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A view east from the edge of Dead Horse Point SP, looking over most of the potash ponds that sit just beyond the large potash plant about 20 miles southwest of the turnoff from Highway 191...
According to Wikipedia: "Intrepid Potash, Inc. (NYSE: IPI), based in Denver, Colorado, is the largest producer of potassium chloride, also known as muriate of potash, in the United States. The Moab or Kane Creek potash mine is located along the right (northwest) bank of the Colorado River, about 20 miles (30 km) west of Moab, Utah, at the south end of State Route 279 and the Union Pacific Railroad. The location is known as Potash on U.S. Geological Survey (USGS) topographic maps, and is east of Dead Horse Point State Park and Canyonlands National Park. According to USGS reports, the Paradox Basin contains up to 2.0 billion tons (1.8 billion metric tonnes) of potash, with the primary mine being the one at Cane Creek... In 1970, operations were changed to a system that combines solution mining and solar evaporation. River water is pumped into the mine and dissolves the potash, after which the brine solution is pumped to evaporation ponds. Intrepid bought the mine in 2000 from the Potash Corporation of Saskatchewan, which had bought Texas Gulf in 1995."
Oh, and there's this cool-looking gnarly old tree too - lit up by all the reflected snow.
Fat factory -
Intravenous lipid emulsions have been used experimentally since at least the 19th century. An early product marketed in 1957 under the name Lipomul was briefly used in the United States but was subsequently withdrawn due to side effects. Intralipid was invented by the Swedish physician and nutrition researcher Arvid Wretlind, and was approved for clinical use in Sweden in 1962. In the United States, the Food and Drug Administration initially declined to approve the product due to prior experience with another fat emulsion. It was approved in the United States in 1972.
Solutions business, le 6 mars 2008. Charleroi - Belgique
Solutions business, le 6 mars 2008. Charleroi - Belgique
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This video is all about Australian spiders. We've got the best chart here which is Australian spider’s identification.
The most common spider is that we have here is the Redback spider. How to identify a spider? The Redback spider has got a red line in the back of the body which is the abdomen and basically that's one way of identifying that particular spider.
Then you got the White tail spider which is going to white tip on the back of its abdomen. The huntsman is a hairy brownish colour depending on what's the process of this life is going through and they do vary in sizes.
Now going back to the Redback spider- very very common problem to us. I have had a client that actually a plumber, he actually young got bitten by red back way and he left his boots outside the house and he's put his boots on and he got beaten on toes, so that was yet a tragedy therefore inside you got all the right medication so he's all good now.
It is very important that we identify a spider before we do any treatments or anything that we need to do to fix these problems. So then you got the white tail spider who are venomous, so we need to be extremely careful what pest and what particular spider are we dealing with.
The White tail spider once again varies between 20 to 35 millimetres in size, that’s between the male and the female. Definitely a spider, which lives on other insects and they don’t web of course, so you do found in different areas for the home.
Linen is the most common one in bedding, sheets, cupboards and so forth.
The most important thing is if you're having a problem with any of these spiders and you're not sure which ones they are. Please feel free to contact us we're here to help.
Please give us a call or visit www.protechpestcontrol.com.au/spiders.
Thank you for listening
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The origins of the Saab 19 date back before the onset of WWII. At that time, the Swedish Air Force (Flygvapnet) was equipped with largely obsolete Gloster Gladiator (J 8) biplane fighters. To augment this, Sweden ordered 120 Seversky P-35 (J 9) and 144 P-66 Vanguard (J 10) aircraft from the United States.
However, on 18 June 1940, United States declared an embargo against exporting weapons to any nation other than Great Britain. As the result, the Flygvapnet suddenly faced a shortage of modern fighters.
Just in time, Saab had presented to the Ministry on Sep 4th 1939 a fighter that had been meant to replace the obsolete Gloster Gladiators. The aircraft carried the internal development code ‘L-12’ and had been designed in collaboration with US engineers in Sweden, who were to aid with license production of Northrop 8-A 1s and NA-16-4 Ms.
The L-12 looked very much like the contemporary, Japanese Mitsubishi A6M “Zero” (which had been seriously considered by the Flygvapnet, but import or license production turned out to be impractical). The aircraft was a very modern all-metal construction with fabric covered control surfaces. The L-12 was to be powered by a 1.065 hp Bristol Taurus and maximum speed was calculated to be 605 km/h. Its relatively heavy armament consisted of four wing-mounted 13.2mm guns and two synchronized 8 mm MGs on top of the engine, firing through the propeller arc.
