View allAll Photos Tagged atomiser
Violence
Paints the sky
Was a fearsome joy
Shooting blazing bursting
Now Im pouring sweetness
That I served inside
Was this profusion
And [wanted] it fills me up
Was this profusion
And [wanted] it fills me up
And I going
And Im coming in now
And I feel it
Cannot be nowhere now
And I go
Here I am
Where I go? I Cannot say
You are me and you are where I am
You smashed a hornets nest
They swarm around inside
They hope to seek revenge
Slowly suffocate
In a bliss fragrance my core atomises
Deep in me gardenias bloom
(Pop!) For you
Splendid confusion
Hornets swarm inside
Pounds against refusion
Splendid confusion
And I'm going
And Im coming in now
And I feel it
Cannot be nowhere now
And I go
Here I am
Where I go? I Cannot say
You are me and you are where I am
Fischerspooner "Sweetness"
The exhibition features the 18 winning books since the award's inception in 1996, their authors and the nominating libraries.
For more information on the award see www.impacdublinaward.ie
See the What's On page of the Library website for details of viewings.
Strobist: 2 bare SB-24s zoomed to 85mm, each facing model's ears, about 50cm away at 1/16 power.
Canon 40D with 70-200mm f/4L lens, 1/200sec at f/11, ISO100
Model's face coated with thin layer of vegetable oil, sprayed with water (atomiser). Hair and beard natural, haha!
Don’t see photographs as an end result, rather as a source.
— Anouk Kruithof
–
Atomised is an installation in a barn on Bathampton meadows, which is under threat of compulsory purchase in order for Bath Council to build a Park & Ride scheme. The council has chosen to go for the easy, short-term and ineffectual option rather than looking at the problem of road traffic more holistically.
The installation is based on a photo of the meadows and shows the colour distribution within a 3D-histogram. The colour space is partitioned into equally divided color cells. Each cell is represented by a sphere with a volume proportional to the frequency of the colour. The placement of the cell within the space is based on its RGB value.
The work represents one possible future for the meadows. The installation was created to help keep the spotlight on the issue in the press and bring another voice to the growing opposition to the destruction of this beautiful piece of countryside.
The "Making of" video: www.flickr.com/photos/david_gillett/24341751821/in/datepo...
–
I was invited to give a talk to the enthusiastic kids of Batheaston Primary about the Atomised project. It was inspiring to see them so engaged with the campaign in general and know that the project may have sparked their imaginations. Led by their art teacher Alison Smith they created their very own mini-atomised sculptures.
"Inspired by David Gillett and his art installation at New Leaf Farm, we based our work on photos of our beautiful countryside in Batheaston, not just the meadows as we value all of our countryside and want to protect it."
Fonterra Maintenance fitter Greg Benfell carries out maintenance on Drier 1's atomiser at the Te Rapa site.
Featuring a 24mm diameter with a 3.5ml e-juice capacity, this rebuildable atomiser features velocity build deck, bottom airflow and 304 stainless steel material as well as easy top filling design. The Arctic Dolphin Hector RTA out performs it’s price point
Re-ment set of 8 boxes - 'Rose 'n Palace' Box 6 'Be Elegant' unboxed
Contents
Chair with red upholstery (matches the Chaise Longue and footstool)
Jewellery Box - Red with gilded accents and the lid is hinged !
Perfume Bottle - green 'glass' and gold floral design
Atomiser for the green perfume bottle
Perfume Bottle - square, clear 'glass'
Stopper for clear perfume bottle
Tiara - silver with a green jewel
Rings x 2 - gold - 1 has a green jewel the other has a red one
sticker for the clear 'glass perfume bottle
© 2012 Tony Worrall
Transformational brandy liqueur with chilli & edible 23 karat gold spray for food and drink
Easy Tasty Magic Elixirs are seductively boozy atomisers that combine the notion of a potion with the magical sparkle of edible precious metals. Simply spray them onto your favourite food/drink for an instant spritz of deliciously decadent va-va-voom.
