View allAll Photos Tagged Power-Generator
A view from Paull towards the storage tanks of the Saltend Chemical Park . BP Chemicals Ltd established Saltend Chemicals Park in 2009. Today a range of organisations operate on the 370-acre site, sharing an established infrastructure and extensive provision of services, feedstocks and utilities.
In the background is the Salt End cogeneration plant which was commissioned in 2000 by Entergy an American power generator. It was later sold to Calpine Corporation, also an American power generator, in August 2001 for £562 million. In July 2005, Salt End was sold to International Power and Mitsui (70:30 share) for £500 million. It was later owned and operated by GDF SUEZ Energy UK-Turkey, and is now operated by Triton Power.
Triton Power is part of the H2H (Hydrogen to Humber) decarbonisation project which in March 2021 won joint funding through ISCF (Industrial Strategy Challenge Fund) from Innovate UK to carry out FEED studies to convert the Saltend CHP to burn a 30% blend of Blue Hydrogen. Blue Hydrogen is hydrogen obtained through reforming natural gas with the CO2 captured and stored in subsea caverns.
The site was built by Mitsubishi (MHI) and Raytheon. The station is run on gas using single shaft 3 x Mitsubishi 701F gas Turbines machines with Alstom 400 MWe generators. The station has a total output of 1200 MW; of that 100 MW is allocated to supply BP Chemicals. Each gas turbine has a Babcock Borsig Power (BBP) heat recovery steam generator, which all lead to one steam turbine per unit (single shaft machine means Gas turbine and Steam Turbine are on the same shaft). The waste steam at the rate of about 120 tonnes/hr is sold to BP Chemicals to use in their process. This makes Saltend one of the most efficient power stations in the UK.
-Technical specifications-
Length - 31 meters
Height - 13 meters
Maximum speed - 35 km/h
Maximum altitude - 4 meters
Engine unit(s) - Kuat Premion Mk. II power generator
Armament - Two Rotatable Twin blaster cannons
Crew - 4 OOM battle droids, Pilot, Co-pilot, Rack operator and Overseer
Passengers - 112 B1 battle droids or 20 Droidekas or 12 Super battle droids
Cargo capacity - 12 tons
this Moc has about 3250 pieces and between making it in ldd, ordering the pieces and actually building it took me about 2 years to build.
It's measurements are:
length - 57.6cm or 72 studs
height - 25.6cm or 32 studs
Width - 17.6cm or 22 studs
I tried to capture all the angles of the haul and am pretty happy with the result!
It has a full interior based on the crossed sections book from episode I.
Mobile Frame Zero frames from only the bricks in Lego sets 41515, 41516, and 41517.
Another shot at Mantiskings's Single Set Challenge
Left to right:
MFZ-41515 "Kraw" aka "Scrambler Gazelle" with Ijad power generator station
MFZ-41516 "Tentro" aka "Hi-Leg Razor"
MFZ-41517 "Balk" aka "Tigercat"
Chicago Burlington & Quincy Railroad Class PA-15 7204 ( former PA-15 7151 ) power car at Aurora on October 11, 1964, Ektachrome by Chuck Zeiler. The CB&Q needed a source of electricity for the suburban coaches. Previously a limited amount of electricity was supplied by auxiliary generators installed on steam locomotives. During 1949, as the CB&Q transitioned from steam to diesel power for the Dinkys, six PA-15 suburban coaches were sent to the Aurora Shops for conversion to power generator coaches. A Cummins four-cylinder diesel driving a Century 40KW DC generator was installed in one end. The power cars, numbered in the 7200-7205 series, 7200-7202 had a seating capacity of 70 passengers while 7203-7205 seated 68. These cars were generally placed at the west end of the train, putting them at the far end when arriving at Union Station in Chicago so passengers did not have to pass by the roaring generators as they loaded and unloaded.
late Friday afternoon
a good way to end a working week and start a nice weekend: exploring!
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15 HDR panels panorama
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Water power generators in an abandoned paper mill
19?? GMC Topkick
Emergency Power Unit
Assembled by the Greenburgh DPW Shops from a former Greenburgh Highway Department Dump Truck, and a surplus generator.
Iconic, robust, practical. This is my 3rd version of the iconic ship that has graced the screens, tv shows and in print. I took a step back from my first version and reworked the entire model.
Red 5, Luke's main ship. Stickers from the UCS model and custom ones were used. I may add more later, but that may be for the Gray model version.
Many other x-wing designs have come since my 2016 model as well as new LEGO parts that helped shape this ship.
Like my original design this model features a durable internal structure and frame that allows you to hold the ship in front of the cockpit.
I also included internal components like my previous model to help define the various parts shown in the X-Wing cross sections. Life support, compressors, coils, power converters, power generator, flight computer, repulsorlift, hydraulic lines, communications antenna, sensor computer, primary sensor array, and a functional cargo bay.
The Landing gear was another story. Since my model is a display one I wanted to not have a working rear landing gear until LEGO develops more curved slopes that would help shape the engines. Instead, I used a similar design from my previous model to swap out for landing mode or flight mode. The front landing gear fits snug into the ship.
I am particularly proud that my cockpit design from version 1 found its way back into my latest model with slight modifications to allow the side panels to properly stay together.
Custom parts are used here. I Cut a few curved windows to make the Laser magnetic flashback suppressors. I also cut a ribbed flexible hose to fit inside the cockpit. I took a flat 2x2 tile and drilled a hole inside it to slide the technoic axle through. LEGO currently has a 2x2 round tile with a hole, but I needed a square one.
Brickarms has great monoclips and u-clips that work great for smaller ideas, such as my joystick or holding parts inside the cylinders.
The stand design is great, but I think it would work better if I swap out some parts and have several technique axles run through it and into the x-wing.
-Technical specifications-
Length - 31 meters
Height - 13 meters
Maximum speed - 35 km/h
Maximum altitude - 4 meters
Engine unit(s) - Kuat Premion Mk. II power generator
Armament - Two Rotatable Twin blaster cannons
Crew - 4 OOM battle droids, Pilot, Co-pilot, Rack operator and Overseer
Passengers - 112 B1 battle droids or 20 Droidekas or 12 Super battle droids
Cargo capacity - 12 tons
this Moc has about 3250 pieces and between making it in ldd, ordering the pieces and actually building it took me about 2 years to build.
It's measurements are:
length - 57.6cm or 72 studs
height - 25.6cm or 32 studs
Width - 17.6cm or 22 studs
I tried to capture all the angles of the haul and am pretty happy with the result!
It has a full interior based on the crossed sections book from episode I.
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
First time I've seen this ship in harbour.
General
Operator:Østensjø Rederi AS
Built:2007
Builder:Astilleros Gondan
Yard no.:432
Call sign:LNVQ3
Flag:Norwegian International
Port of Registry:Haugesund
IMO no.:9356995
Classification:DNV, 1A1, Supply Vessel, SF, E0, ICE C, DYNPOS- AUTR, CLEAN, Comfort-C(3)-V(3), LFL* Registered notations: DK(+) and HL(2.8), PMS, ISM
Safety regulations:NMA, Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, NLS Certificate
Dimensions
Length o.a.:85,8 m
Length b.p.:77,4 m
Breadth mld.:19,2 m
Depth mld.:8,0 m
Draft max.:6,5 m
Air draft:36 m
Tonnage - Deadweight
Gross tonnage:3706 MT
Net tonnage:1111 MT
Deadweight max:4100 MT
Lightweight:2920 MT
Deck loading capacities
Deck measurements:57,4 m x 16,2 m . 4 pipe lengths a’ 12,2 m
Outside deck area:910 m2
Deck cargo capacity:2900T, 10T/m2
Deck equipment
Anchor chain:7 shackles SB, 8 shackles PS. Type: 48 mm DNV K3 Stud Link
Anchor Windlass / Mooring Winch:2 x anchor windlass/mooring winches forward
Mooring winch:2 aft
Deck cranes:Hydramarine 1 x 4 T at 10 m. 1 x 1,5 T at 8 m
Tugger winches:2 x 10 T
Propulsion
General:Diesel electric propulsion plant. 2 x Voith Propellers, each 2800 kW. Two AC asynchronous water-cooled motors each 2500 kW (2992 bhp)
Main engines:4 x Mitsubishi
Fuel type:MDO / MGO
Auxiliaries / Electrical power
Generators:4 x Mitsubishi, each 1920 kW
Harbour generator:338 kW, 690 V, 60 Hz
Emergency generator:99 kW, 690 V, 60 Hz
Speed / Consumption
Max speed / Consumption:15,5 knots
Economy speed / Consumption:10 knots, 9 m3/day
DP-operations (weather dependent):5 tonnes/day
Stand by offshore:4 tonnes/day
In port:1 tonnes/day
Main propellers
Maker:2 x Voith
Type:VSP 32R5
Thrusters
Bow thrusters:2 x Brunvoll Tunnel thrusters, each 1400 kW. Type: Super silent. 1 x Brunvoll Tunnel thruster, 800 kW. Type: RDT
Bridge / Manoeuvering
Bridge controls:Bosch Rexroth, Brunvoll. 5 complete bridge control stands (forward, 2 x aft, starboard, port)
Loading / Discharging:Wartsila IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps
Dynamic positioning system
Type:Kongsberg Simrad Green DP21
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 116, DPS 112, Fanbeam, Radascan
Sensors:3 x Gyro, 2 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99
Liquid tank capacities
Marine Gas Oil:1180,8 m3
Drill Water/Ballast:1130 m3
Slop tanks:74 m3
Mud:720 m3
Brine:720 m3
Base oil:230 m3
Methanol:166 m3
Special products LFL/LFL*:429 m3
Drill Cuttings:430 m3
Grey water:28 m3
Sewage tanks:28 m3
Liquid discharge
Fuel Oil pumps:1 x 250 m3/h at 9 bar
Brine pumps:2 x 150 m3/h at 24 bar. 2 systems
Liquid Mud pumps:2 x 100 m3/h at 24 bar. 2 systems
Specal products pumps:2 x 100 m3/h
Drill water pumps:1 x 250 m3/h at 9 bar
Fresh water pumps:1 x 250 m3/h at 9 bar
Methanol pumps:2 x 75 m3/h at 90 mWG
Slop system:1 x 40 m3/h
Tank washing system:1 x 60 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:5 tanks, each 69 m3. Total 365 m3
Bulk Discharge:2 compressors, each 30,5 m3/min at 6,0 - 6,5 bar (87 - 90 psi). Designed discharge rate min. 100 tonnes/h each compressor
Navigation equipment
Radar:1 x Furuno FAR-2117 3 cm ARPA. 1 x Furuno FAR-2837S 10 cm ARPA
Electronic Chart System:2 x Telchart 2026 ECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:1 x Robertson AP9 MK 3
Echo Sounder:1 x Furuno FE 700 with digital depth indicator
Navtex:1 x Furuno NX 700
DGPS:2 x Furuno GP90
AIS:1 x FA 150
Voyage data recorder:1 x Furuno VD 3000
LRIT:1 x Sailor TT-300 LT mini C
Log:1 x Furuno DS 80 with remote displays
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS 2570 C
GMDSS VHF portable:3 x Jotron TR-20
VHF:2 x Sailor RT2048
GMDSS EPIRB:1 x Jotron 40S Mk 2. 1 x Jotron 45 SX
GMDSS SART:2 x Jotron Tron
GMDSS Inmarsat C:2 x Furuno Felcom 15
UHF:2 x fixed Motorola GM 360. 8 x portable Motorola GP340
Sattelitte sytem:1 x Sevsat. 1 x Iridium
Mobile Telephone:GSM Telephones
E-mail:GSM/SAT on ComBox
Sat TV system:SeaTel
Accommodation
Total no. berths:23 x Beds
Total no. of cabins:19 x Cabins
Single cabins:15 x Single cabins
Double cabins:4 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:2 x Dayroom, Messroom, Gymnasium, Sauna, Laundry, Wardrobe
Lifesaving / rescue
Approved lifesaving appliances for:LSA approved for 23 persons
Liferafts:4 x 25 persons
Rescue/MOB boat:Fast Rescue Craft - Weedo FRB 600, Approved for 10 persons
Fire-fighting/foam:Water/Foam pump/monitor covering cargo deck area
Other
Anti roll system:2 x Passive roll reduction tanks. Active roll reduction with Voit Schneider system
I shot this video back in November 2017, I like to see this vessel whenever she is in the harbour, always looks pristine and shiny , a hybrid ship that moves silently through the water, just a joy to watch , on this occasion she was berthed at Pocra Quay, her thrusters started and she manouvered to head across to Torry Quay.
