View allAll Photos Tagged Reliable
When injuries are sustained on the battlefront, fast and reliable CASEVAC (casualty evacuation) airframes are invaluable. Once again proving it's versatility, the Gaerlan Heinz 23 "Cricket" (variant shown is the GH-23C with optional Life Support Unit and 52mm strafing cannon) filled the role. CASEVAC differs from MEDEVAC in that vehicles used for medical evacuation are dedicated to treating various injuries. "Dustoffs" (callsign given to CASEVACs) are battle ready variants painted and clearly marked, as per Article II of the Geneva Convention, but are not prepared to treat major injuries. Like all other Cricket variants, the GH-23C has two blast cannons under the bottom wings but also heavily relies on the Marines it carries for defense. Even injured Devil Dogs were given weapons and expected to defend the bird, solidifying the belief the every Marine is a rifleman, even at all costs.
A small craft, the Gaerlan Heinz-23 has been a versatile and invaluable part of the The Corps' offense and defense since its introduction seventeen years ago. Multiple variations exist- featured are the GH-23Charlie (left), GH-23Foxtrot (center), and the GH-23Mike (right). These Crickets can carry up to eight Devil Dogs, a pilot, five fully armed and/or two injured on the bottom wing pylons.
Almost every Marine currently in the Corps has flown into battle strapped to the side of a "Cricket".
Very little armor makes this dropship incredibly fast and maneuverable, even fully loaded with troops.
Alone, the GH-23 has limited armament, just two blast cannons under the bottom wings. However, a veritable cornucopia of weapons systems can be attached in lieu of (or addition to) battle ready Marines, in essentially any combination.
The versatile weapons payload, ability to quickly pick up or drop off troops, and sheer maneuverability (not counting that they were ridiculously cheap to manufacture) made the GH-23 "Cricket" a favorite among The Corps brass and also the Devil Dogs they carried into and out of battle.
Digital cameras, battery-powered drills or hybrid cars – wherever power doesn't come out of a socket, these nano to micro meter sized metal oxide particles are used as a reliable energy source for batteries. The pictured particles are so-called embedded compounds. The lithium ions are embedded in a metal oxide crystal framework while the electrons are distributed throughout the particle.
Magnification 2 200 :1 (12cm in width)
Print free of charge. Copyright by BASF.
From the beginning Strathalbyn prospered because of its access to water from the Angas River, its reliable rainfall, its genial climate for cropping and from the patronage of its wealthy founders. The town was laid out in 1840 and blocks sold at that time. But Strathalbyn has always had a range of local industry. A foundry operated in the town from the mid 1850s as well as the usual businesses of blacksmith, saddlery etc, and the town handled coach services to Wellington via Langhorne Creek from around 1854. It was also one of the first towns in SA to have its own gas works started by David Trenouth in 1868. By 1870 the small urban centre of Strathalbyn had gas street lights! The gas works operated until 1917 when an electrical service took over power provision. From an early date Strathalbyn also had its own newspaper and printing press the Southern Argus housed in Argus House which was built 1867/68. The Southern Argus which is still published, is SA’s oldest country newspaper. In 1912 it established an offshoot - the Victor Harbor Times. In terms of transportation and the transport of goods Strathalbyn prospered as it was the terminus of the horse drawn tram service from Port Elliott and Goolwa in 1869. That is why the Terminus Hotel is so named. In 1884 that line was converted to a broad gauge rail line for steam engines and linked at Mt Barker with the line to Adelaide. Strathalbyn had a flour mill from 1850 as noted above and in the 1860s the town had its own brewery. The heyday of business boom for Strathalbyn was in the 1860s and 1870 when so many of the fine town buildings were erected.
Heritage buildings are shown on map above and they include: Commercial Street/Dawson Street
•At the northern end of Commercial Street on the corner with North Parade is the Doctor’s Residence. 26 North Parade. Dr Herbert built a grand 8 roomed residence here in 1858. Dr Ferguson purchased it in 1869 and added and altered the verandas. Dr Shone bought it in 1897. Dr Formby took it over in 1907 and kept it until he sold it to Dr Fairley in 1979! Note the double chimneys and the ogee(S shaped) gutters above the bay windows and the 1850s French windows.
•On the northern end of Commercial Street is the Wesleyan Methodist Church which was built in 1874. It replaced the demolished Methodist church built in 1854. Built of random stone, semi rounded windows etc. It became the only Methodist church at the time of Methodist amalgamations in 1900 .It closed around the time of amalgamation with the Presbyterians and Congregationalists in 1977. The Hall was added in 1939.