The design was quickly approved and the new aircraft was to be introduced to the Flygvapnet as the ‘J 19A’. Production aircraft would be outfitted with a more powerful Bristol Taurus II, giving 1.400 hp with 100-octane fuel and pushing the top speed to 630 km/h. But the war’s outbreak spoiled these plans literally over night: the L-12 had to be stopped, as the intended engine and any import or license production option vanished. This was a severe problem, since production of the first airframes had already started at Trollhättan, in the same underground factory where the B 3 bomber (license-built Ju-86K of German origin with radial engines) was built. About 30 pre-production airframes were finished or under construction, but lacked an appropriate engine!
With only half of a promising aircraft at hand and the dire need for fighters, the Swedish government decided to outfit these initial aircraft with non-license-built Wright R-2600-6 Twin Cyclone radial engines with an output of 1.600 hp (1.194 kW). The fuselage-mounted machine guns were deleted, due to the lack of internal space and in order to save weight, and the modified machines were designated J 19B. This was only a stop-gap solution, though. P&W Twin Wasp engines had also been considered as a potential power plant (resulting in the J 19C), but the US didn't want to sell any engines at that time to Sweden and this variant never materialized.
An initial batch of 24 J 19B aircraft was eventually completed and delivered to F3 at Lidköping in late 1940, while airframe construction was kept up at small pace, but only seven more J 19Bs were completed with R-2600 engines. Uncompleted airframes were left in stock for spares, and further production was halted in mid 1941, since the engine question could not be solved sufficiently.
The J 19B proved to be a controversial aircraft, not only because of its dubious engine. While it was basically a fast and agile aircraft, the heavy R-2600 engine was rather cumbersome and not suited for a fighter. Handling in the air as well as on the ground was demanding, due to the concentration of weight at the aircraft’s front – several J 19Bs tipped over while landing. As a consequence, the J 19B simply could not live up to its potential and was no real match for modern and more agile fighters like the Bf 109 or the Spitfire – but the Swedish equipment shortages kept the machines in service throughout WWII, even though primarily in a ground attack role and fulfilling other secondary line duties.
Towards the end of WWII, the J 19’s intended role was eventually filled by the indigenous FFVS J 22 fighter – ironically, it was outfitted with a license-built P&W Twin Wasp. By that time, about forty J 19 airframes were more or less complete, just lacking a proper engine. Mounting the now available Twin Wasp to these had seriously been considered, but the aircraft’s performance would not suffice anymore. Consequently, a thorough modification program for the J 19 was started in late 1944, leading to the post-WWII J 19D.
The J 19D was another stopgap program, though, and the economical attempt to bring the fighter’s performance on par with contemporary fighters like the American P-47 or the P-51; both of these types had been tested and considered for procurement, and the P-51 was eventually ordered in early 1945 from US surplus stock as the J 26, even though deliveries were postponed until 1946. The J 19D was to bridge the time until the J 26 was fully introduced, and would later serve in the attack role.
Since the J 19 airframe could not take a large and powerful radial engine like the R-2800, Saab made a radical move and decided to integrate an inline engine – despite the need for some fundamental changes to the airframe. The choice fell on the Packard V-1650, the same engine that also powered the J 26 fighters, so that procurement, maintenance and logistics could be streamlined.
Integration of the very different engine necessitated a complete re-design of the engine attachment architecture, a new, streamlined cowling and the addition of a relatively large radiator bath under the fuselage. A new four blade propeller was introduced and enlarged, all-metal stabilizers were integrated, too, in order to compensate the changed aerodynamics induced by the new radiator arrangement (which made the aircraft pitch down in level flight). A new bubble canopy with minimal framing was introduced, too, offering a much better all-round field of view for the pilot.
Even though the inline engine had a lower nominal output than the J 19B’s heavy R-2600, performance of the J 19D improved appreciably and it became, thanks to improved aerodynamics, a better overall weight distribution, more agile – finally living up to its original design plans, even though its performance was still not outstanding.