I managed to catch this move until harbour security arrived to remind me I should not be over the boundary line at the gate four feet behind me, I apologised and left as I love capturing the ships and do not want to get on the wrong side of the harbour authorities.
Video shot on my iphone7plus in 4k, over 1.5gb in size and over 4 minutes long , I've had to edit it and speed it up by x4 to bring the viewing time down to just over a minute , replacing the sound track with waves crashing mp3 as the wind was heavy the day I recorded and ruins the viewing pleasure for me.
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
Based off an older model of mine which used to reside in my city, I rennovated this Power Generator for the GTW LUG's Cyberpunk display which was heald at The National Shrine of Our Lady of the Snows. Unlike most of my other MOCs this one was made with out the use of LDD or Studio. It was all free hand.
Manufactured by Golan Arms, the DF.9's single laser canon was capable of firing blasts capable of annihilating whole squads of approaching infantry. Effective at a distance of up to 16 kilometers, the gunner in the upper turret enjoyed a rapid firing rate with a full 360° firing arc. The durasteel protected turret could easily withstand blaster fire, all while a targeting computer technician assisted with precision aim and another ensured stable energy flow from the power generator.
There is a enthusiastic photographer in this photo, look carefully for him .
Sun shone late into the evening 16/5/17, many photographers had arrived and positioned themselves to get their shots of Edda Ferd arriving into Aberdeen Harbour, as we all waited this photographers enthusiasm drew my attention, climbing over the fence on to Abercrombie Jetty he prepared to take his shots, would love to see the shots he took , anyways thought this was worth posting as it reflects the enthusiasm we all have when these magnificent vessels are available for photographers .
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
My sleuthing uncovered interesting information about this photo. It's below, after the text from the Oregon Historical Society's label.
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Boilers at Station E
Portland General Electric Photograph Collection
ORG lot 151 PGE 5-29, Oregon Historical Society Research Library
"Capturing movements and processes in photographs was difficult due to limitations in technology. As a result, people in motion were often blurred in early photographic images."
It's fine to understand this aspect of photography, but it tells us nothing about this surreal scene in which men are climbing on and in the entrails of a massive piece of equipment.
=========================================================================================================================
INTRODUCTION
I stumbled across a key piece of information about this photo by accident. The image was behind glass at the historical society, so when I photographed it, a bit of the colorful shirt I was wearing was reflected on the glass. Consequently, my camera picked it up.
When I magnified the photo in Photo Shop to select the area with colors in order to make them go away, I discovered inscriptions on the lintels over the three open doors at the bottom of the photo.
Initially, I was able to read:
_ _ _ _ _ _ HORIZONTAL BOILER
THE AULTMAN & TAYOR _ _ _ _ CO BUILDERS
MANSFIELD, OHIO
=========================================================================================================================
THE AULTMAN & TAYLOR CO.
Luck was on my side, because when I searched for "Aultman & Taylor horizontal boiler Mansfield Ohio," I came up with several hits.
One of them was an article titled " Mansfield’s first harvest of genius: Aultman & Taylor" by columnist Timothy Brian McKee dated 25 November 2017 in the online publication Richland Source.
It provides a history of Aultman & Taylory's accomplishments in the field of agricultural equipment:
For many generations, Mansfield has been recognized as a center of innovation in the US: a place where new things are put forth; new products are devised; new methods perfected; new procedures developed.
This is not hyperbole; it is not wishful promotion from city boosters. There are a remarkable number of societal-shifting accomplishments covering a broad spectrum of focus, that had their origin right here in our town.
This trend can be traced back, perhaps, to 150 years ago when the Aultman & Taylor Company set up shop in Mansfield, and revolutionized the industry of farm machinery.
Cornelius Aultman already had a successful farm machinery factory in Canton; manufacturing horse powered mowers, reapers and “thrashers,” but he wanted to try something new. He was convinced the agricultural world in America was ripe for a new technology in harvesting.
The new idea he wanted to explore, and products he wanted to tackle were so different from what he was doing in Canton, he decided to establish an entirely new center of production in a location where independent creativity could take root.
In 1866 he and Mr. Taylor of Chicago rode all over the Midwest looking for a suitable site. When the train stopped in Mansfield they recognized the perfect spot.
Thirty years later, after the company was unbelievably successful and celebrating its accomplishments at the 1893 Columbian Exposition in Chicago, this is what they wrote:
“The works are located at Mansfield, Ohio, one of the best railroad points in the country. They occupy twenty-eight acres of ground, and the tracks of three of the greatest trunk lines of the world run through its yards, thus affording shipping facilities that no other company possesses.”
When Aultman & Taylor came to town, they selected a site in the flats that was not only close to the railroads, but actually within the triangle created by the confluence of the crossing lines. Their shipping docks were literally only feet from all three tracks.
They went on to say that Mansfield “is the geographical center of the best hardwood district of the United States.” The Aultman & Taylor machinery required the finest oak, hickory and ash wood; and by the 1890s a regular year of operation required 300 train cars of coal, 500 cars of lumber, and 300 cars of iron.
In 1866, when the Mansfield factory was established, it was not like there was a shortage of competition in the agricultural implements field: Deere, McCormick, and Case were already leading a crowd of factories all over the country. Another factory would never find a foothold in that market.
But Mr. Aultman intended to create a product that was so radically superior to everything else available to farmers, that he would have essentially no competition at all.
That’s why many of the Aultman & Taylor products made in Mansfield were in the record books as “firsts” in the history of American agriculture: that was his intention when he set foot here.
Accordingly, Mansfield is where the first US traction engine was produced in 1880. They manufactured the first vibrating thresher machine. They invented boilers for steam power that were always the first of their kind, and devised patented mechanical elements of farm vehicles that became standard designs afterward.
Mansfield is where the largest traction engine in the world was imagined and fabricated.
Largest traction engine
In 1907 the Mansfield plant fabricated this steam powered traction engine: big enough to pull huge gangs of plows, and rated at 100 horsepower. Designed for huge western farms, the machine was one of a kind, and sold to a massive Faulkton, South Dakota wheat farm.
In 1869 they produced 400 threshing machines. By 1873 they led the nation in sales, and could not make them fast enough. They started with 150 employees, and hit their peak in 1918 with 900.
The Aultman & Taylor epoch of farm machinery in Mansfield saw a progression from horse powered equipment, to steam power, to engines run by kerosene and gasoline. Their tractors, hullers and threshers were standard top-of-the-line farming necessities during their entire life span. In 1923, on the eve of the next great wave of farming innovation that combined all those functions together into one machine, the A&T Mansfield operation ceased and the company sold to a firm in Indiana.
www.richlandsource.com/area_history/mansfield-s-first-har...
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AULTMAN & TAYLOR and Boilers
That's all well and good, but how did Aultman & Taylor happen to get into the boiler business? Before I could answer that, I had to decipher the first line of text in the inscription: "_ _ _ _ _ _ HORIZONTAL BOILER". Looking at it closely, I was able to make out the first four letters: CAHA. Consequently, I searched for "CAHA HORIZONTAL BOILER"
That yielded paydirt in the form of a Google e-book reprint titled The Engineer: With which is Incorporated Steam Engineering, Volume 42 dated January, 1905. It contains an illustrated ad for Cahall vertical and horizontal boilers that directs interested parties to the Cahall sales office. books.google.com/books?id=Ur1EAQAAIAAJ&pg=RA1-PA256&a...
Frank solved the next puzzle, which is why Aultman and Taylor would be producing a boiler under a name other than their own. He correctly inferred that Aultman & Taylor was producing the boiler under a license from Cahall. My next search led me to many details of Aultman & Taylor's boiler business. My source was the "History of Aultman & Taylor, Vol. VII" in Farm Collector, November/December 2001. There, I found the following paragraphs:
"During the early 1890s the Aultman & Taylor Machinery Company was approached from time to time with requests to build stationary boilers, as well as to do contract work. John Cahall, superintendent of the boiler department, and his son, William, were possessed with considerable inventive genius. John Cahall was awarded on Oct. 25, 1892, patent #485087 for a vertical water-tube boiler and on April 17, 1894, patent #518519 for a horizontal water-tube boiler."
"Beginning in 1895 the company manufactured the Cahall boilers and successfully placed them on the market."
www.farmcollector.com/steam-traction/history-aultman-tayl...
=========================================================================================================================
YET MORE ABOUT AULTMAN & TAYLOR BOILERS
What follows is for the subset of history lovers who are fascinated by the history of businesses:
The company arrived at a crucial milestone and made a decision that had far-reaching consequences, most of which were unforeseen by those who were responsible for guiding the destiny of the firm. At the meeting of the board of directors on Sept. 7, 1905, Brown reported that negotiations had been in progress for the sale of the water-tube boiler business. He announced that a contract had been drawn up with the Stirling Company of Barberton, Ohio. That company, while its plant was located in Barberton, was organized and existed under the laws of the state of New Jersey.
For a number of years it was common practice of many companies to be incorporated in New Jersey, even though their plants may have been located elsewhere. This practice prevailed because the incorporation laws of New Jersey were more favorable to the corporations than was true in most of the other states. Mrs. Harter offered a motion to execute the contract with the Stirling Company. That motion passed.
The machinery and equipment used in the manufacture of water-tube boilers was moved to Barberton during 1905. The contract between the Aultman & Taylor Machinery Company and the Stirling Company was completed on Sept. 15, 1905. That sale included all of the fixtures and machinery used in the manufacture of water-tube boilers. Among the articles listed were rivet machines, punches, shears, stokers, cranes, planers, hoists, boring mills, locomotive cranes, headers, patterns on hand, and many others, comprising more than a hundred items.
The final contract that was executed between the company and Temple provided that he receive $1,000 per month plus a commission of three-fourths of one cent per square foot of heating surface. That contract was to have continued until Oct. 15, 1911. The contract with the Stirling Company provided that, if possible, it was to reach an agreement with Temple. In the event that they failed to do so, the Aultman & Taylor Machinery Company would fulfill its obligation to Temple. In case the latter situation prevailed, the Stirling Company was obligated to reimburse the Aultman & Taylor Machinery Company to the extent of $1,000 per month plus three-fourths of one cent per square foot of heating surface.
Contracts in force with other companies were to continue until the date of their expiration.
Another adjustment involved the Cahall patents. At that time William H. Cahall owned the interest of Helen E. Cahall and John Cahall in certain patents. The Aultman & Taylor Machinery Company obligated itself to secure their interests from William H. Cahall. The firm was to secure the consent of William H. Cahall to the sale by the Stirling Company of the Cahall vertical and horizontal boilers. The Aultman & Taylor Machinery Company also agreed that it would not engage in the manufacture or sale of water-tube boilers for a period of 10 years from the date of the contract. The agreement was ratified by the board of directors at their meeting on Sept. 15, 1905, and signed by J.E. Brown, president of the Aultman & Taylor Machinery Company, and by Edward R. Stettinius, first vice-president of the Stirling Company.
The Stirling Company paid the sum of $275,000 for the water-tube boiler business. To cover this sum, 11 promissory notes were written. In addition to this sum they paid $45,000 for all contracts and orders for water-tube boilers on hand. When consideration is given to all of the financial facts incident to the sale, it is probably fair to assume that the Stirling Company paid between $350,000 and $400,000 for the water-tube boiler business.
In view of the fact that the Aultman & Taylor Machinery Company's water-tube boiler business was lucrative, why did they sell it? Did the officials consider the building of threshing machinery more profitable?
If the price received for the business is compared to the profits realized during the 10 years of building and selling water-tube boilers, it appears that the price that the firm received for the business is much less than should have been realized. In view of the expansion of the water-tube boiler business of the Stirling Company and later the Babcock & Wilcox Company, one cannot escape the conclusion that, had Aultman & Taylor continued their water-tube boiler business, they might have continued in business for more years.
That there was a ready sale for Aultman & Taylor's boilers is evidenced by the fact that, for a number of years in spite of operating their plant to full capacity, they were unable to manufacture a sufficient number of boilers to satisfy the demand. Under such conditions it is difficult to understand the need to continue the outlay of huge sums of money in commissions.