•Blackwell House, 18 Commercial Street. A two storey bluestone structure from the 1860s. It was much altered in 1912 when the parapet along the roof was removed, the slate replaced with iron and the upper balcony added.
•The former Power House 1917 –when gas works closed. Became Council Chamber 1939 when ETSA arrived.
•Coleman Mill store. Fine stone building with few windows. Built 1864. Coleman bought the mill from Gollan.
•1850 flour mill which was sold to Laucke’s in 1938. Commercial Rd and Mill Street an imposing four storey structure. Note the four storeys, purple sandstone, and little windows.
•Beside the mill is Water Villa house. The earliest part dates from 1849 and the Italianate bay window sections were added in 1879. David Gollan the owner of the 1850 flour mill built this as his residence. It is a mixture of stones. Note the French doors in the old original part of the house onto the veranda.
•Argus House, 1868. 33 Commercial Street. It was a print works and residence and shop.
•Post Office 1911. 37 Commercial Street.
•Savings Banks of South Australia. A fine two storey structure for the bank and manager’s residence. Built in 1930. It has rough stone, prominent gables, repeating arches, wooden doors, and terra cotta tiles.
•Church of Christ. Opened in 1873.Limestone walls, arched windows.
•Masonic Hall built in 1896 but Lodge established 1866. Additons 1912 and 1957.
Rankine Street/Albyn Terrace.
•Strathalbyn Police Station (1855) and Court House (1865) now the National Trust Museum. Outside is a plaque for Donald McLean who claims he grew the first wheat crop in South Australia around 1839.
•National Bank 2 Albyn Terrace. Squared stone blocks, two storeys and a dominant building. Elaborate porch and balcony and decorative window surrounds etc. Erected in 1869. Nearby Norfolk Island pine was planted in 1895.
•Tucker & Sons solicitors at 8 Albyn Terrace. Have a look at all the shops along Albyn Terrace a great 19th century streetscape still largely intact. It was used in the film “Picnic at Hanging Rock.”
Everest Basecamp – mount everest, who does not know this mountain. The highest mountain in the world with a height of 8.848 meters (29,028 ft). who always wanted conguered mountain climbers climbers reliable. This mountain is deadly for novice climbers, so for those of you who are still a beginner, do not try to try to conguered this mountain. not necessarily because of his conguered climbers can reliably especially novice climbers.
The following is the Everest base camp
At Everest Base Camp, climbers will Often spend 4-8 weeks, acclimatizing to the altitude. During that time, the “Icefall Doctors” will set up ropes and ladders in the notoriously unstable Khumbu Icefall. Seracs, crevasses and shifting blocks of ice of make the icefall one of the most dangerous sections of the route. Many climbers and Sherpas have been killed in this section. To reduce the risk, climbers will usually begin Reviews their ascent well before sunrise when the freezing Temperatures glue ice blocks in place.Camp I
Above the icefall is Camp I at 6.065 m (19,900 ft) Camp 1 is mostly a temporary camp with most climbers just spending one night at this camp.Camp II
Base Camp II, Advanced Base Camp (ABC) is established at 6,400 m (21,300 ft). The Western Cwm is a are relatively flat, Gently rising glacial valley, marked by huge lateral crevasses in the center roomates Prevent direct access to the Upper Reaches of the Cwm. Climbers are forced to cross on the far right near the base of Nuptse to a small passageway known as the “Nuptse corner”. The Western Cwm as the topography of the area geneally cuts off wind from the climbing route. The high altitude and a clear, windless day can the make the Western Cwm unbearably hot for climbers.Camp III
From ABC, climbers ascend the Lhotse face on set of ropes up to Camp III, on small ledges situated at Approximately 7,200 m to 7,400 m. From there, it is another 500 meters to Camp IV on the South Col at 7.920 m (26,000 ft). From Camp III to Camp IV, mountaineers are faced with two additional obstacles: The “Geneva Spur” and the “Yellow Band”. The Geneva Spur is an anvil shaped rib of black rock named by a 1952 Swiss expedition. Fixed ropes help climbers in scrambling over this snow covered rock band. The Yellow Band is a section of sedimentary sandstone. The route from the base of the Lhotse face to the Summit is almost always completely fixed with static line.Camp IV
On the South Col, climbers are very close to 8,000 m and can only spend limited time at those altitudes even with supplemental oxygen. Climbers typically only have a maximum of two or three days they can tolerate at this altitude for making peak bids. Clear weather and low winds are important factors when Deciding on a summit attempt. If weather does not cooperate within Reviews These short few days, climbers are forced to move down, many all the way back down to Base Camp.
