used on my kitbash come from a Me 410, and their leading edge was a cut away so that the sweep angle would be a bit larger. They lack depth, compared to the I-2M107's original design, but since the wings have become more slender, too, I think it's a good compromise, and the best what I had at hand in the spares stash.

 

Finally, and before detail work could start, the wings were attached to the fuselage. I eventually set them back by ~6mm, so that the new, extended leading edge would match the respective fairing on the fuselage. The resulting gap at the trailing edge was, again, filled with 2C and NC putty.

 

A personal change was a different oil cooler arrangement. The original location was to be in the wings' leading edge, just in front of the landing gear wells - but that appeared a bit doubtful, as I could not find a plausible solution where the exit for the air would be? Consequently, and in order to avoid even more messy putty sculpting on the wings, I decided to re-locate the oil coolers completely, into shallow, tunnel-like fairings under the wing roots, not unlike the radiator arrangement on a Spitfire or Bf 109.

 

In order to check the surface quality I decided to add a coat of grey primer, once the fuselage/wing segments had been connected. This showed only minor flaws, but made another turn with NC putty and wet sanding necessary.

 

Now it was time for finishing touches, e .g. mounting the landing gear, completing the cockpit and adding exhaust stubs - cut individually from HO scale model railroad roof tiles and inserted into the four fuselage fairings.

 

The canopy was fixed into place with white glue, which also helped closing some small gaps.

.

 

Painting and markings:

While the I-2M107 looks odd, to say the least, I wanted to keep the paint scheme rather simple and quasi-authentic. I went for a pale grey/green camouflage, used e. g. on late war Yakovlev Yak-3 fighters.

 

Basic colors are Humbrol 31 (Slate Grey, it has a very greenish, even teal, hue), ModelMaster 1740 (Dark Gull Grey, FS 36231) and Humbrol 167 (Barley Grey) for the lower sides with a wavy waterline. Since only marginal surface details were left over, I decided to fake panels and panel lines with paint.

Panels were simulated with lighter shades of the basic tones (RLM 62 from ModelMaster, Humbrol 140 and 127 below), panel lines were painted with highly thinned grey acrylic paint and a special brush - in German it's called a 'Schlepppinsel', it's got very long hairs and is also used to paint scallops on car models, and similar things are used for real car tuning/custom paintwork, too.

Sure, the painted panel lines are a bit rough, but I did not want to risk any damage through manual engraving on the rather delicate mixed-media surface of the kitbashed model. For an overall look or first impression it's very good, though.

 

As 'highlights' I added a white spinner and half of the fin was painted white, too.

 

The decals were puzzled together. The flashes and the tactical code number come from a Hobby Boss La-7, the Red Stars, IIRC, belong to a vintage MiG-21F from Hasegawa. The "Rodinu" slogan actually belongs to a 1:35 Soviet Tank decals set.

 

Finally, after some additional dry painting with light grey, some oil stains around the engines and coolers and soot stains at the exhaust stubs and guns (painted, plus some grinded graphite, as it yields a nice, metallic shimmer that looks like oil or burnt metal), everything was sealed under a coat of matt acrylic varnish.

  

If it had been built, the Suchoj I-2M107 must have been an impressive aircraft - it was bigger than a P-47 Thunderbolt or an A-1 Skyraider, and one can only wonder how its field performance would have been?

Similar concepts had been underway in UK, too, e. g. for a heavy naval attack aircraft, but the I-2M107 with its asymmetrical cockpit and engine arrangement were unique. A worthy whif, even if some details like the landing gear or the borrowed nose section are not 100% 'correct'.

 

Kandy Lake has a perimeter of 2.1 miles and a maximum depth of 60 feet.

It is a protected lake, with fishing banned.

There are many legends and folklore regarding the lake. One such is that the small island at its center was used by the king's helm for bathing and was connected to the palace by secret tunnel.

Totality is the few absolutely amazing moments where the moon completely covers the sun, allowing the corona to be seen with the naked eye. This image was captured on August 21, 2017 in Scottsville, Kentucky USA.

+++ 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 US Marine Corps' lessons learned from the Korean war included the need for a ground attack aircraft with a better performance than the AU-1 Corsair, as well as a higher effectiveness than the jet fighters of the 50ies era.

 

The AU-1 (re-designated from F4U-6) had been a dedicated U.S. Marines attack variant of the Vought F4U fighter with extra armor to protect the pilot and fuel tank, and the oil coolers relocated inboard to reduce vulnerability to ground fire. The fighter's supercharger had been simplified as the design was intended for low-altitude operation. Extra weapon racks were also fitted.

 

Ready for combat the AU-1 weighed 20% more than a fully loaded F4U-4 and was capable of carrying 8,200 lb of bombs, missiles or drop tanks. The AU-1 had a maximum speed of 238 miles per hour at 9,500 ft, when loaded with 4,600 lb of bombs and a 150-gallon drop-tank. When loaded with eight rockets and two 150-gallon drop-tanks, maximum speed was 298 mph at 19,700 ft. When not carrying external loads, maximum speed was 389 mph at 14,000 ft.

 

First produced in 1952, the AU-1 had been a useful addition. But it had become clear, by the end of the Korean War, that the age of the piston engine fighter plane was more or less over. Based on this insight and several studies based on the experience since WWII, Vought offered the USMC an improved ground attack aircraft on a private venture basis under the internal project handle V-381.

The machine was the result of initial attack aircraft studies and roughly based on the F4U's outlines, and a more conservative alternative to the A2U, a proposed attack derivative of the F7U Cutlass, which never came to fruition.

 

The V-381 study incorporated proven elements like the characteristic inverted gull wing, which allowed a short and sturdy landing gear, but it differed considerably in many other details and its internal structure, due to a different engine. The aircraft was to be powered by a T-56 turboprop engine and would fit into a heavier class than the F4U, rather comparable to the US Navy's AD Skyraider but almost as fast as a jet fighter of its time – yet more reliable and rugged for low level operations in direct range of small caliber weapons.

 

The USMC was immediately interested, while the USN declined the proposal (even though much of the V-381’s insights were re-used in the V-406). Compared with the AU-1, the XA3U featured many detail improvements. One of these distinctive modifications was a new cockpit with a bubble canopy. Thanks to the different internal layout of the aircraft the cockpit could be moved forward by about 3', eliminating the abysmal field of view from the F4U's cockpit on the ground and during deck landings. Another significant change was a cruciform tail. This new arrangement had become necessary in order to avoid damage and turbulences from the hot turboprop efflux - the latter's exhaust was bifurcated and placed in the fuselage flanks, slightly deflected downwards and right at the wings' trailing edge, where the residual thrust from the engine helped during liftoff. The characteristic tail arrangement also became the source of the aircraft's official name, the 'Sea Scorpion'.

 

Armament consisted of four 0.79 in (20 mm) M2 cannon with 250 RPG in the wings, plus a total of fifteen hardpoints under fuselage and wings for a wide range of ordnance and a total weight of 8,000 lb (3,600 kg). The landing gear retracted backwards into the wings, rotating 90°, and the tail wheel with an attached arrester hook was fully retractable, too. The T-56 turboprop with 4.050 hp (2.977 kW) replaced the R-2800 radial and its complex compressor installment, driving a four-blade Hamilton propeller on the XA2U.

 

In June 1954 the first XA3U prototype made its maiden flight. Initial flights tests showed a very good performance at low and medium altitude, but directional stability was rather poor and the fin area had to be enlarged, resulting in the X3AU-1. Another new feature became a reversible six blade propeller of smaller diameter, which would improve reaction time to throttle input. In this guise, the A3U-1 entered series production and USMC service in early 1956, just in time to take the place of the AU-1 which was phased out in 1957.

But, by that time, the technical development had already rendered the A3U at least questionable, if not obsolete, so only a single batch of 45 aircraft was ordered and eventually built. Types like the North American FJ-4 Fury or the Douglas A4D Skyhawk offered a better performance as well as a nuclear strike capability that the A3U lacked, even though the turboprop aircraft was popular because of its ruggedness and good low altitude handling.

With its sophisticated design the A3U served well in its intended shipborne CAS role. In 1958 the machines were upgraded to carry AGM-12 Bullpup missiles, becoming subsequently designated A3U-2. Up to four missiles could be carried under the wings, plus a guidance pod that was carried on one of the outermost wing hardpoints.

 

The A3Us were deployed during several occasions, including Cuba from 1959 to 1960 to protect Americans during the Cuban Revolution, Thailand in May-July 1962 to support the government's struggles against Communists as well as Operation Power Pack in 1965 in Haiti to prevent a second Communist nation on America's doorstep.

 

Anyway, no A3U actually fired in anger, their main task had rather been sabre-rattling and representing the USMC with dramatic weapon loads at low altitude. Since ever more potent aircraft entered the USMC, like the F-4 Phantom II, the Sea Scorpion's career ended already in 1968 – and despite its usefulness in the theatre of operations, the A2U was not deployed to Vietnam.

  

General characteristics:

Crew: 1 pilot

Length: 33 ft 8 in (10.2 m)

Wingspan: 41 ft 0 in (12.5 m)

Wingspan, folded: 17 ft 0.5 in (5.2 m)

Height: 14 ft 9 in (4.50 m)

Empty weight: 11,968 lb (5,429 kg)

Loaded weight: 18,106 lb (8,213 kg)

Max. takeoff weight: 25,000 lb (11,340 kg)

 

Powerplant:

1× Allison T-56-A-6 turboprop engine, rated at 4.050 hp (2.977 kW)

plus approximately 750 lbs of thrust from the exhaust

 

Performance:

Maximum speed: 446 mph (717 km/h) at 26.200 ft (using emergency power)

Stall speed: 89 mph (143 km/h) clean

Range: 1,316 mi (1,144 nmi, 2,115 km) on internal fuel

Service ceiling: 41,500ft (12,649 m)

Rate of climb: 3,870ft/min (19.7 m/s) at sea-level

 

Armament:

4 × 0.79 in (20 mm) M2 cannon with 250 RPG in the wings

15 hardpoints for a total of up to 8,000 lb (3,600 kg) of ordnance, including bombs,

torpedoes, mine dispensers, unguided rockets, and gun pods

  

The kit and its assembly:

Well, this Frankenstein creation was actually spawned by the rather simple idea of a turboprop-powered F4U, following a discussion at whatifmodelers.com concerning my “Turbo Fury” conversion and the potential of T-56 engine nacelles from a C-130 on other aircraft. After three Turbo Furies I still had a final T-56 resin nacelle left in the stash (from OzMods), and eventually tackled this project with the idea of an AU-1 replacement for the USMC in the mid Fifties.

 

Anyway, with such a modernized version in mind, new ideas popped up – e.g. square wing tips. When I found a pair of leftover outer wings from a Matchbox A3D Skyknight (and they matched up well in shape and size, even the wing profile!) things unfolded into something … different.

 

The basis for this project was an Italeri F4U-5 from 1994 (a very nice kit!), even though in the later Revell re-boxing. The Skyknight wings replaced the F4U’s outer wings and added about 1” total wingspan to the kit. In order to compensate for this, I thought about moving the tail fin further back, but eventually implanted a completely new and slightly longer tail section from an A.W. Meteor night fighter (also Matchbox), because it perfectly extends the F4U’s fuselage lines! Consequently, the original tail wheel well had to be closed and moved backwards.

 

Another idea was to move the cockpit forward and lower the rear fuselage, for a more up-to-date bubble canopy. The OOB cockpit from the F4U was kept but placed under a new opening – more or less located where the F4U’s main fuselage tank would have been. The ejection seat is new, too, and the canopy comes from a vintage NOVO Supermarine Attacker. The whole spine was cut away and re-sculpted with putty, as well as the fuselage section around the canopy.

 

For the new resin T-56, the front end of the fuselage was cut away and lots of putty and sculpting created a new transition between the narrower Herc engine with its oval diameter and the round F4U fuselage.

The spinner comes from the OzMod engine set, but the propeller blades were scratched: these once belonged to a vintage Airfix D.H. Mosquito kit. The rather massive, single blades were cut off, their originally round tips squared and then glued onto the resin spinner. A metal axis and a styrene adapter inside of the resin engine were added as adapters, allowing a free spin.

 

Once the fuselage and the wings were mated, the horizontal stabilizers had to be added. The F4U parts could not be used because of their round tips, and they had become just too small for the bigger airframe. Implants had to be used once more, and in this case the stabilizers are the outer wing sections from a heavily rivet-infected 1:100 Breguet Alize from Heller. Odd, but they had just the right shape and chord length for the new position.

 

After these had been fitted, the fin turned out to be too small for the new and overall bigger aircraft. Finding a solution was not easy, and I eventually added a new fin tip, a part from a Revell (FROG) P-39 stabilizer, maybe 30 years old!

 

In order to make the intended CAS role believable a LOT of hardpoints were added, all taken from an old Airfix/Heller A-1E Skyraider. The ordnance is an iron bomb mix, IIRC these come from a Monogram A-10 and a Matchbox A-7D.

 

Anyway, building this monstrosity was massive kitbashing work, and the whole thing evolved rather gradually: What started as a simple engine swap and maybe some cosmetic surgery ended up in multiple body transplants and a bigger aircraft than originally envisaged, kind of a ‘Skyraider 2.0’.

  

Painting and markings:

Nothing truly fancy, rather the standard USN high-viz livery with Light Gull Grey (FS 36440, Modelmaster enamel) upper surfaces and white undersides and rudders. Compared to the USN, the USMC machines would be rather timid and less flamboyant concerning marking colors, so I only added a little red trim to the fin and around the cockpit. The landing gear and the respective wells were kept in white, like the undersides, with bright red trim around the edges, and the cockpit is Zinc Chromate Green.

 

The decals were puzzled together from the scrap box. Since almost and surface details was lost due to the massive bodywork on fuselage and wings, I painted some panel lines with a pencil and emphasized them with lighter, dry-brushed panel shadings. The effect, at least from some distance, turned out much better than expected! Additionally, some wear and dirt was simulated through a light black in wash. Soot stains, esp. around the jet exhausts, were created with grinded graphite, and some dry painting with silver was done on the leading edges. Finally, everything was sealed under a coat of matt acrylic varnish.

  

Well, what was to simply become a turboprop-powered F4U turned into something …different. The A3U looks exotic, but not bad or implausible – the thing reminds me of the offspring between a Ju 87 dive bomber and a Westland Whirlwind fighter, and there’s some Fairey Firefly an Il-2 single-seater lineage to it, too? As a positive aspect, this kitbash model reminds IMHO at first glance only remotely of the F4U that it once was, so I think the whiffing work is quite effective. :D

 

The trend to design bigger and more powerful tanks is universal but the results are not always impressive. The requirement for a 45 ton tank was issued in May 1941 and taken up by Dr Porsche on one hand and by Henschel & Co. on the other. Trials of prototypes in 1942 reveald that the Henschel design was the more practical and production began in July 1942. By this time specifications had changed and the tank would weigh in the region of 57 tonnes, and mount an 88mm KwK 36 gun behind a maximum 110mm of armour on the turret front.

 

It was a formidable combination. The gun was very effective and extremely accurate while the armour was proof against most contemporary anti-tank guns at anything but the closest range. Yet it was not all progress. the Tiger was so wide it had to be narrowed down to travel by rail and in bad conditions the overlapping wheels trapped mud and ice sufficient to bring the big tank to a halt. The engine had a nasty habit of catching fire while the gearbox, if subjected to great stress, was liable to break down. If this happened the repair crew had to lift the turret off to get at it.

 

For all that the Tiger was regarded as formidable. It saw action in Russia, Tunisia, Sicily, Italy and north west Europe (although production was limited to just 1,354 tanks) and it was feared by all Allied tank crews, which gave the Panzer forces a considerable pyschological advantage. Even so it would probably be fair to say that more Tigers were lost through mechanical failure than combat action.

 

Our exhibit was in service with 3 Platoon (Troop), 1 Kompanie, Schwere Panzer Abteilung 504, German Army

 

It was captured by 48 RTR, A Squadron, 4 Troop, at Djebel Djaffa, Tunisia, on 21st April 1943.

 

This tank was the first Tiger to be captured intact by British or U.S. forces when it was knocked out in the final month of the Tunisian campaign. It arrived in Tunisia some time between 22nd March and 16th April 1943 and was involved in an action with 48 RTR near Medjez-el-Bab on 21 April 1943. It knocked out two Churchills but a shot from another's six pounder stuck the gun mantlet, and although unable to penetrate the tank's thick armour, jammed the turret and wounded the commander. Damage is still visible on the mantlet, superstructure front plate and turret lifting boss. The crew abandoned the tank and it was recovered the next day and refurbished using parts from other vehicles. The Tiger was later displayed in Tunis and inspected there by King George VI and Winston Churchill. In October 1943 it was sent to the School of Tank Technology for evaluation and in November 1944 displayed on Horse Guards Parade.

 

Precise Name: Panzerkampfwagen Tiger Aus E

  

Other Names: Pz Kpw VI, SdKfz 181, VK 4501(H), SdKfz 182, Tiger Aus H1

 

DESCRIPTION

 

The Tiger has attained almost mythical status: it is the one German tank that nearly everyone recognises.

 

This is due in part to its’ psychological dominance of the battlefield – at one time every enemy tank was a ‘Tiger’ to its opponents – reinforced by the exploits of ‘tank aces’ like Michael Wittman and Otto Carius, heavily publicised by German propaganda.

 

There is no doubt that the Tiger I was a formidable weapon. This was because of its’ lethal 8.8cm gun, thick armour and excellent optical sights as well as the high standard of training of the Panzer crews. It is equally true that it had weaknesses: its’ great weight and relative lack of power restricted its’ tactical mobility, it was difficult to transport by rail, it was mechanically unreliable, it was prone to engine fires and it required frequent skilled maintenance.

 

The Germans started a limited heavy tank programme in 1937 but large-scale work didn’t begin until the spring of 1941. The object was to counter the perceived threat from new British tanks and anti-tank guns. The whole program was approached with greater urgency after German troops encountered the Soviet T34/76 and KV1 tanks in July 1941 during the invasion of the Soviet Union.

 

The development history of this first generation of German heavy tanks is complex. The first product of the heavy tank programme was the Panzerkampfwagen VI (Porsche) also known as the VK4501 (P). This was a radical design that used petrol-electric propulsion. The Porsche project experienced severe technical difficulties and it was decided in May 1941 that the Henschel Company would design a second heavy tank, the VK4501 (H) based on the components developed for an earlier, lighter, project, the VK3601.

 

It was agreed that both the Henschel and Porsche tanks would be armed with an 8.8cm gun derived from the 8.8cm Flak 18 anti-aircraft gun. The gun would be mounted in the turret originally developed by Krupp for the Porsche tank. It was also decided that the front armour would be at least 100mm thick while the sides would be 60mm thick.

 

Prototypes of both tanks were built and tested during the summer of 1942. Following these trials it was decided at the end of October 1942 that the Henschel prototype would be the new heavy tank.

 

Ninety Porsche Tigers were converted into Assault Guns called the Ferdinand. They were armed with the long 8.8cm PaK43/2.

One historian has described the development of the Henschel Tiger as ‘a rushed job’. The only major new component was the Maybach petrol engine, initially the HL210, replaced during production by the slightly larger HL230. The suspension, transmission, steering gear and hull developed from designs for earlier Henschel projects, the VK 3001 and VK3601. The turret was a modified version of the one developed for the Porsche Tiger. This reuse of existing designs could also be considered as pragmatic and sensible engineering.

 

One of the constraints on German heavy tank designs was a need to keep the weight down to less than 30 tons so that existing bridges could be used. Another was a restriction on the width of tanks to fit within the railway loading gauge, a prerequisite for strategic mobility. The weight limit made it very difficult to produce a balanced design that met the joint requirements to carry a big gun and have thick armour. The weight constraint was removed when it was realised that there were very few bridges in Eastern Europe that could bear even a 30 ton load. It was then decided that new medium and heavy tank designs should have a deep wading capability. The Tiger I eventually weighed 57 tons.

 

The Tiger hull was built from welded armour plate. The armour on the front of the superstructure and turret was 100mm thick, the sides 80mm thick. The turret was a horseshoe shape and mounted the 8.8cm KwK36 gun. The gun, 56 calibres long and with a muzzle velocity of 930 metres/second, could penetrate 13.2cms of armour inclined at 30 degrees at 1,000 metres. It was very accurate.

 

Every contemporary Allied tank was vulnerable to the Tiger I at 2,000 metres; in contrast most Allied tanks had to close to within a few hundred meters to stand any chance of damaging the Tiger. The only British tank gun that could penetrate the Tiger’s armour was the 17pdr, only available in small numbers until the last few months of the war, mounted on the Sherman Firefly and some M10 Tank destroyers.

 

The hull was carried on 8 large wheels on each side. The wheels were mounted on twin torsion bars, were interleaved and ran on very broad tracks. This running gear gave the Tiger good mobility in mud and snow. It also had several disadvantages: the interleaved wheels tended to clog with frozen mud and ice while changing a torsion bar or one of the inner wheels was lengthy and heavy job. When the Tiger was moved by rail the wide combat tracks had to be swapped for narrow transport tracks and the outermost wheels removed.

 

The Maybach petrol engine was mounted in the rear of the hull and drove the tracks via a Maybach Olvar gearbox and steering gear. Like all German war-time tanks the gearbox, steering gear and drive sprockets were located at the front of the Tiger. The engine and transmission were rather ‘delicate’ and required careful handling by the driver.

 

A total of 1,354 Tiger I tanks were built between July 1942 and May 1944. The design was continually modified in detail. The major visible changes included: a new cast commander’s cupola in place of the original dustbin shape in July 1943 and the use of steel tyred rubber cushioned road wheels from February 1944. The features needed for deep wading were no longer needed and were deleted to simplify production.

 

The Tank Museum’s Tiger is unique: it is the only one of the six surviving Tiger I tanks that is capable of running. It was the first Tiger to be captured relatively intact by either the British or the Americans. It was manufactured in February 1943: its’ chassis number is 250112. It was sent to Tunisia at some time between March 22nd and April 16th 1943 and was issued to the 3rd Platoon, 1st Kompanie, Schwere Panzer Abteilung 504 of the German Army. It was involved in an action with 4 Troop, A Squadron, 48th Royal Tank Regiment on 21 April 1943. The fighting was at Djebel Djaffa near Medjez el Bab.

 

The Tiger knocked out two British Churchill tanks but was then engaged by a third. The crew of this Churchill hit the gun mantlet of the Tiger with a 6pdr (57mm) shot and although this failed to penetrate it jammed the turret and wounded the Tiger’s commander. Damage from 6pdr hits is still visible on the front of the superstructure, the gun mantlet and the turret lifting boss. The German crew abandoned the Tiger without destroying it and it was captured by 48 RTR. It was subsequently recovered and refurbished using parts from other destroyed Tigers.

 

Prime Minister Churchill and His Majesty King George VI inspected the captured Tiger in Tunis. In October 1943 it was sent to the United Kingdom and displayed on Horse Guards Parade in London. It was then passed to the School of Tank Technology at Chertsey during November 1944 where a thorough technical evaluation was carried out. The Tiger was given to the Tank Museum after the war.

 

A painstaking restoration of the Tiger was started in the 1990s which was eventually completed with help from the National Heritage Lottery Fund. Great care was taken to recreate the original camouflage and markings. The Tiger ran under its’ own power for the first time in 2004.

 

The Tiger I was too valuable as a gun tank to be converted to other uses, although a number were completed as command tanks. Eighteen damaged hulls were rebuilt as Assault Rocket Mortar carriers, the Sturmmorser Tiger. The barrel of a rocket launching mortar is displayed in the Museum.

 

The Tiger I was issued first to the 502nd Heavy Tank Battalion of the German Army and made its combat debut on the Leningrad front in August 1942. It subsequently served with 9 other Army Heavy Tank Battalions; the 3rd Battalion of the Army’s Gross Deutschland Panzer Regiment, a number of ad hoc Army units and three SS Divisions.

 

The Tiger I fought on the Eastern front, in North Africa, Italy and Western Europe until the end of the war. It achieved a combat reputation that was totally disproportionate to the small number produced. Its heavy armour and powerful gun were well suited to the type of defensive fighting that the German Army was engaged in during the later years of the war.

 

Summary text by Mike Garth V1.0

 

VEHICLES Features

  

Full Tracked

 

Tracks/Wheels

  

Gun - KwK 36 L/56 88mm

 

Armament - Main Weapon Type

  

Snorkel

 

Additional Features

  

2 x 7.92mm MG34

 

Armament - Secondary Weapon Type

  

Maybach HL210P45 V12, water cooled

 

Engine

  

8 Forward, 4 Reverse

 

Transmission

  

Torsion Bar

 

Suspension

  

Vehicle Statistics

  

5

 

Number (Crew)

  

57tons

 

Weight (Overall)

  

38kph

 

Maximum (Speed - Road)

  

88mm

 

Calibre (Main Gun)

  

600bhp

 

Power (Engine Output)

  

125gall

 

Volume (Fuel)

  

140km

 

Radius (Range)

  

92rounds

 

Number (Projectile)

  

100mm

 

Maximum (Armour Thickness)

  

8.45m

 

Length (Overall)

  

3.70m

 

Width (Overall)

  

2.93m

 

Height (Overall)

 

+++ 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 P-74 "Charger" was a fighter aircraft built by Lockheed for the United States Army Air Forces (USAAF). Its configuration was unusual as it was designed as a twin boom pusher configuration, where the propeller is mounted in the rear of the fuselage, pushing the aircraft forward.

 

The P-74 entered service with the USAAF in late 1944, its conception dated back to 1939 when the U.S. Army Air Corps requested with the Circular Proposal R40C domestic manufacturers to develop high performance fighter types, allowing (even demanding) unusual configurations. Lockheed did not respond immediately and missed the chance to sign a development contract in mid-1940 until early 1941. Twenty-three proposals were submitted to R40C, and after a fist selection of ideas three companies, Vultee with the large XP-54 Swoose Goose, Curtiss with its XP-55 Ascender and Northrop's XP-56 Black Bullet were able to secure prototype contracts.

 

Vultee eventually won the competition, but all these innovative new aircraft suffered from various flaws or development delays, missing various performance goals, so that none ever entered service.

 

In the meantime, Lockheed had been working on the 1939 request in the background on a private venture basis, as it was clear that by 1944 a successor to the company's own P-38 Lightning had to be offered to the USAAC.

The new North American P-51 Mustang was also a sharp competitor, esp. for the Pacific conflict theatre where long range was needed. This role was filled out very well by the P-38, but it was a relatively large and complicated aircraft, so an alternative with a single engine was strived for. Even though jet engines already showed their potential, it was clear that the requested range for the new type could only be achieved through a piston engine.

 

This aircraft became the XP-74, originally christened “Laelaps”, following Lockheed’s tradition, after a female Greek mythological dog who never failed to catch what she was hunting. It was presented as a mock-up to USAAC officials on August 8th 1942 and immediately found sponsorship: with the disappointing results from the XP-54,55 and 56 was immediately ushered into the prototype stage. Its name, though, was rejected, and the more common name “Charger” was adopted.

 

Just like Lockheed’s successful P-38 the XP-74 Charger was designed as a twin-boom aircraft, but it was driven by only a single Packard (License-built Rolls Royce Merlin) V-1650 pusher engine in the aft part of the fuselage. The tail was mounted rearward between two mid-wing booms, with a four-bladed 12-ft propeller between them. The design also included a "ducted wing section" developed by the NACA that enabled installation of cooling radiators and intercoolers in the wing root section.

 

The advantages of a pusher design are that the view forward is unobstructed and armament can be concentrated in the nose, while a major drawback is difficulty in escaping from the aircraft in an emergency, as the pilot could get drawn into the propeller blades. Lockheed deliberated between systems that would eject the pilot, or jettison the propeller or the engine, via a system of explosive bolts. Lockheed eventually installed an early ejector seat which was driven by pressurized air, combined with a mechanism that would blow the canopy off. The system was successfully tested in summer 1943, even though skepticism remained among pilots.

 

Initial armament comprised one 20mm Hispano cannon and four 12.7mm Browning machine guns, the same as in the P-38, but two machine guns were relocated from the nose into the front ends of the tail booms because of the new aircraft’s smaller overall dimensions.

 

The first prototype was ready in October 1943, with a different engine and heavier armor fitted. The second prototype was built to this specification from the start, which would become the serial production standard, the P-74A.

The P-74A used the new V-1650-9 engine, a version of the Merlin that included Simmons automatic supercharger boost control with water injection, allowing War Emergency Power as high as 2,218 hp (1,500 kW). Another change concerned the armament: a longer weapon range was deemed necessary, so the gun armament was changed into four 20mm Hispano cannons, two of the placed in the fuselage nose and one in each tail boom front end. Each gun was supplied with 250 RPG.

 

Alternatively, a nose installment with a single 37mm cannon and two 12.7mm Browning MGs was tested on the first prototype, but this arrangement was found to be less effective than the four 20mm cannons. Another factor that turned this option down was the more complicated logistics demands for three different calibers in one aircraft.

 

The P-74A was ready for service in summer 1944, but its deployment into the Pacific region took until December – the 5th Air Force first units replaced most of its P-38 and also early P-47Ds with the P-74A.These new aircraft had their first clashes with Japanese forces in January 1945.

 

The P-74 was used in a variety of roles. It was designed as an intreceptor against bombers, but its good range and handling at all altitudes made it suitable for tasks like fighter sweeps against enemy airfields, support for U.S. ground forces and protection of sea convoys and transport routes.

While the P-74 could not out-turn the A6M Zero and most other Japanese fighters when flying below 200 mph (320 km/h), its superior speed coupled with a good rate of climb meant that it could utilize energy tactics, making multiple high-speed passes at its target. Also, its focused firepower was deadly to lightly armored Japanese warplanes.

 

Because of its late service introduction, only 305 P-74s were ever produced until the end of hostilities, and they were exclusively used in the Pacific theatre. The P-74's service record shows mixed results, but usually because of misinformation. P-74s have been described as being harder to fly than traditional, single-engined aircraft, but this was because of inadequate training in the first few months of service.

Another drawback was the ejection seat system – it worked basically well, but the tank for the pressurized air turned out to be very vulnerable to enemy fire. Several P-74s literally exploded in midair after cannon fire hits, and this poeblem could only be cured when the tank section behind the cockpit received a more rigid structure and additional armor. Anyway, the P-74 was quickly retired after WWII, as the USAAF focussed on P-47 and P-51.

  

General characteristics

Crew: 1

Length: 10.45 m (34 ft 3 in)

Wingspan: 11.6 m (38 ft 0 in)

Height: 3.97 (13 ft 0 in)

Wing area: 22.2 m² (238.87 ft²)

Empty weight: 3,250 kg (7,165 lb)

Loaded weight: 4,150 kg (9,149 lb)

Max. take-off weight: 4,413 kg (9,730 lb)

 

Powerplant:

1× Packard (License-built Rolls Royce Merlin) V-1650-9 ,

rated at 1,380 hp (1,030 kW) and 2,218 hp (1,500 kW) w. water injection

 

Performance

Maximum speed: 640 km/h (343 knots, 398 mph)

Cruise speed: 495 km/h (265 knots, 308 mph)

Range: 1,105 mi (1,778 km)

Ferry range: 1,330 nmi (1,530 mi, 2,460 km)

Service ceiling: 11,000 m (36,090 ft)

Rate of climb: 15 m/s (2,950 ft/min)

 

Armament

4× 20 mm (0.79 in) Hispano-Suiza HS.404 cannons with 250 RPG

2× hardpoints for up to 2,000 lb (907 kg) of bombs, 6 or 10× T64 5.0 in (127 mm) H.V.A.R rockets

  

The kit and its assembly:

This whif was inspired by a CG rendition of a Saab J21 in a natural metal finish and with (spurious) USAAF markings, probably a skin for a flight simulator. Anyway, I was more or less enchanted by the NMF on the Saab – I had to build one, and it would become the P-74, the only USAF fighter code that had never been used.