Armament was upgraded, too: the inner pair of wing-mounted 13.2mm machine guns was replaced by 20mm Bofors cannons (license-built Hispano-Suiza HS.404), considerably improving weapon range and firepower. Under the outer wings, hardpoints could take a pair of 250 kg bombs, 300 l drop tanks or up to eight 50 kg bombs and/or unguided missiles.
After WWII, the J 19B survivors were kept in service and soldiered on until 1948, when all remaining aircraft were scrapped. Wright was also paid the overdue license fees for the originally unlicensed engines. The J 19D served together with the J 22 and J 26 fighters until 1950, when all of these piston engine fighters were gradually replaced by de Havilland Vampires (J 28) and the indigenous J 29 Tunnan, which rapidly brought the Swedish Air Force into the jet age. The last four J 19Ds, used as liaison aircraft at F 8 at Barkarby, were retired in 1954.
Saab J 19A General characteristics
Crew: One
Length: 9.68 m (31 ft 8 1/2 in)
Wingspan: 12.0 m (39 ft 4 in)
Height: 3.05 m (10 ft 0 in)
Wing area: 22.44 m² (241.5 ft²)
Empty weight: 1,630 kg (3,590 lb)
Loaded weight: 2,390 kg (5,264 lb)
Aspect ratio: 6.4
Powerplant:
1× Packard V-1650-7 liquid-cooled V-12, with a 2 stage intercooled supercharger,
rated at 1,490 hp (1,111 kW) at 3,000 rpm
Performance
Maximum speed: 640 km/h (397 mph) at 4.550 m (14.930 ft)
Cruise speed: 380 km/h (236 mph)
Landing speed: 140 km/h (90 mph)
Range: 1.500 km (930 mi; 810 nmi)
Service ceiling: 11.800 m (38.650 ft)
Rate of climb: 15.9 m/s (3,125 ft/min)
Armament:
2× 20 mm Bofors (Hispano-Suiza HS.404) cannons with 120 RPG
2× 13.2 mm (0.53 in) M/39A (Browning M2) machine guns with 500 RPG
Underwing hardpoints for an ordnance of 500 kg (1.100 lb), including a pair of 300 l drop tanks,
two 250 kg (550 lb) bombs, eight 50 kg (110 lb) bombs or eight unguided missiles.
The kit and its assembly
This is actually the second J 19 I have converted from a Hobby Boss A6M – and this build addresses two questions that probably nobody ever asked:
● What would a Mitsubishi Zero with an inline engine look like?
● Could the fictional Swedish aircraft have survived WWII, and in which form?
The Saab J 19 never saw the hardware stage, but it was a real life project that was eventually killed through the outbreak of WWII and the lack of engines mentioned in the background above. Anyway, it was/is called the “Swedish Zero” because it resembled the Japanese fighter VERY much – wing shape, fuselage, tail section, even the cockpit glazing!
This build/conversion was very similar to my first one, which ended up as a J 19B with an R-2600 engine from a Matchbox B-25 Mitchell bomber. However, due to the later time frame and different donor parts at hand things took a different route – this time, the key idea was the modernization/update of a rather outdated airframe, and the old J 19B model was the benchmark.
Again, much of the literally massive(!) Hobby Boss Zero was taken OOB, but changes this time included:
● The nose/cowling from a Matchbox P-51D
● A modified ventral radiator bath from a HUMA Me 309
● New horizontal stabilizers from a Griffon Spitfire
● A new propeller (Pavla resin parts for a post WWII P-51D/K with uncuffed blades)
● OOB main landing gear was inverted, so that the wheel discs face inwards
● New main wheels from an AZ Models Spitfire, IIRC
● New retractable tail wheel, from a Bf 109 G; the arrestor hook opening was closed
● A vacu canopy for a late mark Hawker Typhoon, plus some interior details behind the seat
In order to adapt the Mustang’s nose to the slender and circular A6M fuselage, a wedge plug was inserted between the fuselage halves from the Matchbox kit and a styrene tube added inside as a propeller mount. The latter, a resin piece, received a long metal axis and can spin freely.
For the new bubble canopy the cockpit opening and the basic interior was retained, but the dorsal section around the cockpit re-sculpted with putty. Took some time, but worked well and everything blends surprisingly well into each other – even though the aircraft, with its new engine, somehow reminds me of a Hawker Hurricane now? From certain angles the whole thing also has a P-39 touch? Weird!