From Camp IV, mountaineers Reviews their summit push will start from 8 pm to 2 am with the hope of reaching the summit (still another 1,000 meters above) within 10 to 12 hours. Climbers will first reach “The Balcony” at 8,400 m (27,700 ft), a small platform where they can rest and gaze at peaks to the south and east in the early dawn light. Continuing up the ridge, climbers are then faced with a series of impressive rock steps the which usually forces them to the east into waist deep snow, a large amount of sudden grave hazard. At 8,750 m (28,700 ft), a small table-sized arena of ice and snow marks the South Summit.
From the South Peak, mountaineers go after the knife-edge along the Southeast Ridge the which is known as the “Cornice traverse” where snow griping to irregular rock. This is the most bare part of the climb as a misstep to the left would send one 2,400 m (8,000 ft) down the southwest face while to the immediate right is the 3,050 m (10,000 ft) Kangshung face. At the end of this traverse is an imposing 12 m (40 ft) rock wall called the “Hillary Step” at 8.760 m (28.750 ft).
Tenzing and Hillary were the first mountaineers to rise this step and they did it with prehistoric ice climbing equipment and without fixed ropes. Now, climbers will ascend this step using fixed ropes Previously set up by Sherpas. Once above the step, it is a comparatively easy climb to the top on fairly angled snow slopes – though the exposure on the ridge is extreme especially while traversing very large cornices of snow. After the Hillary Step, climbers must traverse Also a very loose and rocky section that has a very large entanglement of fixed ropes that can be troublesome in bad weather. Climbers will typically spend less than a half-hour on “top of the world” as they Realize the need to descend to Camp IV before darkness sets in, afternoon weather Becomes a serious problem, or supplemental oxygen tanks run out.
That Everest base camp you will visit when you are mountain climbing Everest. if you are big enough guts, you should climb this mountain. but if you are in doubt it is better not try to climb this mountain.
by New Hotel Travel in ift.tt/1q2Vh1i
Reliable all-day delivery. Replaced by the 1984 C15 Series.
This one is obviously owned by a Citroën enthusiast.
For more info & pics about the Acadiane restoration project & travels: www.glimeend.nl/aca.html
602cc 2 cylinder air-cooled boxer engine.
710 kg.
Production Acadiane: 1978-1987.
Initial first registration: Sept. 26, 1985.
New Dutch (replacing) reg. number: June 1998.
Same owner since March 3, 2006.
Amsterdam-N., Christoffelkruidstraat, Aug. 12, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
This ad for Junior Army & Navy Stores Limited appeared in the 5 December, 1917 issue of The Bystander.
A Lipotrchies sp. of native bee making the most of our Westringia “Wyngabbie Gem” which flowers almost all year round. [Lower Blue Mountains, NSW]
early bloomers. These have been flowering since December.
finally weeded the garden today...satisfying!
K96RGA was a Mercedes 709D/ Dormobile Routemaker B29F purchased new by Bridge Coaches of Erskine from Blythswood Motors (dealer) in 1993. It passed to Clydeside with the business and was numbered as 238. It would later pass to Reliable Bus of Johnstone for further service.
The toad lily.......
"From the Internet ......
" Although it looks as if it could have been Photoshopped for a sci-fi cartoon, the toad lily (Tricyrtis hirta) actually comes from moist woodlands and high elevations from Eastern Asia to the Philippines. Its unfortunate common name, the toad lily, refers to the frog-like blotches and markings on the flowers. This is misleading, since the bright purple markings on the flower are intriguing rather than toad-like. The funnel-shaped white flowers are spotted with vibrant purple spots with matching centres. The stems are leafy and arching.
Despite their exotic look, toad lilies are easy to grow. What makes them a special perennial is not only the bright, unique flowers, but also their ability to bloom in shade from late summer to early fall. Not too many plants provide bright colour in the shade this late in the season."
Blyth.
This small town of 300, with reliable annual rainfall of over 420mm was founded in 1875. But the Hundred of Blyth was declared in 1860 and named after Sir Arthur Blyth a successful SA businessman and politician who had arrived in the colony in 1839. Sir Arthur Blyth was Premier of South Australia three times albeit for short periods of time. Before the declaration of the Hundred of Blyth the area was under pastoral leases to local pastoralists from Clare such as Edward Gleeson and George Hawker of Bungaree and the Jacob brothers. The town grew with the arrival of the railway in 1875 after it was extended from the previous terminus at Hoyleton. Once it reached Blyth there was much agitation in Clare about having a railway built from Blyth to Clare but this never happened. The fine stone gable ended railway station was erected in Blyth in 1878. The railway line was then later extended northwards again in 1894 to go on to Yacka, Georgetown and connect with the existing railway network at Gladstone. The historic buildings and structures of Blyth include the Blyth Hotel which opened in 1876 with an upper storey added in 1910 and the old Lutheran St Petrie church built in 1886 and closed in 1969 - it is now the Medika Art Gallery known for its beautiful Australian bird and plant paintings of artist Ian Roberts. He sells items with reproduced images of his paintings on place mats, mugs and jewellery etc.