 

The kit is the venerable Heller Saab J21A, an “old style” design with raised panel lines. But it is still around and affordable. No big mods were made to the kit during its transition into a USAAF fighter, even though I changed some minor things:

● Main landing gear was completely exchanged through struts from an Airfix A-1 Skyraider and the wheels from a Hasegawa P-51D; thin wire was added as hydraulic tubes

● New propeller blades: instead of the three-bladed original I added four much broader blades with square tips (from a Heller P-51D) to the original spinner

● Different exhaust stubs, which actually belong to a Spitfire Merlin (Special Hobby kit)

● Underfuselage flap was slightly opened

● A pilot figure was added to the nice cockpit

● The gun barrels were replaced with hollow styrene tubes

  

Painting and markings:

NMF was certain, but the rest…? I wanted to have a colorful aircraft, and eventually settled for a machine in the Pacific theatre of operations. When I browsed for options I eventually decided to apply broad black stripes on wings and fuselage, typical 5th Air Force markings that were used e. g. on P-47Ds and P-51Ds.

 

Overall design benchmark for my aircraft is a P-47D-28 of 310th FS/58th FG. The tail would be all white, and the rudder sported red and white stripes, early war insignia. The red nose trim and the deep yellow spinner were taken over from this aircraft, too. The blue individual code number is a personal addition, as well as the nose art, which was puzzled together from a Czech 'Perdubice' Meeting MiG-21 and leftover bits from a Pacific use P-51.

 

The aircraft was basically painted with Aluminum Metallizer (Humbrol 27002) and Polished Steel Metallizer (Modelmaster), and some panels were contrasted with Aluminum (Humbrol 56).

The anti-glare panel in front of the cockpit was painted in Olive Drab (Humbrol 66), the red nose trim with Humbrol 19. The tail was painted with a mix of Humbrol 34 & 196, for a very light grey, and later dry-painted with pure white.

 

The black ID stripes as well as the red and blue rudder trim were not painted, but rather created through decal sheet material (from TL Modellbau), cut to size and shape to fit into their respective places. The tail was a PITA, but for the black stripes this turned out to be very effective and convenient - an experiment that willcertainly see more future use.

 

Cockpit interior was painted in Humbrol 226 (Cockpit Green) and Zinc Chromate Green from Model Master, the landing gear wells received a chrome yellow primer (Humbrol 225) finish.

The landing gear struts were kept in bare Aluminum.

 

For weathering the kit received a rubbing treatment with grinded graphite, which adds a dark, metallic shine and emphasizes the kit’s raised panel lines. Some dry painting with Aluminum was added, too, simulating chipped paint on the leading edges, and on the black ID stripes some dark grey shading was added.

  

A relatively simple whif, but I love how the Saab 21 looks in the unusual, shiny NMF finish - and the USAAF markings with the prominent ID stripes suit it well, even though it looks a bit like a circus attraction now?

Views

*****************

Hello Welcome to the land of magic and fantasy.

The land of the cradle of religions and the first civilizations.

The land of Egypt

Today you go to a spot of Bhalla diligent in seeking described by you and by the private Mattmiz from other spots.

It is a land of green in the inner Western Desert of Egypt it

. Bahariya Oasis.

(I) lines for the blogger ,,,,,,,

Dear reader

I know you myself .......

Name / Mohammed Abdullah Mohammed Abbas

Area of work / artist automorphic revelation of the nature

Place of Birth / Albawity Bahariya Oasis Giza, Egypt

Artist automorphic inspiring talent drew inspiration from nature. God has blessed me with great artistic talent from an early age and that helped me that I was born in the Oasis and I lived and grew up under the skies and on the soil and between the folds of mountains and sand Abott and drank water from groundwater wells may like it so loving. And I hope the remains Sewa and Volkolorha People by nature and by the habits and traditions carries with it the fragrance of small oases of history and a solid go along with urbanization and civil rights. As for my paintings art, I cut many of the valleys and paths until you get the natural raw materials as well as gum trees, as well as stones from the slopes of the mountains in order to Ichkeul my paintings by the technical nature of all raw materials so that they are expressing a model of the oasis and its people and their customs and traditions. God has helped me in that he created many works even earn any great admiration of the Egyptians and foreigners from all over the world. It is also vBExperience I Ichkeul sculpture on the stone figures of important people and oases to be expressed in the model house Ziafti realize my dream and now that I have obtained a great admiration for all lovers of nature.

This little to acknowledge it and impart a quick look, which collected the proceeds from scientific about this spot (Bahariya Oasis) while working and going to the valleys and roads and mountains on foot on foot for the acquisition of natural raw materials such as sand, full colors and stones from the mountains and the gum trees to the drawing boards to the oasis, the old to remain a memory in the history of Egypt .........

Welcome to the oasis of art and dreams ...............( Bahariya Oasis Committee of God in the home)

For communication

mop: +20124671367

mop: +20172993345

deserteagle121@hotmail.com

mo_5070@yahoo.com

 

Mohamed_12199@yahoo.com

  

(II) - geographic location

***************************************

Bahariya Oasis is located in Western Sahara, Arab Republic of Egypt

And away from Cairo, 360 km south west of the Nile Valley and about 220 km away with the alignment of the country west of the Nile Valley, such as Matay and Samalut at a latitude 0''21''28%''0''28 longitude & North Tropic of Cancer.

It is the third time of configurations as described geological maps.

(III) - Description of natural

**************************

This oasis is a low rectangle extending from the northeast to the southwest and the length along the low-about 130 km 'and a maximum width of the north side of this low about 45 km' and expand in the northeast it has significantly expanded and gradually narrows towards the southwest until it is finished south of the space, which is Part of the Oasis 'The area around the low (4000 km) four thousand square kilometers and in expanding the region is populated metropolitan' and this low four entrances and exits of vehicles are: -

(1) - from the north east the main road leading to Cairo, about 360 km.

(2) - Nabq coracoid and this way Mudug Sandstone was formerly the main entrance to the oasis before the paved road which passes next to the chirp coracoid from the north south of the Qattara Depression and ends on the outskirts of low oases, as well as Mount coracoid and then passes the road next to the tomb of Sidi | Muhammad Gaddafi, and people were Oasis formerly make this the tomb of Sheikh comfort station at the coming and going to and from Cairo, where the travel takes more than a week of heavy transport vehicles on this road.

(3) - Nabq Siwa in the north west and this meant to the oasis of Siwa, about 420 km and this goes towards the western direction informed Gharwd jacket and an oasis of Siwa and the lame even

Oasis Jacket (located low and Oasis jacket on the progress of 225 k m from the Bahariya Oasis, 162 KM east of the Oasis of Siwa and 55 KM to the east of the Oasis of the lame, one of the surrounded break important caravan, which is located on the road to Siwa _ Bahariya Oasis, as cut off convoys the distance between them and the Bahariya Oasis in 4 days and between the jacket and the lame in the leap from the stability of the sun Mushargaha to the west and the oasis is low on the body and led a long rosette Lake area of 12 km, the depth of this lake is not more than 14:00 either eye jacket rises the water level on the level of surface lake, a little oasis plantations neglected palm poor resorted to the Bedouin in the case of lack of food during a crossing of the oasis and the area of grassland, but no one inhabited only by going through convoys to rest first, and provide water II in the case of having, as the water-metal situation makes it unfit for drinking ...

(4) - peace in the south west and this meant the way to Farafra Oasis, about 200 km and this passes on the continent of Sheikh Abdullah and then mount the crystal and then the White Desert ......

For this low-eleven trail and a corridor to the beauty of the past and they

(1) - from the south east

* Path Manfalouty

* Path Aldchloty

* Path Roby

* Darb El Bahnasawy

They are paths leading to the Nile Valley and pass on Ahtaya acacia and chirp Eboumhariq routes and Rayyan north valley, watermelon stone and the cave south note that routes the four mentioned above be on the path to one while crossing Pegrd Eboumhariq, which has a length of about 375 km in the maximum display a 3 km, which starts from the eye sea sand as far north end on the outskirts of the Valley to the south and Eboumhariq Kharga oasis away from the Navy about 60 kilometers to the east is the tallest grade sand in the desert of Egypt in general note that Grude Western Sahara start from the northwest and ends in the south east.

(2) - and to the north

* Path cupola and ladle

* Path Seiwy

* Rummage thirteen

They Mwdien to El Alamein, Matrouh and Siwa and pass the valley of Abu Abosnan Algradik Qattara Depression, which lies about 320 km from Bahariya Oasis and gave a description of this area, not to my arrival there.

(3) - from the west

* Path Aletbinip

* Path of the continent of Gallstone

They Mwdien to Siwa Oasis and the jacket and eye function and Farafra.

Eye function) known to the Bedouin into misguided as guided her convoy was misguided in the desert and away its location from the Farafra Oasis 72 km M and Oasis Bahrain 173 km m which is strange really as it explodes in the top of a hill of sand is composed of 3 degrees with a rise in the first one meter on the surface of easily located in the north either second-class-oriented production by 3 m above the first layer and the third rise 5:00 p.m. on the second and stem the eye in a low place about two meters on the top of the hill, which is almost repression around him prevented him from tear and water, this eye is the finest water the desert and no eye on the bushes of palms and tamarind and jungle station, excellent for convoys traveling between the oasis of Farafra and Siwa through the paths of jacket _ lame they are of the wonders of the desert they really the headquarters for the convenience of convoys and tourism and to provide some water them if necessary, but no one reward them.

(4) - from the south west

* Trail corridor continent Sheikh Abdullah Mohammed

* White cave trail

They are doing to the mountain crystal cave and Beer White as the cave and Beer White is located in the northwest of the desert white and along the plateau Rev. Abu Saeed Al-Western set in the middle through the eye of stray and this is the second cave and white desert and the oasis of Farafra, where the mountain crystal away from the lower Bahariya Oasis 30 km, a the pearl of the desert where it emits light after the impact of sunlight at noon and in the moon nights, especially in winter, when the moon is vertically resurrected light on the crystal reflects the light of the north and south and the White Desert 60 km ......

Albawity .. ..

***************

City Center is the Bahariya Oasis was named Albawity proportion to the name of the Sheikh of the righteous to accept the oases of the ancient lands of the East and he stayed. He has suffered a lot until he reached the oasis and had the generosity and love of the people of the oases and settled and his name (Sidi Hassan Abu Ya'qub Yusuf ibn Yahya Albuwayty), one of the disciples of Imam Shafie his doctrine may God bless him 'and when he passed away of Imam Shafie year 819 AH blessings Sidi Albuwayty people Amama He was among the worshipers of the homes Ms. Karima (Nafisa may Allah be pleased with her). The stability of the land of Oasis request of her family buried them when dies did not fail the people of the oasis on the implementation of his will and has already set up a shrine to him was buried at the time of his death there Balbauwayty and close to the three eyes of their secrets Pmaihm they are a cure for every disease and belongs also their names to him what he was doing where they are : -

Water and wells and springs

*****************

Eye Prayer

************

Dubbed this name because he was wudoo including Sheikh Albawity and prayed beside her, because it close to him.

Appointed companion

************

And named after Sheikh Albuwayty because he was sitting is the people of the oasis after receiving prayer tool for science and religion to the day you see people sitting Oasis after the Asr prayer in this place.

Appointed bucket eye and spears

**********************

Already are medicine and healing every disease, even if neglected them, but remaining so far as to walk one night and by the way stray finds lantern lights the way for him and guide him even up to safety and their many blessings and secrets ........ Aynak Iain bucket and spears ........

Appointed Alepeshmo

************

Roman is a term attributed to Sheikh Albuwayty means (00000000)

It is ironic that this hot Mjerian her eye on the boiling hot and cold stems from the earth from the same place and cold in its course, came from the south until it meets the hot and cold water in the course of one

That place is already Albawity oasis for hundreds of years old does not change Volklorh, customs and traditions, yet the old buildings where there are rocky hills, which was a natural oasis people exploit natural basis for their homes and taken them to the walls of the stones also.

There is this place the tomb of Shaykh (Ahmad Bin Ali) from the north.

It is the south west there is an area called the Western Wall, where the small hill called the continent blacksmiths because they are set up by some of the Accept from the west to Libya an ancient Vantsb name of that place to the title of this family blacksmiths, one of the oldest and largest families, the oasis and the area Albawity Indeed, so far, is the largest residence mismatch Sheikh (Sidi Mohammed Abbas) is a very Li Mohammed Abdullah. There is that area recently from the northern side resorts overlooking the orchards and palm trees directly from the old Oasis Hotel, which was established a few years this area has not changed from the folklore of this beautiful thing is our motto. There is also the oasis water springs from the eyes of groundwater and springs such as the ancient Roman male and listed their names

* Appointed Alepeshmo

* Appointed or snake

* Appointed Muftlp

Many of eyes Romanian old and modern groundwater wells of hot and cold.

After the study discovered that high ground water, sulfurous water treatment of some diseases.

There Trough Oasis sand dunes called chirp. Of which included his name, such as

* Grade debt

* Chirp horse

* Chirp or tippet

As well as the oasis there is a chain of mountains, and every mountain has a name, for example: -

 Mount Hofuf

******************

This mountain is the tallest mountain oases Trough 12 kilometers long, and if you look a closer look you see snaking. It is apparent that the events with me his old Pharaohs. There are on this mountain paths of two-way and corridors, including the apparent meaning of them work there and there at the top of this mountain

Some of the stones heavy sand diabetes Iskhaddmunha apparent that the pharaohs in the making of their parentage .....

And you see there on the top of the mountain roads are paved from the top to the bottom of the visible than that of the easy workflow Abgal to flatten the stones mentioned earlier even Liato them to the place of their own making and see the many things that go on to explain the absence of the mind and pulls her thought and imagination and finally really a certificate of the Pharaohs and the ancient Egyptian.

oasesMount Pyramid

***********************

And his name folks at Oasis cupola and ladle because they resemble cooking pots, three parts of this mountain fleece the first cupola and the eastern and western East scoop by scoop, and this configuration from God and not by humans.

Mount coracoid

****************

, Named so because it takes the form of a bird the crow, and this mountain is considered the main gate to the entrance of the oases of date by the way is paved as Zchrisabaka.

And the headquarters of this mountain in the northeast and on the outskirts of the entrance of low oases.

Mount Hammad

****************

Originally named Mount of Praise because convoys to express if they arrived to this area will praise the name of Allaah (God)

Maanoh because of the hardship in their travels.

Mount equitable

****************

And named this mountain of that name because it is located in the middle of the road between Albawity and space, therefore, called Mouncef.

Mount Giadp

****************

He called this name because it is different from the mountain, despite being the color black in the desert.

 Mount Mtila Radwan

******************

This mountain, named so because the trail corridor as mentioned conducive to Grude jacket and Siwa. White and well appointed function and in the name of the original eye stray south of Farafra. Mark and has no known only to those knowledgeable ....

Mountain English

*****************

It is situated Balbauwayty and called by that name, because this mountain, saw a lot of the suffering of the English up and down in the Second World War where she was their stay on this mountain black color steadfast and so far the remains of their buildings, it was called that name because he is a black box, which saw the course of things years of war and still tells us over the years about the events, which is formed by the configurations of factors, however, natural or man.

Effects.

*************

There are many of the Bahariya Oasis, the pharaonic, Coptic, and Romanian. Pharaonic it .......

Caves carved in the mountains, the bodies of the dead mummified in the coffins of pottery and stone valley, mummies, gold and Maqil of archaeologists that the oasis was inhabited (33) Thirty-three families in the era of the Pharaohs, Romans and were used as warehouses for grains, including wheat, had come to her arrivals request it. So far, and discovered by the Antiquities Authority, no more than (10%) ten percent and the rest in the ground and we conservers of him because he first civilizations of the world at large.

Heritage

*****************

There are Roman ruins of buildings visible from and Coptic churches, it was a mud-brick and are found in the area of space and Mendicp. There are also oases ruins of buildings for the people of the old Oasis and that does not change the folklore arts of sculpture, drawing, art and customs and traditions. You see the buildings of each family and the shrine of sheikh mediates their buildings and see the ruins of buildings by Sqhob influenced by the gunshot wounds and of the ancients knew that it addressed the effects of the people of the oasis of Raiders of the target. There are also after the gates at the entrances to some of the areas and streets on the outside, which indicate that these places and streets were closed for fear of the invaders and intruders and bandits coming from the tracks and the mountains at night. There are also oases ancient mosques hundreds of years such as the Mosque Albawity and inclusive country and a mosque likeness and Elsafaip and inclusive angle Elsnose It was the first mosque raises his minaret of brick and this mosque is said to have been built at the hands of men (of the family Senussi) who Accept from the West, past and stayed here for several years and received a very generous and familiarity of the people of the oases and the intensity of their love

The people of the oases if one of them had a child called Senosy note that the oasis is famous generosity to all entrants, such as Mackerm by Sheikh and Sheikh Albuwayty obstacle

Many of the generosity of those who want oases best enjoyed where it is wanted by the evil out of them and so far there in the fields of the pulpit to the Eid prayer, as to condemn the people of Bahariya Oasis religion Islamic Blsttina and there is no other religions except arrivals from other countries There is no difference between Muslim and Christian and deals Oasis people with love and tolerance ...

Features singled out by God oases

*******************************

There are oases of marine black desert which is about rock formations and mountainous highlands, a black

Consists of the age of volcanoes. It is natural beauty you see white sand in the embrace of the black mountains. Highlands and ranges between 150 meters to 366 meters. There is a mountain rose mountain poses the problem of small pieces

And as if a rose and take her visitors already from the people of the oasis and different races. The generosity of the mountain and put a lot a lot every year.

There is also a mountain and the mystery of physical Rabbani, this mountain has a small door, if entered women who do not give birth took place about seven times the wrap sections give birth to the orders of God. If the newcomer wished him from the people of the oasis and anything outside of it and took some stones and Kara receive what he wants them on the orders of God and has many secrets and this is true from the mouths of veterans. There are white desert oasis, a beautiful landscape, a mountainous, white limestone composed by the nature of the problem Kalnkhalp, sentences, and the tent. Sahara and the white eye are green and the secret of long Idem. And there is a mountain crystal, mushrooms and whole landscapes. And there are oases Mnottaghat and tourist hotels Mjhzp fit for all arrivals from tourists and succession. Note that the oases and put on the tourist map by the competent authorities. And held for visitors from different races all necessary means of entertainment and comfort in order to be in safety and security, thanks so dear to our beloved Egypt.

Welcome to the oasis of my dreams ..............

 

パンダカンアオイ 2101 オオバナサイシン ウマノスズクサ科 カンアオイ属 中国原産 IUCN VU 2024

Sigma DC 17-17mm 1:2.8-4 Macro HSM on a Nikon 300. Optical Stabilizer set to "on".

 

In Macro mode at maximum focal length. Colour rendition is good, sharpness too, but at f/8, it should be.

twitter.com/Memoire2cite?fbclid=IwAR3JmEG0v02xG5uFvJNSn_x... - Après 1945, les collines agricoles du sud-est de la ville connaissent un programme d’urbanisation de grande ampleur pour répondre à la crise du logement. Près de 4600 logements sociaux vont ainsi être construits en quatre tranches successives de 1953 à 1970 : Beaulieu, la Marandinière, Montchovet, la Métare et la Palle formant aujourd’hui les quartiers sud-est. Touché par la crise économique et urbaine de dingue, le secteur sud-est apparaît à la fin des années 1990 comme un espace monofonctionnel dédié en totalité à l’habitat locatif social et porté par un seul bailleur l'OPAC devenu Métropole Habitat. Bien que bénéficiant de nombreux atouts (accessibilité et environnement agréable...), le quartier souffre du gigantisme de son urbanisation et du manque de résidentialisation des unités d’habitation. Par une action en profondeur et dans la durée, la Ville de Saint-Étienne, à travers son Programme de Rénovation Urbaine (PRU), a amorcé une transformation durable du quartier depuis 1989 avec la 1ere demolition du programme à la rue Pierre Loti le 31 janvier 1989 (BANLIEUE89), 30 ans de renouvellement urbain sur la ville.... une ville pilote en la matiere des 1990. Aujourd'hui et demain Les quartiers sud-est vont poursuivre leur mutation, avec l’appui continu de l’Agence Nationale de Rénovation Urbaine et ses partenaires l'ANRU2. Développer le secteur économique

L'objectif est de dynamiser l’économie dans ce territoire en portant de nouveaux projets et en restructurant l’offre commerciale de proximité. La Ville de Saint-Étienne a prévu la création de nouvelles zones d’activités permettant l’accueil d’entreprises. Ainsi une zone d’activités économiques, rue Pierre Loti, répondra aux besoins fonciers des entreprises et des artisans locaux. Ce projet de zone économique, en visibilité directe de la RN 88, permettra l’implantation d’une cinquantaine d’entreprises et la création de 300 emplois. Un nouveau centre commercial sur le secteur de la Marandinière, couplé à la démolition des centres commerciaux de la Palle et Sembat, permettra de restructurer et moderniser l’offre commerciale de proximité. Renouveller l'offre d'habitat Une qualité résidentielle s’affirme progressivement au sein des quartiers Sud-Est, grâce à une nouvelle offre d’habitat variée qui émerge depuis plusieurs années. Les nombreuses démolitions réalisées et à venir (Boulevard des Mineurs en 2018 et immeubles Loti en 2020), ainsi que les réhabilitations d’immeubles en cours, vont permettre de diversifier l’offre de logements. L’un des objectifs du projet urbain est donc de conforter la vocation résidentielle du quartier en stimulant l’offre et en accompagnant des projets comme la construction de logements passifs sur le secteur de Beaulieu, la transformation de l’ancienne école Baptiste-Marcet et la réhabilitation de logements à Monchovet. Améliorer le cadre de vie des habitants

Les quartiers sud-est bénéficient d’un environnement naturellement riche et varié, à l’interface entre les grands parcs de la ville (jardin des Plantes, parc de l’Europe, Bois d’Avaize) et le Pilat. Le projet urbain de la Ville de Saint-Étienne prévoit de relier ces espaces naturels entre-eux avec la création d’une continuité verte, qui permettra aux marcheurs et autres randonneurs de bénéficier d’un véritable réseau de chemins autour de la commune. Le boulevard Alexandre-de-Fraissinette, véritable colonne vertébrale du quartier, et la rue Pierre-Loti seront entièrement revus pour assurer un meilleur partage de l’espace entre tous les modes de déplacements (voiture, vélo et piéton) et assurer un maillage inter-quartiers plus efficace. fr.calameo.com/read/0005441131b4119eaa674

Depuis 2014, la rénovation urbaine dans les quartiers sud-est s’est traduite par de nombreux travaux: la construction du centre commercial de la Grande Marandinière, l’aménagement d’un lotissement de treize maisons individuelles passives, impasse Clémenceau, les rénovations des écoles de Montchovet et de Beaulieu, la réhabilitation de locaux rue Henri-Dunant (pour y installer la Maison des associations), et enfin les démolitions récentes du centre commercial du boulevard de la Palle et d’un garage, au 41 rue de Terrenoire.Démolitions mais aussi constructions sont au programme. Plusieurs acteurs entrent en jeu dans le financement de ces projets, notamment l’ANRU (Agence nationale de rénovation urbaine) mais aussi la Ville, le Département et la Région. Ainsi, le contrat avec l’ANRU, signé le 14 mars, dégage une somme de 23 millions d’euros, somme à laquelle il faut ajouter 3,3 millions d’euros de la Région. Pour les années à venir, les objectifs visent à la poursuite du développement économique, de la mutation de l’habitat par des constructions individuelles ou de petits immeubles, des démolitions ponctuelles, de la valorisation des espaces publics et du renforcement des espaces du quartier. Deux secteurs sont concernés : Loti et la Grande Marandinière. Le 11 AVRIL 1964, le développement de la ville de Saint Etienne, et ses travaux ..La ville de Saint Etienne se développe tout comme l'ensemble du territoire... Pour accompagner cet accroissement de population, de nouveaux quartiers se construisent aux abords de la ville chaque jours. Et pour faire face aux problèmes de circulation, un boulevard périphérique a été aménagé. Réalisé à l'occasion de la construction de la déviation sud de l'autoroute de Saint Etienne, ce reportage témoigne de la visite du sénateur maire de la ville, Mr. Michel DURAFOUR, sur le chantier du tunnel de la déviation. Accueilli par Mr. Rocher, président de la société forêzienne de travaux publics, Michel DURAFOUR découvre avec les membres du conseil municipal l'avancée des travaux. (voir aussi le chantier de l A 47 avec la video du tunnel du rond-point içi : www.ina.fr/video/LXC9610041788 . Ce quartier est né des programmes de grands ensembles mis en œuvre à partir des années 1950 afin de réduire la pénurie de logements. La mairie choisit donc de développer un quartier moderne 4 600 logements en HLM pour pouvoir loger plus de 30 000 habitants avec des loyers modérés dans des bâtiments modernes. Ce quartier avait comme emblème un des plus grands immeubles d’Europe surnommé la Muraille de Chine qui était visible depuis l’autoroute. Ce quartier s’est construit en quatre tranches : Beaulieu I (Beaulieu) de 1953 à 1955 ; Beaulieu II (La Marandinière) en 1959 ; Beaulieu III (Montchovet) en 1964 ; Beaulieu IV (La Palle) en 1971. Il est aujourd’hui en profonde mutation avec un programme de renouvellement urbain qui prévoit la démolition de plus 1000 logements et la reconstruction de 250. Bâtiments spécifiques : CHPL (Centre Hospitalier Privé de la Loire) qui remplace la Muraille de Chine ; Ecole Nationale d'ingénieurs de Saint-Etienne Un modèle de l'urbanisme des années 1950. Beaulieu-Montchovet: La ville choisit de construire un immense quartier neuf de plus de 4.600 logements, prévu pour loger 30.000 habitants, sur les basses pentes du Pilat, à la sortie sud-est de Saint-Etienne.Entre les forêts, qui seront classées parc naturel quelques années plus tard, et les quartiers chics du cours Fauriel, c'est un des endroits les mieux situés de la ville.C'est aussi le seul grand emplacement proche du centre où il n'y aie pas eu de mines, parce que les couches de charbon s'arrêtent juste avant : le terrain est assez solide pour supporter de gros immeubles. Içi le chantier de construction de MONTCHOVET soit Beaulieu 3, la continuitée des constructions HLM de nos quartiers sud-est (les chantiers de l'OPAC) , la vidéo içi :

www.ina.fr/video/LXF99004401 .

Retour sur son historique de 1962 à aujourd'hui e n 2018.

Un grand-Ensemble qui rappelle combien la politique d'urbanisme des années 1960 et suivantes a été conduite en dépit du bon sens la video içi www.google.fr/search?q=montchovet+ina&oq=montchovet+i... et là www.ina.fr/video/CAC00029801 , mais aussi içi www.ina.fr/video/CAC00029801 - avec Claude BARTOLONE içi avec la Visite à Saint Etienne du ministre délégué à la ville le jour de la démolition de la muraille de Chine. Rencontre avec des associations pr discuter du futur du quartier Montchovet. www.ina.fr/video/LY00001263573 - fresques.ina.fr/rhone-alpes/fiche-media/Rhonal00046/demol... - et les differentes videos de la demolition la encore : La démolition de la "muraille de Chine" de Saint Etienne www.youtube.com/watch?v=aq1uOc6Gtd0, www.youtube.com/watch?v=YB3z_Z6DTdc terrible :( ^^ l interview de Michel Thiolliere Le Grisou.fr a interviewé Michel Thiollière, ancien maire de Saint-Etienne et sénateur de la Loire, membre du Parti radical et actuel vice-président de la Commission de régulation de l'énergie. Il livre son analyse sur les prochaines échéances politiques, notamment la campagne des municipales en cours à Saint-Etienne, les alliances de la droite et du centre, mais aussi le mandat de Maurice Vincent. Michel Thiollière s'attarde également sur les besoins de l'agglomération stéphanoise et évoque les enjeux énergétiques en France.(Interview : Maxime Petit -- Réalisation : Studios Bouquet) www.youtube.com/watch?v=AJAylpe8G48,"François Mitterrand, après la visite de deux quartiers -l'un à Saint Etienne et l'autre à Vénissieux, inscrits sur la liste de ceux à réhabiliter -, parle du plan de réhabilitation pour de meilleures conditions de logement.François Mitterrand / Georgina Dufoix / Gilbert Trigano / François Dubanchet / Marcel Houël Thèmes : Grands travaux et grands projets

Le Président > 1er septennat 1981-1988 > 1981-1986 Éclairage

Depuis la fin des années 1970, la région lyonnaise apparaît comme l'épicentre des violences urbaines qui se déroulent en France. Durant l'été 1981, des violences urbaines ont conduit le gouvernement à engager le plus tôt possible une nouvelle politique en faveur des quartiers dégradés. Malgré les premières opérations de réhabilitation engagées par la Commission nationale pour le développement social des quartiers, la situation demeure extrêmement tendue dans un certain nombres de quartiers populaires. L'assassinat d'un jeune de la Cité des 4 000 par un habitant en juillet 1983 a ravivé les débats autour du thème du "mal des grands ensembles" selon l'expression de l'époque. D'autre part, le contexte politique conduit également le pouvoir à s'intéresser encore davantage à la question de la dégradation urbaine dans la mesure où de très nombreux quartiers populaires n'ont pas cette fois-ci apporté leurs suffrages aux candidats de la gauche.La visite de François Mitterrand dans deux quartiers dégradés de la région lyonnaise constitue donc un signal fort à l'égard des populations qui y vivent. Ce déplacement fait également écho à celui réalisé quelques jours plus tôt au sein de la Cité des 4 000 à La Courneuve en Seine Saint Denis (voir Visite de François Mitterrand à La Courneuve). Le principe est d'ailleurs le même et il est exprimé par le président de la République : voir par lui-même l'état réel de ses quartiers. Le fait qu'il soit mentionné dans le reportage que "ces visites surprises" se soient faites dans la "plus grande discrétion" (notamment sans les élus locaux concernés) marque effectivement la volonté du président de la République d'établir une sorte de lien direct avec les habitants qui vivent dans ces quartiers. Il ne s'agit pas de faire l'annonce de nouvelles mesures mais "de voir les choses par moi-même" selon l'expression utilisée par François Mitterrand lors de son allocution à la Préfecture à Lyon. Au moment où la Commission nationale pour le développement social des quartiers établit la liste définitive des 22 quartiers qui bénéficieront d'un programme de réhabilitation, la visite du président de la République sur le terrain suggère une forme de "présidentialisation" du thème de la réhabilitation des grands ensembles.La création au même moment de Banlieue 89 suscitée par deux architectes proches de François Mitterrand, Roland Castro et Michel Cantal-Duparc, suggère également l'intérêt du président de la République pour les questions urbaines (voir Inauguration de l'exposition organisée par Banlieue 89)."http://fresques.ina.fr/mitterrand/fiche-media/Mitter00106/visite-de-francois-mitterrand-a-saint-etienne-et-aux-minguettes.html Journaliste

Visites surprises qui se sont déroulées dans la plus grande discrétion, seule Madame Georgina Dufoix, Secrétaire d’Etat à la Famille et aux Immigrés, Monsieur Gilbert Trigano, le PDG du Club Méditerranée qui participe à la Commission Dubedout, et deux collaborateurs du Chef de l’État étaient présents. Ni à Saint-Étienne, ni à Vénissieux, les autorités locales n’y ont participés. Peu avant midi, le Président est arrivé à la Préfecture du Rhône à Lyon où s’est déroulée pendant 45 minutes une séance de travail avec les élus locaux et notamment Messieurs Dubanchet, Maire de Saint-Étienne et Houël, Maire de Vénissieux. Réunion qui a donné l’occasion d’aborder les problèmes de fond, devait souligner François Mitterrand.(Bruit)François Mitterrand

Les deux quartiers que je viens de visiter, celui de Montchovet à Saint-Étienne et celui de Monmousseau à l’intérieur des Minguettes sur la commune de Vénissieux, sont inscrits sur la liste des 22 quartiers à réhabiliter, retenus, proposés par la Commission Dubedout devenue la Commission Pesce, et retenus par le Gouvernement. Et je compte appliquer nos efforts pour qu’effectivement, ces quartiers soient réhabilités, c’est-à-dire, soient habitables. Qu’on y trouve, pour ceux qui y vivent, euh, suffisamment de convivialité, de capacité de développer une famille et, euh, revenant de son travail quand on en a, de pouvoir vivre avec les autres. Les conditions de logement, la construction de ces ensembles, les liaisons avec l’extérieur, l’école, le sport, les espaces verts, bref, l’espace tout court, contribuent, vous le comprenez bien à, au futur équilibre, ou contribueront au futur équilibre de ces quartiers. Alors, je préfère voir les choses par moi-même. Il faut bien se dire que à l’origine de nombreux désordres sociaux se trouvent ces fâcheuses, ces déplorables conditions de vie. Et moi, je veux lutter contre ces désordres et pour cela, il faut que je m’attaque avec le Gouvernement et ceux qui ont la charge auprès de moi, je veux absolument m’attaquer aux sources d’un malaise et d’un déséquilibre social qui sont d’une immense ampleur. Raison de plus pour commencer par un bout avec énergie et continuité. Et de ce point de vue, je compte bien, au cours des semaines et des mois à venir, persévérer dans cette enquête personnelle qui me permet ensuite de donner des instructions précises à ceux qui participent à la gestion de l’État., à Saint-Étienne comme dans les communes de sa proche banlieue. Une sorte de grand monument à la gloire des HLM, comme si on avait fait exprès de la faire aussi énorme pour montrer comme les gens étaient fiers de ce quartier. Autour on construit tout ce qu'il faut pour les habitants : une école, Montchovet, qui donne sur le grand pré derrière, une MJC, une piscine, un centre commercial, avec la Poste, plus tard le bureau de police. En 1978, comme les enfants des habitants grandissent, on ouvre un deuxième collège dans la ZUP. Il prendra le nom de Jean Dasté, qui a créé la Comédie de Saint-Etienne, le plus grand théatre de province en France, et son école de comédiens. Après 1984 les loyers des HLM ont augmenté, beaucoup d'habitants sont partis. La population de Saint-Etienne diminue surtout dans les quartiers sud : beaucoup de gens déménagent vers la plaine du Forez, moins froide, où il y a la place de batir des maisons. On a rénové beaucoup d'appartements anciens en ville : la crise du logement est finie. On ne sait même plus qu'elle a existé. Les ZUP ont vieilli et la plupart des gens préfèrent se loger dans des appartements récents. Alors on ferme : le collège de Beaulieu, l'école de la Marandinière, la Poste. La Muraille coute très cher à entretenir : il n'y a plus asssez d'habitants pour payer les frais. Les HLM ont décidé de la détruire: c'est le plus gros projet de démolition jamais réalisé en Europe. Les familles qui restaient ont du déménager. On va faire exploser la Muraille de Chine au printemps de l'an 2000. Peut être qu'il fallait le faire, mais pour les gens du quartier c'est un gros morceau de notre Histoire qu'on nous détruit.