There are two playfully packaged elixirs to choose from: The Devil’s Breath, a chillified mist of brandy liqueur with edible 23 carat gold flakes, or Angel Mist & Broken Halos, a heady combination of grappa and edible silver flakes. Mmm…precious metal! Spray them across steaks, cakes, oysters, cocktails, soups, canapes – the possibilities are endless.
Images from the Crowdshare Salon hosted by Joanne Jakovich of UTS U.Lab.
Crowdshare Sydney Salon, hosted at Golden Age Cinema and Bar, Surry Hills, brought together diverse minds exploring the convergence of: Informal and formal, atomised and conglomerate, bottom-up and top-down, distributed and hierarchical, tactic and strategy, community and government, fluid and ordered, open-source and secure, crowd and enabler.
Photography: Adrian Wiggins / Pure and Applied.
Yesterday's purchases in Hay-on-Wye:
* Theodore Zeldin - An Intimate History of Humanity (Matt W
recommendation)
* Colin Wilson - The Outsider
* Anthony Burgess - Any Old Iron (Danny recommendation)
* John Brunner - The Shockwave Rider (the only one I've read before)
* A 1970 reprint of two 17th century books on the form of shorthand
Pepys uses
* Michel Houellebecq - Atomised
February 2, 1943 - photo by Arnold Marten.
From Wikipedia, the free encyclopedia
The SU carburettor was a constant-depression carburettor made by a British manufacturer of that name or its licensees in various designs spanning most of the twentieth century.
The S.U. Carburetter Company Limited also manufactured dual-choke updraft carburetors for aero-engines such as the Rolls-Royce Merlin and Rolls-Royce Griffon.[1]
Invention and development
Herbert Skinner (1872–1931), pioneer motorist and an active participant in the development of the petrol engine,[2] invented his Union carburettor in 1904.[3] His much younger brother, Carl (Thomas Carlisle) Skinner (1882–1958), also a motoring enthusiast, had joined the Farman Automobile Co in London in 1899.[4] He helped Herbert to develop the carburettor.[4] Herbert's son could remember his mother sewing the first leather bellows.[5] It would be given on loan to The Science Museum, South Kensington in 1934.[3][6] In 1905, Herbert applied for a patent,[5] which was granted in early 1906.[7] Later, Carl sold his interest in footwear business Lilley & Skinner and became a partner in G Wailes & Co of Euston Road, London, manufacturers of their carburettor.[4] Herbert continued to develop and patent improvements through to the 1920s, including the replacement of the leather bellows by a brass piston, even though he was a full-time director and divisional manager of Lilley & Skinner.[3][8][9]
S. U. Company Limited
S. U. Company Limited — Skinner-Union —[10][11][12][13] was incorporated in August 1910[note 1] to acquire Herbert's carburettor inventions, and it began manufacture[2] of the carburettors in a factory at Prince of Wales Road, Kentish Town, in North London.[14] Sales were slow.
Following the outbreak of war in 1914, carburettor production nearly stopped, with the factory making machine gun parts and some aircraft carburettors. With peace in 1918, production resumed, but sales remained slow and the company was not profitable, so Carl Skinner approached his customer, W. R. Morris, and managed to sell him the business.[11] Carl Skinner (T. C. Skinner) became a director of Morris's privately held empire, and remained managing director of S.U. until he retired in 1948 aged 65.[4] Production was moved to the W. R. Morris-owned Wolseley factory at Adderley Park, Birmingham. In 1936, W. R. Morris sold many of his privately held businesses, including S. U., to his listed company, Morris Motors.[15][16]
The S. U. Carburetter Company Limited
Manufacture continued, then by The S. U. Carburetter Company Limited, which was incorporated 15 September 1936,[17] as part of the Morris Organization, later known as the Nuffield Organization.[15] The company[clarification needed]became a subsidiary of British Leyland,[18][when?] and traded under the name SU Carburetters.