In spite of the fact that the Stirling Company was anxious to acquire the water-tube boiler business, Aultman & Taylor employed an agent to conduct the sale who was paid a huge sum of money for his services. There are those who are of the opinion that the entire transaction had the earmarks of mediocre management and a lack of good judgment.
Whether the officers of the company were at all times prudent and wise in their judgments and actions will probably always be a matter of conjecture and opinion. Nevertheless, it can scarcely be disputed that the sale of the water-tube boiler business and the relinquishing of the patent rights to the Cahall boiler were little less than a colossal blunder. 9 www.farmcollector.com/steam-traction/history-aultman-tayl...
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PGE STATION E
Before concluding, it's necessary to discuss how the photo relates to Portland. The historical society label identifies the scene as PGE's Station E. Presumably, this was the fifth power plant PGE built. But what are the four men in the photo doing? I first interpreted it as a demolition scene. The doors to the furnaces at the bottom of the image have already been removed. There is a lot of debris around. From the little one can see of the space in front of the boilers, there seems to be a lot junk on the floor. The cast iron panels look like they've seen a lot of use.
Thanks to the enterprising ex-PGE people who maintain the website PGE Retirees.org, I learned I was all wrong about Station E. In the "History" section of the site, there's a timeline of electric power in Portland. Here's the entry for 1905, the year the photo was taken:
"1905 The Lewis & Clark Exposition is held in northwest Portland, attracting 3 million visitors. The event is lit by PGE with power from its newest steam plant, Station E." www.iinet.com/~retireeski/history.htm
In that case, it's likely the men in our photo were assembling the mighty boilers that powered the generators that produced the electricity that lit up the night sky above that exposition that took place so long ago.
Mobile Generator
1990 Ford F-350 (Ex Greenville FD Tactical Support Unit 29)
1988 E-One Body (Ex Fairview FD Rescue 3)
Assembled, painted, and outfitted by the Town Of Greenburgh Central Garage
Photo: Dave Rowbotham
No. 2450 (C45 HDT), dubbed 'Electroline', was a prototype trolleybus built by the South Yorkshire Passenger Transport Executive (SYPTE) as part of a project intending to re-introduce trolleybuses to Britain (the last system to close was Bradford's on 26 March 1972). It utilised the design of a contemporary conventional diesel motor bus - a Dennis Dominator double-decker with Alexander RH bodywork, but was fitted with a 300kW traction motor instead of a diesel engine, and with the body being reinforced with steel and modified to accept additional roof stresses and wiring. The bus was powered by a system of overhead wires carrying 600V, but the inclusion of a small (48hp) Dorman diesel powered generator meant the bus could also operate away from the wires. Based at the PTE's Leicester Road depot in Doncaster, in July 1985 it began test runs on a one mile system of wires installed over a private test track in the nearby Doncaster racecourse. Backed by a consortium which included GEC, Balfour Beatty and Insul-8, it was hoped to implement the system as four routes, two in Doncaster and two in Rotherham. The project however never went beyond the testing stage, with 2450 being withdrawn and for a time acting as a donor vehicle for parts for SYPTEs fleet of conventional Dominator buses. SYPE eventually sent it to the Trolleybus Museum at Sandtoft in Lincolnshire, later officially donating it to the museum. The test track was dismantled in the mid-1990s.
commons.wikimedia.org/wiki/Category:SYPTE_trolleybus_2450_(C45_HDT)
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
-Technical specifications-
Length - 31 meters
Height - 13 meters
Maximum speed - 35 km/h
Maximum altitude - 4 meters
Engine unit(s) - Kuat Premion Mk. II power generator
Armament - Two Rotatable Twin blaster cannons
Crew - 4 OOM battle droids, Pilot, Co-pilot, Rack operator and Overseer
Passengers - 112 B1 battle droids or 20 Droidekas or 12 Super battle droids
Cargo capacity - 12 tons
this Moc has about 3250 pieces and between making it in ldd, ordering the pieces and actually building it took me about 2 years to build.
It's measurements are:
length - 57.6cm or 72 studs
height - 25.6cm or 32 studs
Width - 17.6cm or 22 studs
I tried to capture all the angles of the haul and am pretty happy with the result!
It has a full interior based on the crossed sections book from episode I.
The car that carries the name "Stampede Pass" was built in 1950 by Pullman Standard for Northern Pacific Railway. Originally, the car was a sleeper car. Burlington Northern Railroad converted the car to a power generator car / dormitory car. The photograph was taken in 2016 when the car was laid over in Minneapolis in a BNSF business train consist.
. . . the natural make-up of the women is called Thanaka. It is a cream made out of the bark of specific trees. Thanaka cream has been used by Burmese women for over 2000 years. It has a fragrant scent somewhat similar to sandalwood. The creamy paste is applied to the face in attractive designs, the most common form being a circular patch on each cheek, nose, sometimes made stripey with the fingers known as thanaka bè gya, or patterned in the shape of a leaf, often also highlighting the bridge of the nose with it at the same time. It may be applied from head to toe (thanaka chi zoun gaung zoun). Apart from cosmetic beauty, thanaka also gives a cooling sensation and provides protection from sunburn. It is believed to help remove acne and promote smooth skin. It is also an anti-fungal. The active ingredients of thanaka are coumarin and marmesin.
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Yangon (Burmese: ရန်ကုန်, MLCTS rankun mrui, pronounced: [jàɴɡòʊɴ mjo̰]; formerly known as Rangoon, literally: "End of Strife") is the capital of the Yangon Region of Myanmar, also known as Burma. Yangon served as the capital of Myanmar until 2006, when the military government relocated the capital to the purpose-built city of Naypyidaw in central Myanmar. With over 7 million people, Yangon is Myanmar's largest city and is its most important commercial centre.
Yangon boasts the largest number of colonial-era buildings in the region, and has a unique colonial-era urban core that is remarkably intact. The colonial-era commercial core is centred around the Sule Pagoda, which reputed to be over 2,000 years old. The city is also home to the gilded Shwedagon Pagoda — Myanmar's most sacred Buddhist pagoda. The mausoleum of the last Mughal Emperor is located in Yangon, where he had been exiled following the Indian Mutiny of 1857.
Yangon suffers from deeply inadequate infrastructure, especially compared to other major cities in Southeast Asia. Though many historic residential and commercial buildings have been renovated throughout central Yangon, most satellite towns that ring the city continue to be profoundly impoverished and lack basic infrastructure.
ETYMOLOGY
Yangon (ရန်ကုန်) is a combination of the two words yan (ရန်) and koun (ကုန်), which mean "enemies" and "run out of", respectively. It is also translated as "End of Strife". "Rangoon" most likely comes from the British imitation of the pronunciation of "Yangon" in the Arakanese language, which is [rɔ̀ɴɡʊ́ɴ].
HISTORY
EARLY HISTORY
Yangon was founded as Dagon in the early 11th century (c. 1028–1043) by the Mon, who dominated Lower Burma at that time. Dagon was a small fishing village centred about the Shwedagon Pagoda. In 1755, King Alaungpaya conquered Dagon, renamed it "Yangon", and added settlements around Dagon. The British captured Yangon during the First Anglo-Burmese War (1824–26), but returned it to Burmese administration after the war. The city was destroyed by a fire in 1841.
COLONIAL RANGOON
The British seized Yangon and all of Lower Burma in the Second Anglo-Burmese War of 1852, and subsequently transformed Yangon into the commercial and political hub of British Burma. Yangon is also the place where the British sent Bahadur Shah II, the last Mughal emperor, to live after the Indian Rebellion of 1857. Based on the design by army engineer Lt. Alexander Fraser, the British constructed a new city on a grid plan on delta land, bounded to the east by the Pazundaung Creek and to the south and west by the Yangon River. Yangon became the capital of all British-ruled Burma after the British had captured Upper Burma in the Third Anglo-Burmese War of 1885. By the 1890s Yangon's increasing population and commerce gave birth to prosperous residential suburbs to the north of Royal Lake (Kandawgyi) and Inya Lake. The British also established hospitals including Rangoon General Hospital and colleges including Rangoon University.
Colonial Yangon, with its spacious parks and lakes and mix of modern buildings and traditional wooden architecture, was known as "the garden city of the East." By the early 20th century, Yangon had public services and infrastructure on par with London.
Before World War II, about 55% of Yangon's population of 500,000 was Indian or South Asian, and only about a third was Bamar (Burman). Karens, the Chinese, the Anglo-Burmese and others made up the rest.
After World War I, Yangon became the epicentre of Burmese independence movement, with leftist Rangoon University students leading the way. Three nationwide strikes against the British Empire in 1920, 1936 and 1938 all began in Yangon. Yangon was under Japanese occupation (1942–45), and incurred heavy damage during World War II. The city was retaken by the Allies in May 1945.
Yangon became the capital of Union of Burma on 4 January 1948 when the country regained independence from the British Empire.
CONTEMPORARY YANGON
Soon after Burma's independence in 1948, many colonial names of streets and parks were changed to more nationalistic Burmese names. In 1989, the current military junta changed the city's English name to "Yangon", along with many other changes in English transliteration of Burmese names. (The changes have not been accepted by many Burmese who consider the junta unfit to make such changes, nor by many publications, news bureaus including, most notably, the BBC and foreign nations including the United Kingdom and United States.)
Since independence, Yangon has expanded outwards. Successive governments have built satellite towns such as Thaketa, North Okkalapa and South Okkalapa in the 1950s to Hlaingthaya,
Shwepyitha and South Dagon in the 1980s. Today, Greater Yangon encompasses an area covering nearly 600 square kilometres.
During Ne Win's isolationist rule (1962–88), Yangon's infrastructure deteriorated through poor maintenance and did not keep up with its increasing population. In the 1990s, the current military government's more open market policies attracted domestic and foreign investment, bringing a modicum of modernity to the city's infrastructure. Some inner city residents were forcibly relocated to new satellite towns. Many colonial-period buildings were demolished to make way for high-rise hotels, office buildings, and shopping malls, leading the city government to place about 200 notable colonial-period buildings under the Yangon City Heritage List in 1996. Major building programs have resulted in six new bridges and five new highways linking the city to its industrial back country. Still, much of Yangon remains without basic municipal services such as 24-hour electricity and regular garbage collection.
Yangon has become much more indigenous Burmese in its ethnic make-up since independence. After independence, many South Asians and Anglo-Burmese left. Many more South Asians were forced to leave during the 1960s by Ne Win's xenophobic government. Nevertheless, sizable South Asian and Chinese communities still exist in Yangon. The Anglo-Burmese have effectively disappeared, having left the country or intermarried with other Burmese groups.
Yangon was the centre of major anti-government protests in 1974, 1988 and 2007. The 1988 People Power Uprising resulted in the deaths of hundreds, if not thousands of Burmese civilians, many in Yangoon where hundreds of thousands of people flooded into the streets of the then capital city. The Saffron Revolution saw mass shootings and the use of crematoria in Yangoon by the Burmese government to erase evidence of their crimes against monks, unarmed protesters, journalists and students.
The city's streets saw bloodshed each time as protesters were gunned down by the government.
In May 2008, Cyclone Nargis hit Yangon. While the city had few human casualties, three quarters of Yangon's industrial infrastructure was destroyed or damaged, with losses estimated at US$800 million.
In November 2005, the military government designated Naypyidaw, 320 kilometres north of Yangon, as the new administrative capital, and subsequently moved much of the government to the newly developed city. At any rate, Yangon remains the largest city, and the most important commercial centre of Myanmar.
GEOGRAPHY
Yangon is located in Lower Burma (Myanmar) at the convergence of the Yangon and Bago Rivers about 30 km away from the Gulf of Martaban at 16°48' North, 96°09' East (16.8, 96.15). Its standard time zone is UTC/GMT +6:30 hours.
CLIMATE
Yangon has a tropical monsoon climate under the Köppen climate classification system. The city features a lengthy wet season from May through October where a substantial amount of rainfall is received; and a dry season from November through April, where little rainfall is seen. It is primarily due to the heavy rainfall received during the rainy season that Yangon falls under the tropical monsoon climate category. During the course of the year 1961 to 1990s, average temperatures show little variance, with average highs ranging from 29 to 36 °C and average lows ranging from 18 to 25 °C.