In its heyday the town had a butter factory (the 1890s), the school which opened in 1878, and a Wesleyan Church which opened in 1878. The hospital, one of the first government hospitals, and the Catholic Church both opened in 1911. Alas the hospital is now closed despite additions in the 1930s and 1970s and the large Catholic Church was demolished in 1982 to make way for the Burkanendi Homes for the Aged.
The Institute and Town hall was built in 1904 when two front rooms were added to the Blyth Hall which had been built in 1893 by the Institute Committee. In 1904 one of the new rooms was for the Council and the other for the Institute Library. The hall was enlarged again in 1932 when movie pictures were shown for the first time in the hall. Some church services began in the hall. In 1909 an Anglican Church opened although services had begun earlier in 1901 in the institute hall. In more recent times a new Lutheran Church was built in 1970 and today it is the only church still open for worship in Blyth. The German family of Roderick Buzacott ran a coach building business in Blyth for many years with up to 40 employees. It started in 1891 and finally closed in 1929 as motor cars replaced horses and coaches. The town had several stores and a bank. As around half of the settlers of the district were of German Lutheran background it also had a Eudunda Farmers’ Cooperative Store. Store number Nine operated in Blyth from 1908 to 1984 when it was sold. Sir Lyell McEwin and Lady McEwin who had property at nearby Hart were both buried in the Blyth cemetery. The fine old railway station in Blyth has been closed since the rail services to Gladstone ceased around 1980. The tracks were torn up and the station is now used by a trucking company but it is in a terrible state of disrepair. The old English Scottish and Australian Bank in the town closed in 1942. Blyth also had a second Lutheran Church apart from St Petrie. It was built in 1909 on South terrace and demolished in 1970 to make way for a newly built third Lutheran Church. Trinity Lutheran opened in 1971. From 1881 to 1909 the congregation met in the disused Wesleyan Methodist church near Blyth cemetery. In the early years Blyth also had a flourmill as it was basically a wheat growing district. The flourmill opened in 1897 near the railway station. Benjamin Deland and his family ran the mill from its inception until its closure in 1920. Mr Deland died in 1906. The last vestiges of the flour mill were demolished in the 1940s.
Blyth was the site of an experiment in land development. The Working Men’s Block scheme was instigated by the SA government in 1885 after much agitation for the scheme from George Cotton a member of the Legislative Council. He formed the Homestead League in 1885 to promote the legislation. The scheme was based on small acreages of up to 20 acres being made available at low rental cost to working men so that they could grow fruit, vegetables, keep a cow, chickens and a few pigs etc to supplement their incomes. Further legislation in 1891 permitted “blockers” to purchase their land at low cost. Blocks were especially created along the old Travelling Stock Routes across the state including along the Clare to Lochiel Road. In 1887 seventeen blocks on the road to Lochiel were created but the scheme was not successful. The blocks still remain there as large housing blocks. A second release of blocks on the Clare Road east of the town parklands was much more successful as the creeks from the Clare Hills provided more reliable water. These blocks eventually were turned into broad acre paddocks or added to existing farms and there is no sign that this “blockers” scheme ever existed here.
SD Reliable, a Damen ATD Tug 2909 operated by Serco, heads down the Clyde to assist USNS Robert E Peary at Loch Striven, during the departures for Exercise Joint Warrior 16-1.
This, and other images, available for sale by clicking the link
Stock photography by Marco McGinty at Alamy
©Copyright Notice
This photograph and all those within my photostream are protected by copyright. They may not be reproduced, copied, transmitted or manipulated without my written permission.
Had a trip to the Caribbean planned out for the first week of the new year, but world politics had other plans so we pivoted half-way across the country and doubled back to Kona for something safe an reliable.
Reliable all-day delivery. Replaced by the 1984 C15 Series.
This one is obviously owned by a Citroën enthusiast.
For more info & pics about the Acadiane restoration project & travels: www.glimeend.nl/aca.html
602cc 2 cylinder air-cooled boxer engine.
710 kg.
Production Acadiane: 1978-1987.
Initial first registration: Sept. 26, 1985.
New Dutch (replacing) reg. number: June 1998.
Same owner since March 3, 2006.
Amsterdam-N., Christoffelkruidstraat, Aug. 12, 2015.