The S. U. Carburetter Company Limited of 1936[17] was voluntarily liquidated in December 1994.
In 1996, the name and rights were acquired by Burlen Fuel Systems Limited of Salisbury,[14] which incorporated an entirely new company with the name The S.U. Carburetter Company Limited,[19] which continues to manufacture carburettors, pumps and components, mainly for the classic car market.[citation needed]
Relocating
Operating principle
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HS6 damper
SU carburettors feature a variable venturi controlled by a piston. This piston has a tapered, conical metering rod (usually referred to as a "needle") that fits inside an orifice ("jet") which admits fuel into the airstream passing through the carburettor.[20] Since the needle is tapered, as it rises and falls it opens and closes the opening in the jet, regulating the passage of fuel, so the movement of the piston controls the amount of fuel delivered, depending on engine demand. The exact dimensions of the taper are tailored during engine development.
The flow of air through the venturi creates a reduced static pressure in the venturi. This pressure drop is communicated to the upper side of the piston via an air passage. The underside of the piston is open to atmospheric pressure. The difference in pressure between the two sides lifts the piston. Opposing this are the weight of the piston and the force of a spring that is compressed by the piston rising. Because the spring is operating over a very small part of its possible range of extension, its force is approximately constant. Under steady state conditions the upwards and downwards forces on the piston are equal and opposite, and the piston does not move.
If the airflow into the engine is increased - by opening the throttle plate (also known as the "butterfly"), or by allowing the engine revs to rise with the throttle plate at a constant setting - the pressure drop in the venturi increases, the pressure above the piston falls, and the piston is pushed upwards, increasing the size of the venturi, until the pressure drop in the venturi returns to its nominal level. Similarly if the airflow into the engine is reduced, the piston will fall. The result is that the pressure drop in the venturi remains the same regardless of the speed of the airflow - hence the name "constant depression" for carburettors operating on this principle - but the piston rises and falls according to the rate of air delivery.
Since the position of the piston controls the position of the needle in the jet and thus the open area of the jet, while the depression in the venturi sucking fuel out of the jet remains constant, the rate of fuel delivery is always a definite function of the rate of air delivery. The precise nature of the function is determined by the profile of the needle. With appropriate selection of the needle, the fuel delivery can be matched much more closely to the demands of the engine than is possible with the more common fixed-venturi carburettor, an inherently inaccurate device whose design must incorporate many complex fudges to obtain usable accuracy of fuelling. The well-controlled conditions under which the jet is operating also make it possible to obtain good and consistent atomisation of the fuel under all operating conditions.
This self-adjusting nature makes the selection of the maximum venturi diameter (colloquially, but inaccurately, referred to as "choke size") much less critical than with a fixed-venturi carburettor.
To prevent erratic and sudden movements of the piston it is damped by light oil (20W Grade) in a dashpot, which requires periodic replenishment. The damping is asymmetrical: it heavily resists upwards movement of the piston. This serves as the equivalent of an "accelerator pump" on traditional carburettors by temporarily increasing the speed of air through the venturi when the throttle is suddenly opened, thus increasing the richness of the mixture.
SU carburettors do not have a conventional choke flap, which in a fixed-jet carburettor enriches the mixture for starting the engine from cold by restricting the air supply upstream of the venturi. Instead a mechanism lowers the jet assembly, which has the same effect as the needle rising in normal operation - increasing the supply of fuel so that the carburettor will deliver an enriched mixture at all engine speeds and throttle positions. The 'choke' mechanism on an SU carburettor usually also incorporates a system for holding the throttle plate slightly open to raise the engine's idling speed and prevent stalling at low speeds due to a rich mixture.