CITYSCAPE
Until the mid-1990s, Yangon remained largely constrained to its traditional peninsula setting between the Bago, Yangon and Hlaing rivers. People moved in, but little of the city moved out. Maps from 1944 show little development north of Inya Lake and areas that are now layered in cement and stacked with houses were then virtual backwaters. Since the late 1980s, however, the city began a rapid spread north to where Yangon International airport now stands. But the result is a stretching tail on the city, with the downtown area well removed from its geographic centre. The city's area has steadily increased from 72.52 square kilometres in 1901 to 86.2 square kilometres in 1940 to 208.51 square kilometres in 1974, to 346.13 square kilometres in 1985, and to 598.75 square kilometres in 2008.
ARCHITECTURE
Downtown Yangon is known for its leafy avenues and fin-de-siècle architecture. The former British colonial capital has the highest number of colonial period buildings in south-east Asia. Downtown Yangon is still mainly made up of decaying colonial buildings. The former High Court, the former Secretariat buildings, the former St. Paul's English High School and the Strand Hotel are excellent examples of the bygone era. Most downtown buildings from this era are four-story mix-use (residential and commercial) buildings with 4.3 m ceilings, allowing for the construction of mezzanines. Despite their less-than-perfect conditions, the buildings remain highly sought after and most expensive in the city's property market.
In 1996, the Yangon City Development Committee created a Yangon City Heritage List of old buildings and structures in the city that cannot be modified or torn down without approval. In 2012, the city of Yangon imposed a 50-year moratorium on demolition of buildings older than 50 years. The Yangon Heritage Trust, an NGO started by Thant Myint-U, aims to create heritage areas in Downtown, and attract investors to renovate buildings for commercial use.
A latter day hallmark of Yangon is the eight-story apartment building. (In Yangon parlance, a building with no elevators (lifts) is called an apartment building and one with elevators is called a condominium. Condos which have to invest in a local power generator to ensure 24-hour electricity for the elevators are beyond the reach of most Yangonites.) Found throughout the city in various forms, eight-story apartment buildings provide relatively inexpensive housing for many Yangonites. The apartments are usually eight stories high (including the ground floor) mainly because city regulations, until February 2008, required that all buildings higher than 23 m or eight stories to install lifts. The current code calls for elevators in buildings higher than 19 m or six stories, likely ushering in the era of the six-story apartment building. Although most apartment buildings were built only within the last 20 years, they look much older and rundown due to shoddy construction and lack of proper maintenance.
Unlike other major Asian cities, Yangon does not have any skyscrapers. Aside from a few high-rise hotels and office towers, most high-rise buildings (usually 10 stories and up) are "condos" scattered across prosperous neighbourhoods north of downtown such as Bahan, Dagon, Kamayut and Mayangon. The tallest building in Yangon, Pyay Gardens, is a 25-story condo in the city's north.
Older satellite towns such as Thaketa, North Okkalapa and South Okkalapa are lined mostly with one to two story detached houses with access to the city's electricity grid. Newer satellite towns such as North Dagon and South Dagon are still essentially slums in a grid layout. The satellite towns - old or new - receive little or no municipal services.
ROAD LAYOUT
Downtown Yangon's road layout follows a grid pattern, based on four types of roads:
Broad 49-m wide roads running west to east
Broad 30-m wide roads running south to north
Two narrow 9.1-m wide streets running south to north
Mid-size 15-m wide streets running south to north
The east-west grid of central was laid out by British military engineers Fraser and Montgomerie after the Second Anglo-Burmese War. The city was later developed by the Public Works Department and Bengal Corps of Engineers. The pattern of south to north roads is as follows: one broad 30 m wide broad road, two narrow streets, one mid-size street, two more narrow streets, and then another 30 m wide broad road. This order is repeated from west to east. The narrow streets are numbered; the medium and broad roads are named.
For example, the 30 m Lanmadaw Road is followed by 9.1 m-wide 17th and 18th streets then the medium 15 m Sint-Oh-Dan Road, the 30-foot 19th and 20th streets, followed by another 30 m wide Latha Road, followed again by the two numbered small roads 21st and 22nd streets, and so on.
The roads running parallel west to east were the Strand Road, Merchant Road, Maha Bandula (née Dalhousie) Road, Anawrahta (Fraser) Road, and Bogyoke Aung San (Montgomerie) Road.
PARKS AND GARDENS
The largest and best maintained parks in Yangon are located around Shwedagon Pagoda. To the south-east of the gilded stupa is the most popular recreational area in the city – Kandawgyi Lake. The 61-ha lake is surrounded by the 45-ha Kandawgyi Nature Park, and the 28-ha Yangon Zoological Gardens, which consists of a zoo, an aquarium and an amusement park. West of the pagoda towards the former Hluttaw (Parliament) complex is the 53-ha People's Square and Park, (the former parading ground on important national days when Yangon was the capital.) A few miles north of the pagoda lies the 15-ha Inya Lake Park – a favorite hangout place of Yangon University students, and a well-known place of romance in Burmese popular culture.
Hlawga National Park and Allied War Memorial at the outskirts of the city are popular day-trip destinations with the well-to-do and tourists.
Yangon Book Plaza, the first and biggest book shop in Myanmar was opened on February 26, 2017 on the fifth floor of Than Zay Market in Lanmadaw Township, Yangon.
ADMINISTRATION
Yangon is administered by the Yangon City Development Committee (YCDC). YCDC also coordinates urban planning. The city is divided into four districts. The districts combined have a total of 33 townships. The current mayor of Yangon is Maung Maung Soe. Each township is administered by a committee of township leaders, who make decisions regarding city beautification and infrastructure. Myo-thit (lit. "New Towns", or satellite towns) are not within such jurisdictions.
TRANSPORT
Yangon is Burma's main domestic and international hub for air, rail, and ground transportation.
AIR
Yangon International Airport, located 19 km from the centre, is the country's main gateway for domestic and international air travel. The airport has three terminals, known as T1, T2 and T3 which is also known as Domestic. It has direct flights to regional cities in Asia – mainly, Doha, Dubai, Dhaka, Kolkata, Hanoi, Ho Chi Minh City, Hong Kong, Tokyo, Beijing, Seoul, Guangzhou, Taipei, Bangkok, Kuala Lumpur, Kunming and Singapore. Although domestic airlines offer service to about twenty domestic locations, most flights are to tourist destinations such as Bagan, Mandalay, Heho and Ngapali, and to the capital Naypyidaw.
RAILWAYS
Yangon Central Railway Station is the main terminus of Myanmar Railways' 5,403-kilometre rail network whose reach covers Upper Myanmar (Naypyidaw, Mandalay, Shwebo), upcountry (Myitkyina), Shan hills (Taunggyi, Lashio) and the Taninthayi coast (Mawlamyaing, Dawei).
Yangon Circular Railway operates a 45.9-kilometre 39-station commuter rail network that connects Yangon's satellite towns. The system is heavily utilized by the local populace, selling about 150,000 tickets daily. The popularity of the commuter line has jumped since the government reduced petrol subsidies in August 2007.
BUSES AND CARS
Yangon has a 4,456-kilometre road network of all types (tar, concrete and dirt) in March 2011. Many of the roads are in poor condition and not wide enough to accommodate an increasing number of cars. The vast majority of Yangon residents cannot afford a car and rely on an extensive network of buses to get around. Over 300 public and private bus lines operate about 6,300 crowded buses around the city, carrying over 4.4 million passengers a day. All buses and 80% of the taxis in Yangon run on compressed natural gas (CNG), following the 2005 government decree to save money on imported petroleum. Highway buses to other cities depart from Dagon Ayeyar Highway Bus Terminal for Irrawaddy delta region and Aung Mingala Highway Bus Terminal for other parts of the country.
Motor transportation in Yangon is highly expensive for most of its citizens. As the government allows only a few thousand cars to be imported each year in a country with over 50 million people, car prices in Yangon (and in Burma) are among the highest in the world. In July 2008, the two most popular cars in Yangon, 1986/87 Nissan Sunny Super Saloon and 1988 Toyota Corolla SE Limited, cost the equivalent of about US$20,000 and US$29,000 respectively. A sports utility vehicle, imported for the equivalent of around US$50,000, goes for US$250,000. Illegally imported unregistered cars are cheaper – typically about half the price of registered cars. Nonetheless, car usage in Yangon is on the rise, a sign of rising incomes for some, and already causes much traffic congestion in highway-less Yangon's streets. In 2011, Yangon had about 300,000 registered motor vehicles in addition to an unknown number of unregistered ones.
Since 1970, cars have been driven on the right side of the road in Burma, as part of a military decree. However, as the government has not required left hand drive (LHD) cars to accompany the right side road rules, many cars on the road are still right hand drive (RHD) made for driving on the left side. Japanese used cars, which make up most of the country's imports, still arrive with RHD and are never converted to LHD. As a result, Burmese drivers have to rely on their passengers when passing other cars.
Within Yangon city limits, it is illegal to drive trishaws, bicycles, and motorcycles. Since February 2010, pickup truck bus lines have been forbidden to run in 6 townships of central Yangon, namely Latha, Lanmadaw, Pabedan, Kyauktada, Botahtaung and Pazundaung Townships. In May 2003, a ban on using car horns was implemented in six townships of Downtown Yangon to reduce noise pollution. In April 2004, the car horn ban was expanded to cover the entire city.
RIVER
Yangon's four main passenger jetties, all located on or near downtown waterfront, mainly serve local ferries across the river to Dala and Thanlyin, and regional ferries to the Irrawaddy delta. The 35-km Twante Canal was the quickest route from Yangon to the Irrawaddy delta until the 1990s when roads between Yangon and the Irrawaddy Division became usable year-round. While passenger ferries to the delta are still used, those to Upper Burma via the Irrawaddy river are now limited mostly to tourist river cruises.
DEMOGRAPHICS
Yangon is the most populous city by far in Burma although estimates of the size of its population vary widely. All population figures are estimates since no official census has been conducted in Burma since 1983. A UN estimate puts the population as 4.35 million in 2010 but a 2009 U.S. State Department estimate puts it at 5.5 million. The U.S. State Department's estimate is probably closer to the real number since the UN number is a straight-line projection, and does not appear to take the expansion of city limits in the past two decades into account. The city's population grew sharply after 1948 as many people (mainly, the indigenous Burmese) from other parts of the country moved into the newly built satellite towns of North Okkalapa, South Okkalapa, and Thaketa in the 1950s and East Dagon, North Dagon and South Dagon in the 1990s. Immigrants have founded their regional associations (such as Mandalay Association, Mawlamyaing Association, etc.) in Yangon for networking purposes. The government's decision to move the nation's administrative capital to Naypyidaw has drained an unknown number of civil servants away from Yangon.
Yangon is the most ethnically diverse city in the country. While Indians formed the slight majority prior to World War II, today, the majority of the population is of indigenous Bamar (Burman) descent. Large communities of Indians/South Asian Burmese and the Chinese Burmese exist especially in the traditional downtown neighborhoods. A large number of Rakhine and Karen also live in the city.
Burmese is the principal language of the city. English is by far the preferred second language of the educated class. In recent years, however, the prospect of overseas job opportunities has enticed
some to study other languages: Mandarin Chinese is most popular, followed by Japanese, and French.
RELIGIONS
The primary religions practiced in Yangon are Buddhism, Christianity, Hinduism, and Islam. Shwedagon Pagoda is a famous religious landmark in the city.
MEDIA
Yangon is the country's hub for the movie, music, advertising, newspaper and book publishing industries. All media is heavily regulated by the military government. Television broadcasting is off limits to the private sector. All media content must first be approved by the government's media censor board, Press Scrutiny and Registration Division.
Most television channels in the country are broadcast from Yangon. TV Myanmar and Myawaddy TV are the two main channels, providing Burmese-language programming in news and entertainment. Other special interest channels are MWD-1 and MWD-2, MRTV-3, the English-language channel that targets overseas audiences via satellite and via Internet, MRTV-4 and Channel 7 are with a focus on non-formal education programs and movies, and Movie 5, a pay-TV channel specializing in broadcasting foreign movies.
Yangon has three radio stations. Myanmar Radio National Service is the national radio service and broadcasts mostly in Burmese (and in English during specific times.) Pop culture oriented Yangon City FM and Mandalay City FM radio stations specialize in Burmese and English pop music, entertainment programs, live celebrity interviews, etc. New radio channels such as Shwe FM and Pyinsawaddy FM can also be tuned with the city area.