© 2015 Sander Toonen Amsterdam | All Rights Reserved
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
Photographed on July 25, 2015 at the Inn at St. John's in Plymouth, Michigan. Reliable is the carrier for many of the show cars traveling to and from the the Concours d'Elegance of America at St. John's. This Model A pickup is a fiberglas replica mounted on a Corvette frame and chassis, so I suspect it could be considered a "sleeper".
All of my classic car photos can be found here: Car Collections
Press "L" for a larger image on black.
Reliable Trucking operates 60 Class 8 tractors – the majority haul pneumatic double trailers loaded with dry cement, while others, like this Kenworth T880 pictured here, are hooked to bottom dump trailers for aggregate. A few flatbeds complete the trailer lineup. Reliable Trucking lost 500 pounds when the company spec’d its latest T880s with the PACCAR MX-11 engine, rated at 430 hp with 1,550 lb.-ft of torque and driven through Eaton Fuller UltraShift(R) Plus transmissions.
Despite the introduction of crude gunpowder-based artillery by rival guilds, the mainstay of the Avalonian army's arsenal of siege engines remains the reliable trebuchet.
Built for the Guild of Avalonia as part of the Castle Community Build on Eurobricks, to obtain the title of Siege Master. It is a bit on the small side, but I wanted it to fit on the 24x24 base. This is one of the smaller support trebuchets, which would be used to take out men on the walls or lob small bombs and the like into enemy fortifications, as opposed to actually knocking down walls. Yes, it moves. No, it doesn't shoot. I went for looks instead of functionality, and the counterweight isn't heavy enough to generate the amount of force fast enough to whip the sling around, and if it was, I doubt the frame would hold it up.
Reliable all-day delivery. Replaced by the 1984 C15 Series.
602cc 2 cylinder air-cooled boxer engine,
Production Acadiane: 1978-1987.
Original French reg. number: 1984 (Pyrénées-Orientales).
Number seen: 2.
Arles-sur-Tech (Pyrénées-Orientales, Fr.), Carrer de Clota, May 5, 2017.
© 2017 Sander Toonen Amsterdam | All Rights Reserved
My SMC Takumar 55mm f/2 lens in the foreground.
My SMC Takumar 135mm f/3.5 lens in the background.
Shooting Mode: AV
Focus Mode: One Shot
White Balance: Daylight
Exposure Comp: -0.5
My work is done!
Ends of her eyebrows are lighter now, she has longer upper eyeliner, her eyes are about one tone lighter, she got whiter sclera and her lips have more details. Tried to keep her original as possible, but I had to make these changes.
Reliable Rexall Sunset Pharmacy, 801 Irving Street, San Francisco, California. In business since 1932.
Latterly 'lightweight' PSVs, generally of Bedford or Ford manufacture never really lived very auspicious lives within the Berresford group, particularly when used turn-about with the 'heavyweights'. Unless they could be allocated to someone sympathetic, their periods in service between mending could be dramatically short. The fact that to a man, they had manual gearboxes mitigated against their popularity. The Fords were 'weak' in the brake department, the Bedfords suffered perpetual engine failures, neither had long clutch lives. In order to improve the Bedford product, Berresfords retro fitted Leyland 400 series engines with Albion 6 speed boxes ... which improved power unit life, but reduced that of the clutch as drivers dispensed with the lower gears!
One little coach which bucked the trend was Plaxton bodied YRQ WNL 549J which had come into the fold after the acquisition of Brown's 'Direct Coal & Haulage Co. (Mosswood Tours)' of Wetley Rocks. After being a fairly reliable if sluggish little plodder, one day it's engine expired whilst working at Stoniers. Unusually, a replacement Bedford 466 arrived for fitting. Goodness knows what it had come out of, but it was set up to perfection... indeed the best engine of the type I'd ever encountered. On a test run, I recall having to slow down for the bends on the ascent of the 1:12 Kidsgrove Bank in fourth gear. (out of five).
The picture was taken towards the end of it's working life wearing Stonier's livery and at Parsonage Street garage, Tunstall.
German WW2 era Light Tank Destroyer
Official designation:- Sd.Kfz 138/2 Jagdpanzer 38(t)
Built:- 1944 to 1945
Total production:- 2,827
Main Armament:- 75mm Pak 39 L/48 gun
The Hetzer was one of the most common German Tank Destroyers at the end of WW2. It was built in large numbers, was mechanically reliable and was easy to conceal because of its small size.
Although painted to represent a WW2 German Hetzer, this example is actually a Czech built Panzerjäger G13 from the postwar Swiss Army. The Swiss had some 158 G13s and they remained in service until the 1970’s, when many were gifted to museums or sold to private collections.