The beauty of the SU lies in its simplicity and lack of multiple jets and ease of adjustment. Adjustment is accomplished by altering the starting position of the jet relative to the needle on a fine screw (26TPI for most pre-HIF versions). At first sight, the principle appears to bear a similarity to that of the slide carburettor, which was previously used on many motorcycles. The slide carburettor has the same piston and main needle as an SU carburettor, however the piston/needle position is directly actuated by a physical connection to the throttle cable rather than indirectly by venturi airflow as with an SU carburettor. This piston actuation difference is the significant distinction between a slide and an SU carburettor. The piston in a slide carburettor is controlled by the operator's demands rather than the demands of the engine. This means that the metering of the fuel can be inaccurate unless the vehicle is travelling at a constant speed at a constant throttle setting - conditions rarely encountered except on motorways. This inaccuracy results in fuel waste, particularly as the carburettor must be set slightly rich to avoid a lean condition (which can cause engine damage). For this reason Japanese motorcycle manufacturers ceased to fit slide carburettors and substituted constant-depression carburettors, which are essentially miniature SUs. It is also possible - indeed, easy - to retrofit an SU carburettor to a bike that was originally manufactured with a slide carburettor, and obtain improved fuel economy and more tractable low-speed behaviour.
One of the downsides of the constant depression carburettor is in high performance applications. Since it relies on restricting air flow in order to produce enrichment during acceleration, the throttle response lacks punch. By contrast, the fixed choke design adds extra fuel under these conditions using its accelerator pump.
SU carburettor types
An SU fitted to an MZ in place of the original BVF slide carb
Three 2-inch SU HD8 carburettors as installed on an E-type Jaguar
SU carburettors were supplied in several throat sizes in both Imperial (inch) and metric (millimetre) measurement.
The carburettor identification is made by letter prefix which indicates the float type:
"H": introduced in 1937 in which the float bowl has an arm cast into its base, which mounts to the bottom of the carburetor with a hollow bolt or banjo fitting. Fuel passes through the arm into the carburetor body. The bolt attaches to the carburetor body just behind the main jet assembly.
"HD": introduced in 1954 with the float bowl mounted with its arm fastening directly below, and concentric with, the main jet. The arm has a flange that fastens with 4 screws to the bottom of the carburetor, and sealed with a rubber diaphragm integral with the main jet.
"HS": introduced in 1958 the float bowl can be rigidly or rubber mounted to the main body, fuel is transferred by an external flexible pipe to the jet. The jet moves down to enrich the mixture for cold starting,when the 'choke' linkage is pulled.
"HIF": (1972) the float bowl is horizontal and integral (hence the name) Horizontal Integral Float. Example:[21] 1972-1974 MGB.
"HV" (1929), "OM" and "KIF" types also exist but were less commonly employed.[22]
The Imperial sizes include 1-1/8", 1-1/4", 1-1/2", 1-3/4", 1-7/8", and 2", although not every type (H, HD, HS, HIF) was offered in every size.
There were also H models made in 2-1/4" and 2-1/2", now obsolete. Special purpose-built carburetors (Norman) were made as large as 3".
To determine the throat size from the type number: If the final number (after one, two or three letters, beginning with H) has 1 digit, multiply this number by 1/8", then add 1". For example, if the type number is HS6, the final number is 6: 6/8 = 3/4", add 1, total is 1-3/4", etc.
If the final number has 2 digits, it is the throat size in mm. For example, if the type number is HIF38, the final number is 38, size is 38 mm etc.
Applications
An HV type carburettor fitted to a 1930 MG M-type
S.U. carburettors were widely used not only in Morris's Morris and MG products but such British makes as Rolls-Royce, Bentley, Rover, Riley, Turner, Austin, Jaguar, and Triumph, and Swedish Volvo, for much of the twentieth century.
S.U. also produced carburettors for aircraft engines including the early versions of the Rolls-Royce Merlin, but these were of the conventional fixed-jet updraught type rather than the firm's patented constant-depression design.