Nearly all print media and industries are based out of Yangon. All three national newspapers – two Burmese language dailies Myanma Alin (မြန်မာ့အလင်း) and Kyemon (ကြေးမုံ), and the English language The New Light of Myanmar — are published by the government. Semi-governmental The Myanmar Times weekly, published in Burmese and in English, is mainly geared for Yangon's expatriate community. Over twenty special interest journals and magazines covering sports, fashion, finance, crime, literature (but never politics) vie for the readership of the general populace.
Access to foreign media is extremely difficult. Satellite television in Yangon, and in Burma, is very expensive as the government imposes an annual registration fee of one million kyats. Certain foreign newspapers and periodicals such as the International Herald Tribune and the Straits Times can be found only in a few (mostly downtown) bookstores. Internet access in Yangon, which has the best telecommunication infrastructure in the country, is slow and erratic at best, and the Burmese government implements one of the world's most restrictive regimes of Internet control. International text messaging and voice messaging was permitted only in August 2008.
COMMUNICATION
Common facilities taken for granted elsewhere are luxury prized items in Yangon and Burma. The price of a GSM mobile phone was about K1.1 million in August 2008. In 2007, the country of 55 million had only 775,000 phone lines (including 275,000 mobile phones), and 400,000 computers. Even in Yangon, which has the best infrastructure, the estimated telephone penetration rate was only 6% at the end of 2004, and the official waiting time for a telephone line was 3.6 years. Most people cannot afford a computer and have to use the city's numerous Internet cafes to access a heavily restricted Internet, and a heavily censored local intranet. According to official statistics, in July 2010, the country had over 400,000 Internet users, with the vast majority hailing from just two cities, Yangon and Mandalay. Although Internet access was available in 42 cities across the country, the number of users outside the two main cities was just over 10,000.
LIFESTYLE
Yangon's property market is the most expensive in the country and beyond the reach of most Yangonites. Most rent outside the centre and few can afford to rent such apartments. (In 2008, rents for a typical 60 to 70 m2 apartments in the centre and vicinity range between K70,000 and K150,000 and those for high end condos between K200,000 and K500,000.)
Most men of all ages (and some women) spend their time at ubiquitous tea-shops, found in any corner or street of the city. Watching European football (mostly English Premier League with occasional La Liga, Serie A, Bundesliga) matches while sipping tea is a popular pastime among many Yangonites. The average person stays close to his or her residential neighbourhood. The well-to-do tend to visit shopping malls and parks on weekends. Some leave the city on weekends for Chaungtha and Ngwesaung beach resorts in Ayeyarwady Division.
Yangon is also home to many pagoda festivals (paya pwe), held during dry-season months (November – March). The most famous of all, the Shwedagon Pagoda Festival in March, attracts thousands of pilgrims from around the country.
Yangon's museums are the domain of tourists and rarely visited by the locals.
Most of Yangon's larger hotels offer some kind of nightlife entertainment, geared towards tourists and the well-to-do Burmese. Some hotels offer traditional Burmese performing arts shows complete with a traditional Burmese orchestra. The pub scene in larger hotels is more or less the same as elsewhere in Asia. Other options include karaoke bars and pub restaurants in Yangon Chinatown.
Due to the problems of high inflation, the lack of high denomination notes, and the fact that many of the population do not have access to checks, or credit or debit cards, it is common to see citizens carrying a considerable amount of cash. (The highest denomination of Burmese currency kyat is 10 000 (~US$10.)) Credit cards are only rarely used in the city, chiefly in the more lavish hotels. Credit cards are also accepted in the major supermarket and convenience store chains.
SPORTS
As the city has the best sporting facilities in the country, most national-level annual sporting tournaments such as track and field, football, volleyball, tennis and swimming are held in Yangon. The 40,000-seat Aung San Stadium and the 32,000-seat Thuwunna Stadium are the main venues for the highly popular annual State and Division football tournament. Until April 2009, the now defunct Myanmar Premier League, consisted of 16 Yangon-based clubs, played all its matches in Yangon stadiums, and attracted little interest from the general public or commercial success despite the enormous popularity of football in Burma. Most Yangonites prefer watching European football on satellite TV. Teams such as Manchester United, Liverpool, Chelsea, Real Madrid, Barcelona, Bayern Munich and Manchester City are among the favorite European teams among the Yangonites. It remains to be seen whether the Myanmar National League, the country's first professional football league, and its Yangon-based club Yangon United FC will attract a sufficient following in the country's most important media market.
Yangon is also home to annual the Myanmar Open golf tournament, and the Myanmar Open tennis tournament. The city hosted the 1961 and 1969 South East Asian Games. During colonial times, cricket was played mostly by British officials in the city. First-class cricket was played in the city in January 1927 when the touring Marylebone Cricket Club played Burma and the Rangoon Gymkhana. Two grounds were used to host these matches, the BAA Ground and the Gymkhana Ground. These matches mark the only time Burma and Rangoon Gymkhana have appeared in first-class cricket, and the only time first-class cricket has been played in Burma. After independence cricket all but died out in the country.
Yangon has a growing population of skateboarders, as documented in the films Altered Focus: Burma and Youth of Yangon. German non-profit organization Make Life Skate Life has received permission from the Yangon City Development Committee to construct a concrete skatepark at Thakin Mya park in downtown, and plans to complete the park in November 2015.
ECONOMY
Yangon is the country's main centre for trade, industry, real estate, media, entertainment and tourism. The city represents about one fifth of the national economy. According to official statistics for FY 2010–2011, the size of the economy of Yangon Region was 8.93 trillion kyats, or 23% of the national GDP.
The city is Lower Burma's main trading hub for all kinds of merchandise – from basic food stuffs to used cars although commerce continues to be hampered by the city's severely underdeveloped banking industry and communication infrastructure. Bayinnaung Market is the largest wholesale centre in the country for rice, beans and pulses, and other agricultural commodities. Much of the country's legal imports and exports go through Thilawa Port, the largest and busiest port in Burma. There is also a great deal of informal trade, especially in street markets that exist alongside street platforms of Downtown Yangon's townships. However, on 17 June 2011, the YCDC announced that street vendors, who had previously been allowed to legally open shop at 3 pm, would be prohibited from selling on the streets, and permitted to sell only in their townships of residence, presumably to clean up the city's image. Since 1 December 2009, high-density polyethylene plastic bags have been banned by city authorities.
Manufacturing accounts for a sizable share of employment. At least 14 light industrial zones ring Yangon, directly employing over 150,000 workers in 4,300 factories in early 2010. The city is the centre of country's garment industry which exported US$292 million in 2008/9 fiscal year. More than 80 percent of factory workers in Yangon work on a day-to-day basis. Most are young women between 15 and 27 years of age who come from the countryside in search of a better life. The manufacturing sector suffers from both structural problems (e.g. chronic power shortages) and political.
problems (e.g. economic sanctions). In 2008, Yangon's 2500 factories alone needed about 120 MW of power; yet, the entire city received only about 250 MW of the 530 MW needed. Chronic power shortages limit the factories' operating hours between 8 am and 6 pm.
Construction is a major source of employment. The construction industry has been negatively affected by the move of state apparatus and civil servants to Naypyidaw, new regulations introduced in August 2009 requiring builders to provide at least 12 parking spaces in every new high-rise building, and the general poor business climate. As of January 2010, the number of new high-rise building starts approved in 2009–2010 was only 334, compared to 582 in 2008–2009.
Tourism represents a major source of foreign currency for the city although by south-east Asian standards the number of foreign visitors to Yangon has always been quite low - about 250,000 before the Saffron Revolution in September 2007. The number of visitors dipped even further following the Saffron Revolution and Cyclone Nargis. The recent improvement in the country's political climate has attracted an increasing number of businessmen and tourists. Between 300,000 and 400,000 visitors that went through Yangon International in 2011. However, after years of underinvestment, Yangon's modest hotel infrastructure - only 3000 of the total 8000 hotel rooms in Yangon are "suitable for tourists" - is already bursting at seams, and will need to be expanded to handle additional visitors. As part of an urban development strategy, a hotel zone has been planned in Yangon's outskirts, encompassing government- and military-owned land in Mingaladon, Hlegu and Htaukkyant Townships.
EDUCATION
Yangon educational facilities has a very high number of qualified teachers but the state spending on education is among the lowest of the world. Around 2007 estimate by the London-based International Institute for Strategic Studies puts the spending for education at 0.5% of the national budget. The disparity in educational opportunities and achievement between rich and poor schools is quite stark even within the city. With little or no state support forthcoming, schools have to rely on forced "donations" and various fees from parents for nearly everything – school maintenance to teachers' salaries, forcing many poor students to drop out.
While many students in poor districts fail to reach high school, a handful of Yangon high schools in wealthier districts such as Dagon 1, Sanchaung 2, Kamayut 2, Bahan 2, Latha 2, and TTC provide the majority of students admitted to the most selective universities in the country, highlighting the extreme shallowness of talent pool in the country. The wealthy bypass the state education system altogether, sending their children to private English language instruction schools such as YIEC or more widely known as ISM, or abroad (typically Singapore or Australia) for university education. In 2014, international schools in Yangon cost at least US$8,000 a year.
There are over 20 universities and colleges in the city. While Yangon University remains the best known (its main campus is a part of popular Burmese culture e.g. literature, music, film, etc.), the nation's oldest university is now mostly a graduate school, deprived of undergraduate studies. Following the 1988 nationwide uprising, the military government has repeatedly closed universities, and has dispersed most of undergraduate student population to new universities in the suburbs such as Dagon University, the University of East Yangon and the University of West Yangon. Nonetheless many of the country's most selective universities are still in Yangon. Students from around the country still have to come to study in Yangon as some subjects are offered only at its universities. The University of Medicine 1, University of Medicine 2, Yangon Technological University, University of Computer Studies and Myanmar Maritime University are the most selective in the country.
HEALTH CARE
The general state of health care in Yangon is poor. According to a 2007 estimate, the military government spends 0.4% of the national budget on health care, and 40% to 60% on defense. By the government's own figures, it spends 849 kyats (US$0.85) per person. Although health care is nominally free, in reality, patients have to pay for medicine and treatment, even in public clinics and hospitals. Public hospitals including the flagship Yangon General Hospital lack many of the basic facilities and equipment.
Wealthier Yangonites still have access to country's best medical facilities and internationally qualified doctors. Only Yangon and Mandalay have any sizable number of doctors left as many Burmese doctors have emigrated. The well-to-do go to private clinics or hospitals like Pun Hlaing International Hospital and Bahosi Medical Clinic. Medical malpractice is widespread, even in private clinics and hospitals that serve the well-to-do. In 2009 and 2010, a spate of high-profile deaths brought out the severity of the problem, even for the relatively well off Yangonites. The wealthy do not rely on domestic hospitals and travel abroad, usually Bangkok or Singapore, for treatment.
WIKIPEDIA
HSS STENA EXPLORER arriving at Dún Laoghaire on a sailing from Holyhead on June 23, 2007.
Click here for more photographs of HSS STENA EXPLORER: www.jhluxton.com/Shipping/Shipping-Companies-Short-Sea-Fe...
HSS STENA EXPLORER (later ONE WORLD KARADENIZ and currently KARADENIZ LIFESHIP) operated on Stena Line's Holyhead–Dún Laoghaire service between Wales and Ireland until 2014.
In 2015 the ship was was sold to Karadeniz Holding to be used as a floating office, research space and alternative power generator in Karmarine shipyard in Yalova near Istanbul, Turkey,
Stena Explorer was constructed by Finnyards in Rauma, Finland, at a cost £65 million. Construction commenced in June 1994 and was completed in February 1996, before entering service in April 1996.
The vessel is a catamaran, and was designed with the aim of providing a comfortable and fast service. The sailing time between Holyhead and Dún Laoghaire was 99 minutes.
Power is provided by four GE Aviation gas turbines driving four KaMeWa waterjets for propulsion.
The HSS class of ferries were designed to allow quick turnarounds at port. A specially designed linkspan provides ropeless mooring and allows quick loading, unloading and servicing. Vehicles are loaded via two of the four stern doors and park in a "U" configuration. When disembarking, vehicles drive straight off via the other two doors.
HSS STENA EXPLORER spent the majority of her career sailing on her original route between Holyhead and Dún Laoghaire.
Due to increasing world price of oil the Stena HSS had her crossing time extended to around 119 minutes in a bid to trim her fuel bill. Over the years, the Stena HSS' timetable has gradually been reduced from an initial five round-trips a day, down to just one round-trip a day.