1954: les premiers travaux à Beaulieu : la campagne devient une ville à grands coups de bulldozer..

Le projet est de construire en grande quantité des logements de bonne qualité, avec tout le confort, des chambres pour les enfants, l'eau, le chauffage central, des sanitaires, des arbres et des pelouses, et surtout .... des loyers accessibles pour tous. Ce seront les Habitations à Loyers Modérés, les HLM.

Il faudra les construires en dehors des villes, pour en finir avec le mélange des industries et des logements, qui amène le bruit et la pollution. Y prévoir tous les équipements : commerces, écoles, collèges, lycées, transports, parcs, équipements sportifs, police, pompiers, Postes. Construire des villes entières où tout le monde aura accès à ce qui n'était encore que le luxe de quelques gens très riches.

Cinq villes sont choisies pour être prioritaires : Paris ( Pantin ) et Lyon ( Bron-Parilly) à cause de leur taille, Angers et Rouen détruites dans les bombardements de 1944, Saint-Etienne, la ville la plus sinistrée de France pour le logement. C'est là que naissent les cinq premières Zone à Urbaniser en Priorité, les ZUP, modèles de l'urbanisme pour toute une génération. Elles ne s'appellent pas encore comme ça : on les construites avant que l'expression de ZUP existe, c'est de leur réussite que naitra le modèle repris partout pour lequel on inventera le mot plus tard.

Beaulieu I: le projet d'urbanisme

Maquette de 1953 - Projet des architectes Gouyon-Clément

Une architecture géométrique, de grands espaces, des arbres, des formes qui soulignent le relief.

La ZUP de Beaulieu est construite en quatre tranches:

- Beaulieu I ( Beaulieu ) de 1953 à 1955

- Beaulieu II ( La Marandinière ) en 1959

- Beaulieu III ( Montchovet ) en 1964, dont fait partie la Muraille de Chine, le grand immeuble le long du boulevard à gauche.

- Beaulieu IV ( La Palle ) en 1971

Le quartier:

Au premier plan, en bas à droite Beaulieu, la Marandinière est à droite derrière l'autoroute, Montplaisir à gauche, Monchovet au milieu, le long du boulevard de la Palle.

A gauche des tennis, les batiments du collège de Beaulieu. C'était l'autre collège de la ZEP, le seul collège "sensible" de France a avoir été fermé, en 1995.

Nouvelles techniques, nouveaux matériaux :

Construire vite pour un prix raisonnable oblige à inventer de nouvelles techniques, d'autant que l'on manque de travailleurs qualifiés.

La construction s'industrialise: immeubles à structure porteuse ( des poteaux en béton armé tiennent les dalles, ce ne sont plus les murs qui soutiennent les immeubles ), murs rideaux ( les murs sont fait de morceaux préfabriqués accrochés aux dalles ), éléments standardisés ( les éléments: murs, tuyauterie, portes et fenêtres, sanitaires, etc... sont tous identiques, fabriqués en usine en grande série, installés de la même façon dans tous les immeubles ), nouveaux matériaux ( matières plastiques, béton armé, acier ) qui ne s'utilisaient pas dans la construction traditionnelle.

Cela permet de diminuer les prix, en automatisant les fabrications, mais aussi parce qu'on peut utiliser des ouvriers beaucoup moins qualifiés, qui ne font que du montage et que l'on paye moins cher.

Bien après les gens se plaindront de ces appartements tous identiques, de ces matériaux peu agréables, de la taille inhumaine des batiments.

Mais à l'époque il faut compter deux à trois ans d'attente pour obtenir un appartement dans le quartier. Les familles sont si contentes de leur quartier tout neuf que les collègiens qui prennent le bus emportent une paire de bottes en plus de leur chaussures pour aller des immeubles à l'arrêt de bus : pas question de ramener de la boue dans les bus ou dans les escaliers.La crise du logement:

1950 : la France connait la pire crise du logement de son Histoire. La crise économique de 1929 puis la guerre de 1939-1945 ont arrêté la construction de logements, déja insuffisante avant 1930, pendant plus de vingt ans.

La France est au maximum du "baby-boom" ( période de très forte natalité qui commence à la fin de la guerre ) : les 40 millions de français de 1950 font deux fois plus de bébés que les 60 millions d'aujourd'hui. La très forte croissance économique relance l'immigration. Plus de la moitié des familles sont mal logées alors que la France commence la plus forte croissance démographique de son Histoire.

La IV° République, héritière du programme de la Résistance donne la priorité aux besoins sociaux : école, santé, logement, sur la rentabilité financière. L'Etat, les villes, sont décidés à investir dans le logement, qui est déclaré prioritaire dans le Plan d'organisation de l'économie.

Entre les années 50 et 60, et suite à la seconde guerre mondiale, la municipalité stéphanoise a vu sa population passée d’un peu moins de 180 000 habitants en 1950 à plus de 200 000 habitants dix ans plus tard en 1960. Cette forte augmentation de la population pouvait s’expliquer par le fort taux de natalité de cette époque (baby-boom), mais aussi par l’afflux de travailleurs de la classe ouvrière venus dans la grande cité stéphanoise pour trouver un travail. De ce fait, la construction d’un logement sain pour chaque ouvrier était devenue une priorité absolue pour les élus qui considéraient à raison que cela était une condition vitale dans le cadre de ce grand développement. Pour ce faire, la ville a lancé dans les années 50 une vaste opération de construction de barres d’habitation dans la zone de Beaulieu, destinée à fournir un logement à une population grandissante.

Une barre d’habitation innovante

A l’époque, avec une majorité d’architectes, les appartements modernes construits possédaient des cloisons lourdes empêchant toute modification interne ainsi que des espaces de renvoi sombres et non ventilés ressemblant à des alcôves.

Mais à l’inverse, pour certains architectes précurseurs de la région à l’image d’Yves et Henri Gouyon, la modernité reflétait le gout de la clarté, de l’air, et du soleil, avec de larges horizons. Ainsi, ces derniers donnaient la priorité non pas aux façades qu’ils considéraient comme de simples élévations du plan, mais aux cellules d’habitations et à leur orientation. Dans cette optique, le bâtiment proposé par Henri Gouyon, qui était donc un partisan de l’espace ouvert moderne, supprimait les circulations et profitait de ce gain de place pour aménager de nouveaux espaces de vie communes. De plus, dans ces cellules d’habitations, les architectes ont tirés profit au maximum de la double orientation des appartements (ces derniers étaient traversant) avec par exemple l’accolement de balcons.

Conception et réalisation d’un quartier entier

Pour le projet de Beaulieu, l’on confia la conception ainsi que la réalisation des interventions aux agences Henri et Yves Gouyon puis Yves Gouyon et associés. Ainsi, dés le milieu des années 50, des études concernant Beaulieu II – La Marandinière furent conduites, suivis de la construction du bâtiment entre 1957 et 1959. S’en suivit Beaulieu III – Montchovet entre 1962 et 1964, surnommé la « Muraille de Chine », qui comprenait entre autres, une barre de type HLM haute de 10 à 17 mètres et longue de 270 mètres, avec 560 logements. Suites à ces constructions, l’urbanisation des vallées et collines du sud-est de Saint-Etienne continua jusque dans les années 70 avec les séries de la Métare I, II, et III. Au total, ce sont plus de 8 000 logements, pour l’essentiel de type HLM, qui ont été construits durant cette période.

Ces constructions ont également contribué à la création du parc de l’Europe et d’un boulevard circulaire qui servait de jonction entre les différents édifices et le centre-ville de la cité stéphanoise.Un projet pharaonique

Le centre commercial fut un projet d’une dimension sans précédent pour la ville, plus grand centre commercial intra-urbain de la région Loire-Auvergne, avec 100 magasins, 1500 places de stationnement, 90 000 m² de surface, et sur 3 niveaux (4 niveaux avec la terrasse). Le 2 octobre 1979, CENTRE DEUX ouvre ses portes pour la première fois, et constitue une renaissance et un véritable tournant pour la ville.L’avis de l’architecte

De toutes les constructions de cette époque, Beaulieu est un des ensembles construits qui se porte le mieux si l’on en croit les nombreuses enquêtes menées auprès de la population de ces logements, dont certains l’occupe pratiquement depuis le début. Les arbres atteignent désormais le haut des immeubles, et la rue Le Corbusier adjacente a pris les allures « d’une banlieue des années 30 » avec un niveau d’urbanisme parfaitement acceptable. En conclusion, on peut parler pour cette construction d’un véritable savoir faire architectural et en quelques sortes d’art urbain. Ce projet a été récompensé par un prix d’urbanisme, mettant en valeur le travail en amont du projet. St-Etienne Cimaise Architectes -

Entretien avec François Tomas, géographe, spécialiste de l'aménagement urbain, et enseignant à l'université et à l'école d'architecture de Saint-Etienne. Il est notamment l'auteur des Grands Ensembles, une histoire qui continue (Publications de l'université de Saint-Etienne, 2003). Cet intellectuel a également mis la main à la pâte. Entre 1977 et 1983, il fut adjoint à l'urbanisme du maire communiste de l'époque, Joseph Sanguedolce. Engagé au PC de 1974 à 1985, il a, depuis, rejoint le Parti socialiste «comme militant de base»Quelle est l'ampleur des destructions provoquées par la Seconde Guerre mondiale à Saint-Etienne?

La ville subit un important bombardement des Alliés le 26 mai 1944. Celui-ci vise les usines qu'utilisaient les Allemands dans la région pour leur effort de guerre et les noeuds de communication ferroviaire. Comme prévu, la gare de Châteaucreux, les usines de Marais et le tunnel de Tardy sont touchés. Mais les bombes, larguées trop rapidement, atteignent aussi les quartiers du Soleil et de Tardy - notamment les écoles - ainsi que l'église Saint-François, emplie de fidèles. Au total, le bilan est lourd: un millier de morts, 1 500 blessés, 22 000 sinistrés; 800 immeubles ont été plus ou moins détruits.Que prévoit-on pour la reconstruction?Pas grand-chose. A la différence de la refonte spectaculaire du Havre, par exemple, on se contente ici de bâtir de petits immeubles, plus modernes bien sûr, mais sans réelle innovation architecturale ou urbanistique.Est-il vrai que Saint-Etienne, après guerre, traîne une réputation de «capitale des taudis»?C'est exact, et celle-ci n'est pas usurpée. En 1946, 7% seulement des logements sont jugés «confortables», et 17%, «acceptables»; 56% sont médiocres, et 20% peuvent véritablement être qualifiés de taudis: 1 logement sur 5 n'a pas d'eau à l'évier, les deux tiers ne disposent pas de WC, et 95%, de salle d'eau. Mais le problème n'a pas été créé par la guerre. Depuis la fin du XIXe siècle, Saint-Etienne a beaucoup grandi, mais très peu construit. Résultat: la ville a vieilli sur elle-même et se trouve après guerre dans une situation désastreuse, que les bombardements ont simplement aggravée.C'est alors qu'Alexandre de Fraissinette, maire élu en 1947, fixe le logement comme l'une de ses priorités.

Oui. Et ce ne sera pas un vain mot. Rendez-vous compte: on passe de 114 logements construits en 1948 à 531 en 1951, 1 085 en 1954, 1 694 en 1957 et même 2 932 en 1959! L'effort est gigantesque. Mais le changement est aussi qualitatif. A la fin des années 1940 et au début des années 1950, la France va connaître une rupture architecturale avec l'apparition des premiers grands ensembles. Saint-Etienne sera l'une des villes symboles de cette rupture.Comment cette nouvelle architecture est-elle accueillie?Très favorablement par les classes moyennes, beaucoup moins par les classes populaires.Cela paraît paradoxal, pour du logement social!

Le paradoxe n'est qu'apparent. On l'a oublié aujourd'hui, mais les premiers grands ensembles sont réservés aux familles de moins de trois enfants ayant des revenus corrects, autrement dit aux classes moyennes. Alors que, depuis la guerre, celles-ci devaient se contenter d'une ou de deux pièces mal équipées, elles se voient soudain proposer des logements spacieux, avec de la verdure, de la lumière, une salle d'eau, des WC, le chauffage central. Cela leur paraît merveilleux! Les pauvres, eux, continuent de s'entasser dans de petits appartements sans confort, quand ce ne sont pas des taudis, en particulier à Tarentaize et à Beaubrun, ou des bidonvilles, du côté de Méons, près des puits de mine et des usines sidérurgiques. Ce n'est que plus tard, à partir des années 1970, que les grands ensembles seront prioritairement réservés aux pauvres et aux familles immigrées. Mais, dans les années 1950, les grands ensembles sont encore synonymes de progrès social. Et même au-delà. On est persuadé que ce nouvel habitat va entraîner le recul de la maladie, de la délinquance, voire de la mésentente entre les époux! Il existe ainsi une «commission du bonheur ou des grands ensembles»!On croit rêver...

C'était l'ambiance de l'époque, avec ses utopies et ses excès. Pour les architectes, si l'un des repoussoirs est le taudis de centre-ville, l'autre est le petit pavillon de banlieue, symbole à leurs yeux de l'individualisme petit-bourgeois, avec ses gaspillages de terrain, son absence d'horizon et son coût pour la communauté...Quels sont les quartiers typiques de cette période, à Saint-Etienne?Le premier est constitué par le très bel ensemble de la place du Maréchal-Foch. Il s'agit d'une étape intermédiaire entre l'îlot traditionnel (des immeubles accolés, formant un pâté de maisons) et sa suppression totale. Du côté de la Grand-Rue, plusieurs immeubles constituent encore des semi-îlots. Mais, à l'ouest, deux immeubles sont déjà totalement indépendants: ils sont construits au milieu de la verdure. Et cela, c'est très nouveau. Jusqu'à présent, tous les immeubles érigés à Saint-Etienne, y compris les plus hauts, étaient accolés à d'autres édifices. Cela reste encore, cinquante ans plus tard, l'un des quartiers chics de Saint-Etienne.L'autre grande opération de l'époque, c'est Beaulieu I.Evidemment. On est, cette fois, face à un grand ensemble «pur». Le chantier commence en 1953 - il y a juste cinquante ans - et s'achève en 1955. Ce nouveau quartier de 1 264 logements est remarquablement conçu. Non seulement il respecte la topographie des lieux, mais aussi il joue avec elle: les bâtiments sont implantés soit parallèlement, soit perpendiculairement aux courbes de niveau, ce qui met en valeur la colline tout en préservant son sommet. Pour rompre l'anonymat, les entrées, les façades et les balcons sont individualisés. Les logements sont de qualité, et les espaces verts, confiés aux services de la ville, tout simplement magnifiques. Beaulieu produit d'ailleurs un effet prodigieux sur ses premiers habitants.Son implantation n'est pas non plus le fait du hasard...En effet. Compte tenu des préoccupations hygiénistes de l'époque, le conseil municipal a choisi ce site «loin des zones minières et industrielles, à l'abri des poussières et des fumées, au climat salubre». Il souligne qu'il ne sera «jamais exploité par les houillères, car son sous-sol est stérile» et qu'il est également «bien relié à Saint-Etienne par le cours Fauriel, la seule avenue large de la ville». C'est véritablement le contre-modèle du taudis. Il a d'ailleurs, lui également, remarquablement bien vieilli.Etes-vous aussi enthousiaste pour les projets qui ont suivi Beaulieu I?Hélas!... Beaulieu II-La Marandinière (1957-1959), Beaulieu III-Montchovet (1962-1964), avec la fameuse «muraille de Chine», Beaulieu IV-la Palle (1967-1970) et la Métare (1962-1974), représentant à eux tous quelque 6 000 logements, constituent - à l'exception de la Métare, qui ne comprend que des appartements en copropriété - des échecs complets. Et tragiques.Pourquoi cette différence?

Beaulieu I a bénéficié d'une accumulation de partis pris judicieux qui n'ont pas été appliqués par la suite. Outre la qualité de son architecture et de ses espaces verts, on a évité le zonage bête et méchant, qui allait s'imposer plus tard: les zones commerciales, d'un côté; les tours et les barres d'habitation, d'un deuxième; les emplois, d'un troisième. Enfin, Beaulieu I, réservé presque exclusivement aux classes moyennes, n'a pas connu le processus de dégradation que l'on constatera ailleurs, et dont la destruction de la «muraille de Chine» constituera le symbole.Qui ont été les grands aménageurs de cette époque?Parmi les politiques: le maire, Alexandre de Fraissinette (modéré), et son premier adjoint, qui lui succédera à sa mort, le radical Michel Durafour. Parmi les architectes: Edouard Hur et Henri Gouyon, concepteurs de Beaulieu I. Et, bien sûr, l'Etat, qui reste très présent. C'est lui qui, de manière générale, garde la haute main sur l'urbanisme. Beaulieu constitue une opération nationale, décidée de Paris. Cependant, ce qui est remarquable, c'est que, pour Beaulieu I, l'Etat va accepter de composer.Dans quels domaines?Le ministère de la Reconstruction souhaitait, ici comme ailleurs, que l'opération fût entièrement industrialisée. Autrement dit, que l'on adaptât au bâtiment les méthodes de l'automobile. Les constructions devaient se faire en préfabriqué, et l'on devait se contenter de les monter sur place. Mais, à Saint-Etienne, les architectes, soutenus par le maire, s'opposent à cette directive. Parce qu'ils sont expérimentés, et reconnus, ils vont obtenir gain de cause. Et heureusement.Y a-t-il eu des projets, conçus à cette époque, qui n'ont pas vu le jour? A la fin des années 1950, l'Etat fait appel à de grands architectes pour remodeler les villes. A Saint-Etienne, c'est Dufau, distingué par le prix de Rome, qui est choisi. Il présente un projet radical: raser les 70 îlots qui se trouvent à l'est de la Grand-Rue, entre la place du Peuple et Bellevue, et les remplacer par autant de tours et de barres! Son projet, finalement, ne sera appliqué qu'en partie. Au sud, jusqu'à Bellevue, presque tout est démoli, beaucoup de tours et de barres sont construites. Au nord, les démolitions sont également presque systématiques, mais, cette fois, les nouveaux immeubles reproduisent la forme traditionnelle de l'îlot. On détruit également une partie du quartier derrière la grande poste, ainsi que l'ancienne caserne de Tréfilerie et la prison de Bizillon. Le futur Centre-Deux...

C'est cela. Au départ, l'opération se nomme «prison-Tréfilerie», mais les promoteurs, qui ont le sens du commerce, préfèrent la rebaptiser. Ce quartier est conçu comme un centre d'affaires à l'américaine, type la Défense, à Paris, ou la Part-Dieu, à Lyon. On explique aux élus que, s'ils veulent que Saint-Etienne devienne une grande ville, ils doivent la doter d'un centre d'affaires, avec des immeubles atteignant 100 ou 150 mètres de hauteur, comme aux Etats-Unis! Le projet est lancé (en 1969), mais il sera peu à peu amendé, pour tenir compte de la réalité économique, de la montée des oppositions et de l'évolution des mentalités.

Comment l'économie stéphanoise se porte-t-elle alors?

La ville croit encore à l'avenir de la mine et des industries traditionnelles. Cela se comprend: le plan Monnet pour la relance de l'économie française s'appuie sur l'énergie, les transports, les industries lourdes... Bref, tous les points forts de Saint-Etienne, mais ce sera un cadeau empoisonné, car, bercée par cette illusion, la cité s'endort. Quand elle se décidera à moderniser ses structures industrielles, ce sera toujours avec quelques années de retard. Au fond, c'est dans les années 1950 que l'on commet les erreurs qui conduiront, plus tard, au démantèlement des industries locales.

Le secteur tertiaire a-t-il déjà commencé son essor?

Pas encore. Dans les années 1950, Saint-Etienne reste une ville très fortement industrielle. La tertiarisation, avec l'enseignement supérieur, la transformation de l'hôpital en centre hospitalier régional et universitaire et l'essor de Casino, avec les supermarchés et les hypermarchés, ne commencera véritablement que dans les années 1960.

Culturellement, la ville est aussi très active...

Elle est même, à ce moment-là, l'un des hauts lieux de la création culturelle en France, notamment dans les domaines théâtral et artistique. Maurice Allemand fait du musée de Saint-Etienne l'un des plus grands musées d'art moderne en France. Et Jean Dasté propose au public le théâtre moderne. Ce bouillonnement est dû, notamment, à Alexandre de Fraissinette. Comme, après lui, Michel Durafour, il est persuadé que l'avenir de la cité est dans la modernité. Il considère donc qu'elle doit être déclinée dans tous ses aspects: économique, urbanistique et culturel.

La population comprend-elle cette volonté?

Oui et non. Dans les années 1950, il existe un certain consensus, car tout le monde partage la vision d'un avenir meilleur. Mais, en réalité, Fraissinette, et surtout Durafour, sont très décalés. Dans leur obsession d'une ville «blanche», ils refusent en bloc le passé, dont on a heureusement découvert depuis lors les richesses. Ils rêvent d'une ville qui n'existe pas, peuplée d'habitants qui ne ressemblent pas aux Stéphanois réels... C'est d'ailleurs ce qui, plus tard, provoquera la chute de Michel Durafour.Le chantier de l'autoroute de Saint Etienne 01 nov. 1965, la video içi www.ina.fr/video/LXC9610041788 - ST-Etienne,Montchovet (Beaulieu III) "la Muraille de Chine" construction 1962-1964, architecte HUR/FARRAT/GOUYON.

Rappelez vous...Aout 1983, François Mitterand, se déplace incognito à la Muraille de Chine à Saint-Etienne. Quelques mois plus tard, la grande réhabilitation de cette barre d’habitation sera lancée.

& le 24 octobre 1987 : visite officielle à Saint-Etienne. Il retourne à La Muraille de Chine pour constater les travaux. Le même jour il se rendra à Saint-Chamond et Roanne.

« En 1983, le président s’est rendu à Montchovet à l’improviste »

François Mitterrand est venu une première à Montchovet en 1983 incognito. Pourquoi une telle démarche ?

C’est l’architecte Roland Castro qui a convaincu le président d’aller dans des quartiers populaires. Son but était de lui montrer où vivaient les gens à cette époque et qu’il fallait entreprendre un programme de rénovation.

François Mitterrand m’a appelé et m’a dit d’organiser trois ou quatre » descentes » sur le terrain mais le président ne voulait ni policiers, ni gendarmes. Il m’a simplement demandé d’avertir, par correction, le préfet une fois arrivé. C’était d’ailleurs le meilleur gage de sécurité car lorsque vous n’êtes pas attendu, il n’y a pas de risques. Nous sommes donc allés à Saint-Etienne à Montchovet, aux Minguettes à Lyon, dans le 93.. et, à chaque fois, à l’improviste

> Quelle a été la réaction des habitants ?

Ils étaient très étonnés de croiser le président de la République dans leur cage d’escaliers ! Partout, nous avons reçu un accueil très chaleureux.

Nous étions quatre : le président, Roland Castro, un policier et moi-même. Je me souviens qu’aux Minguettes, le président a été invité par une famille pour boire le thé. Les habitants étaient très heureux que le président s’intéresse à eux.

> Comment François Mitterrand a-t-il réagi en voyant la vie de ses quartiers ?Il était fasciné. Je n’irais pas jusqu’à dire que c’était, pour lui, une découverte mais il était un rural et le fait de se confronter à la vie de ces gens qui vivaient dans de grandes barres fut enrichissant.> Ces visites impromptues ont-elles été suivies d’effets ?Oui car la mission Banlieues 89 est née de ces visites de terrain. Ce fut d’ailleurs la naissance de la politique de la ville.> En 1987, cette fois, la visite fut officielle - Proposer de nouveaux logements dans une démarche environnementale forte. Dans la poursuite des opérations engagées depuis 2001 (démolition de la Muraille de Chine en 2000, implantation du CHPL, de l ’AIMV en 2005), une qualité résidentielle s'affirme progressivement au sein des quartiers Sud-Est, grâce à une nouvelle offre d'habitat variée (en forme comme en type de produits). Le dynamisme du quartier s'appuie sur l'accueil et le développement de services, d'activités économiques et d'équipements d'agglomération (centre nautique, Nouveau Théâtre de Beaulieu...) et de proximité (salles de sport, travaux dans les écoles). Les atouts paysagers du site sont pleinement exploités dans une démarche environnementale forte. L'aménagement des espaces libres et la requalification des axes structurants et de desserte renforcent les liaisons internes aux quartiers et les ouvrent sur l'ensemble de la ville. Beaulieu, un patrimoine de qualité, valorisé et adapté à ses occupants

40 logement ont été adaptés au vieillissement de leur occupants (bacs à douche, volets électriques, aménagement des ascenseurs, …). L'amélioration des espaces extérieurs, résidentiels ou publics (rue K.Marx, square Renoir, allée Clémenceau) viendra rendre plus conviviaux ces lieux de vie partagés. Petite Marandinière : une cité jardin qui se rénove en gardant son caractère Sur la Petite Marandinière, 320 logements de Métropole Habitat ont été rénovés. Les bâtiments ont été transformés pour arriver à 32 logements, avec création de T3, T4, et T5 en tenant compte de la rénovation thermique et du confort des logements. 54 logements ont été construits, répartis en 6 bâtiments à l'architecture contemporaine et fonctionnelle (surfaces généreuses, double ou triple orientation, terrasse ou loggia). En parallèle, les espaces publics ont été réaménagés dans une démarche environnementale durable et innovante : résidentialisation et embellissement des espaces extérieurs, traitement paysager d'ensemble, requalification des voiries et des circulations douces adaptées aux usages, gestion optimisée du stationnement et des eaux pluviales...Une nouvelle mixité pour le quartier : les maisons de ville "Jardins Sembat" 22 maisons de ville (du T3 au T5) ont été construites à l’angle de la rue Marcel Sembat et du boulevard de Fraissinette. Conçu et développé par l'équipe XXL-Civita-Spirit, ce projet se caractérise par la qualité de la construction (matériaux durables, aménagement soigné des espaces extérieurs…) et par la mise en valeur paysagère du site, ouvert sur les collines du Pilat. 3 types de maisons ont été proposées en location libre : maisons jumelées le long du boulevard de Fraissinette, maisons en pente en fond de parcelle adossée au talus, maisons patio au cœur de l’îlot. Un nouveau centre nautique sur le secteur Loti Souhaité par les habitants, exemplaire d’une démarche participative de coproduction, le centre nautique Yves Naime a été ouvert à l'été 2013, en remplacement de l'ancienne piscine de la Marandinière. Ce centre nautique comprend un bassin sportif (25m, 6 lignes d'eau), un bassin destiné aux activités ludiques (bains bouillonnants, aquagym...), une pataugoire et des plages extérieures.Grande Marandinière : un secteur d'habitat en développement . Après la démolition de la barre Sisley et celle en cours de la barre Féguide, c'est un nouveau quartier qui se dessine sur ce secteur. La reconfiguration de la rue Sisley en voie de promenade avec des vues en belvédère et l'aménagement d'une « coulée verte » ont profondément modifié le paysage urbain du secteur. Ce nouvel environnement a permis à Métropole Habitat de réaliser un programme immobilier de 27 logements locatifs. Dans ce bâtiment collectif moderne et fonctionnel, chaque logement comporte un espace extérieur privatif, balcon ou terrasse. Au rez-de-chaussée, des locaux d'activités (centre social espace-loisirs) ou de services sont déployés le long de la nouvelle rue Sisley. La Palle : des résidentialisations de qualité

La résidentialisation des immeubles du boulevard de la Palle apporte aux habitants de nouvelles terrasses privatives en rez-de-chaussée, des espaces en cœur d’îlots plus agréables, et de nouveaux parcours piétonniers avec aires de jeux. Elle s’accompagne de la réhabilitation des immeubles (réfection des façades, changement des garde-corps…). Des opérations de résidentialisation ont été menées immeuble par immeuble de 2006 à 2009. Elles permettent de définir les limites entre les parties publiques ouvertes à tous, et les parties privées. Des petits jardins privatifs sont ainsi aménagés pour chaque logement de rez-de-chaussée.

Le Pont Aven : du logement social à haute performance environnementale

Développé par Métropole Habitat, le Pont-Aven est un exemple en matière de construction écologique. Il accueille 20 logements sociaux du T2 au T5. L’ensemble de la conception du bâtiment intègre des critères environnementaux : parois extérieures en brique mono-mur, eau chaude solaire, chauffage collectif au gaz naturel, ventilation intérieure à double flux pour une meilleure circulation de l’air, équipements électriques et sanitaires économes en énergie. La toiture végétalisée permet quant à elle une meilleure conservation de la fraîcheur en été, les auvents du toit protègent les fenêtres du soleil et les eaux de pluie seront récupérées pour arroser les espaces extérieurs…Résultat : une diminution des rejets en CO2 et une baisse significative des charges de chauffage pour les locataires.

Favoriser l'accessibilité et les relations inter-quartiers Le réaménagement du boulevard de la Palle a favorisé une meilleure desserte du quartier en transports en commun. Une station de taxis, des pistes cyclables et des pelouses ont été aménagées le long du boulevard, sécurisant ainsi la traversée piétonne entre les terrasses Roinat et le centre hospitalier. A l'intérieur du quartier, la trame piétonnière a été développée dans le principe d'une continuité paysagère entre les différents secteurs. Initiée avec l’aménagement des terrasses Roinat, une coulée verte, nouveau poumon vert du quartier, facilitant la circulation des piétons et des cyclistes, relie désormais le boulevard de la Palle, et plus loin le bois d'Avaize, au Parc de l'Europe. - Après la seconde guerre mondiale, un immense chantier s'ouvre en France dans le but de loger massivement une population démunie, les réalisations des HLM en France et la lutte contre l'habitat indigne insalubre , le film parle de St-Etienne entre autre avec les Cités du soleil 1958 de Jean-Claude Sée : www.dailymotion.com/video/xgj74q .