Painting and markings
Again the dire question: how to paint this one? Once more I did not want to use a typical olive green/light blue Swedish livery, even though it would have been the most plausible option. I eventually settled for a pure natural metal finish, inspired by the post-WWII J 26/Mustangs in Swedish service, which furthermore carried only minimal tactical markings: roundels in six positions, the Flygflottilj number on the fuselage and a colored letter code on the tail, plus a spinner in the same color. Very simple and plain, but with more and more Swedish whiffs piling up, I am looking for as much camouflage/livery diversity as possible, and an NMF machine was still missing. :D
All interior surfaces were painted in RLM 02, and for the NMF I used my personal “recipe” with a basis of Revell 99 (Aluminum, acrylics) plus a black ink wash, followed by panel post-shading with Humbrol “Polished Aluminum” Metallizer (27002), rubbing/polishing with a soft cotton cloth and finally and a light rubbing treatment with grinded graphite for weathering effects and a worn, metallic shine of the surfaces.
Around the exhaust stubs, slightly darker panels were painted with Revell Acyrlics 91 (Iron) and ModelMaster Magnesium Metallizer. A black anti glare panel was added in front of the cockpit (P-51 style). The green propeller boss was painted with a mix of Humbrol 3 and 131 – emulating the color of the green code letter on the fin as good as possible.
The decals were puzzled together; the bright roundels belong to a Swedish Fiat CR.42, from a Sky Models sheet. The “8” on the fuselage comes from an early WWII Swedish Gloster Gladiator code (SBS Models), while the green “E” is an RAF code letter from a Heller Supermarine Spitfire Mk. XVI – actually a total print color disaster, since this deep green is supposed to be Sky!? For better contrast on the Aluminum the letter was placed on a white background, created from single decal strips (generic material from TL Modellbau).
After some soot stains around the exhaust stubs and the fuselage flanks with more graphite, as well as around the gun muzzles, the kit was sealed with a 4:1 mix of gloss and matt acrylic varnish, only the anti glare panel and the propeller blades became 100% matt. Some more matt varnish was also dabbed over the soot stains.
So, another J 19, and the “Zero with an inline engine” looks pretty strange – not as streamlined as other late WWII designs like the P-51 or Griffon-powered Spitfires, yet with a modern touch. The NMF livery looks a bit boring, but the unusual green code (used by liason J 26s from F 8 and some rare 4th or 5th divisions) is a nice contrast to the bright and large Swedish roundels, underlining the pretty elegant lines of the converted Zero!
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Norah's new sleeping bag opens up a world of opportunity. Before now, there's no way she could sleep on the floor under the kitchen table.
The five former Oxford Alexander Dennis Enviro400-bodied Scania N230UBs in the Stagecoach in South Wales fleet (15613, 15754, 15838, 15964 & 15965) were all initially allocated to Cwmbran depot. However, four of the batch subsequently transferred to Porth - 15964 being the exception - for Service 132 (and T4 for a period). That split has recently swung the other way, with 15838 and 15965 returning to Cwmbran.
School and college contracts are their usual allocation, though on Saturdays when off-peak passenger numbers are higher they put in appearances on truncated Service X3 (Pontypool-Cwmbran-Cardiff) alongside the depot's Scania K230UBs.
15965 was fulfilling this role in this shot from January 2025 taken on Glyndwr Road in Cwmbran when heading for Cardiff.
someone dropped this thing off my desk this morning, which caused a small stink as a number of people tried to put the puzzle back in the box. It only took about 15-20 minutes, but I've taken a shot of the solution for future reference..
there are 844 other solutions.
i've taped it shut to avoid this in the future.
Georgia Army National Guardsman, Pfc. Sarai Velazquez, a parachute rigger with the Marietta-based 165th Quartermaster Company (Brigade Aerial Delivery Service) prepares a sewing machine to manufacture face covers for Soldiers responding to the COVID-19 pandemic in the state of Georgia on April 7, 2020. Military parachute riggers across the state are using their parachute repair experience to assist local agencies to meet their supply need.
U.S. Army National Guard photo by Sgt. 1st Class R.J. Lannom Jr.
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Image source: Queensland State Archives Item ID ITM1102540 Expo 88, Human Factor sculpture and living statue performer, Brisbane.
Australia was approaching its bicentennial celebrations, and after Brisbane’s success hosting the 1982 Commonwealth Games, Brisbane City Council and the Queensland State Government were confident they could win the bid to hold the next World Exhibition.