Stena Line replaced the vessel with STENA LYNX III, which ran twice daily from 15 March 2010 to the end of 2010 apart from May to September, when Stena Explorer operated the route once daily to relieve the Stena Lynx so she could run on the Fishguard – Rosslare route.
On 26 May 2010, Stena Line re-instated HSS STENA EXPLORER back on the Holyhead – Dún Laoghaire route one month earlier than planned.
On 14 September 2010, HSS STENA EXPLORER left the Holyhead – Dún Laoghaire route with her last 2010 sailing being the 13:15 departure from Dún Laoghaire. Stena Lynx III operated the route until Sunday 9 January 2011. STENA EXPLORER returned on 1 April 2011 and will operate the route until 13 September 2011 on a one sailing a day basis.
Between 9–22 June 2011, HSS STENA EXPLORER operated two round trips a day, due STENA ADVENTURER, which operated on Stena Lines' Holyhead – Dublin service receiving her annual refit.
On 4 February 2015, Stena Line announced that the HSS service to Dún Laoghaire was to be withdrawn and not restarted for 2015 with HSS STENA EXPLORER being withdrawn from service.
All services from Holyhead would be concentrated on Dublin Port, served by both Stena Line and Irish Ferries.
On 1 November 2015, she departed on tow from Holyhead and arrived in Turkey on 17 November.
Renamed ONE WORLD KARADENIZ she was in Karmarine shipyard in Yalova, near Istanbul, Turkey.
The owner, Karadeniz Holding, had converted it into an "earthquake-resistant" floating office, research space and alternative power generator for the community of Istanbul. It is part of Karadeniz' Powerships project.
In 2024 renamed KARADDENIZ LIFESHIP the vessel has been providing refuge for those made homeless in the 2023 Turkish earthquake.
as you previously have seen the federation civilization is one producing much scrap, actually they are even worse than us, sometimes they buy cheap Yellow-red Federation (a country back on Earth) Knock-off of engine-part for there spacecrafts during dire times!
Then when the their budget gets re-boosted by government funds, they rid them selves out of old knock-off parts so that if there is an accident and an investigation the commanders can´t be hold responsible...
huge trash-heaps on unclaimed knock-off parts sometimes lie and rust away this time a circuit-board got connected to a power generator and a curious embryo of a mutant-knock-off robot started to grow... here is the result of this technological abomination and the space-ship and troops trying to stop it before it reaches HQ and make even more damage...
Can they do it?
Designers note: This big abomination actually was created by accident, I have a box where I throw away all the knock-off brick-toys I deem unworthy for use, also in this box are broken Real LEGO
I was looking trough this box and all the sudden I had just happened to have built a mega Trash-bot, I used up nearly all the pieces in the box, so this time I apologize to all those who are "purists" this abomination is 90% knock-off) the ships and troops attacking it is genuine though :)
Available exclusively during April 23rd-May 15th at Aenigma Cyber Dreams 2020 Event.
Find the Cyber Dreams event at maps.secondlife.com/secondlife/Vale%20Acadia/126/54/3502
Antonov An-225 Mriya flying low over crowd of onlookers as it lands at Kuala Lumpur International Airport today.
There was quite a sizeable crowd eager to get a rare view of the one and only biggest, longest and heaviest plane in the world.
Enroute to Perth to deliver a power generator, its last visit at KLIA was in 2007.
The plane was indeed very massive, with its six turbofan engine and a wingspan of 290 foot. And check out the landing gears! 32 wheels!
Sony ILCE6000 + E 55-210mm F4.5-6.3 OSS
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-Technical specifications-
Length - 31 meters
Height - 13 meters
Maximum speed - 35 km/h
Maximum altitude - 4 meters
Engine unit(s) - Kuat Premion Mk. II power generator
Armament - Two Rotatable Twin blaster cannons
Crew - 4 OOM battle droids, Pilot, Co-pilot, Rack operator and Overseer
Passengers - 112 B1 battle droids or 20 Droidekas or 12 Super battle droids
Cargo capacity - 12 tons
this Moc has about 3250 pieces and between making it in ldd, ordering the pieces and actually building it took me about 2 years to build.
It's measurements are:
length - 57.6cm or 72 studs
height - 25.6cm or 32 studs
Width - 17.6cm or 22 studs
I tried to capture all the angles of the haul and am pretty happy with the result!
It has a full interior based on the crossed sections book from episode I.
A66 (rebuilt from B66 in 1985) passing through the locality of Little River with a Geelong to Melbourne service on 23rd Jan. 2008. The rear vehicle is a power van required to provide air conditioning and lighting as the A Class lack head-end Power Generators.
B66 itself dates from Dec. 1952.
General
Operator:Østensjø Rederi
Built:2009
Builder:Astilleros Gondan
Yard no.:443
Call sign:LCOB
Flag:Norwegian
Port of Registry:Haugesund
IMO no.:9409730
Classification:DNV, 1A1 , Supply Vessel, SF, E0, ICE C, DYNPOS- AUTR, CLEAN, Comfort-C(3)-V(3), LFL* Registered notations: DK(+) and HL(2.8), PMS, ISM, NAUT-OSV(A) OILREC.
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:85,8 m
Length b.p.:77,4 m
Breadth mld.:19,2 m
Depth mld.:8,0 m
Draft max.:6,7 m
Air draft:30 m
Tonnage - Deadweight
Gross tonnage:3693 GT
Net tonnage:1108 NT
Deadweight max:4012 MT
Lightweight:2973 MT
Displacement:6985 MT
Deck loading capacities
Deck measurements:57,4 m x 16,2 m . 4 pipe lengths a’ 12,2 m
Outside deck area:910 m2
Deck cargo capacity:2900T, 10T/m2
Deck equipment
Anchor chain:7 shackles PS, 8 shackles SB. Type: 44 mm DNV K3 Stud Link
Anchor Windlass / Mooring Winch:2 x anchor windlass/mooring winches forward. Type: PINTCH BAMAG SFB 63/80
Mooring winch:2 x anchor windlass/mooring winches forward. 2 x mooring winches aft
Deck cranes:SB: 4 T at 10 m. Type: Hydramarine 1077L. PS: 1,5 T at 8 m. Type: Hydramarine 886 LK
Tugger winches:2 x 10 T
Propulsion
General:Diesel electric propulsion plant. 2 x Voith propellers, each 2800 kW. 2 x AC asynchronous water-cooled motors each 2500 kW (Bhp 3400)
Main engines:4 x Caterpillar 3516-CTA
Fuel type:MDO / MGO
Auxiliaries / Electrical power
Generators:4 x Alconza, each 2188 kW
Harbour generator:1 x Caterpillar, 465 kW. Type: C-18
Emergency generator:1 x Perkins, 106 kW
Speed / Consumption
Max speed / Consumption:15 knots
Service speed / Consumption:12 knots, 11,7 tonnes/day
Economy speed / Consumption:10 knots, About 9,6m3/day
DP-operations (weather dependent):5,2 tonnes/day
Stand by offshore:3,5 tonnes/day (Weather dependent)
In port:0,86 tonnes/day
Main propellers
Maker:2 x Voith
Type:VSP 32R5
Thrusters
Bow thrusters:2 x Brunvoll Tunnel thrusters, each 1400 kW (Bhp 1904) Type: Super silent. 1 x Brunvoll Tunnel thruster, 800 kW (Bhp 1088) Type: RDT. Total Bhp 11696
Bridge / Manoeuvering
Bridge controls:Bosch Rexroth, Brunvoll. 5 complete bridge control stands (forward, 2 x aft, starboard, port)
Loading / Discharging:Wartsila IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps
Dynamic positioning system
Type:Kongsberg K-Pos DP 21 and cJoy
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 116, DPS 232, Fanbeam, Radascan
Sensors:3 x Gyro, 2 x Motion Reference Unit, 2 x Wind sensor
ERN number:99
Liquid tank capacities
Marine Gas Oil:Total 1120 m3 Cargo tanks Max 600 m3, Cargo tanks + Base Oil tanks Max 805 m3
POT water:668 m3
Drill Water/Ballast:1080 m3
Slop tanks:73 m3
Mud:723 m3
Brine:723 m3
Base oil:229 m3
Methanol:166 m3
Special products LFL/LFL*:429 m3 1 tank (56m3) 84SB ready for Drill Cutting/ORO/SpecProd./ 7 Tanks ready with piping and lack pumps./// These 8 Tanks is equipped with piping system and pumps for Special products and ready for use.
Urea:79 m3
Oil recovery:49 m3
Liquid discharge
Fuel Oil pumps:1 x 250 m3/h at 9 bar
Brine pumps:2 x 150 m3/h at 24 bar. 2 systems
Liquid Mud pumps:2 x 100 m3/h at 24 bar. 2 systems
Specal products pumps:2 x 100 m3/h
Drill water pumps:1 x 250 m3/h at 9 bar
Fresh water pumps:1 x 250 m3/h at 9 bar
Methanol pumps:2 x 75 m3/h at 7,2 bars, 90 mWG
Slop system:1 x 37 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:5 tanks, each 66,4 m3. Total 332 m3
Bulk Discharge:2 Compressors, each 50 m3/h at 5,6 bar (W.P.)
Navigation equipment
Radar:1 x Furuno FAR-2117 3 cm ARPA. 1 x Furuno FAR-2137S 10 cm ARPA
Electronic Chart System:2 x Telchart ECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:1 x Simrad CD 109
Echo Sounder:1 x Furuno FE 700
Navtex:1 x Furuno NX 700B
DGPS:2 x Furuno GP 150
AIS:1 x Furuno FA 150
Voyage data recorder:1 x Furuno 3000 Vr 3016
LRIT:1 x Furuno 4FE088DB1
Log:1 x Furuno DS 80 with remote displays
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS 1570
GMDSS VHF with DSC:2 x Furuno DSC FM8800
GMDSS VHF portable:3 x Jotron TR-20
VHF:3 x Sailor RT2048
GMDSS EPIRB:1 x Jotron 40S Mk 2. 1 x Jotron 45 SX
GMDSS SART:2 x Jotron Tron
GMDSS Inmarsat C:2 x Furuno
UHF:6 x portable Motorola GP 340 Ex (16 channels with 4 head sets)
Sattelitte sytem:1 x Sevsat. 1 x Iridium
Sat TV system:SeaTel
Accommodation
Total no. berths:23 x Beds
Total no. of cabins:18 x Cabins
Single cabins:14 x Single cabins
Double cabins:3 x Double cabins. 1 x Tripple cabin
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:2 x Dayroom, Messroom, Gymnasium, Sauna, Laundry, Wardrobe
Lifesaving / rescue
Approved lifesaving appliances for:LSA approved for 23 persons
Liferafts:4 x 25 persons. Type: Viking
Rescue/MOB boat:Maritim Partner WEEDO 600 FRB
Fire-fighting/foam:Water/Foam pump/monitor covering cargo deck area
Other
Anti roll system:Passive roll reduction tanks. Active roll reduction with Voit Schneider system
Deck power supply:20 Outlets 240/110 V
The ELBE 3 is 114 years old and has been moored in the Old Port since 1967. This makes her both the oldest ship in the museum harbor and the one with the longest berthing time on site. The historic lightship, once manned by a crew of 16, has had an eventful history: built between 1908 and 1909 by the "Königliche Wasserbau-Inspektion" as the station ship EIDER for the Eider estuary, it served as a lightship at the minefields of the North Sea during the First World War. Under the name of BÜRGERMEISTER ABENDROTH, it belonged to the Cuxhaven Water and Shipping Authority and was berthed in the Baltic Sea during the Second World War. Afterwards it was used as a beacon and pilot station until 1966 at the position ELBE 3 in the German Bight, the sea area with the highest traffic density in the world. The steel sailer could be maneuvered with a storm sail in case of emergency. Initially, the beacon consisted of kerosene lamps, but later a diesel-powered generator and accumulators were installed for more powerful electric lighting. The foghorns, which had been operated by hand until then, could then be replaced by a large foghorn.
Another lightship designated as "Elbe 3" was also seen docked in the Elbe River.
A photo taken some years ago from the north side of the Thames and showing the London Underground 'stand-by' generating station at Greenwich. It was originally constructed by the London County Council Tramways Department, to facilitate the electrification of their tram system in the move from horse traction, in two phases in 1902 and 1910. The first section of the station had reciprocating engine generators, whereas the second phase had steam turbines. In 1922 the latter replaced the former. The station was not wiyhout its detractors; scientific complaints due to its proximity to the Greenwich Observatory and aesthetically due to its position almost adjacent to the Greenwich Palace. Indeed the station's four chimneys were shortened. The structure in the river is the remains of the coal jetty, where coal for the boilers was unloaded. Oil replaced this as a fuel source before the use of gas.