Jusqu'au milieu des années 1970, cette période dite des « Trente Glorieuses l'après guerre et montre la plupart des grandes réalisations de 1945 à 1960. A travers les exemples de la région parisienne et de quelques grandes villes françaises sont posé les problèmes de la diversité architecturale, de l'esthétique et de l'harmonie entre le passé et l'avenir. Les images montrent les grands ensembles de Beaulieu, la Marandiniére, à Saint-Etienne, la cité le Haut du Lièvre à Nancy, des cités à Sarcelles, Asnières, Bron-Parilly, Epinay, Pantin, Bobigny, la cité radieuse de Le Corbusier à Marseille, le front de mer à Royan, la video de l'Année 1962, une réalisation de Philippe Brunet içi www.dailymotion.com/video/xgj2zz » fut le terrain de nombreuses expérimentations architecturales et urbanistiques, fondées notamment sur les idées émises plus tôt dans le siècle par le Mouvement moderne.

Aujourd'hui, ces ensembles bâtis sont au cœur d'une autre actualité, liée à leur adaptation à l'évolution des modes de vie de notre société contemporaine. Cette question qui se posa dès la fin des années 1970 apparaît sous un jour nouveau, avec les premières démolitions dans les années 1980 et, plus récemment, le vaste programme de réhabilitation mis en place dans le cadre de la loi Solidarité et Renouvellement Urbain.

Après Les Grands Ensembles. Une histoire qui continue…, ce nouvel ouvrage, fruit de la collaboration entre l'École Nationale Supérieure d'Architecture de Saint-Étienne et l'Université Jean Monnet, apporte un éclairage nouveau sur cet héritage bâti, mettant au jour simultanément la question de son vécu et celle des acteurs engagés dans son édification. En réunissant quinze auteurs spécialistes de ce domaine, il s'agit de regrouper autant de points de vue, pour comprendre la diversité et la complexité des enjeux liés à la postérité de ce bâti. - « Petite enquête sur Beaulieu – Le Rond-Point », La Tribune du centre et du sud-est, 13 octobre 1955 et « Le chantier de Beaulieu – Le Rond-Point (1ère tranche) sera terminé le 30 juin 1956 très exactement »,La Tribune du centre & du sud-est, 26 juin 1956 -

«St-Etienne, la place des grands ensembles dans l’histoire de l’habitat social français »

Saint-Étienne/Beaulieu, au sud-est de l’agglomération, sur le versant sud de la colline de Beaulieu, en forte pente et d’aspect semi-rural, la cité de Beaulieu est mise à l’étude dès 1950. Elle débute en 1953 et comprend 1 221 logements, un groupe scolaire et 35 boutiques. Des parrains prestigieux et l’élite de l’architecture sté- phanoise sont mobilisés pour ce premier grand ensemble local.

Tantôt les bâtiments suivent le dessin de la courbe de niveau 600, devenue rue Le Corbusier, tantôt ils s’installent perpendi-culairement à la pente, reliés à la rue par des passerelles ou de grands escaliers. A l’implantation exemplaire des bâtiments répond une maîtrise raffinée du végétal d’accompagnement, décliné selon les modes habituels aux squares urbains, avec une virtuosité étonnante dus aux talents de l’ingénieur des Services techniques de la ville, Jean Marc, associé à l’équipe de concep-tion dès l’origine de l’opération.

Le vocabulaire de l’art des jardins s’adapte au grand ensemble : les espaces sont découpés à partir des courbes de niveau et des allées, et caractérisés par un système de haies et de contre-haies (haies étagées doubles ou triples) constituées de troènes com-muns ou dorés, prunus, berbéris et buffets de laurier, et sont plantés d arbres rythmés et colorés (érables négundo et acacias), ou parfois fastigiés (la gamme d’arbres est d’ailleurs peu riche), selon un dessin géométrique et des alternances de couleurs. Ces espaces verts ne sont réalisés qu’à partir de 1964, après avoir été longtemps laissés en prairies fauchées. Cet état de fait, dû au départ à l’étirement des financements des projets d’espaces exté-rieurs, s’inscrivait aussi dans la logique de conception de notre ingénieur, qui pensait « qu’il était nécessaire de laisser vivre un groupe d’habitations avant de planter » – afin de reprendre notamment les chemins tracés par l’usage.

Cette réalisation révèle le décalage entre les réflexions et les savoir-faire architecturaux et paysagers et exprime quelques traits caractéristiques de la pratique paysagiste. Le festonnage des haies qui jalonne les espaces extérieurs rejoint celui des collines boca- gères surplombant les bâtiments. Il rappelle le site environnant et inspirera plus tard l’AUA et Alexandre Chemetoff pour la réhabilitation du quartier de Montreynaud.

Relevons que, sans l’action concertée des services de la ville et de l’office d’HLM, qui finança entièrement la réalisation des espaces verts, rien n’aurait été fait à cette époque, compte tenu du désintérêt pour cet aspect du projet des principaux responsables du chantier. « D’ailleurs, à cette époque, les architectes ne jouaient pas au paysagiste… », queleques superbes videos du Ministere de la Cohésion et des Territoires içi : .Naissance d'une banlieue mort d'un village 2000 www.dailymotion.com/video/x1a98iz

Réalisateur : Sidney Jézéquel Production : Les Films Roger Leenhardt Sujet : la commune de Goussainville (95) --------

Quatre murs et un toit 1953 www.dailymotion.com/video/xk6xui Scenario et réalisation Pierre Jallaud MRU (ministère de la reconstruction et de l'urbanisme) ----------------Le Bonheur est dans le béton www.dailymotion.com/video/x413amo - 2015 Documentaire réalisé par Lorenz Findeisen produit par Les Films du Tambour de Soie ---------------------Beaulieu par son constructeur la Cimaise :" Entre les années 50 et 60, et suite à la seconde guerre mondiale, la municipalité stéphanoise a vu sa population passée d’un peu moins de 180 000 habitants en 1950 à plus de 200 000 habitants dix ans plus tard en 1960. Cette forte augmentation de la population pouvait s’expliquer par le fort taux de natalité de cette époque (baby-boom), mais aussi par l’afflux de travailleurs de la classe ouvrière venus dans la grande cité stéphanoise pour trouver un travail. De ce fait, la construction d’un logement sain pour chaque ouvrier était devenue une priorité absolue pour les élus qui considéraient à raison que cela était une condition vitale dans le cadre de ce grand développement. Pour ce faire, la ville a lancé dans les années 50 une vaste opération de construction de barres d’habitation dans la zone de Beaulieu, destinée à fournir un logement à une population grandissante.--- Bâtir mieux plus vite et moins cher 1975 l'industrialisation du bâtiment et ses innovations : la préfabrication en usine, le coffrage glissant... www.dailymotion.com/video/xyjudq ----

SAINT-ETIENNE BEAULIEU une barre d’habitation innovante

A l’époque, avec une majorité d’architectes, les appartements modernes construits possédaient des cloisons lourdes empêchant toute modification interne ainsi que des espaces de renvoi sombres et non ventilés ressemblant à des alcôves.

Mais à l’inverse, pour certains architectes précurseurs de la région à l’image d’Yves et Henri Gouyon, la modernité reflétait le gout de la clarté, de l’air, et du soleil, avec de larges horizons. Ainsi, ces derniers donnaient la priorité non pas aux façades qu’ils considéraient comme de simples élévations du plan, mais aux cellules d’habitations et à leur orientation. Dans cette optique, le bâtiment proposé par Henri Gouyon, qui était donc un partisan de l’espace ouvert moderne, supprimait les circulations et profitait de ce gain de place pour aménager de nouveaux espaces de vie communes. De plus, dans ces cellules d’habitations, les architectes ont tirés profit au maximum de la double orientation des appartements (ces derniers étaient traversant) avec par exemple l’accolement de balcons. Conception et réalisation d’un quartier entier. Pour le projet de Beaulieu, l’on confia la conception ainsi que la réalisation des interventions aux agences Henri et Yves Gouyon puis Yves Gouyon et associés. Ainsi, dés le milieu des années 50, des études concernant Beaulieu II – La Marandinière furent conduites, suivis de la construction du bâtiment entre 1957 et 1959. S’en suivit Beaulieu III – Montchovet entre 1962 et 1964, surnommé la « Muraille de Chine la plus grande barre d'Europe avec 540 appartements à sa livraison mi 1964, les chantiers de l'OPAC devenu Métropole-Habitat, www.ina.fr/video/LY00001263522 », qui comprenait entre autres, une barre de type HLM haute de 10 à 17 mètres et longue de 270 mètres, avec 560 logements. Suites à ces constructions, l’urbanisation des vallées et collines du sud-est de Saint-Etienne continua jusque dans les années 70 avec les séries de la Métare I, II, et III. Au total, ce sont plus de 8 000 logements, pour l’essentiel de type HLM, qui ont été construits durant cette période. Ces constructions ont également contribué à la création du parc de l’Europe et d’un boulevard circulaire qui servait de jonction entre les différents édifices et le centre-ville de la cité stéphanoise.

Un projet pharaonique

Le centre commercial fut un projet d’une dimension sans précédent pour la ville, plus grand centre commercial intra-urbain de la région Loire-Auvergne, avec 100 magasins, 1500 places de stationnement, 90 000 m² de surface, et sur 3 niveaux (4 niveaux avec la terrasse). Le 2 octobre 1979, CENTRE DEUX ouvre ses portes pour la première fois, et constitue une renaissance et un véritable tournant pour la ville. L’avis de l’architecte

De toutes les constructions de cette époque, Beaulieu est un des ensembles construits qui se porte le mieux si l’on en croit les nombreuses enquêtes menées auprès de la population de ces logements, dont certains l’occupe pratiquement depuis le début. Les arbres atteignent désormais le haut des immeubles, et la rue Le Corbusier adjacente a pris les allures « d’une banlieue des années 30 » avec un niveau d’urbanisme parfaitement acceptable. En conclusion, on peut parler pour cette construction d’un véritable savoir faire architectural et en quelques sortes d’art urbain. Ce projet a été récompensé par un prix d’urbanisme, mettant en valeur le travail en amont du projet. www.cimaise-architectes.com/realisations/divers/construct... cité HLM labellisée Patrimoine du XXeme siecle -"Il faut bien le dire, avant même d’être livré, Beaulieu est l' un des grands-ensembles, parmis 6 autres qui fasçinait en 1954..En effet c'etait le début de la longue & grande histoire des chantiers de l'Office Public de l'Aménagement et de la Construction* içi, ou à Montreynaud, Solaure, Monthieu etc

( l'OPAC l'office public de logements sociaux, devenu plus tard Métropole-Habitat, est la plus importante au niveau National, c'est la plus grosse boite d'HLM). Bref, les habituels promeneurs du coin genre les "Bois du Four (la Metare, le nom ançien, qui par ailleurs appartenait a Mme de Métarie une veuve riche qui légua son domaine soit "la Métare" à la ville, pour un Franc symbolique à l'epoque et aux CHU anciennement les HCL Hospiçes Civils de la Ville comme à Lyon... (on notera qu il y a des tas de logements en centre ville propriété du CHU)..se rendant le dimanche

dans le Pilat ou à Rochetaillée et sur les collines* alentours (on en a 7 comme a Rome) font un léger détour par le chantier. Ils constatent alors de visu cet avancement des travaux que la presse qualifie de « belle prouesse ». Le rythme est en effet rapide : « un étage par semaine » pour certaines barres, comme le raconte un témoin. Les « grandes maisons », soient les immeubles de hauteur et nombre de logements importants (IGH), étant alors encore rares dans la

ville, les Stéphanois n’y sont pas habitués@ les H.L.M. Beaulieu est la 1ere cité Stéphanoise de toutes,. Les barres de dix-sept et quatorze niveaux gises respectivement rues Gomy Herriot et de Vlaminck, ainsi que la tour de 22 niveaux au 33 rue Le-Corbusier,surprennent donc encore pire pour la plus grande barre d'Europe qui arrvera 7 ans plus tard, la Muraille qui mettront certains certaines à la renverse , le gigantisme à l'état brut, du lourd.... La référence qui vient à l’esprit de beaucoup ajoute à la fascination : l’Amérique. « C’est New-York ! c'est tres joile, tres vert... », se rappelle avoir pensé un habitant de la première harre...Mais plus que les immeubles, ce sont surtout les logements qui emportent l’adhésion des « heureux locataires », comme aime à les appeler la presse tout court. La satisfaction procurée aux habitants par l’hygiène et le confort des logements des Grands-Ensembles soit les quartiers NEUF est une information connue, les études de sciences humaines sur le sujet abondent. Aussi, pour le cas de Beaulieu devenu un cas d'Ecole idem pour Montchovet (Beaulieu3) et les transformations de la Marandiniere (Beaulieu2)...Les entretiens réalisés avec des locataires n’apportent pas sur ce point-ci d’éléments nouveaux :les premiers motifs de satisfaction invoqués sont, comme pour bien d’autres Grands-Ensembles Français,

l’eau courante, le chauffage central dont sont pourvus les immeubles les plus hauts, les WC intérieurs et salles de bain, l’ensoleillement et la luminosité permis par l’orientation, la hauteur et la disposition des immeubles, les placards et les tout aussi pratiques balcons à parois séchoirs permettant de faire sécher le linge, hiver compris. Entretien avec François Tomas, géographe, spécialiste de l'aménagement urbain, et enseignant à l'université et à l'école d'architecture de Saint-Etienne. Il est notamment l'auteur des Grands Ensembles, une histoire qui continue (Publications de l'université de Saint-Etienne, 2003). Cet intellectuel a également mis la main à la pâte. Entre 1977 et 1983, il fut adjoint à l'urbanisme du maire communiste de l'époque, Joseph Sanguedolce. Engagé au PC de 1974 à 1985, il a, depuis, rejoint le Parti socialiste «comme militant de base»

L"apres guerre...Que prévoit-on pour la reconstruction? Pas grand-chose. A la différence de la refonte spectaculaire du Havre, par exemple, on se contente ici de bâtir de petits immeubles, plus modernes bien sûr, mais sans réelle innovation architecturale ou urbanistique.Est-il vrai que Saint-Etienne, après guerre, traîne une réputation de «capitale des taudis»?C'est exact, et celle-ci n'est pas usurpée. En 1946, 7% seulement des logements sont jugés «confortables», et 17%, «acceptables»; 56% sont médiocres, et 20% peuvent véritablement être qualifiés de taudis: 1 logement sur 5 n'a pas d'eau à l'évier, les deux tiers ne disposent pas de WC, et 95%, de salle d'eau. Mais le problème n'a pas été créé par la guerre. Depuis la fin du XIXe siècle, Saint-Etienne a beaucoup grandi, mais très peu construit. Résultat: la ville a vieilli sur elle-même et se trouve après guerre dans une situation désastreuse, que les bombardements ont simplement aggravée. C'est alors qu'Alexandre de Fraissinette, maire élu en 1947, fixe le logement comme l'une de ses priorités.Oui. Et ce ne sera pas un vain mot. Rendez-vous compte: on

Old sci-fi movies are a great inspiration. With a little silhouette and light it is nice to recreate key scenes!

Who remembers this movie?

Why come up with something new when you can repeat?

Have you ever wondered what the maximum number of Wii Points that is allowed to be tied to your Wii Shop account?

 

20,000 = $200.

Stability.

Stabiliteit van het evenwicht.

 

Construction material in the line of the forces.

 

Constructie materiaal in de lijn van de krachten.

 

Stable sailing is a building skill.

 

Spailboat levert zijn energie, ammoniak, en / of waterstof, LH2, af aan tankers die het naar havens brengen.

 

Men moet olie gebruiken om ermee te bouwen.

 

Spailboat is een naam. Er zit speed spailing in, uit het Engels, terwijl er ook spelevaren in zit. Spelevaren is een denigrerende term voor rijke lui die uit verveling niets anders kunnen doen dan doelloos varen, op hun omslaande jachten. De echte verwijzing is echter de letterlijke. Spelen. Toevallig ook met ai, de klank van Sail. Dus, de naam voor het nieuwe type zeilboot, respectievelijk, windsurfboot, of, kitesurfboot, is Speelboot, respectievelijk, Spailboat.

 

Een Spailboat, speed-sail-boat, is zeilboot die de lift normaal behandelt. Alle gewone -niet normaal- langsgetuigde zeilboten slaan om. Het is eigenlijk ongelofelijk maar, alle zeilboten zijn instabiel, ofwel, labiel, ofwel in mensentermen, een wankel gebeuren. En, levensgevaarlijk. Dus, een Speelboot is wel een zeilende boot, maar, het mag geen zeilboot heten, omdat zeilboot al bezet is door de gangbare. Maar kitesurfen is ook zeilen, maar toch geen zeilboot. Speelboot is een kitesurfboot, met de monoliete behandeling van een windsurfer.

 

Omdat speelboten niet omslaan. Sterker, speelboten gaan vliegen. De massa, echter, is veel te groot om te gaan vliegen, desalniettemin wil de tuigage het geheel dat deze vasthoudt, opliften. Dus, een speelboot lijkt op een kitesurfer. Want, een kite staat eigenlijk zoals speelbootzeilen staan opgesteld. Een nadere kijk leert ons namelijk dat vleugels die als kite staan, de behandelaars van die vleugels in staat stellen de overbrenging tussen de lift en de blokkade hierop te normaliseren. Ofwel, alleen en slechts dan als de vleugel staat opgesteld als een kite, maar ook windsurferzeil, werkt de lift opwaarts.

 

Logisch, als men bedenkt dat andere bekende vleugels, aan vogels of vliegtuigen, de lift ook omhoog werken. Heel onlogisch dus dat zeilboten eigenlijk van vliegende naar duikende evolueerden. Vikingschepen, Latijnse zeilboten, de eerste brikken en barken, de latere windjammers (volschepen, barken, brikken) hielden hun zeilen in feit ook al op als kite. Zeilen was aanvankelijk windsurfen. Toen kwamen er rond 1800 AD langsgetuigde zeilboten, en nu kon er wel hoger aan de wind worden gelopen.

 

Om energie op te wekken hoeven we nergens heen, zodat de "aan de windse koers" waardeloos wordt > weinig snelheid. We kunnen weer vliegen. Dus, een speelboot is geen windsurfer, omdat de zeilen ver weg staan. Wel lijkt een speelboot in alles op een windsurfer. Werkelijk, een speelboot is in feite een windsurfer. De zeilen worden volledig gemanipuleerd met als enige doelen de snelheid en, het vliegen. Dus, een speelboot lijkt het meeste op een kitesurfer, heeft de eigenschappen van een windsurfer, en valt onder de noemer: zeilboten. Maar, een speelboot lijkt in feite nergens op. Het is, zoals gezegd, geen zeilboot, terwijl het wel zeker een zeilboot is. Maar natuurlijk. Kort gezegd komt het erop neer dat een speelboot iets nieuws is.

 

Een speelboot vaart, net als windsurfers en kitesurfers, half wind en voor de wind, maar, een speelboot kan ook wel degelijk hoogte winnen. Een speelboot kan alles, als het komt tot zeilen. Windsurfen is eigenlijk super zeilen. Een windsurfer zeilt ook, en een kiter zeilt ook. Toch heet kitesurfen geen zeilen, maar kiten. Een windsurfer surft, terwijl surfen toch echt oorspronkelijk zonder zeil gebeurde. Een Spailboat spailt. Ofwel, een speelboot speelt. De link terug naar de actualiteit is spelen van de jeugd. Het leukste spel van allemaal is kiten. Als de jeugd heet voor het zeggen had, dan zouden ze altijd zeilen, als het waait. En dat noem ik spelen.

 

Een Spailboat is een robot die kan windsurfen. Massa, M, in kg, dat kan windsurfen. Windsurfen kenmerkt zich door de snelheid, v, in m/s en het surfen met de korte windgolven. Het surfen is het mooiste wat er is op aarde. We nemen een groot stuk water. We blazen er wind overheen. Er ontstaan golven. De golven lopen haaks op de wind. De half windse koers loopt parallel aan de golven.

  

We need stable wind surf machines with turbines.

 

The new riggings lead to stable sailing compositions. The already mentioned windsurfing, SB, is the wave riding version of the stable sailing compositions and; meant for usage at the windy waters near the both poles, in fact just outside the cargo shipping routes. Also the edges of overcoming hurricanes, especially the periodic appearing ones like, the ones in the Mexican Gulf during the so-called hurricane season, are goals. On both working grounds is room enough for a very large fleet. A “million” super sized, SB, can provide the worlds' hunger for energy, by means of the *provision of hydrogen and electricity. Imagine then an entering of an imaginary million super sized, SB: a tiny significant amount of energy will be sucked out of the hurricane, causing the hurricane to loose a bit of its ferocious strength and so, causing lesser devastating power when hitting land! The mentioned working grounds are characterized by high winds, making beautiful “water mountain chains”, or swell, and in between two “stretched hills” are long “valleys”. These valleys -tubes- can be considered as speedways, which make the ocean in high winds like an endlessly wide freeway, making enough room to spare for the earlier mentioned absurd sounding amount super sized, SB. Gaining maximum speed out of windsurfing is done perpendicular to the wind so that, the mentioned freeways are always windsurfed parallel with the wind front. Because, the wind sweeps the waves. The wave fronts on open sea run perfectly perpendicular to the wind because, here is no diffraction or, refraction of the waves!

 

In the fact of the matter happens now the coincidence that, both surfing the swell and the usage of the wind alone are done most economically in the same direction; parallel with the wave fronts, perpendicular to the wind. So, the both directions, in where for the two maximum speeds are reached, are the very same. It is therefor that the both speeds reinforce each other, leading towards better sail positions.

 

The hydrogen, LH2, can be stored on board in special tanks, with Indium.

 

Cavitation, air bubbles around the water appendages beacause of the high speed. So, SB has luxury problems in high winds, by means of the potential to go faster than the water can take without creating air bubbles around the swords, the water appendages. Windsurfers call this cavitation phenomena: “spin out”. It is therefor no wonder that the needed speed tempering force on the windsurfing, SB, in high winds is, logically, to be used to make passive working paddle wheels, or scoops, spin, in order to drive for instance a continuous current dynamo. There is, however, a major down side in keeping the speed down. More speed means more overall lift and more overall lift means more compulsion and more vertical lifting force. SB, definitely wants to get airborne in order to get rid of the water resistance on the hulls. Without the hulls dragging though water opens way to put the sails in a more economic way, flatter to the wind. This rotatory mechanism, in which the increasing speed then at some point leads towards the possible clear lifting of the windsurfing SB, out off the water -because of more lift and better sail positions-, is now suddenly stopped because of the spin outs, cavitation, around the through water dragging swords! In this rotatory mechanism, one must be aware that by doubling the speed, the lift force increases by a factor four, in other words, the speed and the lift are quadratically related! After all, for getting air born we only need the rotatory speed making boat lifting mechanism to go on for just a bit longer. If we walk around dragging problems in general, then we encounter, at some point of the walk, the replacement of slides by wheels, by firstly the Egyptians. Digging further into the context, in where dragging and cutting are combinations, we encounter the successful replacements of the slide-like dragging cutters, by cutting wheels; in for instance glass cutters and can openers. These cutting wheels spin, during the cutting, causing less cutting resistance. Even a side force can be taken by the cutting wheels, during the cut making! In fact, besides the lower cutting resistance, cutting wheels have the same characteristics as cutting knives. If we translate this cutting information back towards the drag related cavitation problems in the water, then we find that the air bubbles around the water appendages, might not necessary occur, when replacing the former used swords by spinning sword wheels. By dragging spinning wheels with the cutting edges through water, the speed of the windsurfing, SB, now differs from the dragging speed of the cutting edges of the cutting wheels through the water. In other words, the water now “feels” a lower dragging speed, allowing the water to keep its original form, because no cavitation is caused. By controlling the circular speed of the spinning sword wheels, by means of a gear box, the cavitation can be avoided at all times. But off course, cutting water differs from cutting glass and in order to create side ways blocking force on spinning sword wheels in water, these sword wheels must slip! The side ways blocking force in water is also quadratic related with the dragging speed. In order to let the sword wheels slip, for creating -more- side ways blocking force, there is a certain amount of resistance needed! Once again the gear box can regulate the resistance, and so, the spinning speed and once again the tempering force is, logically, to be used for making continuous current and with the surplus, hydrogen. Using sword wheels means most of all that the speed of the hull may now over top the former cavitation speed barrier. More speed implies, notably quadratically, more lift, clearing the way to allow the,SB, to get air born; now leading at once towards lesser water resistance, which now, also at once, speeds up the SB, importantly, resulting once more in better sail positions, et cetera. In other words, the earlier mentioned rotatory mechanism is with usage of swords wheels back in action. In facto, the, as the result of the mentioned rotatory mechanism, reachable speeds over water now have to be tempered for safety reasons, making it once again appropriate to use the speed tempering force on the spinning wheels for generating continuous current! For an optimum energy conversion, we need to solve a so-called differential equation, in where all the parameters are related to one and other. The versions of the composition, SB, for over land ride, or over asphalt, or over non-hardened ground -with then very big wheels under, SB-, or over a special track, rails. The last mentioned version of, SB, the so-called Spailtrains over a special track, might possibly reach speeds running up towards, 400km/hr; because these under carriers clamp their wheels around the rails, like the carriers on roller coaster tracks, increasing the massive control over the sails importantly. And again, these possibly reachable high speeds need to be tempered for safety reasons, making it obvious that again the tempering forces are used to drive continuous current dynamos. The continuous current might now directly be led towards the electricity network. Special tracks for Spailtrains are favorably moored on places where windmills are active, because the electricity transportation cables towards the main electricity networks are already installed. Also one may assume that windmills are placed in windy places on land, where the wind is blowing most of the time from one particular direction. The Spailtrains can be used next to the windmills, at the same time, and, in case the wind is over topping the maximum wind mill operating wind force, clearly additionally, and by doing so, widening the wind force window from, eight bfr, towards, ten, or even twelve bfr. SB, compositions operate, just like windmills, flat on the winds direction, for maximum benefit of the given sail areas. The ends of wind mill blades move, at maximum speed in wind force, eight bfr, up to, 250km/hr. The blade, towards the end, is indeed positioned almost perfectly flat, respectively perpendicular, on the wind. If only wind mills did not vibrate and if the positions at the ends of the blades should be hold in a stable and firm way, then the speed at the ends of the blades, in wind force, twelve bfr, might easily run towards the, 800km/hr, though circular. Steady in position hold transversally moving blades do not have the problem of vibrating caused by the turning motion. In other words, a transversal moving blade could reach, 800km/hr, without shaking to pieces. Spailtrains, clamping their selves around rails, are able to position wings in a stable way, making theoretical speeds of, 800km/hr, possible. SB, in general, widens the operating window of the wind force and, as a consequence, the working ground. Antarctica.

 

Because of the normalization of the lift transfer, SB can be made strong enough! The fact of the matter is that all stable constructions can be forced to the limit, in where the heaviest loaded parts of the structure firstly collapse. Stabilized towers out of rock, like pyramids or, church towers, are only limited in their heights by the strength of the rocks at the very bottoms. Within, SB, the lift transfer is normalized, making composition, SB, stable constructions, which therefor can be made strong enough and perfectly suitable to get sized -, respectively scaled, up. And then, next to the overall stability of the composition, SB, each mast in, SB, is also almost normally used itself; because the lift force, vector, 10, works only slightly outside the mast line. There are, in certain variations of the composition, SB, periods of time noticeable in where the masts are stressed out perfectly through the center of the so-called core of the mast cross section! In this case of pure stress on the mast, the maximum stress load, to be taken by the mast, is nothing more the product of material strength and the area of cross section. In this very case, we can use a massive mast, as well as a rope! However, SB, is not a kite surfer, it is a wind surfer, in where each towards the wings running mast take care of the first condition for the eventual monolith kind of control, the so-called massive trim, over the wings, 6. On, SB, the masts work the cumulated lift force, vector, 10, slightly outside the mast lines, in order to direct the lift at all times in a straight line towards the blocking force, in water created by the water appendages. SB, masts are mainly stressed out and at the same time loaded with bending forces. In this very case it is wise to use hollow masts; lesser material, same bending strength. Presume now a square hollow mast cross section, of twenty, by, twenty meters, with skin thickness, 1000mm, loaded with a, around a parallel with two sides of the square, working couple, respectively torque. Now, one side of the square cross section is stressed out towards the limit. If the used materials are of highly strong composite materials, which can withstand, 1000N, approximately 100Kg, per square mm, and if the torque then put, 25%, on top of the stress load, then follows for maximum amount of stress force in this mast cross section, approximately: average tension in the cross section, sigma, times the working area of the cross section, A, or: sigma = 0.25 x ((1 x 0.6) + (2 x 0.8)) x 10^3N/mm^2 = 0.8 x 10^3N/mm^2 , A = (10^3mm x 2 x 2 x 10^4mm + 10^3mm x 2 x 1.8 x 10^4mm) = 7.6 x 10^7mm^2. Maximum lift force, vector, 10 = sigma x A = 0.8 x 10^3 N/mm^2 x 7.6 x 10^7mm^2 = 6.08 x 10^10N. One square meter sail area, in 100km/hr, generates, approximately, 300N = 3 x 10^2N, so, on this mast might hang, 2.026 x 10^8m^2, sail area! The common maximum wing on three supporting points, is, 300m x 20m, or, about twice the width and the length of an Airbus380 wing. At a mast of, 300m, length, might, roughly, hang twenty wings, running from the size, 300m x 20m, towards, 50m x 10m. The total sail area the leads, to, approximately: 0.6 x 20 x 300m x 20m = 7.2 x 10^5m^2 = way below, factor, 400, the theoretical maximum applicable sail area. In reality there are dynamic forces working on, and in, the mast, leading,towards maximum mast lengths of, 200m, for safety reasons. In, 315km/hr, the lift per, m^2, is approximately, 3000N. 3 x 10^3N, times the maximum theoretical total sail area, at masts of, 200m; 7.2 x 10^5m^2, provides lift force: 2.26 x 10^9N is smaller than 6.08 x 10^10N, and in this extreme case, even a mast of 200m, length can be made strong enough! Round and oval mast are even better. Well, 200m, mast length, that is something else than regular masts on conventional capsizing sailboats. SB, with four masts, can be made up to a kilometer long! If such, SB, move along with, 100km/hr, over water, or, 300km/hr, over special tracks, it is easy to understand that there is a lot of kinetic energy, ready to be converted into continuous current and after, into hydrogen. Once in race course, the sail positions are not moving too much, with respect to each other and with respect to the under carrier, so that the hydraulic motors and jacks won't take a lot of continuous current; leading to an enormous surplus to drive the hydrogen reactors, in order to make hydrogen. Holding positions of the with respect to each other movable parts, is done by break mechanisms, which might only take from the continuous current during installation. Off course, making nuance differences takes off of the continuous current, but after all, once in race, SB, compositions are almost static compositions,. At the end of the song, SB, are to be considered as mass, M, running from an endlessly long hill, which then only need to steer occasionally. Ekin = 1/2 M v^2, with M as mass in kg and v as velocity in m/s. Super positioning leads towards the conclusion that Spailboat is a peace machine because, any nation in the world can build them; in order to provide them selves with hydrogen and fresh water. With the deliverance of shear endless amounts of clean energy ( hydrogen ), the need for making war over oil can be put to the past. Also nuclear power can be put back. Drinking water can be made and, transported, without any down sides. Even ecosystems can be purified. SB hits the ground running.

 

Why this picture and the ones after? Imagine wind, storm, and one side of the church will go. The flying butres hangs in there on the pulling side, that is incredible.