Brisbane won the right to hold the event and Expo 88 was officially opened by Her Majesty Queen Elizabeth II on 30 April 1988. By the time it closed, it had changed the way the world saw Brisbane and helped shaped the city as we know it today.
Starting with an estimated budget of $645 million, the Queensland State Government developed a World Expo that would recoup and support its own costs and promote international investment in Queensland, both during and after the event. South Bank, badly damaged in the 1973–74 floods, was chosen and the site acquired for $150 million. Developers completed construction on time and within budget. The targets set for ticket sales were reached 11 weeks before Expo 88 had even opened. It was off to a smashing start.
Celebrating ‘Leisure in the age of technology’, there was an incredible range of pavilions, performances, parades, comedy and artwork on show. Guests could experience over 50 restaurants filled with flavours from around the globe. Hosted over six months, it drew more than 18 million people to the renewed South Bank parklands district. An average of 100,000 people a day entered the gates.
An influx of royalty, celebrities and international visitors came to Brisbane for the exhibition, but it was Queensland residents who attended the most often, purchasing 500,000 season tickets. Expo 88 provided something the city needed: an easy-to-access recreational facility with exciting things to do, see and experience. Brisbanites returned again and again to socialise and enjoy the festival atmosphere.
The monorail was one of the most popular attractions. Giving travellers a view of the entertainments from above, it operated along a 2.3-kilometre track during Expo 88, taking up to 44,000 visitors a day from one side of Expo to the other, along the Brisbane River. Built by Swedish manufacturer Von Roll, the monorail cost $12 million and comprised four MkII trains with nine carriages each. The idea of keeping the monorail operating after Expo and extending it into the Brisbane CBD was discussed. Ultimately, the existing monorail wasn’t a feasible long-term people-moving solution and it was disbursed. Three trains were sold back to Von Roll and were used in Germany’s Europa-Park. The remaining train and some tracks were incorporated into the Sea World theme park on the Gold Coast.
Some of the most significant installations, exhibitions and artworks from Expo 88 were relocated and continue to be enjoyed today. Ken Done AM, a prominent Australian artist and designer, was commissioned to produce the entry and exit statement art pieces for the Australia Pavilion. Using the word ‘Australia’, Done produced a sign nearly six metres tall that could not be missed by anyone who attended Expo 88. The letters have since been restored and are on display at the Caboolture Heritage Village. The Nepal Peace Pagoda was the only international pavilion that remained on-site, after a petition asking that it remain attracted about 70,000 signatures. The Japan Garden and Pond were gifted to the city of Brisbane and moved to the Botanic Gardens at Mt Coot-Tha.
The buzz of activity, the investment in South Bank’s infrastructure and the spotlight on Brisbane transformed the city. The physical legacy left by Expo 88 turned South Bank into a thriving social space and prominent cultural hotspot: 42 hectares was dedicated to the construction of the South Bank Parklands.
Story source: Queensland State Archives Blog: When the world comes to town: Expo 88
So, the theme was solution this time for Mission 24. I was thinking what I could do when a light bulb came to me... and gave me the solution.
I got an idea... hence the lightbulb, crazy look, and finger pointed.
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Solution pockets are variably-shaped cavities extending into the walls of limestone caves. They are dissolutional features, usually preferentially developed along certain bedding planes (most likely representing minor unconformities). They are also often developed along joints in cave ceilings. Solution pockets principally form during high-flow events (floods), which result in slightly acidic water being forcefully infiltrated along bedding planes and joints. Deeply-penetrating solution pockets form anastomoses in the limestone, which are exposed after undercutting and breakdown.
These examples are along the wall of the Rotunda in western Kentucky's Mammoth Cave, the longest cave on Earth. As of fall 2023, 426 miles have been explored and mapped. The rock walls here are limestones of the Paoli Member of the Girkin Limestone (lower Upper Mississippian). This portion of the Mammoth Cave system is at level B, the 2nd-oldest and 2nd elevationally-highest set of passages in the system. Level B passages started forming during the Pliocene, 2 to 4 million years ago. A subterranean river used to flow through here.
Solution pockets like these in the walls of nearby Broadway Avenue have been called "Pigeon Boxes".
Locality: northern wall of the Rotunda, Mammoth Cave National Park, western Kentucky, USA