Standard S.U. carburetors (American spelling) were also a popular upfit for Harley-Davidson motorcycles, given their space saving "side draft" design and superior ability to self-compensate for changes in air density/altitude. Many owners replaced the stock Linkert, Bendix or Keihin carbs with SU's until the Keihin Constant Velocity carb became stock in 1990.[citation needed]
S.U. carburetors remained on production cars through to 1994 in the Mini and the Maestro, by which time the company had become part of the Rover Group.
Hitachi also built carburettors based on the SU design which were used on the Datsun 240Z, Datsun 260Z and other Datsun Cars.[citation needed] While these appear the same, only their needles are interchangeable.[citation needed]
SU fuel pumps
In 1929 SU introduced the Petrolift electric fuel pump, which could be fitted as a substitute for the vacuum type pumps common at the time.[citation needed] This was superseded in 1932 by the L type fuel pump, which used a solenoid to operate a diaphragm pump.[citation needed]
The Toyota Glanza is so similar to the Baleno in terms of exterior and interior design, you can't tell the difference between the two if you delete the badges. The paint shades, LEDs, headlamps, alloy wheels . . . they are all the same. In fact, the two cars are even manufactured on the same assembly line. Only the grille at the front is different.
The Glanza also shares its powertrain with its Maruti sibling. However, you can only have the Glanza with a petrol engine – either the standard 83hp, 1.2-litre K12M engine or Maruti's new 90hp, 1.2-litre K12N Dualjet motor (tested here), that also gets a bit of an e-boost from a mild-hybrid system.
Since we haven't driven or tested Maruti's new BS6-compliant, Dualjet smart hybrid petrol, let's take a bit of a deep dive. To begin with, the engine puts out 90hp – that is 7hp over the standard Maruti K12 engine – and the mild-hybrid engine also comes with a lithium-ion battery pack located under the front passenger seat. The Dualjet motor, as the name suggests, uses two injectors per cylinder instead of one, and, along with the mild-hybrid system, delivers significantly improved fuel efficiency. While the regular Baleno delivers 21.01kpl under test conditions, this engine gives 23.87kpl.
The greater efficiency isn't only down to the hybrid system that winds back the otherwise wasted energy to the battery. The new Dualjet engine also features greater thermal efficiency. For example, it has a more compact combustion chamber and a high compression ratio of 12:1. To help reduce the pinking or knocking associated with high compression ratios and compact combustion chambers, Suzuki has used an improved water jacket – the engine now gets oil cooling jets under the pistons – and, since the twin injectors are placed further down their own individual intake ports, fuel atomisation and cooling are better too. The Dualjet even uses a water-cooled EGR.
What's it like to drive?
Initial responses to a tap on the throttle are met with a fair bit of enthusiasm. And then when that little bit of e-boost comes in via the mild hybrid system, somewhere between 1,200 and 1,600rpm depending on the load, responses get marginally better. If you pay attention, you can even feel the extra drag every time you lift your foot off the accelerator, as the generator recuperates power and sends it back to the battery. And what's nice is that the info screen in the instrument panel tells you when the battery is charging or discharging.
While initial responses are good, the Dualjet engine in BS6 guise, however, doesn't feel as peppy in the midrange or as free-revving as the regular K12.
So while it has 7hp more, the Glanza is slower when it comes to the 0-100kph sprint and in-gear acceleration too. 13.56sec is how long it takes from 0-100. What's nice, however, is that the Dualjet seems to get an extra kick after 5,000rpm, and for the most part, power, performance and refinement are more than adequate. That said, it does sound slightly more throaty and coarse, and that nice, sporty snarl you get from a K12... some of that is missing here.
The steering seems to have been improved marginally, and the ride on the 195/55 R16 tyres is as good as ever. Those who prefer to be chauffeured around will also like the car's bump absorption characteristics.
What’s it like on the inside?