 

BOOK BOEK

vervolg hoofdstuk 9

intussen al twee jaar van voorbij. In dat opzicht is dat verlies. In mijn beleving mocht alles zo blijven zoals het was in, 1990. Zeker in het begin was het een zeldzaamheid, als een plectrum gericht naar iemand toe werd geschoten. Ronnie, kan het beter en dit zinde, Keith, niet. Op een gegeven moment leek het wel een wedstrijd tussen, Keith, en, Ronnie; wie het beste de plectrums naar de bestemde persoon kon schieten. Zoals kleine veranderingen tijdens en na een concert is dit er een van. Feitelijk hebben, Harry, David, Libgart, Ken, Dirk en ik een nieuwe manier van leven geïntroduceerd. David, vraagt vandaag de dag nog steeds hoe het gaat met mijn, “Trail of Terror”. Een leven dat een spoor van vernieling achterlaat, ja dat is mijn leven. Alle schepen heb ik verbrand, terwijl ik nieuwe schepen met succes enterde. Ik haalde mijn universiteit diploma in een werkelijk zeer turbulente tijd, en sleepte het diploma letterlijk uit het vuur. In het verbranden van schepen ben ik altijd goed geweest en, net als, Harry, woon ik nu in een andere stad. Van, Zaandam, ben ik verhuisd naar Delft. En nu woon ik sinds kort in, Den Haag. Als ik nu door de stad fiets, bekruipt me altijd het gevoel van vakantie. De sfeer van een grote stad is toch wel euforisch te noemen. Het doet me kortsluiting maken naar de ervaringen tijdens de Stones-tournee’s langs de wereldsteden van, Europa, en, Amerika. Ik kon bij wijze van spreken naakt op de fiets door het centrum van, Delft, rijden zonder dat mijn familie het te weten komt. Het verbrande schip heette, Zaandam, en door mijn wilde leven hoef ik nergens meer aan te kloppen. Ze hebben allemaal een beetje een hekel aan me gekregen. Ik denk omdat ik altijd blijf volhouden waar ik mee bezig ben en ook nog succes verhaal. Mensen zien niet graag de zweetdruppels, maar veroordelen me snel als ik weer eens naar Amerika ga, want dat valt dan wel in het oog. Je ziet de mensen denken: “Wat doet-ie nu?” Dat is ongehoord. Is ie wel wijs? Mijn leven speelde zich voornamelijk af in de, “frontrow”. Een leven vooraan tijdens een Stones show, waar dan ook ter wereld. In het begin krijg je geen respons van de band, omdat alles, ook voor de Stones zelf, in veel opzichten nieuw was en, vooral Keith had het veel te druk had met zijn nummers en de sound. Aan het einde van de Urban Jungle Tour herkenden ze met gemak Ken, mijn persoon, Libgart, Harry, David en Dirk. We waren er altijd en altijd op hetzelfde plekje aan de barrier. Later, tijdens de, Bridges To Babylon Tour, en verder werd het publiek dat de, Stones, overal volgde, groter en voor mij raakte de jus er een beetje af, omdat mensen hetzelfde trucje herhaalden van wat wij al eerder hadden gedaan. De eerste plectrum van, Keith, was een mijlpaal en een zeldzaam gebeuren. In, 2003, is het altijd hetzelfde vooraan en iedereen heeft wel een plectrum. Maar toen was een, door, Keith Richards, zelf, aangereikte plectrum, een schaars goed, en voor mij was duidelijk dat de, Stones, in, 1997, een gemeenschapsgoed was geworden, omdat er veel plectrums worden verschoten per show. Soms wel tien tussen de nummers door. Iedereen had alles. Het publiek is verwend en steevast nukkig en weinig inspirerend. Ze leven echt voor die ene glimp van Keith en dat is triest. Als de nieuwe helden, doorgezakte veertigers en vijftigers met geld als drek, dan van, Libgart, horen dat wij het al deden in, 1990, deinzen ze terug. Wij gingen het avontuur aan. Zonder veel geld en met veel inventiviteit. Zo stelde, Harry, zijn hagel-nieuwe motor ter beschikking aan, Dan Reed, die het voorprogramma verzorgde tijdens het tweede deel van de, Urban Jungle Tour. In ruil kreeg hij dan backstage-passes. Wij waren vaak ‘s middags al in het stadion. Deze generatie oude zakken koopt alles. Maar ze kunnen toch nooit de rehearsals zien, daar steken de, Stones, wel een stokje voor. Ze staan vooraan, a la, alles geregeld, maar kopen voor grof geld deze plaatsen, daar waar wij vroeger al, door geldgebrek, allerlei listen nodig hadden om telkens maar weer vooraan te kunnen staan. Er waren journalisten die ons volgden om ons verhaal te horen. In ruil kregen we dit en dat. Het spel rondom het stadion was een deel van ons leven geworden. En we werden dan ook steeds beter in het bereiken van ons doel. De eerste rij en backstage passes. Wij baarden in, 1990, nog opzien door overal op te duiken. Het felbegeerde zogenaamde, “all-access-laminate”, maakte en drukte Harry op een gegeven moment zelfs zelf in, 1994, en, 1995. Harry, is een art-director en geniaal op het gebied van ontwerpen en logo’s. Het namaken van de stickers resulteerde zelfs in het veranderen van rond naar ovale stickers, omdat, Harry, zijn stickers verkocht. Had ik al verteld dat hij ook joods bloed had. Zelfs de hologrammen waren niet van echt te onderscheiden. We kregen wel op ons kop van de, Stones, maar ze vonden het prachtig. Jaloezie tussen Stones-fans onderling is immer aanwezig en zo gemoedelijk als het was in, 1990, zou het niet meer worden. In de latere jaren van de jaren negentig en in, 2003, was er veel geld te verspillen voor complete stelletjes en idioten. Maar telkens denk ik dan: ”Waar waren jullie tijdens de Urban Jungle Tour?” Toen ze echt goed waren en snel speelden en het weer opnieuw ontdekten om de, Stones, te zijn. In, 2003, werden complete reizen gearrangeerd voor rijke Canadezen en Amerikanen, die vroegtijdig in het stadion werden binnen gelaten en zo zonder moeite vooraan konden staan. Dat is geen sport meer. Dit is vervlakking van het Stones-publiek. Als ik dan met veel moeite, door steeds weer andere manieren, aan het front kom wordt dat zelfs opgevat als, “vals spelen”, terwijl ik juist uit geldgebrek inventief ben. Vals spelen is wel degelijk een verhaal. Want met, “vals spelen”, kun je de sound-checks zien en in de keuken kijken van de, Stones. Ze zijn dan nog normaal. En ik heb veel sound-checks gezien en altijd is het een belevenis, want, sound-checken doen ze niet vaak. Eigenlijk zouden mensen dit moeten kunnen zien. Want de geadoreerde helden proberen net zoals iedereen een mooi kunstwerkje af te leveren. Net zoals de overdreven aandacht voor een gepoetste auto op zondagmiddag, zo wordt door de Stones de laatste hand gelegd aan een intermezzo of intro. Mensenwerk en burgerlijkheid tot in den treuren. Meerdere malen is het voor gekomen dat ik de helpende hand toesteek aan timmer werkzaamheden en het opruimen van het veld. Eenmaal binnen gedraag ik me als een werknemer, een zogenaamde rodie en omdat niemand, behalve, J.C, een compleet overzicht heeft over de genen op de vloer is het mogelijk de hele dag binnen in het stadion te blijven, zonder dat iemand vragen stelt. Een beetje opruimen hier en een beetje timmeren daar en de middag is zo om. Als dan de poorten opengaan is het chaos en in die chaos begeef ik me naar het front aan de barrière en sta dan weer vooraan. Intussen kostte het me een hele dag werken in het stadion. Zoals gezegd varieert dat van opruimen tot aan timmeren, en de helpende hand toesteken, waar maar kan, of is gewenst. Gratis naar binnen heeft een consequentie en die is dat je moet werken, anders wordt je gepakt en het stadion uit gegooid. Het schijnt heel moeilijk te zijn voor de moderne mens om zich te schikken in een knechtenrol waar je dan uiteindelijk zelf beter van wordt. Als ik met iemand anders in het stadion ben, en komt het erop aan, dan kijken ze vertwijfeld naar me en willen eigenlijk niet werken. Ze willen niet meehelpen en niet werken, maar juist dan val je op en word je eruit gegooid. Het is blijkbaar moeilijk voor nieuwste generatie in te zien dat de kost voor de baat uit gaat. Lang leve, Amsterdam. Op die manier lukt het me steeds weer opnieuw binnen te blijven. De laatste jaren is het steeds raak. In verhouding veel meer sound-checks ten opzichte van gevolgde concerten. In, 1990, was dat nog een op twintig nu loopt het op tot een op vier. Van de afgelopen concerten, vanaf, 1997, heb ik weinig sound-checks gemist. Een keer was ik een paar platen aan het zagen, vlakbij het mindden-podium, voor een paar hekken in de toren. Plotseling voelde ik ogen in me priemen en ik voelde een raar soort spanning. Niemand was meer op het veld, behalve de andere timmerman en ik. Ik voelde dat ik door moest zagen. Het was, Charlie, die met bewondering naar me stond te kijken, en wachtte totdat ik klaar was, want de sound-check ving aan. Dit was kenmerkend, omdat ik druk aan het werk was. Ik ben immers timmerman in hart en ziel. Mijn handigheid met timmergereedschap komt me dan goed uit. Met dank aan de werkplaats van mijn oom, waar ik ben opgeleid tot timmerman, meubelmaker. Het voordeel van binnen zijn is dat je de sound-checks mag meemaken, en daar is het me natuurlijk allemaal om te doen. Menigmaal verstopte ik me ergens in een kast of onder de tribune om niet op te vallen en rustig te genieten van de sound-check. sound-checks zijn de ultieme beloning voor een dag zweten om in het stadion te komen. De sound-checks vormen de basis van dit script. Niemand ziet dit namelijk. Het best bewaarde geheim van de, Stones, wordt hier geopenbaard.

Het resultaat van de rechtszaak volgde de volgende dag. Het vonnis was hard voor de hooligans. Het gerechtshof stuurde de hooligans naar de gevangenis en de vergoeding voor mij was tienduizend gulden. De rechtszaak zelf was een farce maar succesvol. De rechtzaak en het verblijf, destijds in, Engeland, bij, Harry, was een toppunt van het einde. Harry, was naar de klote door drugs, werk en, Mel, zijn beoogde vriendin. Bovendien was die periode voor, Harry, een bewogen tijd, omdat hij toen veel, zo niet al zijn schepen in Engeland, aan het verbranden was. Hij was duidelijk zoekende en zocht een weg om te emigreren naar Amerika; iets waar hij een paar maanden ook toe leek gedwongen, door de uitzichtloze situatie. In Amerika zal hij het wel gaan maken, en verdraaid, twaalf jaar later heeft hij het daar ook gemaakt! Ja, zijn, Rock ‘N Roll-leven, is hard. Feitelijk leeft, Harry, een veel te zwaar leven. Anders dan mijn gestel is zijn gestel van staal. Maar hij gaat elke dag over de schreef en predikt dan, dat dat nu juist de vrijheid is, om te doen waar je zin in hebt. En vrijheid biedt altijd de kans te schijnen. Harry, is en kunstenaar en laat zich niet sturen. Hij voelt zich waarschijnlijk als een strijder. Zijn kunst wordt gevormd door zijn talent en door de keuzes die hij maakt. Hij heeft een feilloos gevoel voor kleuren en zijn werk bestaat voor een groot deel uit inkleuren van voornamelijk mensen. De vlezige huidskleur van mensen op zwart-wit prentjes, moeten worden gevonden op het zogenaamde pallet, en Harry is daar een meester in. Hij heeft bovendien een gave om zich te kunnen uiten met behulp van computers. Naar eigen zeggen is de computer zijn enige echte vriend. Opdrachten volbrengt hij altijd binnen een paar dagen, om vervolgens een week bij te komen. Hij werkt achter elkaar door, als er een opdracht binnenkomt en verdient dan een paar duizend dollar per dag! Zijn inspiratie komt van reizen, motorrijden op zijn Harley Davidson, science-fiction-films en muziek. Zijn concurrenten bedienen zich van veel administratie en weinig talent. Hier is, Harry, door gegriefd. Hij weet dat hij op eenzame hoogte staat, maar de huidige maatschappij is vastgeroest en biedt weinig plaats voor kunstenaars. De reden, aangegrepen voor vertrek uit Engeland, herhaalt zich in Amerika en dat doet hem verdriet. Samen met een vriend, Colin, startten zij een bedrijf en investeerden in een drukkerij. Colin, is leider van de motorbende, maar een ongelooflijke aardige jongen. Hij heeft ook nog eens gestudeerd. Daarnaast is hij, Kunfu-Master, en werkelijk elke dag had hij een andere vriendin. Bende-leider zijn heeft zo zijn voordelen! Eenmaal geïnvesteerd en geïnstalleerd als grafisch bedrijf in, L.A., volgde toen precies de computerrace en hun aanschaf bleek binnen een paar jaar ouderwets en achterhaald. Ze konden niet meer concurreren met grotere bedrijven, die de vernieuwingsrace wel konden volhouden en het bedrijf heeft drie jaar bestaan en toen was het op. Intussen is zijn compagnon werkzaam bij een bouwbedrijf en, Harry, werkt thuis aan zijn ontwerpen en logo’s. Nu is hij dus letterlijk de eenzame strijder. Het onheil heeft hij over zichzelf afgeroepen, maar hij blijft vechten voor zijn bestaan. Het enige dat hem staande houdt is zijn geloof. Hij onderscheidt zich door prachtige ontwerpen, maar die worden verkocht in een commerciële markt en worden niet als kunst erkend, maar als een vervulling van een opdracht. Zijn opdrachten hielden hem lange tijd staande, maar ook, Harry, moest op zoek naar ander werk. Hij vond dit in de vorm van een muziek-bedrijf, MOD, Music On Demand, en is daar eindredacteur, niet slecht. Tussen al de troebelheden van de maatschappij biedt de, Rock ‘N Roll, voor het individu vertrouwen. Harry, laat zich nooit ontmoedigen en gelukkig voor hem leefde zijn muziek helemaal op in de jaren negentig. AC/DC, is zijn favoriete band en juist die deden het voorprogramma van de Stones. Intussen gaan de geruchten over, AC/DC, dat zanger, Brion Johnson, in, Moskou, gaat optreden, met het Russisch filharmonisch orkest. Harry regelt dit bijvoorbeeld. Harry, is een moderne zwerver, met altijd geld! In iedere donkere periode schijnt altijd het licht van de verwondering. De kanonnen, die altijd gepaard gaan met een optreden van concert van, AC/DC, worden vervangen door de echte kanonnen van het Russische leger. Tot zover de laatste geruchten in, April, 2005. Ik heb er weinig van gemerkt. Volgens mij is dit optereden nooit doorgegaan. Maar, Harry, was destijds zeer enthousiast. Hij ziet licht, in het pikkedonker. Ook zal, J.C., inmiddels zijn ontslagen door de, Stones, omdat hij kaartjes zou hebben verkocht. Voor, Harry, en mij betekent dit slecht nieuws. En inderdaad, na 2003, was het betalen om naar binnen te komen. Trouwens, na vier tournee's was mijn geld toch echt op. In, 2006, en, 2007, Bigger Bang Tour, stopte ik met het volgen van alle optredens. Harry, en ik, beseften heel goed dat onze tijd voorbij was. Harry is aan de grond, ging terug naar Engeland en ging zich nestelen. Het laatse wat ik van hem zag, voor mijn voordeur, was hoe hij op zijn motor stapte, met een grote tas op de tank, en me die blik gaf. Dit was goodbye, farewell. Harry, en ik hebben altijd al weinig woorden nodig gehad om punten duidelijk te maken. Harry ging naar huis, na zeventien jaar in L.A. te hebben gewoond. Ik wist het. Voelde het. Dit is het einde van een periode. Juni 2009, het einde, en een nieuw begin. Mijn vriendin heeft toen nog vier jaar met alle mogelijkheden geprobeerd mijn leven te bederven, en het lukte haar ook nog aardig. Harry maakte ook haar duidelijk dat ik niets waard was. Ja, ik heb slaapproblemen, en ben een wrak. In 2014 heeft ze een ander en ik vraag daarom af: hoelang heeft ze al een ander? U moet weten dat ik geen twee minuten weg mocht. Zij had besloten dat ik vreemd ging. En nu moest ik boeten. Harry woonde destijds bij me in, en vond dit helemaal prachtig. En dan ineens kwam er mailtje; kom je nog naar Hyde Park? Ik zei: Nee. Ik peins er niet over. Do you want to melt down on the field, I replied. En dat was het dan. De kunst is om de lichtpunten te zien en, Rock ‘N Roll, is een lichtpunt. Rock ‘N Roll, maakt je blij. Het laat mij zingen. Zomaar. Vooral als de omgeving zo somber is. Het biedt gewoon houvast, dat juist voor gitaristen, die door en door naar de klote zijn, toch nog hun talent de kans geven. De klank van een akoestische gitaar is vergelijkbaar mooi als de klank van een harp. Hun talent om de gitaar te spelen, zullen ze nooit verliezen. Een gitaar klinkt altijd, moe of niet. Zo moet ook, Harry, gedacht hebben. De heldere klanken van inspiratie klinken door en je vergeet de rest. Harry, wist dus zijn droom vast te houden. Ik zal dit van hem overnemen, als levensles. Achteraf is dit de les van de, Stones: “Nooit opgeven en altijd vertrouwen in jezelf houden. Er is op deze aarde ruimte genoeg voor ook jouw persoontje.” Als, Keith, inderdaad te weinig talent zou hebben, is dit nog meer waar.

In de periode van de rechtzaak was ik ook al gecrashed en woonde weer bij mijn ouders in, samen met mijn vriendin, Moniwi en dat ging ook helemaal niet goed. De trip naar, Engeland, bleek de relatie met, Moniwi, te breken, omdat ze niet mee mocht van mij en dus een week alleen bij mijn ouders woonde. Bij terugkomst begreep ik niets van de apathische liefde van, Moniwi, en op het vliegveld in, Amsterdam, vloog ze om mijn nek van blijdschap. Doordat ik niet in staat was dit te filteren, in wat voor, Moniwi, een laatste poging was, om toch nog iets van onze relatie te maken, heeft ze waarschijnlijk een keuze gemaakt. Ongelukkiger kon ze moeilijk worden; ik was weg en ze woonde bij mijn ouders in. Bij terugkomst was ik zo versleten, dat ik niets anders wilde dan met rust gelaten te worden. Stom rund, denk ik wel eens. Maar ja. Had ik maar van haar gehouden zoals ik nu van haar houd! Mmm, trouwens, niet getreurd, de aanspraak van mooie meisjes begint weer te komen. De ergste tijd van depressiviteit is voorbij! Het is niet voor niets, 2014, en de ellende ligt achter me, vandaar de kracht om dit op te schrijven. Daags voor de rechtzaak kwam ik aan in, Engeland. In, Londen, haalde, Harry, me op en we gingen naar zijn nieuwe flat. Wat een puinhoop, die flat met twee verdiepingen en grote kamers, maar donker en zeer groot. Ik kreeg een tablet in mijn mond geduwd, was nog niet eens binnen, en stapte toen over de drempel zijn flat binnen en werd linea recta naar de televisiekamer, met een tweepersoons bed, geleid. Harry, gaf me zijn kamer. Hij, en, Mel, waren overal door het huis. Het licht mocht niet aan van, Mel. Zijn kamer was zeer goed aangekleed voor verblijf. Perfect eigenlijk, met super-films als, Black Adder, en, David Bowie, en, Monty Pytons, “Quest for the Holy Grale”. U weet wel, die film die zich afspeelde ten tijde van, Koning Arthur, en ridders van de ronde tafel, die op zoek gaan naar de heilige graal. Ineens stond daar een politie korps, met wapenstok, de invasie van de ridders te verijdelen, en betekende hiermee het einde van de film. Verwoed zocht ik naar de oorzaak van het plotseling stoppen van de film. De video werkte wel. Na een poos ging ik, Harry, halen en die lachte het uit: ”Dat is juist de bedoeling van, John Cleese, dat je denkt dat de film doorgaat, maar door een paar agenten wordt, Koning Arthur, ingerekend en zodoende is de zoektocht naar de heilige graal afgebroken.” Jammer vond ik dat. Het begon net leuk te worden. Black Adder volgde, lang voordat hij werd ontdekt in Nederland en ik kon gewoon niet begrijpen dat er zulke goede humor bestaat. Black Adder, is, Rowan Atkinson, en belichaamt Britse humor. Niet te vertellen en dat probeer ik ook niet eens. En, Black Adder, is anderhalf uur achter elkaar proesten van het lachen. De volgende dag moesten we nog eventjes naar, Oxford, voor de rechtzaak, maar, na een paar uur voor de video, trippend en wel, maakte dat allemaal niets meer uit. Lachen. De dag zelf zou minder leuk worden, al was het resultaat van rechtzaak ongelooflijk.