The station passed to London Transport in 1933 and with the final withdrawal of the trams, in 1952, and later the trolleybuses that should have wholly replaced them, in 1962, the station was reconstructed as part of the modernisation of the Underground's power supply. This saw Neasden generating station closed, all major demand being supplied from Lots Road generating station in Chelsea, and Greenwich re-equipped with a series of Rolls-Royce gas turbine powered generators for peak hour demand and 'stand-by' supplies should the main supply fail.
This function has survived the closure of Lots Road and the supply of the Underground's power requirements from the National Grid. There are currently plans to modernise Greenwich - remarkable that the last one standing should be the Tramways power station!
Some background:
The MBR-04 series were the first combat-ready Destroids and the most successful land-combat weapon Destroids that were built with OverTechnology of Macross. The abbreviation MBR (Main Battle Robot) indicates the model was developed as a walking humanoid weapon emphasizing the heavy armor firepower of an artillery combat vehicle, designed to replace mainline battle tanks. The Type 04 series was developed jointly by Viggers and Chrauler. Unlike the variable fighters, which had to be designed to accommodate transformation mechanisms, the MBR series featured a structure with a large capacity that allowed plenty of room for machinery and armor.
The initial development line, the "Tomahawk" multipurpose battle robot and comparable in its intended role with former main battle tanks, had inferior anti-aircraft abilities, even though it boasted firepower like no other biped vehicle from the Destroid series. Originally, the Tomahawk was just called "MBR Mk. I", but once its systems and structural elements became the basis for other models, its designation changed into the "Type 04" Destroid. The main frame from the waist down, a module which consolidated the thermonuclear reactor and ambulatory OverTechnology system of the Destroids, was common to all of the Type 04 series of biped battle robots. Production line integration using this module was a key goal of Destroid development, and the quick development of further variants.
The ADR-04-Mk. X Defender Destroid was one of these family members, a walking weapon developed using OverTechnology for deployment by the United Nations Military. During development of the MBR-04-Mk I, a version of the Destroid ambulatory system with the anti-aircraft Contraves system (for use during the early stages of battle) was simultaneously being developed in a joint effort by Viggers-Chrauler under direction from the United Nations. This initial support Destroid, tentatively designated ADR-04-Mk. II, which still shared many components and even hull sections with the Tomahawk, did not progress beyond prototype stage - primarily because of a focus on the Tomahawk as UN's primary ground weapon. It nevertheless provided vital input for the ADR-04-Mk. X Defender, which became an important defensive asset to protect ground troops and vital locations, as well as for operations in space on board of the SDF-1.
Designed for the purpose of super-long-range firing in atmosphere and space, the Defender was rolled out in March 2009 and immediately put into action against the Zentraedi military. Unfortunately, the cost of the unit was high and posed significant difficulties for manufacturing, especially installing the high-definition targeting system, which lead to a bottleneck during mass production.
The ADR-04-Mk. X Defender's only weapons were two stub arms, each featuring a pair of large-caliber, specialized interception capability guns instead of manipulators, similar to the eventual mass-produced MBR-04-Mk. VI Tomahawk. The anti-aircraft engagement model (anti-tank class) wide-bore guns each fired 500 rounds per minute and all four barrels firing in combination were able to unleash continuous 2,000 rounds per minute, even though only short bursts of four rounds or just single shots were typically fired to save ammunition. The 78 mm rounds were aimed via an Erlikon Contraves fire control system and fired at an impressive muzzle velocity of 3,300 meters per second. A wide range of ammunition types could be fired, including HE, AP, APDS high speed, massive kinetic impact rounds, EMP grenades and rounds with chaff/flare/thermal mist charges. The internal belt magazines made it was possible to load up to three different types per twin gun and deliberately switch between them. The overall supply was, however, rather limited.
The rotating mechanism structure of the upper body allowed the unit to respond quickly to enemies approaching even from the rear, for a full 360° coverage of the whole hemisphere above the Destroid. Due to the independent arms, the Defender could even engage two targets separately and split its firepower among them. Additionally, the targeting system was capable of long-range firing in space and could perform extremely precise shooting at long distances in a vacuum/zero-G environment. Hence, the Defender Destroid was more a next generation anti-aircraft tank and in service frequently moonlighted as a movable defensive turret. However, despite featuring a common Destroid ambulatory system, the Defender's mobility was rather limited in direct comparison with a variable fighter Battroid, and it lacked any significant close-combat capability, so that it remained a dedicated support vehicle for other combat units.
180 ADR-04-Mk. X Defenders were ordered, built and operated by UN ground and space forces, about half of them were deployed on board of SDF-1. During the First Space War, around sixty more Defenders were converted from revamped MBR-04 series chassis, mostly from battle-damaged Tomahawks, but some later Phalanx' units were modified, too.
During its career the Defender was gradually upgraded with better sensors and radar systems, and its armament was augmented, too. A common upgrade were enlarged ammunition bays on the shoulders that could hold 50 more rounds per gun, even though this stressed the ambulatory system since the Defender's center of gravity was raised. Therefore, this modification was almost exclusively executed among stationary "gun turret" units. Another late upgrade was the addition of launch rails for AMM-1 anti-aircraft missiles on the gun pods and/or the torso. Again, this was almost exclusively implemented on stationary Defenders.
A short-range sub-variant, under the project handle "Cheyenne", was developed in 2010, too, but it was only produced in small number for evaluation purposes. It was based on the Defender's structure, but it carried a different armament, consisting of a pair of 37 mm six-barrel gatling guns plus AMM-1 missiles, and a more clutter-resistant radar system against fast and low-flying targets. The Cheyenne was intended as a complementary aerial defense unit, but the results from field tests were not convincing, so that the project was mothballed. However, in 2012 the concept was developed further into the ADR-04-Mk.XI "Manticore", which was fully tailored to the short-range defense role.
General characteristics:
Equipment Type: aerial defense robot, series 04
Government: U.N. Spacy
Manufacturer: Viggers/Chrauler
Introduction: March 2009
Accommodation: 1 pilot
Dimensions:
Height 11.37 meters (overall)
10.73 meters (w/o surveillance radar antenna)
Length 4.48 meters (hull only)
7.85 meters (guns forward)
Width 8.6 meters
Mass: 27.1 metric tons
Power Plant:
Kranss-Maffai MT828 thermonuclear reactor, output rated at 2800 shp;
plus an auxiliary GE EM10T fuel power generator, output rated at 510 kW
Propulsion:
2x thrust nozzles mounted in the lower back region, allowing the capability to perform jumps,
plus several vernier nozzles around the hull for Zero-G manoeuvers
Performance:
Max. walking speed: 72 kph when fully loaded
Design features:
- Detachable weapons bay (attaches to the main body via two main locks);
- Type 966 PFG Contraves radar and fire control set (a.k.a. Contraves II)
with respective heat exchanger on the upper back
- Rotating surveillance antenna for full 360° air space coverage
- Optical sensor unit equipped with four camera eyes, moving along a vertical slit,
protected by a polarized light shield;
- Capable of performing Zero-G manoeuvers via 16 x thrust nozzles (mounted around the hull);
- Reactor radiator with exhaust ports in the rear;
- Cockpit can be separated from the body in an emergency (only the cockpit block is recovered);
- Option pack featuring missiles or enlarged ammunition bays;
Armament:
2x Erlikon 78mm liquid-cooled high-speed 2-barrel automatic cannon with 200 rounds each,
mounted as arms
The kit and its assembly:
A kind of nostalgia trip, because my first ever mecha kit I bought and built in the Eighties was this 1:100 Destroid Defender! It still exists, even though only as a re-built model, and I thought that it was about time to build another, “better” one, to complete my collection of canonical Macross Destroids.
With this objective, the vintage kit was built basically OOB, just with some detail enhancements. The biggest structural change is a new hip joint arrangement, made from steel wire. It allows a more or less flexible 3D posture of the legs, for a more dynamic “walking” pose, and the resulting gaps were filled with paper tissue drenched in white glue and acrylic paint.
A more cosmetic change concerns the Defender’s optical sensor array on its “head”. OOB it just consists of a wide “slit” with a square window – very basic, but that’s how the defender is depicted in the TV series. However, I have a Macross artbook with original design sketches from Studio Nue, which reveal more details of this arrangement, and these include a kind of louvre that covers the mobile sensor array’s guide rails, and the sensor array itself consists of several smaller optical units – the relatively new 1:72 Defender from WAVE features these details, too, but the old 1:72 Defender from Arii (and later Bandai) also only has a red box, even though under a clear cover, which is IMHO dubious, though. The louvres were created from hemispherical styrene profile bits, the sensor array was scratched with a front wheel from an 1:100 VF-1 and more styrene bits.
The guns/arms were taken OOB, but I reduced the opening at the shoulder (and with it the angle the arms can be swiveled) with styrene profile material, which also hides the foo fit of the shoulder halves that hold the guns and a reinforcement styrene plate inside of them.
While I could have enlarged the ammunition boxes on the Defender’s shoulders (they are extended backwards), I left them in the original and OOB configuration. Another hull mod I eventually did not carry out were clear replacements for the molded searchlights. Having some visible depth and true clear covers would have been nice, but then I doubted the benefits vs. the mess their integration into the body would mean, so that I went for a simple paint solution (see below).
A final cosmetic modification tried to improve the look of the shanks – but it did not help much. On the Defender, there are two continuous ridges that run across the lower legs. This is a molding simplification and wrong because the Defender (and all other 04-Series chassis’) only features the ends of the ridges.
I tried to sand the inner sections away, but upon gluing the parts finally together I realized that the fit of these parts is abysmal, and PSRing on the resulting concave surface between the leftover humps was a nightmare. Did not work well, and it looks poor.
With this in mind, a general word about the Arii 1:100 Destroids with the Series 04 chassis: there are three kits (Defender, Tomahawk and Phalanx), and you’d expect that these used the same lower body just with different torsos. But that’s not the case – they are all different, and the Defender is certainly the worst version, with its odd “toe” construction, the continuous ridges and the horrible fit of the lower leg halves as well as the shoulders that hold the stub arms. The Tomahawk is better, but also challenging, and IMHO, when you are only looking for the lower body section, the Phalanx is the best kit or the trio.
Painting and markings:
This Defender was supposed to remain canonical and close to the OOB finish, so this became a simple affair.
All Macross Destroids tend to carry a uniform livery, and esp. the Tomahawk/Defender/Phalanx family is kept in murky/dull tones of green, brown and ochre: unpretentious "mud movers".
The Defender appears to carry an overall olive drab livery, and I settled on RAL 7008 (Khakigrau), which is - according to the RAL color list - supposed to be a shade of grey, but it comes out as a dull, yellowish green-brown.
This tone was applied overall from a rattle can, and the few contrast sections like the ammunition boxes or the dust guards of the knee joints were painted with NATO olive green (RAL 6014, Gelboliv, Revell 46). The hull was later treated with Modelmaster Olive Drab (FS 34087), which adds a more greenish hue to the basic paint.
The kit received a thorough black ink washing, then some dry-brushing with Humbrol 72 (Khaki Drill) was applied. The decals came next, taken from the OOB sheet, plus four decals for those vernier thrusters that had not been molded into the kit’s surface. The only change is a different piece of “nose art” on the left leg, replacing the original, rather small decal. It actually belongs to a Czech AF MiG-21MF (one of the two famous Fishbeds from Pardubice in 1989, aircraft “1114”) and filled the bumpy area over the lower leg’s seam (see above) well – a kind of visual distraction from the PSR mess underneath...
Finally, the kit was sealed with matt acrylic varnish, its major sub-assemblies put together. The optical sensors received lenses with clear paint over a silver base. The large searchlights were painted, too, with a silver base plus white and clear blue reflections on top, covered with a generous coat of Humbrol’s Clearfix to mimic a clear, glossy cover.
After final assembly, some mineral pigments were dusted onto the model’s lower areas with a soft, big brush.
I knew that the Defender was trouble, but esp. the legs turned out to be horrible to build. However, the small cosmetic changes really improve the model’s look, and I am quite happy with the result.