Fully operational, it is seen in the Kuwait Arena during TankFest 2019.
The Tank Museum, Bovington Camp, Dorset, UK.
29th June 2019
# TUTORIAL ESPECIAL – COMO TIRAR FOTOS DE RAIOS #
1. Após 3 anos de espera por outra tempestade igual (à primeira em novembro de 2008, já postada aqui), suba correndo os 12 andares até o seu apartamento porque a tempestade miseravona derrubou a energia do quarteirão inteiro e você NÃO quer estragar sua única oportunidade trienal ficando preso no elevador;
2. Monte seu tripé, ajuste os parâmetros da câmera e faça fotos de teste até descobrir o melhor acerto óptico – você não vai gostar quando descobrir que conseguiu algumas fotos com belos raios, porém borradas ou cheias de ruído... Nesse caso, comecei com longas exposições de 10 segundos e passei pra 5, subexpondo levemente sem aumentar a abertura (mantendo assim uma excelente nitidez), a fim de eliminar o tempo de trabalho da câmera em redução de ruído para longa exposição e tirar mais fotos (você provavelmente perderá boas oportunidades enquanto a câmera está indisponível executando o "noise reduction job");
3. Preste atenção em que área do céu está havendo a maior concentração de raios e mire para lá – importante: não saia de lá, evite ceder à tentação de mudar toda hora a posição da câmera, uma hora seu raio cairá pra onde a câmera está apontada;
4. Deixe o foco no manual, fixo no melhor acerto que você conseguiu, para evitar perda de tempo desnecessária na focagem automática a cada disparo;
5. Óbvio, não esquecer de programar o atraso da exposição (o famoso timer), no menor tempo que puder, 1 ou 2 segundos, caso você não tenha um controle remoto (rápido e confiável). O movimento feito ao acionar o botão de disparo, mesmo com a câmera no tripé, pode deixar a foto tremida, e o atraso é apenas o tempo necessário para permitir que você retire o dedo do botão e o tripé absorva a vibração gerada nesse movimento; se for longo demais, você sofrerá vendo os raios caindo antes de ouvir o obturador abrindo;
6. APERTE O BOTÃO COMO SE NÃO HOUVESSE AMANHÃ!
47 minutos e 225 fotos depois... VOILÁ!!!!
***********************************************************************************************************
# SPECIAL TUTORIAL – HOW TO TAKE LIGHTNING PHOTOS #
1. After three years waiting for another storm (like that first one, see below in the coments), take the stairs and run to the twelfth floor where you live – you DON'T WANT to get stuck in the elevator if some malfunction occur while the power source switches to the generator and lose your one-in-three-years precious opportunity;
2. Set your camera up with its tripod, shoot some test photos and adjust the parameters (aperture, shutter speed, ISO, etc.) to achieve the best results: you don't wanna end up with some thunderbolts captured in blurred or noisy photos. Don't mind if you lose some opportunities in this process, you'll have your chance. In this case, I've started doing 10 seconds exposures, then lowered to 5 seconds without change the aperture (to maintain sharpness, even getting a little lower exposure value), in order to eliminate the "noise reduction job" between the shots (you're likely to lose good shots while the camera do this);
3. Notice the sky area with the higher thunderbolt occurrence then point your camera there, avoiding the temptation to follow the position of them as they fall. With some time, you'll eventually get your lightning photo;
4. Make sure you have the correct focus and leave it locked on manual, to save the time that would be spent in the automatic focusing job every shot;
5. Obviously do not forget to set the timer, unless you have a fast and reliable remote control. One or two seconds are enough, just to give the tripod the time needed to absorb the vibration generated by the movement of pressing and releasing the button;
6. PRESS THE SHUTTER RELEASE BUTTON LIKE THERE'S NO TOMORROW!!!
Then, 47 minutes and 225 shots after... VOILÁ!!!
A soldier's dream, compact, reliable, powerful, accurate, simple. All housed in this, the Assault Rifle-Infantry Standard Assault Rifle-Attempt one Mass Production
from Wendigo Armaments.
Wendigo Armaments logo soon to come.
Credit to:
Wezzy-Rails.
Worlock-Mag release. (part of his electronic triggers)
SPW Woitek (Amy)-Trigger and guard.
Keeb SPW wingman-Rear sight.
Another day, another E-Type, and this example is one of what many consider the better cars, being the stylish and flamboyant Series I fitted with the powerful and reliable 4.2L Straight Six engine!
One of the most revolutionary cars in all of motoring history, a car that has often been declared as the Space Shuttle in the Middle Ages! Beauty, style and performance all harnessed in one simple bodyshell. It can't be anything other than the Jaguar E-Type!