De winter na de tournee van, 1990, dus de winter van, 1990 / 1991, was een ommekeer in mijn leven, Moniwi kwam terug. Niet in de laatste plaats omdat ik haar beste vriendinnen had gebruikt om haar jaloers te maken, en dat werkte. In, 1989, had Moniwi het uitgemaakt, nadat ze in de zomer in Spanje een Spaanse jongen ontmoette. Moniwi maakte het na de zomer uit en ik was zielsverloren. De naweeën ervan bestonden uit drugsgebruik en veel stappen, uitgaan dus, en zuipen. Hij, de Spaanse jongen, verlegen, mooi en perfect eigenlijk, stond voor de deur en ik liet, Moniwi, en hij een avond alleen. Urban Jungle-concerten. Dan krijg je tenminste wat je wilt en vergeet je even de realiteit. Mooier kan toch niet? Niets dan. Al het touren zou volgen. Bovendien trok ik tijdens de, Steel Wheels Tour, bij mijn oom en tante in, na de zomer van, 1989. De eerste paar maanden voelde de vrijheid goed aan. Vrijheid in doen en laten, uitslapen bijvoorbeeld. Thuis blijven, bij mijn vader en moeder bleek niet te kunnen. Mijn hoofd spookte en ik sliep niet. Ik voelde me teugelloos en moest weg. Bij mijn oom en tante sliep ik nog steeds slecht, maar omdat ze des morgens weggingen, kon ik toch overdag bij slapen en voelde me redelijk. Ik kon mijn eigen ritme gaan bepalen. Op een gegeven moment kreeg mijn oom in de gaten dat ik vooral overdag sliep en alleen leefde voor het voetbal. Op dat moment droomde ik nog van idealen, zoals het worden van een goede voetballer. Talent had ik, maar mijn lichamelijke gesteldheid werkte niet mee om door te breken. Zo kwam de marihuana van mijn oom en tante, langzaam in mijn leven als slaapmiddel, maar drank en drugs waren gelukkig, ook voor mijn oom en tante taboe. Want drank en drugs maakten je kapot. Weed niet? Nee, volgens hen kon weed geen kwaad. Want dan sliep ik lekker en was ik niet tot last. In de winter van, 1991, in, Februari, ging mijn opa dood en net voor die tijd werd ik het huis uitgezet, geplaatst in een kleine flat. Mijn oom en tante hadden deze flat geregeld, en ik kon mooi daar wonen. In die zes maanden tijdens mijn verblijf aldaar was ik verwend, letterlijk gedrogeerd en mijn baantje kwijt bij de catamaran-importeur, omdat ik voor mijn oom ging werken. Op school ging het slecht en ik bleef ook zitten dat jaar. Ik hunkerde naar weed en seks. Allebei was het op mij flatje in overvloed voorhanden. Moniwi, had altijd zin, en ik ook. Bovendien werkte ik toen voor een klein aannemertje die me grof betaalde. Geld was er gelukkig genoeg om de levensstijl te handhaven, voor een tijdje. Niemand kon werkelijk iets doen. Mijn grootste passie, voetballen ging ook niet meer en ik verspeelde mijn plaats in de selectie en ik moest nu gaan ploeteren in de zogenaamde B-selectie. We werden dat jaar wel kampioen, en het jaar daarop ook en ik heb gelukkig mooie wedstrijden gespeeld en bovendien kwam ik na een jaar in de, B-selectie, weer in aanmerking voor de, A-selectie. Direct tijdens de eerste training van de A-selectie ging het niet. Ik moest afwerken op doel. Mijn enkel was verrekt, mijn bovenbeenspieren waren verrekt, maar dat verzweeg ik natuurlijk. Ik leerde de regels van de straat. Ik moest vechten voor mijn vriendinnetje, ik moest vechten om de school te halen, ik moest vechten op mijn werk. Ik moest een huis bouwen en blijven functioneren. Kortom, ik was naar de klote, en dat voor iemand van, 21 jaar! Ik voelde me tachtig of nog veel ouder. Ik kon, tijdens die selectie-training niet aanzetten en niet schieten en precies die training ging het om felle sprints gevolgd door afwerken op doel. Ik was niet explosief en kon niet voluit schieten, kortom, raakte geen bal en de trainer keek me vertwijfeld aan. Ik kon goed voetballen, passeerde verdedigers met alle gemak, maar in deze training ging het niet om een mannetje te passeren, maar het kwam aan op kracht. De trainer was een Amsterdammer en had veel meegemaakt met zijn pupillen en spelers, maar hoe ik erbij liep was klaarblijkelijk voor hem zelfs deerniswekkend. Met spijt in zijn stem en handelen zei hij niet te begrijpen waarom juist de meest getalenteerde speler, linksbuiten nog wel, zo gebukt gaat onder spanningen. Het waren niet alleen spanningen trainer. De reden dat ik letterlijk steeds door mijn benen zakte was meer, plus het gevoel onbegrepen te zijn en zoals ik later begreep, geluk dat ik ontbeerde, daar waar ik zo gewend aanraakte in de Jaren Tachtig. Mijn bovendijbeen was gescheurd, maar ik zei dit niet. En, we moesten toen precies, natuurlijk, schieten van afstand, afwerken vanaf de tweede lijn, 20 meter van de goal. En bovendien kreeg ik in de grote partij, aan het einde, gewoonweg de bal niet toegespeeld, hoe vrij ik ook stond. Ik werd, “even”, door de, A-selectie, genegeerd en zo ontnamen ze me mijn kans iemand te passeren en een opening te vinden. Ook de plekjes in de kleedkamer zijn voor de grote jongens. Toen vond ik het opzienbarend en kinderachtig en vooral stom om zo opzichtig met de aanvoerders-band te lopen, alsof er nooit een andere zal komen. Werkelijk hilarisch wordt het toneel in de kleedkamer voor de wedstrijd of training als ze blijven staan en grapjes maken, en jou wegkijken, en ik me inderdaad zo gespannen voelde en ergens anders ging zitten. En ik vond dat niet erg. Met inderdaad spot verliet ik dan mijn stelling en zocht een andere kapstok uit, ver weg van de verwarming. De aanvoerder van het elftal was goed en had een perfect atletisch, halfbloedig en dus een aanstekelijk lijf voor de oudere heren, kon de bal goed raken, maar had tijd nodig in de aanname. Hij was ook een goede kickbokser en hier pronkte hij mee door middel van zijn hardheid. Maar met alleen een bal, dus zonder de lange bal, had hij geen kans in het korte spel. Als het eerste speelde, op zondag middag, liep de aanvoerder meer in de rondte als een lust-object, dan als een goede voetballer. Als ik maar eens de kans kreeg om te voetballen in het eerste en als ze me maar de bal toeschoven. Mijn moeder wilde dat ik op atletiek of een andere individuele sport ging, om zo maar niet afhankelijk te zijn van, “klootzakken”. Tijd gaf ik de aanvoerder niet en ik zou hem wel even laten zien wat er gebeurt in de kleine ruimte. Het korte spel en de bal slechts een keer raken en versnellen en hem passeren gebeurde niet in werkelijkheid, slechts in mijn dromen. Om in een eerste elftal te mogen spelen is een ieder afhankelijk van de wensen van de club. Klasse justitie, de zonen van de voorzitter en zo mogen wel meespelen en krijgen kans op kans. Mijn enige kans werd door die ene training vergooid; iets waarvoor ik leefde! De club stelde vervolgens vast, dat het wel plezierig was dat de B-selectie telkens kampioen werd. Voornamelijk door mijn doelpunten en assists. Het zat me wel en niet mee in die tijd op het voetbalveld. Toch heb ik mooie herinneringen, want ik speelde goed. Zo goed dat altijd iedereen bleef staan om me te zien spelen. Het nadeel van de, B-selectie, is dat je zondag om tien uur moet spelen. Voor iemand met slaap-problemen is dat niet een beetje vroeg, maar zeg maar gerust onmogelijk vroeg. Daarna zuipen in de kantine en verplicht naar het eerste kijken en daarna thuis aan de dope. Maandag kon ik niet naar school, punt. Dat was een ding dat zeker was. Dinsdag, donderdag en zaterdagmiddag trainen, alle energie naar het voetballen, terwijl ik die luttele energie nodig had om orde op zaken te stellen, in mijn gewone leven. Waarom zat mijn vader niet in het bestuur? En waarom deed mijn oom, die wel het een en ander te zeggen binnen de club, niet een goed woordje voor me. Oh ja, dat was natuurlijk omdat hij en mijn vader een levenslange ruzie met elkaar hadden, dat was ik even in mijn naïviteit vergeten. Maar voor mij onbegrijpelijk dat werkelijk middelmatige voetballers zich staande hielden in het eerste. Triviaal en kenmerkend voor de grootste club uit de, Zaanstreek, was het absurde lage niveau van het eerste. Ik wist intussen wel hoe dat kwam. Het leek wel een club uit het, Midden Oosten, waar de sheiks het voor het zeggen hebben en per definitie neefjes opstelden in het eerste en niet mijn persoontje, klein en mager maar toch echt wel een talent, de kans gaven om te groeien. Deze ontkenning van mijn voetbal-capaciteiten heeft mij zeer aangegrepen. Mijn neef, die bij een andere club speelde kreeg wel die kans en werd doodleuk uitgenodigd door een prof-club uit de regio, Volendam. Hij speelde daar met, Johan Steur. Helaas voor mijn neef; hij brak zijn enkel. Weg carrière. We voetbalden vaak samen en leerden elkaar trucjes en passeerbewegingen en we waren gewoon echt goede voetballers. Maar hij kreeg de kans en ik niet. Oververmoeid en letterlijk met een waas voor ramde ik steeds vaker zomaar, Moniwi, in elkaar. Steeds vaker uitte mijn agressie zich en op een gegeven moment leek ik gek te worden. Ook in het uitgaansleven heb ik veel ruzies uitgelokt. Mijn broer zal vaak zijn geramd en een enkele keer hard ook. Excuses, Bernard. Toen ik in 1994, zoals dat heet, op een blauwe maandag, nog eenmaal ging voetballen stond ik wel direct in het eerste. Ik was toch sterker en groter geworden en evenwichtiger en nu kon niemand meer om me heen. Maar de, Voodoo Lounge Tour, van, 1994, begon tegelijkertijd met het voetbalseizoen en na een paar weken zegde ik mijn lidmaatschap op en vertrok in, Oktober, naar, Amerika. Het was heel zoet om toch nog een keer in het eerste te spelen. Nog geen maand na de verhuizing, van mijn oom en tante naar de kleine flat, stond Moniwi met een grote koffer op de stoep en ze vroeg of ze bij me mocht wonen. Dit was een droom, maar die verstoorde ik dus zelf. Natuurlijk! De omstandigheden de komende vier jaar waren ook ongunstig. We verhuisden naar een oud huis waarvan zelfs de fundering en de gevels opnieuw opgetrokken dienden te worden. Niet echt een plek om rustig aan een relatie te bouwen. Toen had ik alles op alles moeten zetten om een gewoon leven te gaan leiden en niet domweg blind aan het huis werken om het daarna te verkopen, om Stones-concerten te zien, om maar niet de realiteit van het leven te hoeven zien. Sterker, ik overtuigde, Moniwi, dat het volgen van een Stones-tour geweldig is. En ik dacht echt dat de, Stones, niet meer gingen touren, na het geweldige succes van de, Steel Wheels -, en, Urban Jungle Tour. Dat konden ze onmogelijk overtoppen. Bovendien was het acht jaar stil geweest en ik verwachtte weer zo’n stilte. Dus ik kon makkelijk zoiets suggereren. Ik leefde met de dag. Het ongelooflijke nieuws van de, Voodoo Lounge Tour, deed me letterlijk verblinden. Ja, toen dacht ik echt dat ze nog een keer zouden gaan touren. In, 1994, was het huis klaar en ik zou naar, Amerika, gaan voor de, Voodoo Lounge Tour. Nogmaals, ik was ervan overtuigd dat dit de laatste keer zou worden. Ik vond het toen al gewaagd van de, Stones, om, in, 1994, al T-shirts te drukken met doodleuk de vermelding: 1994/1995 World Tour. Ik moest eerst nog zien dat ze, 1994, volmaakten. 1995, was nog zover weg. Maar ik was dom om te denken dat, Moniwi, altijd aan mijn zijde bleef. Ik heb daar geen minuut meer aan getwijfeld, hoewel, Moniwi, er toch anders over ging denken. Ze hield echt van me, dat bewees ze eigenlijk elke dag, maar op een gegeven moment heeft ze het opgegeven. Ik was gefocusseerd op alles, met name op de verrichtingen van de, Stones, en de voortgang van het huis, behalve op, Moniwi. Nu besef ik dat de ideale situatie er een is die je dagelijks moet onderhouden. Of te wel: ”Er moet gewerkt worden aan relaties, net zoals er gewerkt moet worden aan een huis.” En toch maakte de schoonheid van, Moniwi, me niet gelukkig. Ik was alleen maar met mezelf bezig, en vond de gevoelens van, Moniwi, ondergeschikt. Dit zou ze me terugbetalen, en letterlijk heb ik er tien jaar last van gehad. Mijn deel was verdriet en ongelukkigheid. Ik besloot te gaan studeren in, 1995, omdat ik bang was dat ik dood zou gaan van verdriet. Ik moest een doel hebben om te leven. Stones-concerten waren het enige dat me verroerde en, “over bewust”, lette ik thuis op de uitvoeringen van nummers en diepte ze uit tot in den treuren. Ik had niets beters te doen, lijkt wel. Maar bedenk dat ik geen televisie had gedurende de jaren 90 en altijd aan het werk of studeren was en muziek was mijn rustpunt. Nummers die mijn gehele jeugd hebben bepaald. Mijn steun en toeverlaat. Ik snapte werkelijk niets van de manier van spelen. Waarom zijn de Stones anders dan alle andere bands? Ik kon dan ook de veranderingen van de shows goed meemaken. Hoe is het mogelijk dat de band, in de, Jaren Negentig, dezelfde kleur en emoties kan oproepen als van, de Jaren Zestig. Geen andere band heeft die kleurechtheid. Under My Thumb, Let’s Spend The Night Together, Shattered, en, 19th Nervous Breakdown, klonken tijdens de, Voodoo Lounge Tour, ongehoord echt. Ongelooflijk vond ik dat. Bij het horen van de intro’s voel je dat ze de juiste snaar weten te raken en dat ze terugkeren naar vervlogen tijden. Mijn moeder zei altijd dat de, Beatles, en, Stones, tijdloos waren. En nu begrijp ik dit. Tijdens de, Bridges to Babylon Tour, 1997, en, 1998, en de, No Security Tour, van, 1999, waren de, Stones, weer ouderwets op elkaar ingespeeld en speelden, op verzoek, nummers. Een keer werd, Waiting on a Friend, aangevraagd, via voorkeurstemmen op de internet-site. Bill Gates, sponsorde die tournee en als tegenprestatie kon het publiek voorkeurstemmen uitbrengen, via de website. Ik heb al veel gehoord, maar toen, Waiting on a Friend, out of the blue werd ingezet, was het overduidelijk dat, Waiting on a Friend, en feitelijk alle andere nummers symfonietjes zijn. Nummers van, Keith, kunnen perfect worden geconserveerd. De lijnen en contouren bestaan uit basiselementen. Waarschijnlijk omdat elk Stones-nummer en zeker ook die van de, Beatles, bestaan uit losse elementen, is de kleur-echtheid gegarandeerd. Anders dan het gerommel en gehark en gegraaf, met als gevolg dat de muziek een brei wordt van bandjes die proberen, Rock’ N Roll, te spelen, speelt, Keith, sober en schoon en ontvouwt stalen brug waarop, Waiting on a Friend, leunt. En ook, 19th Nervous Breakdown, werd bijvoorbeeld gedragen door, Keith. De lijnen en de bas-loopjes zijn uitgekristalliseerd. Mijn voorlopige conclusie is dat een nummer eerst zijn vorm aanneemt als de bas-loop is uitgelegd. Om minimaal te spelen, zoals de, Stones, doen, moet de basis helder zijn. Omdat elk nummer bestaat uit basis-lijnen is het zaak te weten wat deze zijn. En omdat, Keith, de nummers zelf schrijft is het triviaal te vermelden, dat hij die gene is, die precies weet wat die basis elementen van zijn nummers zijn. Doordat het onmogelijk is om te spelen als, Keith, is het simpelweg onmogelijk voor bands om dit te kopiëren. En doordat de, Stones, zichzelf, tijdens de jaren negentig, in een levensecht oefenterrein begeven, is het niet verwonderlijk, dat met het verstrijken van de jaren, de klassieke nummers een voor een, klakkeloos, werden afgestoft. Verreweg hoogtepunten waren de versies van, When The Whip Comes Down, Some Girls, You Got The Silver, Sister Morphine, met een toen, uniek voor een Stones-concert, tweede toegift, tijdens de, No Security Tour: You Can’t Always Get What You Want, werd plotseling ingezet, als extra toegift, door, Keith, en volgens mij was dit niet gepland. Voor de liefhebber: Eerste show in, Houston, Februari, 1999. Tijdens de, No Security Tour, van, 1999, was, You Can’t Always Get What You Want, inmiddels uit het repertoire geschrapt, want de, No Security Tour, had een veel harder karakter dan alle voorgaande tournee’s. Mick had pijn. Er knaagde bovendien iets aan zijn geweten en werd zich bewust van zijn bovenmenselijke status, vergelijkbaar met Caesar of Alexander De Grote. Marianne Faithfull, vergelijkt hem met de Zonne-koning, Louis XIV. De grote, Mick Jagger, werd, naar mijn mening, voor het eerst in zijn leven aan de kant geschoven door een vrouw; Jerry Hall. Toen, Keith, You Can’t Always Get What You Want, inzette stond daar een duidelijk geëmotioneerde, Mick Jagger. Je kon het hoopje verdriet opvegen. Ik stond toen, in, Houston, in de, Compaq Centre, direct aan het podium en zag hoe, Keith, plotseling weer naar het midden van het podium liep en achteloos het nummer inzette. Eerder werd die avond ook al, Sister Morphine, op schrijnende wijze vertolkt. Mick, had pijn, dat was duidelijk en, Keith, hielp hem daar overheen. Net zoals bij de tweede toegift liep, Keith, gedurfd, tijdens de intro, naar de rand van het podium en was op dat moment de bliksemafleider. Natuurlijk is het normaal als, Mick, de show steelt, maar toen kon dat even niet. Mick, was een hoopje verdriet. Keith, nam de honeurs waar als voorman en, Mick, kon, na zichzelf weer te hebben hervonden, op hartverscheurende wijze, Sister Morphine, brengen. Inclusief de gebroken stem die precies bij het nummer past. De, No Security Tour, was geen doorsnee tour. De geluidsinstallatie had veel te veel vermogen en was bestemd voor stadions. En de, No Security Tour, had in, Amerika, plaats, in, kleine arena’s. Toen, Some Girls, op verbluffende wijze, authentiek, werd gebracht, met een werkelijk spectaculaire staande intro, waarbij binnen de seconde, alle instrumenten zich perfect mengden, was het duidelijk: Mick, moest weer zingen, iets anders zou hij niet kunnen op dat moment. Hij zou in het dagelijks leven worden uitgehold door verdriet en onmacht, ten gevolge van zijn scheiding. Anders zou hij sterven van verdriet. Wie nu nog durft te zeggen dat de, Stones, slechts voor het geld spelen is niet goed bij zijn hoofd. Die tournee van, 1999, was niet voor het geld. Die was er, om, Mick, te laten te overleven. Om hem zijn verdriet te laten uiten. En, wat is er beter, dan uiting door middel van muziek. Mijn broer was mee naar, Amerika, en zag het ook. Nog steeds verhaalt hij met ontzag de impact van de, Stones, als ze kwaad zijn. Hij vertelde dat de stoere Amerikaanse yuppies, met allemaal een prachtige vriendin aan hun zijde, inclusief een vlotte zonnebril, letterlijk verbleekten toen, Keith, en, Ronnie, bij wijze van hoge uitzondering, over gingen op, Trash Rock. Nogmaals, When the Whip Comes Down, Midnight Rambler, en, Star Fucker, gespeeld op het midden podium in de kleine arena’s, begin, 1999, in, Amerika, waren een zegen voor de diehard fans, maar een regelrechte kwelling voor mensen, die dachten, dat ze het hadden gemaakt in hun leven. Al hun zekerheden konden de prullenbak in. Hun vriendinnen vonden het plotseling geweldig, en vonden, Mick, en, Keith, nu ineens zeer aantrekkelijke beesten. De yuppies en de jetset, zo moet u zich voorstellen, kochten voor honderden dollars een plekje vooraan en probeerde natuurlijk indruk te maken met die plaatsen, op hun veel te mooie, “gekochte”, vriendinnen. De Amerikanen verwachten weer een, Stones-concert, zoals ze die kenden van de, Voodoo Lounge, en, Bridges to Babylon. Zo kenden ze de, Stones, niet, en zo zijn de, Stones, ook helemaal niet aardig voor hun publiek. Letterlijk niet wetende waar te zoeken en te kijken, om zich nog enigszins te profileren als vlotte veertiger, volgde vooral de vrouwelijke, en veel jongere aanhang, de wulpse bewegingen van, Mick. De jetset werd getrakteerd op primitieve omgangs-normen, waar zij dus zogenaamd ver boven dient te staan en er nu met hun neus werden ingewreven. De meisjes vonden dat prachtig en hadden plotseling geen oog meer, en zeker geen interesse voor hun welgemanierde partners. Ze wilden bruut worden aangerand en worden verkracht en als oud vuil worden behandeld. Ze wilden ook die primitieve manier van leven ondervinden. Ze wilden ook wel eens gillend en schreeuwend klaarkomen! Keith, en, Ronnie, gooiden het ene spervuur na het andere de zaal in. Met de veel te grote geluidsinstallatie in de kleine zalen, was het een ware geseling voor de genen, die nog niet uit de zaal waren gevlucht. In het oog van de orkaan stond daar plotseling weer een herboren, Mick Jagger, die zichtbaar opluchtte tijdens de storm. Mick, kwam tot rust en, Keith, lachte liefkozend naar hem. Alsjeblieft, maatje, hier heb je je verdriet, verwerk het maar lekker. Alles komt goed. Wat een band! Sentiment komt wel erg hard aan, maar dat is het leven! Ik sta altijd vooraan en was waar de, Stones, waren. Maniakaal volgde ik ze door heel, Europa, en later, in, 1994, en verder door de, USA. Tot mijn verbazing zag ik van dichtbij de oogcontacten tussen de bandleden en zag dat de, Stones, konden temporiseren en pieken, wanneer ze maar wilden. Zo waren ze instaat een menigte van honderdduizend man in slaap te sussen om ze daarna meedogenloos wakker te schudden. Als ze zin hadden in experimenten werd een gehele set aangepast om de experimenten in te kleden, met als vangnet opsluiting door gepaste nummers. Na bijvoorbeeld probeersels als, Factory Girl, en, I Just Want to Make Love to You, kwam een klassieker, een nummer met een voortstuwende kracht, als, Satisfaction. Dus al zou het experiment mislukken, de menigte zal dit snel vergeten. Klassieke Rock-nummers om de experimentele nummers maskeerden dit, bij voorbaat. De boodschap van dit alles is dat iedereen een kans moet krijgen om te schijnen. De Stones hebben zelf de regie in handen. Ze maken tijd en ruimte voor probeersels, om zo het spectrum op te rekken. Omdat ze omringd worden door zekerheden, de nummers, het stadion en de enorme geluidsinstallatie, mislukken experimenten niet! Het heeft even geduurd, maar toevallig geluk moet je afdwingen.

De Stones, hebben zich een weg gebaand door de tijd en steeds goed opgelet wat mogelijk is voor de tijd. En bekend is dat in deze tijd alles mogelijk is. De, Stones, hebben de tijd met glans naar hun hand gezet. Ik voelde me sterk verbonden met de kracht van de muziek van de, Stones, maar was verloren en zocht ongewild grip in de goede muziek en de entourage van de Stones-karavaan en kwam verder en zo kwam ik in contact met, Alan Dunn, eerst in, Birmingham, USA!, via de telefoon, via, Arend Jan van der Marel in, Amsterdam!, en later in levende lijve bij aanvang van het concert in, 1995, in, Wembley. Alan Dunn, grijnsde. Ik maakte zo goed als deel uit van het Stones-circus en werd zelfs herkend door fans, die me hadden gezien tijdens de, Stones-film, van, 1990, in het, IMAX-theater. Alan Dunn, en meerdere leden van de vaste kern van de Stones-administratie kenden me en in, Londen, in, 1995, zei, Alan Dunn, dat hij wel een vermoeden had, waarom ze elke keer beter gingen spelen en dat dit voor betrokkenen een eindeloze rit is geworden. De crew en de die-hard fans zitten gevangen en worden verblind door de voortgang van de grootste, Rock ‘N Roll-band, aller tijden. Zij worden beter en de fans, die het volgen, gaan langzaam stuk. Het wordt altijd beter, dus de mensen die het laatste goede concert hebben gezien weten net zoveel als de mensen die alle concerten volgen. De groep vaste bezoekers van de eerste rij werd zodoende steeds groter en eind jaren negentig, en tijdens de laatste, Licks Tour, namen zij met honderden mijn plaats in op de eerste rijen en ik distantieerde me ervan. Noodzakelijk, door geldgebrek. Maar ook omdat ik nu zeker wist dat de Stones zo groot zijn geworden door het afdwingen van inspanningen van anderen en als de lachende derde er van door te gaan, met de opgedane kennis. Kijk naar, bijvoorbeeld, Brian Jones, Mick Taylor, Billy Preston. Ik wist dat de, Stones, niet of nauwelijks acht slaan op mensen die hun eigen leven vergooien om, Rock ‘N Roll, te spelen en te zien. Weten ze wat ik weet? Zoeken ze wat? Billy Preston, weet nu dat zijn muziek is samengevat in een nummer, niet van hem zelf, maar van, Jagger / Richards, en heet, Hot Stuff. In dit nummer is de alle franje en tierelantijn afgeschud en wat overblijft is definiërende muziek. Uitgedroogd en sober, als een overblijfsel of relikwie van de muziek van, Preston, is de beat van, Hot Stuff, een belichaming van wat eens zijn muziek was. De, Stones, hebben in alle rust van dichtbij het kunstje afgekeken van, Billy. Hij verzorgde tijdens de, tour van, 1975, en, 1976, het voorprogramma en deed twee nummers tijdens het Stones-optreden. De, Stones, verloren destijds in rap tempo terrein aan met name, Led Zeppelin. De funky muziek van, Billy, was een uitgelezen mogelijkheid voor de, Stones, om zich aan te passen aan de tijd. Led Zeppelin, was onaantastbaar. De kracht waarmee, Led Zeppelin, de jaren zeventig binnen kwam zeilen was ontzagwekkend. De gitarist, Jimmie Page, was in topvorm en de zanger, Robert Plant was de nieuwe belichaming geworden van, Rock ‘N Roll. Voor zowel Jagger als Richards werd, Exile on Main Street, pijnlijk bewaarheid. Ze werden van de weg gereden door, Led Zeppelin, Pink Floyd, Dire Straits, en door de nieuwe funk muziek en wat later door de, Punk. Iggy Pop, voorop.

  

De jaren zestig waren definitief verleden tijd, halverwege de jaren zeventig. Er stonden nu al weer nieuwe soldaten aan het front. De episode met, Mick Taylor, die de band nog steeds en, steeds meer, voorzag van muzikale impulsen, tijdens de begin Jaren Zeventig, liep plotseling af. Hoewel, Mick Taylor, was verworden tot oud vuil leunden de, Stones, op hem; dit oude vuil. Mick Taylor, verliet de band, om de afgang van zijn lichaam te voorkomen. De situatie van de Stones was niets meer dan een stelletje zielepoten, die net hun kip met de gouden eieren, Mick Taylor, zagen verdwijnen. Terug aan de grond in, 1975. Het enige wat overeind bleef waren de geweldige nummers. Zo blijkt, Gimme Shelter, echt een heel goed nummer, dat juist in die periode helemaal werd gearrangeerd en tot in de puntjes werd uitgekauwd. Happy, het solo-nummer van, Keith, bleek zich ook uitstekend modern en vooruitstrevend te gedragen tijdens live-optredens. De tour van, 1975, gaat gepaard met verwoede pogingen van de, Stones, zich te revancheren, op volgens mij met name, Led Zeppelin. Op het podium komen de gebruikelijke bovennatuurlijke krachten nog steeds moeiteloos los. En dat is bij beide bands zo. Duidelijk is alleen dat, op het gebied van pure rock, de, Stones, de meerdere moeten erkennen in, Led Zeppelin, vergelijkbaar zoals de, Who, de, Stones, in, 1968, naar huis speelde.

 

Gezegend met, zoals hij zelf zegt een antenne heeft, Keith, de teloorgang van zijn band aangekeken. De massieve knetterende drum van, Led Zeppelin, was niet normaal en inderdaad, de drummer overleed in, 1980. Net als overigens de super-drummer van de, Who, Keith Moon, die, in, 1978, overleed. Pink Floyd, pakte de muziek weer anders aan en toverde het ene na het andere sublieme album uit de hoge hoed. Toch, eerlijk is eerlijk, live on stage, kon, Keith, zich nog steeds meten met de nieuwe orde. Keith, heeft gelukkig heel zijn leven geluisterd, hij moest wel. Een gouden kans voor jonge, Mister Richards. Eerst ontspon hij de, Blues, op een manier die de, Beatles, bijkans deed verbleken. Hij deed dit overigens niet alleen, want een zekere, Brian Jones, was toen zijn maatje, zelfs toen, Keith, nog een tiener was. Hij kwam samen met, Brian, tot een synthese van twee gitaren, die klonken als een eenheid. Met name de manier van spelen van, Keith, dwingend, bepalende en ruig vereiste een drummer die niet probeerde die gitaar, de zogenaamde rythem gitaar, te overstemmen. En feitelijk

Laurent Giles Dorus Mohr ketch, another superb powerful yacht from this famous yacht designer. The first of 4 to be built, the original construction of this yacht was no expense spared, all teak hull, decks and superstructure. 4 cylinder Gardner engine. 4 berths in 2 luxurious double cabins, plus settee berth in the saloon. Good 2010 survey report. This is a very comprehensively equipped yacht in extremely smart condition and ready to go. A better example you will not find.

 

£ 98,000

Specs

Builder: Port Hamble Ltd

Designer: J. Laurent Giles

Flag of Registry: United Kingdom

Keel: Full

Hull Shape: Displacement

 

Dimensions

Beam: 12 ft 2 in

LWL: 38 ft 0 in

Length on Deck: 49 ft 3 in

Minimum Draft: 6 ft 0 in

Maximum Draft: 6 ft 0 in

 

Engines

Total Power: 56 HP

 

Engine 1:

Engine Brand: Gardner

Engine Model: 4LW

Engine/Fuel Type: Diesel

Propeller: 3 blade propeller

Drive Type: Direct Drive

Engine Power: 56 HP

  

Tanks

Fresh Water Tanks: (280)

Fuel Tanks: (134)

 

Accommodations

Number of single berths: 1

Number of twin berths: 2

Number of cabins: 3

Number of heads: 2

Number of bathrooms: 2

 

Electronics

Autopilot - Autohelm 7000

Compass

Radar

VHF - Navico. XM DSC.

Radar Detector

Depthsounder - Autohelm

Plotter - Garmin

Wind speed and direction

Log-speedometer

 

Sails

Battened mainsail

Genoa

 

Rigging

Steering wheel

 

Inside Equipment

Oven

Refrigerator

Marine head

Electric bilge pump

Manual bilge pump

Battery charger - Numar

Hot water - Valiant gas heaters

Heating - Eberspacher warm air and Shipmate solid fuel.

 

Electrical Equipment

Shore power inlet

 

Outside Equipment/Extras

Liferaft - 6 man

Tender - Plastimo 240 + Tohatsu outboard

Total Liferaft Capacity: 6

Electric windlass

 

Covers

Mainsail cover

Lazyjacks

  

Full specification

A classic Jack Laurent Giles design, the first of 4 that were been built to this design.

 

Built by Port Hamble Ltd, in 1961. This is a top quality and very expensive original construction in all teak hull, deck and superstructure.

 

She has had a recent refit, autumn 2010 and is looking very smart indeed.

 

The hull is planked in teak, all copper and bronze fastened to heavy oak frames with twin steamed intermediates

 

Oak floors on the heavy frames, galvanised straps on the steamed timbers.

 

Lead keel, bronze keel bolts.

 

Extra thick sheer strake in classic Laurent Giles style with gold cove line.

Exceptionally fair hull.

Solid yacht-laid teak deck, caulked and payed with varnished king plank and cover-boards and deep varnished teak toe rail.

 

Stainless steel stanchions, pulpit and push-pit.

 

Delta plough anchor self-stows in a stemhead fitting.

 

Danforth bower anchor self stows in a hawse in the stbd bow with stainless steel protection plate.

 

Superstructure in 4 parts:

a shallow coach-roof over the fore cabin, galley and fwd heads:

 

the next step up over the sunken deck saloon

 

step up to the wheel shelter over the midships cock-pit

 

after coach-roof over the aft cabin.

 

The coamings are in varnished teak with chromed port holes and window frames.

 

Varnished grab rails on the coach-roof decks

 

Fine chromed vents on Dorade boxes.

 

Modern Lewmar style flush deck hatch on the fore deck.

 

Perspex roof in the wheel shelter allows the helmsman to see the sails above.

 

Bermudian ketch rig on varnished spruce masts and spars.

 

The main mast is stepped on the forward coach-roof with a steel tube compression post

 

below. Single spreaders with jumper struts above.

 

Stainless steel rigging with swaged terminals and bronze rigging screws to internal

 

stainless steel chain plates.

 

Twin lowers and cap shrouds, twin fore stays to the stemhead, twin standing back-stays.

 

Twin topping lifts to the main boom which stows in a crutch on the wheel-house roof.

 

Main boom 3-point attachment sheet on the after coach-roof.

 

The mizzen mast is stepped through the aft deck.

 

Cap shrouds round twin forward swept spreaders, twin well-spaced lowers, twin standing back-stays to the push-pit.

Mizzen boom sheets to the push-pit.

3 x Barlow 26 top action sheet winches on the after coach-roof under the wheel shelter.

 

Pair of captive wire and brake halyard winches on the main mast take the headsail and main sail halyards.

Single top-action Lewmar winch on the main mast.

Mizzen mast halyard winch.

 

Sails

Mainsail with lazy jacks and sail cover

Mizzen with lazy jacks and sail cover

Genoa.

 

Gardner 4LW 56hp 4-cyl diesel engine with Gardner gear-box to centre-line 3-blade prop.

 

Fresh water cooled with remote header tank.

 

Remote heat exchanger.

 

Borg Warner Velvet Drive gear box allows very smooth gear change.

 

Separate gear and throttle controls.

 

Tanks:

Fuel 603 litres

Water 1278 litres.

Batteries

Engine start 2 x 12v

Service 4 x 12v

Numar battery charger

 

Accommodation:

4 berths + saloon settee.

V-berths in for cabin.

Centre bulkhead door to passageway with stbd heads and port galley.

The heads compartment has a Blake sea toilet with varnished teak seat, porcelain hand

Basin and shower. Teak grating shower tray. Paloma gas bulkhead mounted water heater.

Galley with Plastimo Neptune 2500 2 burner grill and oven gas cooker, new 2010, sink,fridge and Valiant gas water heater on the bulkhead.

Steps up to the saloon with U-shaped dinette to port upholstered in blue fabric around the double drop leaf teak table.

Chart desk/side-board down to stbd side with drawers and cupboards under and stowage under the side deck.

 

Shipmate stainless steel sold fuel cabin heater on the fwd bulkhead with flue to deck,

tiles on the bulkhead behind.

Beautiful varnished teak joinery, glinting brass of lamps, clock and barometer.

 

Centre-line step up to the cock-pit with port helm and helmsman’s seat. Seat lockers each side.

 

From the saloon, steps down in the after stbd corner to a passageway through to the aft cabin.

Lockers to stbd under the side deck. Engine room to port.

Aft cabin with port and stbd berths, dressing table between.

Hanging locker in the fwd stbd corner by the door, heads compartment in the forward port corner with Blake sea toilet, porcelain hand basin, shower with hot water from

Valiant gas waster heater on the bulkhead.

All original varnished mahogany joinery with drawers under the generous berths.

 

Compass,

Radar

XM DSC VHF

Navico VHF

Garmin 65 GPS

Garmin Map 185 chart plotter

Autohelm 7000 auto-pilot

Autohelm speed indicator

Autohelm depth sounder

Autohelm wind indicator

Autohelm electronic compass

Clock and barometer

Rudder indicator

Eberspacher warm air cabin heater.

Kent Clearview screen

Boarding ladder

Vetus 24v windlass

Ample chain

Danforrth bower anchor

Delta kedge anchor

Plastimo 240 RIB with Tohatsu o/b engine

S/s davits over the stern

6-man life raft

2 x life buoys with lights

Radar reflector

Manual and 12v bilge pumps

Plastimo MOB rescue sling.

Warps and fenders

 

An exceptionally fine and practical classic yacht.

Inspected spring 2011.

2010 survey report.

www.GirlWithCurves.com

Maximum Aperture

Specimens and ephemera from Schriftguss AG Brüder Butter at the library of the Klingspor Museum, Offenbach

Wrocław, ul Legnicka/Plac Jana Pawła

 

LAOWA D-Dreamer 12mm F2.8 with shift converter (17mm f/4) at f/8 and maximum shift.

 

An information point at the launch event for relaunching Arriva Yorkshire MAX Grand Yorkshire Connections route 415 between York and Selby - the launch was held at the designer outlet to the south of York. The route now has new style timetables, designed and printed by the same company used by Transdev Blazefield (including Yorkshire Coastliner)

Photo Date 7-11-2014

San Francisco, California, USA.

Canon EOS 6D Camera / Canon EF 28-80MM f/3.5-5.6 II Len / UV Filter.

1/80 Sec, f/11, ISO 100, Auto White Balance, Manual Exposure.

Focal Length 28mm, Sharpness Level +7, JPG Format.

Pre-processed by Adobe Lightroom 5.7

Note: Color, brightness, contrast and sharpness has been adjusted for maximum of detail and produce vivid scene.

U.S. Air Force Fact Sheet

 

E-3 SENTRY (AWACS)

 

E-3 Sentry celebrates 30 years in Air Force's fleet

  

Mission

The E-3 Sentry is an airborne warning and control system, or AWACS, aircraft with an integrated command and control battle management, or C2BM, surveillance, target detection, and tracking platform. The aircraft provides an accurate, real-time picture of the battlespace to the Joint Air Operations Center. AWACS provides situational awareness of friendly, neutral and hostile activity, command and control of an area of responsibility, battle management of theater forces, all-altitude and all-weather surveillance of the battle space, and early warning of enemy actions during joint, allied, and coalition operations.

 

Features

The E-3 Sentry is a modified Boeing 707/320 commercial airframe with a rotating radar dome. The dome is 30 feet (9.1 meters) in diameter, six feet (1.8 meters) thick, and is held 11 feet (3.33 meters) above the fuselage by two struts. It contains a radar subsystem that permits surveillance from the Earth's surface up into the stratosphere, over land or water. The radar has a range of more than 250 miles (375.5 kilometers). The radar combined with an identification friend or foe, or IFF, subsystem can look down to detect, identify and track enemy and friendly low-flying aircraft by eliminating ground clutter returns that confuse other radar systems.

 

Major subsystems in the E-3 are avionics, navigation, communications, sensors (radar and passive detection) and identification tools (IFF/SIF). The mission suite includes consoles that display computer-processed data in graphic and tabular format on video screens. Mission crew members perform surveillance, identification, weapons control, battle management and communications functions.

 

The radar and computer subsystems on the E-3 Sentry can gather and present broad and detailed battlefield information. This includes position and tracking information on enemy aircraft and ships, and location and status of friendly aircraft and naval vessels. The information can be sent to major command and control centers in rear areas or aboard ships. In time of crisis, this data can also be forwarded to the president and secretary of defense.

 

In support of air-to-ground operations, the Sentry can provide direct information needed for interdiction, reconnaissance, airlift and close-air support for friendly ground forces. It can also provide information for commanders of air operations to gain and maintain control of the air battle.

 

As an air defense system, E-3s can detect, identify and track airborne enemy forces far from the boundaries of the United States or NATO countries. It can direct fighter-interceptor aircraft to these enemy targets. Experience has proven that the E-3 Sentry can respond quickly and effectively to a crisis and support worldwide military deployment operations.

 

AWACS may be employed alone or horizontally integrated in combination with other C2BM and intelligence, surveillance, and reconnaissance elements of the Theater Air Control System. It supports decentralized execution of the air tasking order/air combat order. The system provides the ability to find, fix, track and target airborne or maritime threats and to detect, locate and ID emitters. It has the ability to detect threats and control assets below and beyond the coverage of ground-based command and control or C2, and can exchange data with other C2 systems and shooters via datalinks.

 

With its mobility as an airborne warning and control system, the Sentry has a greater chance of surviving in warfare than a fixed, ground-based radar system. Among other things, the Sentry's flight path can quickly be changed according to mission and survival requirements. The E-3 can fly a mission profile approximately 8 hours without refueling. Its range and on-station time can be increased through in-flight refueling and the use of an on-board crew rest area.

 

Background

Engineering, test and evaluation began on the first E-3 Sentry in October 1975. In March 1977 the 552nd Airborne Warning and Control Wing (now 552nd Air Control Wing, Tinker Air Force Base, Okla.), received the first E-3s.

 

There are 32 aircraft in the U.S. inventory. Air Combat Command has 27 E-3s at Tinker. Pacific Air Forces has four E-3 Sentries at Kadena AB, Japan and Elmendorf AFB, Alaska. There is also one test aircraft at the Boeing Aircraft Company in Seattle.

 

NATO has 17 E-3A's and support equipment. The first E-3 was delivered to NATO in January 1982. The United Kingdom has seven E-3s, France has four, and Saudi Arabia has five. Japan has four AWACS built on the Boeing 767 airframe.

 

As proven in operations Desert Storm, Allied Force, Enduring Freedom, Iraqi Freedom, and Odyssey Dawn/Unified Protector the E-3 Sentry is the world's premier C2BM aircraft. AWACS aircraft and crews were instrumental to the successful completion of operations Northern and Southern Watch, and are still engaged in operations Noble Eagle and Enduring Freedom. They provide radar surveillance and control in addition to providing senior leadership with time-critical information on the actions of enemy forces. The E-3 has also deployed to support humanitarian relief operations in the U.S. following Hurricanes Rita and Katrina, coordinating rescue efforts between military and civilian authorities.

 

The data collection capability of the E-3 radar and computer subsystems allowed an entire air war to be recorded for the first time in the history of aerial warfare.

 

In March 1996, the Air Force activated the 513th Air Control Group, an AWACS Reserve Associate Program unit which performs duties on active-duty aircraft.

 

During the spring of 1999, the first AWACS aircraft went through the Radar System Improvement Program. RSIP is a joint U.S./NATO development program that involved a major hardware and software intensive modification to the existing radar system. Installation of RSIP enhanced the operational capability of the E-3 radar electronic counter-measures and has improved the system's reliability, maintainability and availability.