New Haven Railroad PP716 Alco DL109 locomotive (former # 716) portable power plant is seen in the yard at Boston, Massachusetts, late 1950's. This locomotive was converted to a portable power plant in 1957, for use as a DC power generator to test the electrical gear found on the new lightweight trains and FL-9's. Seen along side PP716, are some MOW cars constructed of wood, that were probably former baggage, REA, or mail storage cars. PP716 was retired soon after the new lightweight trains proved to be a failure, but remained on the property until 1969, however it was scrapped in late 1970. It's really too bad that this last New Haven DL-109 was not saved.
The name of the photographer that took this photo is unknown. This photo is from the Mac Seabree Collection.
Copyright Disclaimer under Section 107 of the Copyright Act of 1976, allowance is made for “fair use” for the purposes such as criticism, comment, news reporting, teaching, scholarship, and research. Fair use is a use permitted by copyright statute that might otherwise be infringing. Non-profit, educational or personal use tips the balance in favor of fair use.
The idea of a Small PaB Cup challenge ala Mantiskings's Single Set Challenge came up in a post on the Mobile Frame Zero Fans Facebook group a few weeks back. I finally got around to trying my hand at it. (Lynnwood WA USA)
I wanted to push this challenge as far as I could so I set my goal at 5 frames (with frames of all range configs) & 3 stations (w/ flags).
5 frames & 3 stations (w/ flags).
Left to right:
Command frame - 3x SSRs, 2x comm's pods, leg armor, free movement d8
Comm's Tower station
Hand-to-hand range frame - 2x Tesla Shockers (tm), leg armor, top armor, free movement d8
Arty frame - 2x long range cannons, leg armor, jump jets
Power Generator station
Soldier frame - assault cannon, leg armor, comm's pod, jump jets
Soldier frame - assault cannon, leg armor, comm's pod, jump jets
Anti-Air station
Mobile Frame Hangar post with more details.
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
Il s'agit du quatrième rover robotique envoyé sur Mars par la NASA depuis 1996, les précédents rovers sont Sojourner de la mission Mars Pathfinder (1997), Spirit (2004–2010) et Opportunity (2004–2019). C’est une nouvelle génération de rovers qui débarque sur Mars avec Curiosity qui a la taille d'une voiture avec 2,9 m (9,5 pi) de long sur 2,7 m (8,9 pi) de large sur 2,2 m (7,2 pi) de hauteur, une masse de 899 Kg dont 75 kg de matériel scientifique (SPIRIT & Opportunity : 1,5 m (4,9 pi) de long et ont une masse de 174 kg (384 lb) dont 6,8 kg (15 lb) d'instruments scientifiques). Un mât implanté sur l'avant de ce boîtier et qui culmine à 2,13 mètres, porte plusieurs caméras, des sondes atmosphériques, ainsi que le spectromètre laser. Curiosity peut s'aventurer sur des pentes à 45° sans se retourner, il peut escalader des rochers ou franchir des trous d'une hauteur supérieure au diamètre de ses roues (50 cm). Les 6 roues, qui comportent à leur surface des cannelures pour une meilleure prise dans un sol mou ou sur des rochers présentant une face abrupte, sont équipées chacune d’un moteur individuel. Chacune des 4 roues d'extrémité comporte un moteur agissant sur la direction ce qui permet au rover de pivoter sur place. Le rover Curiosity dispose d'une source d'énergie indépendante qui remplace les panneaux solaires mis en œuvre par les précédentes missions, fournie par un générateur électrique nucléaire de nouvelle génération (générateur thermoélectrique à radioisotope (GTR)), utilisant une charge de 4,8 kg de dioxyde de plutonium PuO2 enrichi en plutonium 238 générant une puissance initiale d'environ 2 000 W thermiques convertis nominalement en 120 W électriques62 par des thermocouples. Le rover dispose de 2,7 kWh/j au lieu de 0,6 à 1 kWh/j sur Opportunity, dont la puissance résiduelle, le 12 mai 2009 (après 1884 sols) n'était plus que de 460 Wh/j. Cette puissance sera indépendante de l'intensité du rayonnement reçu du Soleil et n'imposera donc pas d'arrêter la mission pendant l'hiver martien, contrairement au cas de Spirit et d'Opportunity. MSL dispose d'une autonomie nominale de deux années terrestres, mais sa source d'énergie devrait encore fournir 100 W électriques après 14 années terrestres de fonctionnement. L'électricité est stockée dans deux batteries rechargeables au lithium ion ayant chacune une capacité de 42 Ah. Le Rover est bardé d'équipements avec la "ChemCam" mise au point par des scientifiques français avec le Cnes et le CNRS, un laser pulvérise une mince couche de matière, dont la composition est évaluée par un spectromètre. Le MastCam : caméra haute définition, qui donne des images stéréographiques et en couleurs de l'environnement immédiat du véhicule. Elle permettra aussi d'observer les échantillons ramenés par le bras de robot du MSL. Le Mahli : une caméra qui prendra des images très rapprochées des roches et du sol, et de l'eau si on en trouve, avec des détails de taille inférieure au diamètre d'un cheveu. L’APXS : un spectromètre à rayons X pour mesurer la teneur relative des différents éléments chimiques dans les roches martiennes. Sam : laboratoire conçu pour détecter et analyser les matières organiques dans le sol. Il est constitué de 3 instruments : un chromatographe en phase gazeuse, un spectromètre de masse, et un spectromètre lase accordable. CheMin : instrument qui, par diffraction et fluoresence des rayons X, va identifier et quantifier les minéraux présents dans les échantillons de roches collectés par le bras de robot. DAN : un émetteur-détecteur de neutrons, dont le rôle est de mesurer la présence d'hydrogène sous la surface du sol, signe de la présence possible d'eau (fourni par l'Agence spatiale russe). Rad : instrument chargé de détecter toutes les particules qui frappent le sol martien, en provenance du soleil ou du rayonnement cosmique, une information nécessaire pour d'éventuelles missions humaines sur Mars. Rems : station météo du Rover : elle mesure la pression, la température, les vents, et les niveaux de radiation ultra violets (ensemble est conçu par le ministère espagnol de l'éducation et de la science).Le calculateur embarqué du rover MSL, contrairement à celui des rovers MER, est complètement redondant. L'ordinateur du rover prend en charge les phases de transit Terre-Mars et la descente sur le sol martien. Un processeur central trempé par rayonnement avec architecture PowerPC 750: un BAE RAD 750, fonctionne à une vitesse allant jusqu'à 200 mégahertz (10 fois plus vite que les ordinateurs des robots rovers Spirit et Opportunity), 2 Go de mémoire flash (environ 8 fois plus que Spirit ou Opportunity), 256 Mo de mémoire vive dynamique et 256 kilo-octets de mémoire morte programmable effaçable électriquement. Contrairement aux robots envoyés précédemment, Curiosity reste en permanence en contact avec la Terre et transmet quasiment en temps réel le fruit de ses découvertes. Les informations, relayées via les satellites qui gravitent autour de Mars, mettent environ 14 minutes pour parvenir à la Terre. Les objectifs du rover incluent une enquête sur le climat, la géologie et des études d' habitabilité planétaires en préparation à l'exploration humaine…
Date de lancement : le 26 novembre 2011 à 15h02 UTC
Fusée : Atlas V 541
Site de lancement : Cap Canaveral
Atterrissage : 6 août 2012 sur Aeolis Palus à l’ intérieur du cratère Gale à 05h17 UTC.
Missions : Mars a-t-elle pu être habitable dans le passé?
Dernier contact : En juin 2014 le rover qui a parcouru 7 km se dirige rapidement vers le Mount Sharp. Le rover a parcouru 18,01 km à la surface de Mars à son 1930e sol (10 janvier 2018). Le rover a parcouru 22,65 km à la surface de Mars à son 2422e sol le 30 mai 2019. Curiosity est toujours opérationnel aujourd'hui.
This is the fourth robotic rover sent to Mars by NASA since 1996, the previous rovers are Sojourner from Mars Pathfinder Mission (1997), Spirit (2004-2010) and Opportunity (2004-2019). It's a new generation of rovers landing on Mars with Curiosity that's the size of a car with 2.9 m (9.5 ft) long and 2.7 m (8.9 ft) wide by 2 , 2 m (7.2 ft.) In height, a mass of 899 kg including 75 kg of scientific equipment (SPIRIT & Opportunity: 1.5 m (4.9 ft.) Long and weighing 174 kg (384 lb.) ) of which 6.8 kg (15 lb) of scientific instruments). A mast implanted on the front of this case and which culminates at 2.13 meters, carries several cameras, atmospheric probes, as well as the laser spectrometer. Curiosity can venture on 45 ° slopes without turning, it can climb rocks or cross holes of a height greater than the diameter of its wheels (50 cm). The 6 wheels, which have grooves on their surface for better grip in soft ground or on rocks with a steep face, are each equipped with an individual engine. Each of the 4 end wheels has a motor acting on the steering which allows the rover to rotate in place. The Curiosity rover has an independent power source that replaces the solar panels implemented by previous missions, provided by a new generation nuclear power generator (radioisotope thermoelectric generator (GTR)), using a load of 4, 8 kg of plutonium plutonium dioxide PuO2 enriched with plutonium 238 generating an initial power of about 2000 W thermal converted nominally into 120 W electric62 by thermocouples. The rover has 2.7 kWh / d instead of 0.6 to 1 kWh / d on Opportunity, whose residual power, May 12, 2009 (after 1884 soil) was only 460 Wh / d. This power will be independent of the intensity of the radiation received from the Sun and therefore will not force to stop the mission during the winter Martian, unlike the case of Spirit and Opportunity. MSL has a nominal life of two Earth years, but its power source is expected to still provide 100 W electrical after 14 Earth years of operation. Electricity is stored in two rechargeable lithium ion batteries each having a capacity of 42 Ah. The Rover is loaded with equipment with the "ChemCam" developed by French scientists with Cnes and CNRS, a laser sprays a thin layer of material, whose composition is evaluated by a spectrometer. The MastCam: high definition camera, which gives stereographic and color images of the immediate environment of the vehicle. It will also allow to observe the samples brought back by the MSL robot arm. The Mahli: a camera that will take images very close to rocks and soil, and water if it is found, with details smaller than the diameter of a hair. APXS: an X-ray spectrometer to measure the relative content of different chemical elements in Martian rocks. Sam: laboratory designed to detect and analyze organic matter in the soil. It consists of 3 instruments: a gas chromatograph, a mass spectrometer, and a lase tunable spectrometer. CheMin: instrument that, by diffraction and X-ray fluorescence, will identify and quantify the minerals present in the rock samples collected by the robot arm. DAN: a neutron emitter-detector, whose role is to measure the presence of hydrogen below the surface of the ground, sign of the possible presence of water (provided by the Russian Space Agency). Rad: instrument responsible for detecting all the particles that strike the Martian soil, from the sun or the cosmic radiation, a necessary information for possible human missions on Mars. Rems: Rover weather station: it measures pressure, temperature, winds, and ultraviolet radiation levels (together is designed by the Spanish Ministry of Education and Science). The MSL rover's on-board computer, unlike the MER rovers, is completely redundant. The rover's computer supports the Earth-Mars transit phases and the descent onto the Martian ground. A central radiation-hardened processor with PowerPC 750 architecture: a BAE RAD 750, operates at a speed of up to 200 megahertz (10 times faster than the computers of the Spirit and Opportunity robot rovers), 2 GB of flash memory (about 8 times more than Spirit or Opportunity), 256 MB of dynamic random access memory and 256 kilobytes of electrically erasable programmable read only memory. Unlike robots previously sent, Curiosity remains permanently in contact with the Earth and transmits almost in real time the fruit of its discoveries. The information, relayed via the satellites that gravitate around Mars, takes about 14 minutes to reach the Earth. The objectives of the rover include a survey of climate, geology and planetary habitability studies in preparation for human exploration ...
Launch date: November 26, 2011 at 15:02 UTC
Rocket: Atlas V 541
Launch site: Cape Canaveral
Landing: August 6, 2012 on Aeolis Palus inside the crater Gale at 5:17 UTC.
Missions: Could Mars have been habitable in the past?
Last contact: In June 2014 the rover, which has traveled 7 km, is moving rapidly towards Mount Sharp. The rover traveled 18.01 km on the surface of Mars at its 1930th ground (January 10, 2018). The rover traveled 22.65 km on the surface of Mars at its 2422nd ground on May 30, 2019. Curiosity is still operational today.
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area