When it was launched in 1961, Britain was still very much an antiquated Victorian country, and transport was not much better. Steam Trains still had another 7 years to go and the most you could get out of the Motor Industry were flaky BMC products such as the humble Austin Cambridge and the Morris Minor. Unbeknownst to this very slow moving world of modesty, the entire picture was about to be turned on its head. In music, the Beatles rocked their way into everlasting legacy, the De Havilland Comet brought nations closer together, and Jaguar launched the E-Type, a car that set the motoring world ablaze!
Designed by Malcolm Sayer and powered by a 3.8L Straight Six engine, the Jaguar E-Type could now whisk people to 150mph, and with there being no speed limits back then, that was not too much of a stretch to imagine. You just had to look at it to see nothing but speed, everything about it was designed to go as fast as possible!
In spirit, the E-Type can trace its roots back to the race ready D-Type, also designed by Malcolm Sayer and notable for raking home victory after victory at Le Mans, being credited with being one of the most advanced sports cars of all time. A limited edition road going version, the XKSS, made the idea of a D-Type on the public highway possible, and parts developed in this often forgotten little gem helped to culminate in the final and superb E-Type.
On March 16th 1961, the E-Type was released upon the unsuspecting public at the Geneva Motor Show to an absolute roar of applause and acclaim. It made the front page of pretty much every newspaper in Europe, and orders absolutely rolled in by the thousand! The thing that made the E-Type so desirable was the fact that it was fun on a budget, a high performance 150mph capable machine for an affordable price of just £2,000, the equivalent of about £40,000 today. Now you may think that's a lot of money, but when you consider that a car of comparable beauty and performance was double that price, you'd know it was something truly special.
However, this proved to be a problem for the comparatively small company, who simply couldn't turn out the cars fast enough to supply the demand. Millions and Millions of Pounds worth of orders were being placed, with some owners even going so far as to place deposits at 10 to 15 Jaguar dealers hoping that one of them could give them a car! The biggest problem was trying to supply differing markets, especially if you were British because in order to appease the desperate American buyers, cars would be built in LHD for 6 month periods at a time, which meant if you were someone wishing to buy a car here in the UK, you'd be stuck for the best part of a year!
But it was obvious why, these cars were unrealistically fast! Tap the pedal and you'd be at 60mph in 7.1 seconds, press it further and you'd be over 100, and if you pressed it further, the bonnet would rise and with blood gushing from your eyes and every fibre of your body telling you to stop, you'd be hitting 150mph! That doesn't sound like much today considering the Aston Martins and Ferrari's we're so used to, but in 1961 this was absolutely unheard of.
Not that your E-Type would ever make 150mph because Jaguar had been a tad naughty. As it turns out the initial test cars that had been leant to the Press had been tuned to reach that golden 150, but the rest of the flock would barely go that fast. This was further compounded by a troublesome gearbox, hopeless brakes, cramped interior and uncomfortable seats. Jaguar's con had only been done to bless their car with the initial fame that would sell the production models, but in 1965 Jaguar chose to redress the issue by fitting the car with a much larger and much better 4.2L Straight Six engine.
But once the novelty had worn off the E-Type was starting to become maligned. Much like owning a topping Rolls Royce, seeing one being driven in the street opened the wounds of jealousy that continued to divide the social classes, and if you were very lucky you'd only get away with a disapproving look or a nasty name, if you weren't expect a brick, a can of paint or a rock to be hurtled in your direction! At the same time because so many cars had been built, the Second Hand market became saturated which meant that people could pick up early ones for a song, which removed the exclusivity that these vehicles had once commanded. Again, much like a Rolls Royce these owners only saw them as ways to get women to take off their clothes for you, and thus didn't exactly give them the love that such cars required.
However, this was before we got to the biggest problem of them all, America.
Actually I take it back, America can't be blamed for everything, in fact the stringent safety legislation and rules on car manufacturing can be credited to the increased safety of modern motor vehicles, the people to be blamed though are in fact the car manufacturers themselves for not being able to incorporate the compulsory safety features whilst still keeping the car stylish.
But still, throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders. The E-Type became a shameful victim as its looks were compromised with changes to the lights, and body profile. To be honest the Series II was not that bad a car, still retaining much of its charm, especially when you compare it to 1971's Series III which was formulated by British Leyland. With the cabin looking like it had sunk, the lights being stretched and contorted, and sporting a massive 5.3L V12 engine. By this point many of the cars former buyers saw the E-Type as damaged beyond repair and thus sales began to tumble. British Leyland however had been planning to replace the car since the late 1960's, and after much deliberation its replacement, the Jaguar XJS, was launched in 1975, bringing an end to the increasingly hard to sell E-Type. Although very well performing, in terms of looks, the XJS was considered by many classic Jag fans to be absolute heresy, but would go on to have a much longer life that the E-Type, being built until 1996.