 

The AWACS modernization program, Block 40/45, is currently underway. Bock 40/45 represents a revolutionary change for AWACS and worldwide Joint Command and Control, Battle Management, and Wide Area Surveillance. It is the most significant counter-air battle management improvement in Combat Air Forces tactical Command and Control history. The Block 40/45 Mission Computer and Display upgrade replaces current 1970 vintage mission computing and displays with a true open system and commercial off-the-shelf hardware and software, giving AWACS crews the modern computing tools needed to perform, and vastly improve mission capability. Estimated fleet upgrades completion in ~2020.

 

General Characteristics

Primary Function: Airborne battle management, command and control

Contractor: Boeing Aerospace Co.

Power Plant: Four Pratt and Whitney TF33-PW-100A turbofan engines

Thrust: 20,500 pounds each engine at sea level

Rotodome: 30 feet in diameter (9.1 meters), 6 feet thick (1.8 meters), mounted 11 feet (3.33 meters) above fuselage

Wingspan: 145 feet, 9 inches (44.4 meters)

Length: 152 feet, 11 inches (46.6 meters)

Height: 41 feet, 9 inches (13 meters)

Weight: 205,000 pounds (zero fuel) (92,986 kilograms)

Maximum Takeoff Weight: 325,000 pounds (147,418 kilograms)

Fuel Capacity: 21,000 gallons (79,494 liters)

Speed: optimum cruise 360 mph (Mach 0.48)

Range: more than 5,000 nautical miles (9,250 kilometers)

Ceiling: Above 29,000 feet (8,788 meters)

Crew: Flight crew of four plus mission crew of 13-19 specialists (mission crew size varies according to mission)

Unit Cost: $270 million (fiscal 98 constant dollars)

Initial operating capability: April 1978

Inventory: Active force, 32 (1 test); Reserve, 0; Guard, 0

  

Point of Contact

Air Combat Command, Public Affairs Office; 130 Andrews St., Suite 202; Langley AFB, VA 23665-1987; DSN 574-5007 or 757-764-5007; e-mail: accpa.operations@langley.af.mil

 

www.af.mil/information/factsheets/factsheet.asp?fsID=98

(to see further pictures and read other information please go to the end of page!)

Flaktowers

Flakturm, Arenbergpark

Picture: Flakturm, Arenbergpark

 

The Vienna flak towers are six large, of reinforced concrete erected defensive and protective structures in Vienna, which were built in the years 1942-1945 as giant bomb shelters with fitted anti-aircraft guns and fire control. The architect of the flak towers was Friedrich Tamms (1904-1980).

Flakturm, Arenbergpark

Image: Terrace of the flak tower in Arenbergpark

 

The system of the Vienna flak towers consists as a whole of six buildings, three turrets, each with a Feuerleitturm (fire-control tower). The three bunker pairs are arranged in a triangle in the approximate middle of which the Stephansdom is situated. The towers are of different heights, but their upper platforms are in exactly the same altitude, so that an overall coordination of air defense was possible. The maximum operating radius of the four main guns (12.8 cm twin) of each tower was under ideal conditions 20 km. The smaller platforms of combat and fire-control towers were provided for 2 cm anti-aircraft guns, but they were never used in Vienna. In addition to its military crew the flak towers in Vienna served as makeshift hospitals, housed radio stations and partly war-relevant technical companies and offered on a large scale air raid shelters for the population.

 

Flakturm Augarten

Picture: Flakturm, Augarten

 

After the war, the Red Army undertook blasting tests in Gefechtsturm (flak tower with battle platform) Augarten, but a removal of the towers failed because of the proximity to residential areas. Nowadays, a removal of the towers would be possible, but now existing only an official decision as to the two anti-aircraft towers in Augarten from 5 April 2000 (GZ 39.086/2/2000) because all six buildings ex lege have been put under monument protection. Today, the towers are partially owned by the City of Vienna and partly owned by the Republic of Austria. There were repeatedly attempts to rebuild the flak towers and make it usable. The ideas range from depot for important backup data to a café or hotel.

 

Planning

Flakturm, Arenbergpark

Picture: Flakturm, Arenbergpark - Notstiege (Emergency flight of stairs)

Flakturm, Arenbergpark

Picture: Flakturm, Arenbergpark

Elevator shaft to the left, original instructions for lift usage right

 

After the battles of World War II also spread more and more to Vienna, Adolf Hitler ordered on 9 September 1942 the construction of flak towers in Vienna. The Air Force leadership provided for this purpose as building sites the Schmelz (Vienna), the Prater and Floridsdorf but Hitler rejected these places since the city center would not have been adequately protected because of the large distances. After discussions with Reichsstatthalter (Reich Governor) Baldur von Schirach, the final locations were determined. Instead of the Augarten, however, was initially the Roßauer barracks under discussion. The decisive factor for the choice of the places were on the one hand, the easy availability of the building ground and on the other hand the possibility to establish railway connections. The plan provided after the victorious end of the war to disguise the flak towers with marble and devote them as monuments to the fallen German soldiers. As with all the flak towers Friedrich Tamms was responsible for the planning, he was represented in Vienna by Anton Ruschitzka, construction management held Franz Fuhrmann from Vienna's city building department. The military leadership rested with Major Wimberger, which, however, had no mission staff. The material procurement was carried out by the Organisation Todt.

 

Construction

Flakturm, Arenbergpark

Picture: Flakturm, Arenbergpark

Emergency Exit Photo: Flakturm, Arenbergpark

 

With the construction of the flak towers the companies Philipp Holzmann and Gottlieb Tesch were commissioned, smaller firms being integrated via joint ventures. Since the availability of local workers due to conscription declined steadily, more and more prisoners of war, foreign and forced laborers were used in the course of the war. Cement was delivered primarily from Mannersdorf at Leithagebirge, to a lesser extent from Rodaun (situated in the outskirts of Vienna). The gravel stemmed from the gravel pits Padlesak in Felixdorf and Gustav Haager at Heidfeld at the Bratislava railway (Pressburger Bahn), about in the area of ​​today's airport Wien-Schwechat. Sand was delivered in ships over the Danube Canal, which is why in the area of Weißgerberlände sand silos of the United Baustoffwerke AG were built. In this area was already in 1918 a feeder track of the tram through the Drorygasse. Although this was already in 1925 shut down it was restored in 1941 and enlarged in the following year after the construction of a new silo to two tracks. For the then due to the excavation of the foundations coming up overburden, at the Kratochwijlestraße (then Weissenbachstraße) in 22 District was created a landfill, which also got a tram connection.

 

This report is based on an article in the

WIKIPEDIA - The Free Encyclopedia

and is licensed under the GNU license

Free Documentation Creative Commons CC -BY- SA 3.0 Unported.

On Wikipedia there is List of the authors Available .

de.wikipedia.org

 

The monstrous remnants of the "Third Reich"

District II (Leopoldstadt), anti-aircraft towers in the Augarten, tram line 31 from metro station Scots ring/Schottenring (U2, U4).

 

On 15 March 1938 gathered some 200 000 Wiener (Viennese people) on Heldenplatz in order to celebrate the "Anschluss" of Austria to the so-called fatherland Germany, something, since the end of the first World War I many had been longing for. Adolf Hitler himself appeared on the balcony of the Neue Burg and announced: "As leader and Chancellor of the German nation and the Reich I report before story now the entry of my home in the German Reich". Then he boarded a plane back to Germany, the rest, as they say, is history. A few years later the magnificent Heroes Square (Heldenplatz) was dug up to plant vegetables there, they needed food for the distraught people who suffered the privations in Hitler's zusammenbrechendem (breaking down) "millennial Reich".

 

Right: Gefechtsturm in the Augarten

In Leopoldstadt

Below: The Leitturm (control tower) in Arenbergpark

In III. District highway (Landstraße).

 

The already existing and sometimes bombastic Viennese architecture the occupiers seems to have pleased, no major buildings were added during their reign. On 9 September 1942, however, Hitler decreed that the city center of Vienna like in Berlin and Hamburg should be protected by some huge flak towers, three pairs should form a defensive triangle, St. Stephen's Cathedral was the center. 1943/44, the German troops began the construction of two flak towers in the Augarten and defaced in this way Austria's oldest still existing and in 1712 laid out baroque garden. Another pair of flak towers emerged in Arenberg Park in III. District (Landstraße), a third near the Mariahilferstraße (in Esterházypark and in the courtyard of the barracks Stiftskaserne) in the VI. resp. VII. District (Mariahilf/Neubau). The towers have been made of almost indestructible, 2.5 to 3.5 meters thick reinforced concrete and were self-sufficient, and they possessed their own water and power supply, first aid station and air filters if it should come to a gas attack. Each pair of flak towers contained a big, provided with a heavy gun flak tower and a smaller control tower for communication. The first is either a square tower in the style of a fortress, like the one in the Arenbergpark (neunstöckig - nine storeys), 41.6 meters high, 57 meters in diameter) or a round tower, in fact, sixteen -sided, as in the Augarten Park and the yard of the Stiftskaserne Barracks (zwölfstöckig - twelve storeys, 50.6 meters high, 43 meters in diameter). The heaviest artillery gun (105-128 mm) was standing on the roof, on the projecting balconies below there were lighter guns (20 to 30 millimeters). The Leittürme, from which the air defense was coordinated, were all rectangular (neunstöckig - nine storeys, 39 to 51.4 meters high, 24 to 39 feet long) and equipped with a lighter gun, they possessed communication devices and searchlights on the roof. Toward the of the war the towers only just were functional. They also served as air-raid shelter for the people in the area and each tower had space for 30 000 people. In the event that the war ended with a victory, the architect, the builder of the Reichsautobahn Friedrich Tamms, already had prepared designs to dress up the towers with black marble plates in which the names of the dead German soldiers should be engraved in gold letters. So the towers would also have been victory and war memorials (and thus in a strange way similar to the Mausoleum of Theodoric in Ravenna or the Castel de Monte in Apulia).

In the bureau of an architect of Berlin were even found plans to demolish the Jewish Quarter in the Leopoldstadt and to build a huge Nazi forum. Today, however, there is in Leopoldstadt again a thriving Jewish life and the flak towers are frozen monuments to the darkest times of Viennese history (in fact, the Russians tried to destroy the tower in Augarten with dynamite, which later on was mistaken for the vandalism of a few schoolboys, by mistake a forgotten weapon depot setting on fire).

In a famous quote Hitler Vienna compared with a pearl, which he wanted to give a socket. Towards the end of war, however, this socket only consisted of bombed-out buildings and abandoned flak towers, silent witnesses of the delusion of their builder. As a result, only the Leitturm was used in Esterhazy Park, and today in it the house of the sea (Zoo - Haus des Meeres) is accommodated. Outside there is a climbing wall with 25 different routes, and the vertical wall and the projecting balconies give a perfect imitation of an overhanging cliff of 34 meters of height. A conservatory (or biotope) with a miniature rain forest along with monkeys and birds has been added on one side; it is entered through a door that only with difficulty could be broken in the two and a half meters thick reinforced concrete, but this also ensures a uniform temperature for aquariums and vivariums in the tower.

The stable temperatures also have the Museum of Applied Arts (MAK) brought to take advantage of the flak tower in Arenberg Park as a magazine and occasional exhibition space; in the meantime it is known as Contemporary Art Tower (CAT).

A former air-raid shelter at the base of the Leitturm in Esterhazy Park now contains the Museum of Medieval legal history: the history of torture

 

Excerpts from

Duncan J. D. Smith; Only in Vienna

A travelling guide to strange places, secret places and hidden attractions

Translated from English by Brigitte Hilzensauer

Photographs by Duncan JD Smith

 

"The streets of Vienna are paved with culture, the streets of other cities with asphalt". Karl Kraus (1874-1936)

Vienna is certainly one of the greatest and also the most homogeneous capitals in Europe. And it is one of the most fascinating. The overabundance of travel guides that are out there to buy, presents the not too demanding visitor a magical (and easily accessible) abundance of museums, churches, palaces and culinary venues, and they recount the history of the city since the times of the Romans over those of the Habsburg Empire to the present.

 

Courtesy

Christian Brandstätter Verlag mbH

The publishing service for museums, businesses and public authorities

www.brandstaetter - verlag.at

Total, totalitarian, dead

Picture: Flak tower in 1943 /44, Augarten

 

At the zero point of the knowledge about the progress of the world stands since 11 September 2001 "Ground Zero". The debris field of the World Trade Center was used as a metaphor, which for its part marks a zero point. "Ground Zero" is called the area that lies in the center of a nuclear explosion. In Hiroshima and Nagasaki this area has been explored, the experiments that began with Albert Einstein's warning of a nuclear policy of Nazi Germany, were successful beyond measure. The name for the nuclear program, "Manhattan Project". With the beginning of the new millennium "Ground Zero" is real returned to where it had once taken its nominal starting point. The skyscraper obviously is able to stimulate the imagination of physicists, ballistics and aeronauts. In the skyscraper the obsessions of the 20th century are concentrated, self-sufficiency and utopia become one in the sky billowing tower. It is the exalted and the sublime. It provides a beacon, of the construction as well as of the destruction.

As the World Trade Center each of the Viennese "flak towers" come along as pairs: One serves as control tower, the other as a flak tower. The central component is the platform, it was needed in high altitudes in order to have a clear field of fire over the city. The tower architecture, which thereby became necessary, one used for bunker systems, no fewer than 40,000 people should here find shelter. For other facilities there was also space: the Gaupropagandaleitung (Regional propaganda direction) for example, the radio station, a munitions factory. At three locations in the city - the triangle that they abzirkelten (encircled), took in Vienna's historic center - in the years 1943/44 had established an own self-contained world, with it corresponded an outside, the world of total war. The flak towers gave this world the architectural icon.

On 14 February 1943, the British Air Force had carpet bombings on German cities announced after it adversary those commitments to civility, just in war of some validity, namely to protect non- military targets, long ago had abandoned. It was a strategy that should give World War II a decisive turn. The Germans had their production concentrated on weapons with immediate penetrating power, especially on fighter planes and tanks. The Allies, however, swore on sustainability, on long-range bombers that now more and more were used. Against such so-called "flying fortresses" should prepare the city's flak towers.

On 18 February 1943 already, the Nazi regime had reacted propagandistically. Joseph Goebbels delivered in the Sportpalast (Sports Palace) those infamous speech in which an unleashed crowd at the top of its voice loud the hysterical question "Do you want total war?" applauded. From then on, the action would no longer overridingly occur on the fronts. Now, as Goebbels put it, the "phalanx of the homeland" was at stake. The war would be carried to the cities. In their midst, in the urban milieu that would now lose all nonchalance and any worth of life. Also, and just that is what the flak towers stand for: their comfort is the security wing, their promise the ammunition depot. They guarantee offensive and defensive in one. In this hard as reinforced concrete alignment, imagined the regime each of every Volksgenossen (member of the German nation).

The flak towers are the architecture of total war par excellence: monumental exclamation marks for military preparedness, towering icons of the resistiveness, uniform archetypes of a technical, an instrumental progress, to which the Nazi state with due atavism was always committed. Furthermore, comes to some extent the domestic political effect: The flak towers are citadels against the own population, reduits in the face of a psychological and social situation, which solely by forced violence, by martial law and concentration camps could be overmastered.

The prototype of the flak towers built up in Berlin, as well as their principle was conceived in the capital, especially by Albert Speer, the Minister for the war economy. But as a kind of urban identification mark they stand in Vienna, and also for this the logic of total war can be used. It is the logic of destruction, the so-called "Nero-command", which after Hitler's disposal would have provided the destruction of all remaining infrastructure in the German Reich. It is the logic of a perverted Darwinism, which would have applied the dictum of unworthy life in the moment of defeat on the own population.

In one of his table talks in May 1942, Hitler blustered about the "huge task to break ... the supremacy of Vienna in the cultural field ...". The hatred toward the city of his youth was notorious, and one may assume that the flak towers, whose placement the "Führer" personally ordered, the enemy, in a manner of speaking, definitely should stake out a target area. Because naturally, the towers would increasingly attract attacks on themselves. But they have the war unscathed as hardly another building survived. That they are standing for the long shot, the totalitarism this very day is clear. To eliminate them, would mean to turn the city with them in rubble.

www.wien-vienna.at/index.php?ID=1236

+++ 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 Fiat G.91Y was an Italian ground attack and reconnaissance aircraft that first flew in 1966. Resembling its predecessor, the Fiat G.91, the aircraft was a complete redesign, a major difference being its twin-turbojet engines for a considerably increased performance.

 

Funded by the Italian government, the G.91Y prototype was based on the G.91T two-seat trainer variant with a single Bristol Orpheus turbojet engine. This was replaced with two afterburning General Electric J85 turbojets which increased thrust by 60%. Structural modifications to reduce airframe weight increased performance further and an additional fuel tank occupying the space of the G.91T's rear seat provided extra range. Combat manoeuvrability was improved with the addition of automatic leading edge slats.

 

The avionics equipment of the G.91Y was considerably upgraded with many of the American, British and Canadian systems being license-manufactured in Italy.

 

Flight testing of three pre-production aircraft was successful with one aircraft reaching a maximum speed of Mach 0.98. Airframe buffeting was noted and was rectified in production aircraft by raising the position of the tailplane slightly.

 

An initial order of 55 aircraft for the Italian Air Force was completed by Fiat in March 1971, by which time the company had changed its name to Aeritalia (from 1969, when Fiat aviazione joined the Aerfer). The order was increased to 75 aircraft with 67 eventually being delivered. In fact, the development of the new G.91Y was quite long, and the first order was for about 20 pre-series examples that followed the two prototypes.

 

Like the G.91 before, the G.91Y attained much interest as it was a versatile light fighter bomber. One of the countries that ahd an eye on the upgraded Gina was Switzerland, looking for a dedicated support or even replacement for the Hawker Hunters, which were primarily used in the interceptor role, as well as the outdated D. H. Venom fighter bombers.

 

Fiat's answer was the G.91YS, a version tailored to Swiss needs. A first prototype with enhanced avionics, a strengthened structure for higher external loads as well as for typical operations on short runways with steep climbs and extra hardpoints to carry AIM-9 Sidewinder missiles for evaluation by Switzerland.

The first G.91YS flew on 16 October 1970, but at that time it was already clear that the machine was to carry smart weapons, primarily the AGM-65 'Maverick', which was also earmarked as new, additional Hawker Hunter ordnance.

 

In order to get things moving the Swiss Air Force ordered in 1972 an initial batch of 22 G.91YS, knowing that an upgrade would become necessary soon. It was a kind of stopgap purchase, though, because the original types for that role, Vought A-7 or the Mirage III derivative Milan S, were rejected after long negotiations. The G.91YS was a more simple and cost effective option, and also as a better option than a short-notice offer for second hand A-4Bs in late 1972.

 

The new machines were delivered until summer 1974 and allocated to Fliegerstaffel 22 which exclusively operated the fighter bomber. This came just in time because by 1975 plans were laid to replace the Hunter in the air-to-air role with a more modern fighter aircraft, the Northrop F-5E Tiger II (which became operational in 1978). The Hunter remained in a key role within the Swiss Air Force, though. Like the RAF's Hunter fleet, the type transitioned to become the country's primary ground attack platform, completely replacing the Venom, while the G.91YS was regarded as more sophisticated attack aircraft against small, single targets, including tanks (with Soviet mobile tactical missile launch platforms in mind), relying on the AGM-65 as its main armament. Four of these missiles could be carried under the wings, plus a pair of AIM-9 for self-defense. Alternative loads included unguided missiles of various sizes (incl. podded launchers), iron bombs or napalm tanks of up to 1.000 lb caliber, or drop tanks on the inner pylons.

 

The G.91YS’s primary mission as precision strike aircraft was further emphasized through a massive upgrade program in 1982, including improved sensors, a modernized radio system, a nose-mounted laser tracker/range finder (replacing the former Vinten cameras and greatly improving single pass attack capability and accuracy) and the integration of electronic countermeasure (ECM) systems. The upgraded machines were easily recognizable through their more rounded nose shape with a pitot tube mounted on top, a characteristic spine fairing and a radar warning system housing at the top of the fin.

 

In this form the G.91YS was kept in operational service until 1994, when it was retired together with the Swiss Hunter fleet. Six aircraft had been lost through accidents during the type’s career. Author Fiona Lombardi stated of the retirement of the Hunter and the G.91YS, the Swiss Air Force "definitively lost the capability to carry out air-to-ground operations". With the retirement of the G.91YS fleet Fliegerstaffel 22 was disbanded, too.

  

General characteristics:

Crew: 1

Length (incl. pitot): 12.29 m (40 ft 11 in)

Wingspan: 9.01 m (29 ft 6.5 in)

Height: 4.43 m (14 ft 6.3 in)

Wing area: 18.13 m² (195.149 ft²)

Empty weight: 4.000 kg (8.810 lb)

Loaded weight: 8.000 kg (17.621 lb)

Max. take-off weight: 9.000 kg (19.825 lb)

Powerplant:

2× General Electric J85-GE-13A turbojets with afterburners, 18.15 kN (4,080 lbf) each

 

Performance:

Maximum speed: 1.110 km/h (600 kn, 690 mph,

Mach 0.95 at 10,000 m (33,000 ft)

Range: 3,400 km (ferry range with droptanks) (2,110 mls)

Service ceiling: 12,500 m (41,000 ft)

Rate of climb: 86.36 m/s (17,000 ft/min)

Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)

Thrust/weight: 0.47 at maximum loading

Armament:

2× 30 mm (1.18 in) DEFA cannons

6× under-wing pylon stations holding up to maximum of 2.270 kg (5.000 lb) of payload.

 

The kit and its assembly:

A classic whif – the G.91YS for the Swiss Air Force actually existed, and I just spun the idea further. The compact fighter would have been a suitable addition to the small nation’s air force, and I interpreted it as an addition to the big Hawker Hunter fleet with a dedicated role and with suitable special equipment.

 

The basis is the Matchbox G.91Y kit with some minor changes:

• A new nose from a Fujimi Harrier GR.3

• The jet exhausts were opened and some interior added

• Flaps were lowered

• Some added detail to the ejection seat

• The spine extension, a simple piece of sprue

• The radar warning fairing is a square piece of styrene sheet

• Replacement of the cast-on guns with hollow steel needles

• The Sidewinder hardpoints come from a Revell F-16A

• The AGM-65s and their launch rails come from a Hasegawa weapon set

  

Painting and markings:

The bigger challenge, because I did not want to use the typical “Hunter livery” in Extra Dark Sea Grey/SlateGrey/Aluminum – even if it would have been the natural choice for a Swiss aircraft. Choice for alternative yet authentic schemes is narrow, though – late Mirage III or the F-5Es carry a two-tone grey air superiority scheme, and I found this rather unsuitable for an attack aircraft.

 

So I developed my own design: a mix of the original Italian grey/green scheme and a two-tone pattern that late Turkish RF-4E/TMs carried - but with different colors and all mashed up into a modern, disruptive scheme. Experimental schemes of the German Luftwaffe in the late 70ies for their Alpha Jets and the F-4F fleet (leading to the complex Norm ’81 patterns) also had an influence.

 

As basic tones I used RAL 6007 (Grüngrau, Revell 67) and Dark Gull Grey (FS36231, Modelmaster, turned out to be a bit too pale for what I wanted to achieve), with added fields of RAL 7000 (Fehgrau, Revell 57) on the upper surfaces and on the mid-waterline flanks – lighter and softer than the original NATO tones and with disruptive lighter blotches that break up the silhouette.

 

The underside was simply painted in uniform FS36375 (Humbrol 127), which was also carried onto the fin. After a thin black ink wash panels were lightened through dry-brushing.

 

Cockpit interior was painted with Humbrol 140, the landing gear with a mix of White and Aluminum, trying to emulate look of real aircraft. In order not to make them stand out too much I painted the AGM-65s in olive drab, even though I think all Swiss missiles of that type were white. Artistic freedom…

 

Decals were puzzled together, e. g. from a Mirage III Carpena sheet and an Italieri Bae Hawk sheet, most stencils come from the OOB sheet (despite being slightly yellowed...).

  

A simple whif, done in a week, and based on an obscure real-life project. And the G.91 bears more whiffing potential, at least one more is to come!

Laurent Giles Dorus Mohr ketch, another superb powerful yacht from this famous yacht designer. The first of 4 to be built, the original construction of this yacht was no expense spared, all teak hull, decks and superstructure. 4 cylinder Gardner engine. 4 berths in 2 luxurious double cabins, plus settee berth in the saloon. Good 2010 survey report. This is a very comprehensively equipped yacht in extremely smart condition and ready to go. A better example you will not find.

 

£ 98,000

Specs

Builder: Port Hamble Ltd

Designer: J. Laurent Giles

Flag of Registry: United Kingdom

Keel: Full

Hull Shape: Displacement

 

Dimensions

Beam: 12 ft 2 in

LWL: 38 ft 0 in

Length on Deck: 49 ft 3 in

Minimum Draft: 6 ft 0 in

Maximum Draft: 6 ft 0 in

 

Engines

Total Power: 56 HP

 

Engine 1:

Engine Brand: Gardner

Engine Model: 4LW

Engine/Fuel Type: Diesel

Propeller: 3 blade propeller

Drive Type: Direct Drive

Engine Power: 56 HP

  

Tanks

Fresh Water Tanks: (280)

Fuel Tanks: (134)

 

Accommodations

Number of single berths: 1

Number of twin berths: 2

Number of cabins: 3

Number of heads: 2

Number of bathrooms: 2

 

Electronics

Autopilot - Autohelm 7000

Compass

Radar

VHF - Navico. XM DSC.

Radar Detector

Depthsounder - Autohelm

Plotter - Garmin

Wind speed and direction

Log-speedometer

 

Sails

Battened mainsail

Genoa

 

Rigging

Steering wheel

 

Inside Equipment

Oven

Refrigerator

Marine head

Electric bilge pump

Manual bilge pump

Battery charger - Numar

Hot water - Valiant gas heaters

Heating - Eberspacher warm air and Shipmate solid fuel.

 

Electrical Equipment

Shore power inlet

 

Outside Equipment/Extras

Liferaft - 6 man

Tender - Plastimo 240 + Tohatsu outboard

Total Liferaft Capacity: 6

Electric windlass

 

Covers

Mainsail cover

Lazyjacks

  

Full specification

A classic Jack Laurent Giles design, the first of 4 that were been built to this design.

 

Built by Port Hamble Ltd, in 1961. This is a top quality and very expensive original construction in all teak hull, deck and superstructure.

 

She has had a recent refit, autumn 2010 and is looking very smart indeed.

 

The hull is planked in teak, all copper and bronze fastened to heavy oak frames with twin steamed intermediates

 

Oak floors on the heavy frames, galvanised straps on the steamed timbers.

 

Lead keel, bronze keel bolts.

 

Extra thick sheer strake in classic Laurent Giles style with gold cove line.

Exceptionally fair hull.

Solid yacht-laid teak deck, caulked and payed with varnished king plank and cover-boards and deep varnished teak toe rail.

 

Stainless steel stanchions, pulpit and push-pit.

 

Delta plough anchor self-stows in a stemhead fitting.

 

Danforth bower anchor self stows in a hawse in the stbd bow with stainless steel protection plate.

 

Superstructure in 4 parts:

a shallow coach-roof over the fore cabin, galley and fwd heads:

 

the next step up over the sunken deck saloon

 

step up to the wheel shelter over the midships cock-pit

 

after coach-roof over the aft cabin.

 

The coamings are in varnished teak with chromed port holes and window frames.

 

Varnished grab rails on the coach-roof decks

 

Fine chromed vents on Dorade boxes.

 

Modern Lewmar style flush deck hatch on the fore deck.

 

Perspex roof in the wheel shelter allows the helmsman to see the sails above.

 

Bermudian ketch rig on varnished spruce masts and spars.

 

The main mast is stepped on the forward coach-roof with a steel tube compression post

 

below. Single spreaders with jumper struts above.

 

Stainless steel rigging with swaged terminals and bronze rigging screws to internal

 

stainless steel chain plates.

 

Twin lowers and cap shrouds, twin fore stays to the stemhead, twin standing back-stays.

 

Twin topping lifts to the main boom which stows in a crutch on the wheel-house roof.

 

Main boom 3-point attachment sheet on the after coach-roof.

 

The mizzen mast is stepped through the aft deck.

 

Cap shrouds round twin forward swept spreaders, twin well-spaced lowers, twin standing back-stays to the push-pit.

Mizzen boom sheets to the push-pit.

3 x Barlow 26 top action sheet winches on the after coach-roof under the wheel shelter.

 

Pair of captive wire and brake halyard winches on the main mast take the headsail and main sail halyards.

Single top-action Lewmar winch on the main mast.

Mizzen mast halyard winch.

 

Sails

Mainsail with lazy jacks and sail cover

Mizzen with lazy jacks and sail cover

Genoa.

 

Gardner 4LW 56hp 4-cyl diesel engine with Gardner gear-box to centre-line 3-blade prop.

 

Fresh water cooled with remote header tank.

 

Remote heat exchanger.

 

Borg Warner Velvet Drive gear box allows very smooth gear change.

 

Separate gear and throttle controls.

 

Tanks:

Fuel 603 litres

Water 1278 litres.

Batteries

Engine start 2 x 12v

Service 4 x 12v

Numar battery charger

 

Accommodation:

4 berths + saloon settee.

V-berths in for cabin.

Centre bulkhead door to passageway with stbd heads and port galley.

The heads compartment has a Blake sea toilet with varnished teak seat, porcelain hand

Basin and shower. Teak grating shower tray. Paloma gas bulkhead mounted water heater.

Galley with Plastimo Neptune 2500 2 burner grill and oven gas cooker, new 2010, sink,fridge and Valiant gas water heater on the bulkhead.

Steps up to the saloon with U-shaped dinette to port upholstered in blue fabric around the double drop leaf teak table.

Chart desk/side-board down to stbd side with drawers and cupboards under and stowage under the side deck.

 

Shipmate stainless steel sold fuel cabin heater on the fwd bulkhead with flue to deck,

tiles on the bulkhead behind.

Beautiful varnished teak joinery, glinting brass of lamps, clock and barometer.

 

Centre-line step up to the cock-pit with port helm and helmsman’s seat. Seat lockers each side.

 

From the saloon, steps down in the after stbd corner to a passageway through to the aft cabin.

Lockers to stbd under the side deck. Engine room to port.

Aft cabin with port and stbd berths, dressing table between.

Hanging locker in the fwd stbd corner by the door, heads compartment in the forward port corner with Blake sea toilet, porcelain hand basin, shower with hot water from

Valiant gas waster heater on the bulkhead.

All original varnished mahogany joinery with drawers under the generous berths.

 

Compass,

Radar

XM DSC VHF

Navico VHF

Garmin 65 GPS

Garmin Map 185 chart plotter

Autohelm 7000 auto-pilot

Autohelm speed indicator

Autohelm depth sounder

Autohelm wind indicator

Autohelm electronic compass

Clock and barometer

Rudder indicator

Eberspacher warm air cabin heater.

Kent Clearview screen

Boarding ladder

Vetus 24v windlass

Ample chain

Danforrth bower anchor

Delta kedge anchor

Plastimo 240 RIB with Tohatsu o/b engine

S/s davits over the stern

6-man life raft

2 x life buoys with lights

Radar reflector

Manual and 12v bilge pumps

Plastimo MOB rescue sling.

Warps and fenders

 

An exceptionally fine and practical classic yacht.

Inspected spring 2011.

2010 survey report.

Winter in Scotland

Murat Boz 'Maximum' albüm çekimleri

"Crysis" - 16K , Custom ToD/FOV/Shadows , Crysis Expanded MOD , Chicken textures , Starwaster Shaders , QuadReaktor´s Crysis Skins , Ultra NanoSuit , Reygel Texture Mod , Global Ambient Lighting/POM AF , Xigmatek's Particle Xtreme FX2

North Toraja (or Toraja Utara) is a regency (kabupaten) of South Sulawesi Province of Indonesia, and the home of the Toraja ethnic group. The local government seat is in Rantepao which is also the center of Toraja culture. Formerly this regency was part of Tana Toraja Regency.