Apart from the badge on the steering, Toyota has not bothered with making changes to the Glanza’s interior. Everything from the dashboard layout, materials and design are taken as is from the Baleno. On the centre console is Toyota's version of the Smart Play, called the Smart Playcast, which again, is the same system with Apple and Android connectivity and still no in-car navigation.
The seats up front are broad and well bolstered. And those sitting in the back will appreciate the more-than-sufficient legroom and width of the wide cabin. And, as on the Baleno, the loading lip of the boot is high and the light build of the doors don't really inspire confidence.
Should I buy one?
Now for the million dollar question: Which one should you buy – the Toyota Glanza or the Maruti Suzuki Baleno? The Glanza is priced at between Rs 7.22 lakh and Rs 8.90 lakh, and that initially makes it look expensive. Truth is, both the G trim and the V trim are based on the top-two trims of the Baleno – the Zeta and Alpha - and the standard petrol-manual and CVT autos are identical in price.
The real advantage, however, is when you compare prices of the mild-hybrid versions. The Glanza G is a solid Rs 65,000 cheaper than the Baleno hybrid, and that's with no difference to the spec sheet or feature list. Also, another big advantage is that Toyota's warranty of 3 years/1,00,000km is significantly better than Maruti's at 2 years/40,000km.
So, in a nutshell, if you are looking for better fuel efficiency and a more competitive price, the Toyota Glanza with the mild-hybrid system and Dualjet engine is currently the better buy. Prices, Toyota says, are introductory.
For more information - www.radhagrouptoyota.com/toyota-glanza/
From the session "Atomised News Stories for a Bite-Size Generation"
Photo: Ståle Grut / NRKbeta
Session description:
News consumers are changing. Social networks are a big part of their lives, providing a highly personalised view of the world. In the fight for their attention, how do we encourage them to engage with important stories and high quality, objective journalism?
News is largely delivered in linear formats, yet in an increasingly fragmented world we consume the individual elements that interest us. Important aspects of a story could be broken down into smaller, self-contained "atoms" linked together, leading to non-linear journeys. Atoms could be re-purposed across platforms and content could be delivered in formats that suit an individual’s needs leading to context-driven, adaptive news stories.
DoITPoMS, University of Cambridge
Horizontal stringers of fine oxide particles can be seen, parallel to the extrusion direction (horizontal). Under the tensile load, voids have nucleated at the interface between the matrix and the reinforcement particles, and some particle fracture has also occurred. Most voids form on planar faces normal to the tensile load (horizontal), and particularly where stringers of fine oxide particles also intersect the interface. These stringers provide interfacial flaws which may then be preferential sites for cavity nucleation.
System
Al
Composition
Commercial purity (99.5%) + 15 micron angular alumina particles
Reaction
N/A
Processing
Al powder has been atomised and mixed with reinforcement particles. The mixture was tumbled for 12 hours, cold compacted (20MPa), extruded, annealed and then cold drawn (strain=1.64)
Applications
Metal matrix composites (MMCs) offer high specific stiffness which can be retained to high temperatures. This makes them suitable for applications in the aerospace industry. They also offer controlled (or zero) thermal expansion coefficients, good wear resistance and good impact properties.
Sample preparation
Technique
Scanning electron microscopy (SEM)
Contributor
Prof T W Clyne
Organisation
Department of Materials Science and Metallurgy, University of Cambridge
Featuring a 24mm diameter with a 3.5ml e-juice capacity, this rebuildable atomiser features velocity build deck, bottom airflow and 304 stainless steel material as well as easy top filling design. The Arctic Dolphin Hector RTA out performs it’s price point
Le dôme de Genbaku est le seul édifice qui a survécu à l’explosion de la première bombe atomique sur la ville de Hiroshima en août 1945. À l’origine hall d’exposition pour la promotion de l’Industrie de la préfecture d’Hiroshima, les ruines du bâtiment tiennent aujourd’hui le rôle de Mémorial de la paix classé au patrimoine de l’Unesco.