However, even before the last E-Type left the production line the originals were already being hailed as classical heroes. In total well over 70,000 of these cars had been sold, and a large number of them remain on the roads. During the late 70's and 80's the car continued to be a major pin-up, often ending up rather oddly, and to my mind a bit shamefully, in erotic films and porn movies (I sure hope they washed thoroughly afterwards). But when you look at the E-Type you can understand why, it is a seriously sexy looking car!
So iconic and so stylish were these cars that over the years many different replica models have also been made. Throughout the 1990's the company Eagle GB built the Eagle E-Type, brand new cars built to exactly the same specifications as the original Series I versions, whilst in 2011 the Eagle Speedster was produced, revising the bodyshape but attempting to maintain the charm of the original, and in 2014 several remaining chassis from the original production run that had been kept in storage are intended to be built into fully functioning cars.
The E-Type may have died a long time ago, but its reputation isn't letting up! :D
Continuing my Southern Arizona Adventure 2024 with a visit to Bisbee Arizona. This is stage 6 of 9.
This is the oldest, continuously operating hotel in Arizona. Bisbee is a very walkable town. But hilly and with lots of steps
en.wikipedia.org/wiki/Copper_Queen_Hotel
The Copper Queen Hotel is a historic hotel located in Bisbee, Arizona. I think that if I visit Bisbee again, I will stay here.
Holding the distinction of being Arizona's longest continuously operated hotel, the Copper Queen was constructed from 1898 to 1902 by the Phelps Dodge Corporation to serve as lodging for investors and dignitaries visiting its nearby copper mine.[1][2]
www.atlasobscura.com/places/copper-queen-hotel-arizona
Historic Bisbee, Arizona is bustling, with a renewed emphasis on art, wellness, and tourism, but in many ways, it remains a living ghost town of its heyday. At the turn of the century, Bisbee was organized around the copper industry, with stories of massive wealth and exploitation. If you are looking for a place to stay and reckon with the ghosts of the past, there’s no better option than the putatively haunted Copper Queen Hotel.
This Victorian-era hotel is the oldest continuously run hotel in Arizona (in fact, the hotel predates its statehood). Completed in 1902, it was built by the Phelps Dodge Mining Company, owners of the eponymous Copper Queen mine, to be the height of modern luxury, as the company entertained visiting VIPs and dignitaries. The opulent hotel featured an Italianate tile floor, a Tiffany glass ceiling, and a front desk made from Tiger Oak. All the while, Phelps Dodge was systematically underpaying (or not paying) their workers, demanding more hours in dangerous conditions, resulting in a 1917 miners’ strike that led to the arrest and deportation of more than 1300 workers.
en.wikipedia.org/wiki/Bisbee,_Arizona
Bisbee is a city[5] in and the county seat of Cochise County[6] in southeastern Arizona, United States. It is 92 miles (148 km) southeast of Tucson and 11 miles (18 km) north of the Mexican border.
Bisbee was founded as a copper, gold, and silver mining town in 1880, and named in honor of Judge DeWitt Bisbee, one of the financial backers of the adjacent Copper Queen Mine.
Today, the historic city of Bisbee is known as "Old Bisbee" and is home to a thriving downtown cultural scene. This area is noted for its architecture, including Victorian-style houses and an elegant Art Deco county courthouse. Because its plan was laid out to a pedestrian scale before the automobile, Old Bisbee is compact and walkable. The town's hilly terrain is exemplified by the old four-story high school; each floor has a ground-level entrance.
Natural vegetation around Bisbee has a semi-desert appearance with shrubby acacia, oak and the like, along with cacti, grass, ocotillo and yucca. The town itself is much more luxuriant with large trees such as native cypress, sycamore and cottonwood plus the introduced ailanthus and Old World cypresses, cedars and pines. Palms are capable of growing tall, but are not reliably hardy. At least one mature blue spruce may be seen.
en.wikipedia.org/wiki/Bisbee_Historic_District
The Bisbee Historic District is a historic district located in Bisbee, Arizona, and has all the essential features of a prosperous, early twentieth century mining town.[2] It has been listed on the National Register of Historic Places in 1980.[2] The district has 80 contributing buildings, with various architectural styles including Colonial Revival, Mission Revival/Spanish Revival, and Italianate architecture.[2]
Haiku thoughts:
Dusty streets wind tight,
Colors spill from old brick walls,
Echoes of the past.
Southern Arizona Adventure 2024