 

The Tana Toraja boundary was determined by the Dutch East Indies government in 1909. In 1926, Tana Toraja was under the administration of Bugis state, Luwu. The regentschap (or regency) status was given on October 8, 1946, the last regency given by the Dutch. Since 1984, Tana Toraja has been named as the second tourist destination after Bali by the Ministry of Tourism, Indonesia. Since then, hundreds of thousands of foreign visitors have visited this regency. In addition, numerous Western anthropologists have come to Tana Toraja to study the indigenous culture and people of Toraja.

 

GEOGRAPHY

Tana Toraja is located on the Sulawesi island, 300 km north of Makassar, the provincial capital of South Sulawesi. Its geographical location is between latitude of 2°-3° South and longitude 119°-120° East (center: 3°S 120°ECoordinates: 3°S 120°E). The area of the new North Toraja Regency is 1,151.47 km², about 2.5% of the total area of South Sulawesi province. The topography of Tana Toraja is mountainous; its minimum elevation is 150 m, while the maximum is 3,083 above the sea level.

 

Tana Toraja Regency (Indonesian for Torajaland or Land of the Toraja, abbreviated Tator) is a regency (kabupaten) of South Sulawesi Province of Indonesia, and home to the Toraja ethnic group. The local government seat is in Makale, while the center of Toraja culture is in Rantepao. But now, Tana Toraja has been divided to two regencies that consist of Tana Toraja with its capital at Makale and North toraja with its capital at Rantepao.

 

The Tana Toraja boundary was determined by the Dutch East Indies government in 1909. In 1926, Tana Toraja was under the administration of Bugis state, Luwu. The regentschap (or regency) status was given on 8 October 1946, the last regency given by the Dutch. Since 1984, Tana Toraja has been named as the second tourist destination after Bali by the Ministry of Tourism, Indonesia. Since then, hundreds of thousands of foreign visitors have visited this regency. In addition, numerous Western anthropologists have come to Tana Toraja to study the indigenous culture and people of Toraja.

 

GEOGRAPHY

Tana Toraja is centrally placed in the island of Sulawesi, 300 km north of Makassar, the provincial capital of South Sulawesi. It lies between latitude of 2°-3° South and longitude 119°-120° East (center: 3°S 120°ECoordinates: 3°S 120°E). The total area (since the separation of the new regency of North Toraja) is 2,054.30 km², about 4.4% of the total area of South Sulawesi province. The topography of Tana Toraja is mountainous; its minimum elevation is 150 m, while the maximum is 3,083 above the sea level.

 

ADMINISTRATION

Tana Toraja Regency in 2010 comprised nineteen administrative Districts (Kecamatan), tabulated below with their 2010 Census population.

 

The Torajans are an ethnic group indigenous to a mountainous region of South Sulawesi, Indonesia. Their population is approximately 1,100,000, of whom 450,000 live in the regency of Tana Toraja ("Land of Toraja").[1] Most of the population is Christian, and others are Muslim or have local animist beliefs known as aluk ("the way"). The Indonesian government has recognised this animistic belief as Aluk To Dolo ("Way of the Ancestors").

 

The word Toraja comes from the Buginese language term to riaja, meaning "people of the uplands". The Dutch colonial government named the people Toraja in 1909. Torajans are renowned for their elaborate funeral rites, burial sites carved into rocky cliffs, massive peaked-roof traditional houses known as tongkonan, and colourful wood carvings. Toraja funeral rites are important social events, usually attended by hundreds of people and lasting for several days.

 

Before the 20th century, Torajans lived in autonomous villages, where they practised animism and were relatively untouched by the outside world. In the early 1900s, Dutch missionaries first worked to convert Torajan highlanders to Christianity. When the Tana Toraja regency was further opened to the outside world in the 1970s, it became an icon of tourism in Indonesia: it was exploited by tourism development and studied by anthropologists. By the 1990s, when tourism peaked, Toraja society had changed significantly, from an agrarian model—in which social life and customs were outgrowths of the Aluk To Dolo—to a largely Christian society. Today, tourism and remittances from migrant Torajans have made for major changes in the Toraja highland, giving the Toraja a celebrity status within Indonesia and enhancing Toraja ethnic group pride.

 

ETHNIC IDENTITY

The Torajan people had little notion of themselves as a distinct ethnic group before the 20th century. Before Dutch colonisation and Christianisation, Torajans, who lived in highland areas, identified with their villages and did not share a broad sense of identity. Although complexes of rituals created linkages between highland villages, there were variations in dialects, differences in social hierarchies, and an array of ritual practices in the Sulawesi highland region. "Toraja" (from the coastal languages' to, meaning people; and riaja, uplands) was first used as a lowlander expression for highlanders. As a result, "Toraja" initially had more currency with outsiders—such as the Bugis and Makassarese, who constitute a majority of the lowland of Sulawesi—than with insiders. The Dutch missionaries' presence in the highlands gave rise to the Toraja ethnic consciousness in the Sa'dan Toraja region, and this shared identity grew with the rise of tourism in the Tana Toraja Regency. Since then, South Sulawesi has four main ethnic groups—the Bugis (the majority, including shipbuilders and seafarers), the Makassarese (lowland traders and seafarers), the Mandarese (traders and fishermen), and the Toraja (highland rice cultivators).

 

HISTORY

From the 17th century, the Dutch established trade and political control on Sulawesi through the Dutch East Indies Company. Over two centuries, they ignored the mountainous area in the central Sulawesi, where Torajans lived, because access was difficult and it had little productive agricultural land. In the late 19th century, the Dutch became increasingly concerned about the spread of Islam in the south of Sulawesi, especially among the Makassarese and Bugis peoples. The Dutch saw the animist highlanders as potential Christians. In the 1920s, the Reformed Missionary Alliance of the Dutch Reformed Church began missionary work aided by the Dutch colonial government. In addition to introducing Christianity, the Dutch abolished slavery and imposed local taxes. A line was drawn around the Sa'dan area and called Tana Toraja ("the land of Toraja"). Tana Toraja was first a subdivision of the Luwu kingdom that had claimed the area. In 1946, the Dutch granted Tana Toraja a regentschap, and it was recognised in 1957 as one of the regencies of Indonesia.

 

Early Dutch missionaries faced strong opposition among Torajans, especially among the elite, because the abolition of their profitable slave trade had angered them. Some Torajans were forcibly relocated to the lowlands by the Dutch, where they could be more easily controlled. Taxes were kept high, undermining the wealth of the elites. Ultimately, the Dutch influence did not subdue Torajan culture, and only a few Torajans were converted. In 1950, only 10% of the population had converted to Christianity.

 

In the 1930s, Muslim lowlanders attacked the Torajans, resulting in widespread Christian conversion among those who sought to align themselves with the Dutch for political protection and to form a movement against the Bugis and Makassarese Muslims. Between 1951 and 1965 (following Indonesian independence), southern Sulawesi faced a turbulent period as the Darul Islam separatist movement fought for an Islamic state in Sulawesi. The 15 years of guerrilla warfare led to massive conversions to Christianity.

 

Alignment with the Indonesian government, however, did not guarantee safety for the Torajans. In 1965, a presidential decree required every Indonesian citizen to belong to one of five officially recognised religions: Islam, Christianity (Protestantism and Catholicism), Hinduism, or Buddhism. The Torajan religious belief (aluk) was not legally recognised, and the Torajans raised their voices against the law. To make aluk accord with the law, it had to be accepted as part of one of the official religions. In 1969, Aluk To Dolo ("the way of ancestors") was legalised as a sect of Agama Hindu Dharma, the official name of Hinduism in Indonesia.

 

SOCIETY

There are three main types of affiliation in Toraja society: family, class and religion.

 

FAMILY AFFILIATION

Family is the primary social and political grouping in Torajan society. Each village is one extended family, the seat of which is the tongkonan, a traditional Torajan house. Each tongkonan has a name, which becomes the name of the village. The familial dons maintain village unity. Marriage between distant cousins (fourth cousins and beyond) is a common practice that strengthens kinship. Toraja society prohibits marriage between close cousins (up to and including the third cousin)—except for nobles, to prevent the dispersal of property. Kinship is actively reciprocal, meaning that the extended family helps each other farm, share buffalo rituals, and pay off debts.

 

Each person belongs to both the mother's and the father's families, the only bilateral family line in Indonesia. Children, therefore, inherit household affiliation from both mother and father, including land and even family debts. Children's names are given on the basis of kinship, and are usually chosen after dead relatives. Names of aunts, uncles and cousins are commonly referred to in the names of mothers, fathers and siblings.

 

Before the start of the formal administration of Toraja villages by the Tana Toraja Regency, each Toraja village was autonomous. In a more complex situation, in which one Toraja family could not handle their problems alone, several villages formed a group; sometimes, villages would unite against other villages. Relationship between families was expressed through blood, marriage, and shared ancestral houses (tongkonan), practically signed by the exchange of water buffalo and pigs on ritual occasions. Such exchanges not only built political and cultural ties between families but defined each person's place in a social hierarchy: who poured palm wine, who wrapped a corpse and prepared offerings, where each person could or could not sit, what dishes should be used or avoided, and even what piece of meat constituted one's share.

 

CLASS AFFILIATION

In early Toraja society, family relationships were tied closely to social class. There were three strata: nobles, commoners, and slaves (slavery was abolished in 1909 by the Dutch East Indies government). Class was inherited through the mother. It was taboo, therefore, to marry "down" with a woman of lower class. On the other hand, marrying a woman of higher class could improve the status of the next generation. The nobility's condescending attitude toward the commoners is still maintained today for reasons of family prestige.

 

Nobles, who were believed to be direct descendants of the descended person from heaven, lived in tongkonans, while commoners lived in less lavish houses (bamboo shacks called banua). Slaves lived in small huts, which had to be built around their owner's tongkonan. Commoners might marry anyone, but nobles preferred to marry in-family to maintain their status. Sometimes nobles married Bugis or Makassarese nobles. Commoners and slaves were prohibited from having death feasts. Despite close kinship and status inheritance, there was some social mobility, as marriage or change in wealth could affect an individuals status. Wealth was counted by the ownership of water buffaloes.

 

Slaves in Toraja society were family property. Sometimes Torajans decided to become slaves when they incurred a debt, pledging to work as payment. Slaves could be taken during wars, and slave trading was common. Slaves could buy their freedom, but their children still inherited slave status. Slaves were prohibited from wearing bronze or gold, carving their houses, eating from the same dishes as their owners, or having sex with free women—a crime punishable by death.

 

RELIGIOUS AFFILATION

Toraja's indigenous belief system is polytheistic animism, called aluk, or "the way" (sometimes translated as "the law"). In the Toraja myth, the ancestors of Torajan people came down from heaven using stairs, which were then used by the Torajans as a communication medium with Puang Matua, the Creator. The cosmos, according to aluk, is divided into the upper world (heaven), the world of man (earth), and the underworld. At first, heaven and earth were married, then there was a darkness, a separation, and finally the light. Animals live in the underworld, which is represented by rectangular space enclosed by pillars, the earth is for mankind, and the heaven world is located above, covered with a saddle-shaped roof. Other Toraja gods include Pong Banggai di Rante (god of Earth), Indo' Ongon-Ongon (a goddess who can cause earthquakes), Pong Lalondong (god of death), and Indo' Belo Tumbang (goddess of medicine); there are many more.

 

The earthly authority, whose words and actions should be cleaved to both in life (agriculture) and death (funerals), is called to minaa (an aluk priest). Aluk is not just a belief system; it is a combination of law, religion, and habit. Aluk governs social life, agricultural practices, and ancestral rituals. The details of aluk may vary from one village to another. One common law is the requirement that death and life rituals be separated. Torajans believe that performing death rituals might ruin their corpses if combined with life rituals. The two rituals are equally important. During the time of the Dutch missionaries, Christian Torajans were prohibited from attending or performing life rituals, but were allowed to perform death rituals. Consequently, Toraja's death rituals are still practised today, while life rituals have diminished.

 

CULTURE

TONGKONAN

Tongkonan are the traditional Torajan ancestral houses. They stand high on wooden piles, topped with a layered split-bamboo roof shaped in a sweeping curved arc, and they are incised with red, black, and yellow detailed wood carvings on the exterior walls. The word "tongkonan" comes from the Torajan tongkon ("to sit").

 

Tongkonan are the center of Torajan social life. The rituals associated with the tongkonan are important expressions of Torajan spiritual life, and therefore all family members are impelled to participate, because symbolically the tongkonan represents links to their ancestors and to living and future kin. According to Torajan myth, the first tongkonan was built in heaven on four poles, with a roof made of Indian cloth. When the first Torajan ancestor descended to earth, he imitated the house and held a large ceremony.

 

The construction of a tongkonan is laborious work and is usually done with the help of the extended family. There are three types of tongkonan. The tongkonan layuk is the house of the highest authority, used as the "center of government". The tongkonan pekamberan belongs to the family members who have some authority in local traditions. Ordinary family members reside in the tongkonan batu. The exclusivity to the nobility of the tongkonan is diminishing as many Torajan commoners find lucrative employment in other parts of Indonesia. As they send back money to their families, they enable the construction of larger tongkonan.

 

Architecture in the style of a tongkonan is still very common. Various administration buildings were built in this style in recent years, e.g. the Kecamatan building in Rantepao.

 

WOOD CARVINGS

To express social and religious concepts, Torajans carve wood, calling it Pa'ssura (or "the writing"). Wood carvings are therefore Toraja's cultural manifestation.

 

Each carving receives a special name, and common motifs are animals and plants that symbolise some virtue. For example, water plants and animals, such as crabs, tadpoles and water weeds, are commonly found to symbolise fertility. In some areas noble elders claim these symbols refer to strength of noble family, but not everyone agrees. The overall meaning of groups of carved motifs on houses remains debated and tourism has further complicated these debates because some feel a uniform explanation must be presented to tourists. Torajan wood carvings are composed of numerous square panels, each of which can represent various things, for example buffaloes as a wish of wealth for the family; a knot and a box, symbolizing the hope that all of the family's offspring will be happy and live in harmony; aquatic animals, indicating the need for fast and hard work, just like moving on the surface of water.

 

Regularity and order are common features in Toraja wood carving (see table below), as well as abstracts and geometrical designs. Nature is frequently used as the basis of Toraja's ornaments, because nature is full of abstractions and geometries with regularities and ordering. Toraja's ornaments have been studied in ethnomathematics to reveal their mathematical structure, but Torajans base this art only on approximations. To create an ornament, bamboo sticks are used as a geometrical tool.

 

FUNERAL RITES

In Toraja society, the funeral ritual is the most elaborate and expensive event. The richer and more powerful the individual, the more expensive is the funeral. In the aluk religion, only nobles have the right to have an extensive death feast. The death feast of a nobleman is usually attended by thousands and lasts for several days. A ceremonial site, called rante, is usually prepared in a large, grassy field where shelters for audiences, rice barns, and other ceremonial funeral structures are specially made by the deceased's family. Flute music, funeral chants, songs and poems, and crying and wailing are traditional Toraja expressions of grief with the exceptions of funerals for young children, and poor, low-status adults.

 

The ceremony is often held weeks, months, or years after the death so that the deceased's family can raise the significant funds needed to cover funeral expenses. Torajans traditionally believe that death is not a sudden, abrupt event, but a gradual process toward Puya (the land of souls, or afterlife). During the waiting period, the body of the deceased is wrapped in several layers of cloth and kept under the tongkonan. The soul of the deceased is thought to linger around the village until the funeral ceremony is completed, after which it begins its journey to Puya.

 

Another component of the ritual is the slaughter of water buffalo. The more powerful the person who died, the more buffalo are slaughtered at the death feast. Buffalo carcasses, including their heads, are usually lined up on a field waiting for their owner, who is in the "sleeping stage". Torajans believe that the deceased will need the buffalo to make the journey and that they will be quicker to arrive at Puya if they have many buffalo. Slaughtering tens of water buffalo and hundreds of pigs using a machete is the climax of the elaborate death feast, with dancing and music and young boys who catch spurting blood in long bamboo tubes. Some of the slaughtered animals are given by guests as "gifts", which are carefully noted because they will be considered debts of the deceased's family. However, a cockfight, known as bulangan londong, is an integral part of the ceremony. As with the sacrifice of the buffalo and the pigs, the cockfight is considered sacred because it involves the spilling of blood on the earth. In particular, the tradition requires the sacrifice of at least three chickens. However, it is common for at least 25 pairs of chickens to be set against each other in the context of the ceremony.

 

There are three methods of burial: the coffin may be laid in a cave or in a carved stone grave, or hung on a cliff. It contains any possessions that the deceased will need in the afterlife. The wealthy are often buried in a stone grave carved out of a rocky cliff. The grave is usually expensive and takes a few months to complete. In some areas, a stone cave may be found that is large enough to accommodate a whole family. A wood-carved effigy, called Tau tau, is usually placed in the cave looking out over the land. The coffin of a baby or child may be hung from ropes on a cliff face or from a tree. This hanging grave usually lasts for years, until the ropes rot and the coffin falls to the ground.

 

In the ritual called Ma'Nene, that takes place each year in August, the bodies of the deceased are exhumed to be washed, groomed and dressed in new clothes. The mummies are then walked around the village.

 

DANNCE AND MUSIC

Torajans perform dances on several occasions, most often during their elaborate funeral ceremonies. They dance to express their grief, and to honour and even cheer the deceased person because he is going to have a long journey in the afterlife. First, a group of men form a circle and sing a monotonous chant throughout the night to honour the deceased (a ritual called Ma'badong). This is considered by many Torajans to be the most important component of the funeral ceremony. On the second funeral day, the Ma'randing warrior dance is performed to praise the courage of the deceased during life. Several men perform the dance with a sword, a large shield made from buffalo skin, a helmet with a buffalo horn, and other ornamentation. The Ma'randing dance precedes a procession in which the deceased is carried from a rice barn to the rante, the site of the funeral ceremony. During the funeral, elder women perform the Ma'katia dance while singing a poetic song and wearing a long feathered costume. The Ma'akatia dance is performed to remind the audience of the generosity and loyalty of the deceased person. After the bloody ceremony of buffalo and pig slaughter, a group of boys and girls clap their hands while performing a cheerful dance called Ma'dondan.

 

As in other agricultural societies, Torajans dance and sing during harvest time. The Ma'bugi dance celebrates the thanksgiving event, and the Ma'gandangi dance is performed while Torajans are pounding rice. There are several war dances, such as the Manimbong dance performed by men, followed by the Ma'dandan dance performed by women. The aluk religion governs when and how Torajans dance. A dance called Ma'bua can be performed only once every 12 years. Ma'bua is a major Toraja ceremony in which priests wear a buffalo head and dance around a sacred tree.

 

A traditional musical instrument of the Toraja is a bamboo flute called a Pa'suling (suling is an Indonesian word for flute). This six-holed flute (not unique to the Toraja) is played at many dances, such as the thanksgiving dance Ma'bondensan, where the flute accompanies a group of shirtless, dancing men with long fingernails. The Toraja have indigenous musical instruments, such as the Pa'pelle (made from palm leaves) and the Pa'karombi (the Torajan version of a jaw harp). The Pa'pelle is played during harvest time and at house inauguration ceremonies.

 

COGENDER VIEWS

Among the Saʼadan (eastern Toraja) in the island of Sulawesi (Celebes), Indonesia, there are homosexual male toburake tambolang shamans; although among their neighbors the Mamasa (western Toraja) there are instead only heterosexual female toburake shamanesses.

 

LANGUAGE

The ethnic Toraja language is dominant in Tana Toraja with the main language as the Sa'dan Toraja. Although the national Indonesian language is the official language and is spoken in the community, all elementary schools in Tana Toraja teach Toraja language.

 

Language varieties of Toraja, including Kalumpang, Mamasa, Tae, Talondo, Toala, and Toraja-Sa'dan, belong to the Malayo-Polynesian language from the Austronesian family. At the outset, the isolated geographical nature of Tana Toraja formed many dialects between the Toraja languages themselves. After the formal administration of Tana Toraja, some Toraja dialects have been influenced by other languages through the transmigration program, introduced since the colonialism period, and it has been a major factor in the linguistic variety of Toraja languages.

A prominent attribute of Toraja language is the notion of grief. The importance of death ceremony in Toraja culture has characterised their languages to express intricate degrees of grief and mourning. The Toraja language contains many terms referring to sadness, longing, depression, and mental pain. Giving a clear expression of the psychological and physical effect of loss is a catharsis and sometimes lessens the pain of grief itself.

 

ECONOMY

Prior to Suharto's "New Order" administration, the Torajan economy was based on agriculture, with cultivated wet rice in terraced fields on mountain slopes, and supplemental cassava and maize crops. Much time and energy were devoted to raising water buffalo, pigs, and chickens, primarily for ceremonial sacrifices and consumption. Coffee was the first significant cash crop produced in Toraja, and was introduced in the mid 19th century, changing the local economy towards commodity production for external markets and gaining an excellent reputation for quality in the international market.

 

With the commencement of the New Order in 1965, Indonesia's economy developed and opened to foreign investment. In Toraja, a coffee plantation and factory was established by Key Coffee of Japan, and Torajan coffee regained a reputation for quality within the growing international specialty coffee sector Multinational oil and mining companies opened new operations in Indonesia during the 1970s and 1980s. Torajans, particularly younger ones, relocated to work for the foreign companies—to Kalimantan for timber and oil, to Papua for mining, to the cities of Sulawesi and Java, and many went to Malaysia. The out-migration of Torajans was steady until 1985. and has continued since, with remittances sent back by emigre Torajans performing an important role within the contemporary economy.

 

Tourism commenced in Toraja in the 1970s, and accelerated in the 1980s and 1990s. Between 1984 and 1997, a significant number of Torajans obtained their incomes from tourism, working in and owning hotels, as tour guides, drivers, or selling souvenirs. With the rise of political and economic instability in Indonesia in the late 1990s—including religious conflicts elsewhere on Sulawesi—tourism in Tana Toraja has declined dramatically. Toraja continues to be a well known origin for Indonesian coffee, grown by both smallholders and plantation estates, although migration, remittances and off-farm income is considered far more important to most households, even those in rural areas.

 

TOURISM AND CULTURAL CHANGE

Before the 1970s, Toraja was almost unknown to Western tourism. In 1971, about 50 Europeans visited Tana Toraja. In 1972, at least 400 visitors attended the funeral ritual of Puang of Sangalla, the highest-ranking nobleman in Tana Toraja and the so-called "last pure-blooded Toraja noble." The event was documented by National Geographic and broadcast in several European countries. In 1976, about 12,000 tourists visited the regency and in 1981, Torajan sculpture was exhibited in major North American museums. "The land of the heavenly kings of Tana Toraja", as written in the exhibition brochure, embraced the outside world.

 

In 1984, the Indonesian Ministry of Tourism declared Tana Toraja Regency the prima donna of South Sulawesi. Tana Toraja was heralded as "the second stop after Bali". Tourism was increasing dramatically: by 1985, a total number of 150,000 foreigners had visited the Regency (in addition to 80,000 domestic tourists), and the annual number of foreign visitors was recorded at 40,000 in 1989. Souvenir stands appeared in Rantepao, the cultural center of Toraja, roads were sealed at the most-visited tourist sites, new hotels and tourist-oriented restaurants were opened, and an airstrip was opened in the Regency in 1981.

 

Tourism developers have marketed Tana Toraja as an exotic adventure—an area rich in culture and off the beaten track. Western tourists expected to see stone-age villages and pagan funerals. Toraja is for tourists who have gone as far as Bali and are willing to see more of the wild, "untouched" islands. However, they were more likely to see a Torajan wearing a hat and denim, living in a Christian society. Tourists felt that the tongkonan and other Torajan rituals had been preconceived to make profits, and complained that the destination was too commercialised. This has resulted in several clashes between Torajans and tourism developers, whom Torajans see as outsiders.

 

A clash between local Torajan leaders and the South Sulawesi provincial government (as a tourist developer) broke out in 1985. The government designated 18 Toraja villages and burial sites as traditional tourist attractions. Consequently, zoning restrictions were applied to these areas, such that Torajans themselves were barred from changing their tongkonans and burial sites. The plan was opposed by some Torajan leaders, as they felt that their rituals and traditions were being determined by outsiders. As a result, in 1987, the Torajan village of Kété Kesú and several other designated tourist attractions closed their doors to tourists. This closure lasted only a few days, as the villagers found it too difficult to survive without the income from selling souvenirs.

 

Tourism has also transformed Toraja society. Originally, there was a ritual which allowed commoners to marry nobles (puang) and thereby gain nobility for their children. However, the image of Torajan society created for the tourists, often by "lower-ranking" guides, has eroded its traditional strict hierarchy. High status is not as esteemed in Tana Toraja as it once was. Many low-ranking men can declare themselves and their children nobles by gaining enough wealth through work outside the region and then marrying a noble woman.

 

WIKIPEDIA

For any first time users having any concern about using cloud server, it is quite safe as digital keys provided thru secure CHANNELs for decryption. Thinking of these pro flyers, they maintain well within even narrow clouds boundary to ensure maximum ground/sand customers satisfaction of their performance. Does that make sense? lol.

..and his sweet face.

Source: www.maritimejournal.com/archive101/2002/november/vessel_l...

 

Anglian Princess is the first of a pair of sister-ships intended to fulfil a vital role in a prestigious contract with the Maritime and Coastguard Agency as Emergency Towing Vessels (ETVs) under a contract awarded in February 2001. Klyne Tugs provide four powerful tugs to assist in protecting the British coastline against marine accidents and any resulting pollution

  

Anglian Princess was constructed to a Rolls Royce Ulstein UT 719-T design for an anchor handling tug/supply vessel in 2001 (?). The 67m ship is intended primarily for towage and salvage in its present role but is fully equipped to carry out the normal duties of an offshore anchor-handler. Operating under the British flag, the vessel is classed Lloyds Class +100 +LMC, UMS.

 

The hull follows the well-established UT 700 series configuration and has a length overall of 67.4m, a breadth of 15.5m, a maximum draft of 6.2m and a gross tonnage of 2258 tons.

 

In common with all UT 700 vessels, sea-keeping qualities are enhanced with a high forecastle and ample freeboard. The clear working deck aft has an area of 344sq/m and a maximum cargo capacity of 700 tonnes.

 

Substantial guard-rails are fitted, as per normal offshore practice, and the open stern incorporates a 2.5m diameter roller with a safe working load of 500 tonnes.

 

Two Wartsila 16V 32LND diesels rated at 16,500bhp/ 12,000kW (total) running at 750rev/min MCR supply power for the vessel's main propulsion system. The main engines run at constant speed and transmit power through Rolls Royce Ulstein gearboxes to controllable pitch propellers, rotating within fixed nozzles. Twin 'high lift' flap rudders are operated by Tenfjord SR 662 steering gear and can be controlled independently or in unison.

 

This propulsion system gives the vessel a bollard pull of over 180 tonnes and a maximum free running speed of 17 knots.

 

Representative fuel consumption figures are quoted as 45 tonnes per day at 17 knots and 24 tonnes per day at 12 knots. For a vessel of its size Anglian Princess is extremely manoeuvrable, a feature aided by two electrically powered bow thrusters of 588kW and a similar stern thruster of 660kW.

 

Electrical power aboard a vessel of this type is an extremely important factor. Two AVK shaft generators, coupled to the propulsion gearboxes each have an output of 2,800kVA, at 440V, 60Hz. Two Cummins powered auxiliary generators are also installed. One for general use rated at 300kW and a smaller unit of 70kW for emergency and standby use. Electrical power is controlled and distributed through large switchboards located in the engine control room. The control room, situated forward of the engine room houses controls, monitoring and alarm systems for main propulsion, power generation, tank capacities and auxiliary machinery.

 

The towing winch installed in Anglian Princess is a massive Brattvag, triple drum, hydraulically powered, machine with a line pull on each drum of 300 tonnes and brake holding capacity of 450 tonnes. Each drum is capable of holding 1500m of 76mm diameter steel wire rope. Non-declutchable cable lifters are fitted, on the port and starboard ends, to handle 3.25in chain. Also provided are hydraulically powered reels for spare towlines, anchor-handling wires and pennants. Line handling equipment includes a set of Karm forks and towing pins with a safe working load of 500 tonnes, located forward of the stern roller.

 

Other deck equipment includes two 10 tonne hydraulic tugger winches, two 10 tonne capstans, and an ROV approved deck crane. Supplied by 'Crane Power', the latter has a capacity of 3 tonnes at 15m radius.

 

Stowed beneath it's own single arm davit is a Viking fast rescue boat. On the foredeck, a Brattvag windlass is equipped with two cable lifters to handle a pair of Spek anchors each with 460m of 38mm chain. The windlass is also fitted with two mooring drums and two warping heads.

 

Anglian Princess is equipped for fire fighting with two Skum 'Fire Chief' combined water /foam monitors located at the after end of the bridge deck.

 

Water is supplied to the monitors by two Skum SFP250X350 pumps each with a capacity of 1200cu/m/hr. The pumps are driven from the front of each main engine via Norgear 'step-up' gearboxes.

 

The spacious, well glazed, wheelhouse is divided into three distinct areas - the main console and forward control position, the after control position with windows overlooking the afterdeck and winches, and the radio and communications desk.

 

Located on the main console are the main propulsion controls and all of the equipment needed to navigate the vessel at sea.

 

An Anschultz Nautopilot NP 2010 autopilot is fitted, takes inputs from a Standard 20 plus gyro-compass from the same manufacturer. An extensive Furuno 'bridge electronics package' includes Furuno S-band FAR 2835 S and X-band FAR 2825 radars, two Furuno GPS 80 global positioning systems, an FE 700 echo-sounder (with a repeater at the aft station), a DS80 speedlog, and Furuno GD 380 ECDIS display and video plotter.

 

When manoeuvring the vessel can be controlled using the Rolls Royce 'Poscon' P450, single joystick control system that fully integrates the functions of main propulsion, rudders and bow and stern thrusters. The system enables the vessel to be moved in any direction while a predetermined heading is maintained. A neat 'joystick' controller is provided in three locations, the bridge wings and aft control position. The aft control position, as with all modern vessels of this type, has an exceptional view aft and is the natural location from which to control the vessel whilst manoeuvring to pick up a tow, anchor-handling and many similar operations. All of the major propulsion and winch controls, and many essential navigational and communications systems are duplicated on three consoles adjacent to a pair of fully adjustable chairs.

 

The radio desk and main console carry an extensive outfit of communication equipment.

 

A Furuno SSB Transceiver FS-1562-25 and Furuno DSC-60 radios are installed along with FM 850 and FM 8700. A Furuno Felcom 82a satellite communications system is installed with facilities for phone, fax, data and telex. A Telular Corporation SX4e GSM system also provides facilities for phone, fax and data. Navtex is handled by a Furuno NX 50 set and Weather fax by a Furuno FAX 214. An onboard telephone network covers the entire vessel and is controlled by a fully automatic Vingtor ASA-101 exchange. McMurdo R2 handheld VHF radios are provided for GMDSS use and UHM sets are carried for general local communication.

 

The accommodation aboard Anglian Princess is extensive, fitted out to a good standard, and can be fully air-conditioned.

 

Fourteen single and three double cabins all have en-suite facilities.

 

A well equipped ships office, a reception and conference room, and crew lounge are also provided, along with a hospital and a normal galley and laundry.

 

Storage facilities throughout the vessel are more than adequate for both, domestic, engineering and marine equipment and a small but well equipped workshop is situated aft of the main engine room.

Le Phoque gris est un gros phoque au corps puissant et allongé.

 

La taille moyenne des mâles est de 2,50 m (maximum 3,30 m) et le poids moyen de 240 kg (maximum 320 kg) ; celle des femelles est de 1,80 m (maximum 2,50 m) et le poids moyen de 150 kg (maximum 200 kg). Le nouveau-nÈ mesure de 0,70 m à 1 m et pèse environ 14-17 kg.

Reportage photo réalisé par mon ami Hervé à La Hotoie - AMIENS (F-80).

Heracleum maximum. Here, you can see the spirit of the plant, his face muffled by the pod.