Lors de l'explosion de la bombe atomique "Little Boy" au-dessus d'Hiroshima le 6 août 1945 à 8h15, le souffle rasa l'ensemble de la zone urbaine, emportant 140.000 victimes directes ou collatérales. Ses survivants sont appelés 被爆者 hibakusha (personnes atomisées).
Plusieurs structures, elles aussi, ont miraculeusement supporté la bombe, parmi lesquelles un bonsai séculaire ou encore quelques rames irradiées du tramway, dont deux circulent encore aujourd'hui dans la ville. Certains édifices en béton ont également résisté, contrairement à la plupart des bâtiments de l'époque construits en bois.
À leurs côtés le bâtiment préfectoral de promotion industrielle, achevé en 1915, fait office de symbole d'autant plus fort qu'il se situait à 150 mètres à peine de l'hypocentre, sur une berge de la rivière Ota. On le connaît depuis sous le nom du dôme de Genbaku ("bombe atomique").
Si le bâtiment en lui-même et ce(ux) qui s'y trouvai(en)t furent soufflés par la force de l'explosion nucléaire, la structure métallique centrale en particulier, dont la coupole culmine à 25 mètres, y survécut. Ses vestiges sont toujours visibles aujourd'hui en l'état, au même endroit, comme un devoir de mémoire et un témoignage puissant pour la paix.
Pourtant, cela n'a pas toujours semblé si évident et au cours de l'époque qui suivit l'explosion, la discussion fut animée à propos de ce qu'il devait advenir du dôme. Tout autour de lui, la reconstruction d'Hiroshima allait bon train et nombreuses furent les voix à s'élever en faveur de la destruction de ce douloureux symbole de désolation.
Les années passant, l'armature se détériora et en 1962, il fut décidé de bâtir une barrière autour de l'édifice, pour protéger aussi bien la structure que ses visiteurs d'un éventuel effondrement.
En 1966, la municipalité d'Hiroshima adopta finalement une résolution pour la préservation du bâtiment, comme un message de paix pour tous les Japonais. Des travaux de renforcement du squelette métallique (notamment contre le vent et la pluie) furent entrepris l'année suivante, puis en 1989-90 et plus récemment en 2002-03.
Aujourd'hui le dome de Genbaku, toujours protégé par cette barrière, peut toutefois être approché comme une introduction au Parc de la Paix auquel il appartient désormais. En décembre 1996, il fit par ailleurs son entrée au Patrimoine mondial de l'Unesco. La visite, très calme, inspire une très forte humilité et appelle évidemment au plus grand respect.
PURING Smart Sanitizing Gate is the first high-design product in the world able to sanitise in just 15 seconds, safely and completely, every user before they access various businesses: commercial, offices, hotels, restaurants, museums and gyms. The modern and elegant design by the famous Italian architect Giancarlo Zema gives a hi-tech touch to public areas. PURING is an eco-sustainable and recyclable product, thanks to the aluminium structure and coatings with eco-friendly materials.
The 360° sanitisation of the person occurs through the peripheral atomisation of certified sanitising solutions that do not irritate the skin, do not stain clothes and do not cause damage to objects. PURING is the only product that can also integrate the sanitisation of shoe soles through the vaporisation of sanitising solutions from the floor. In addition, direct atomisation also on the hands completes the cycle, ensuring maximum sanitisation of the individual.
Another feature integrated into the structure is a thermo scanner that measures the user's basal temperature in real time, and a video camera with specific software that verifies that the user is wearing a mask.
The automatic people-counting barrier is raised, leaving access free only to users who have passed checks and completed sanitisation procedures.
The structure is designed to be easily customisable in terms of colours and types of materials in total stylistic coherence with the commercial sector in which the sanitising product operates.
Re-ment Modern Girl Box 5 - Makeup
Audrey loves perfume ... especially when the bottle has an old-fashioned atomiser
In this set - the mirror (has an openable drawer)
powder case with lid,
the power puff,
a jar with a fancy top (separate)
and perfume bottle with atomiser.
The mirroring and the label for the jar are stickers - the mirror stuff is very reflective.
The leaflet for this box has a cut out and fold box ... a nice little extra.
Shalimar is a fresh and creative culinary destination. A modern lounge where friends and families can meet for a light lunch - and if not lunch - then definitely to enjoy one of our signature Shaza ceremonies.
Located on the mezzanine level with a seating capacity of 80. A la minute perpetration done in front of the guest. Shalimar mocktails are destined to be the talk of the town with their wonderful combinations and the theatre of having them prepared in front of you. Rose foam mocktails. Scented atomisers to match the flavour of your drink. And perfect snack accompaniments that precisely compliment your mocktail. Only a few of many unique ceremonies created exclusively for Shaza. A true see to believe (and taste) experience. Shalimar also proudly hosts a daily tea ceremony arranged around the five prayer times. Black tea for Fajr and gentle jasmine and chamomile infusions for Isha. Shalimar is a lovely, relaxed way to replenish body and mind while enjoying your stay in the holy city.
Opening Hours: 24 hours
Cuisine: Lounge serving Shaza signature cocktails
528 Customs Goon V1.5: An upgrade from the best selling RDA Atomisers of 2016. 24mm with larger build space and Cyclops airflow goo.gl/b59SQA
As water is atomised over the palmtrees at the botanical garden in Dublin, the tiny drops are caught by the sun glowing through the palm leaves
A few of my favourite bar tools. A silver cocktail shaker from the Savoy Hotel, a Drunken Monkey Swizzle Stick from Patrick Mavros and my Naiper Jigger Spoon.
The set up for the shot was simple. I had a black sheet as the backdrop, then a single flash unit with a coloured gel, fired remotely with a Cactus trigger. The smoke was from a atomiser that was blowing mist, no smoke.
From the session "Atomised News Stories for a Bite-Size Generation"
Photo: Ståle Grut / NRKbeta
Session description:
News consumers are changing. Social networks are a big part of their lives, providing a highly personalised view of the world. In the fight for their attention, how do we encourage them to engage with important stories and high quality, objective journalism?
News is largely delivered in linear formats, yet in an increasingly fragmented world we consume the individual elements that interest us. Important aspects of a story could be broken down into smaller, self-contained "atoms" linked together, leading to non-linear journeys. Atoms could be re-purposed across platforms and content could be delivered in formats that suit an individual’s needs leading to context-driven, adaptive news stories.
Rubén Grilo - Need for Speed @ CIRCA Projects.
21 March to 18 May 2013
Exhibition
Rubén Grilo is the second of three artists to provide a central position in a series of sequential exhibitions and events co-curated with the artists and CIRCA Projects at Stephenson Works throughout the Space Release programme.
Grilo (Lugo, 1981) makes use of conceptual and formal strategies in order to explore the notion of art as information through a variety of media as diverse as PowerPoint, laser animation, archive material, performance and installation.
Grilo uses the space of the Stephenson Works as additional element of the installation, interpreting the space as a paradigmatic site to place the origin of the acceleration of experience. Beginning with the mechanisation and creation of a physical communications network, and culminating with virtual networks and atomisation of life.
The exhibition in Newcastle also marks the first phase of Grilo’s long-term project ‘Slater Tapes’, following the path of Samuel Slater.
Recent shows by Grilo include: Sudden Glory, Nogueras Blanchard, Madrid, 2012; Bioscope, Wilfried Lentz, Rotterdam, 2012; PowerPoint Karaoke, MARCO, Vigo, 2011; The Action of Things. CSS Bard, New York, 2011; The Benefit of Ignorance. EspaiZer01, Olot, 2010; Before Everything. CA2M, Mostoles, 2010; Situación, CGAC, Santiago de Compostela, 2008.