View allAll Photos Tagged contract
Since I'm home sick, I might as well make myself look how horrible I feel. I used alcohol activated paints and different eyeshadows and highlighters to make this makeup look. I will be putting this into photoshop later.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
When Marcel Dassault started work on jet-powered fighters after WWII, the development evolved in gradual steps instead of quantum leaps, leading to a long line of aircraft. The Mystère IV was an evolutionary development of the Mystère II aircraft. Although bearing an external resemblance to the earlier aircraft, the Mystère IV was in fact a new design with aerodynamic improvements for supersonic flight. The prototype first flew on 28 September 1952, and the aircraft entered service in April 1953. The first 50 Mystere IVA production aircraft were powered by British Rolls-Royce Tay turbojets, while the remainder had the French-built Hispano-Suiza Verdon 350 version of that engine.
France was the main operator of the Mystère IV. In April 1953 the United States government and the United States Air Force placed an order for 223 aircraft to be operated by the French, and at the peak usage the Armée de l‘air operated 6 squadrons. Most of the aircraft were purchased under a United States Offshore Procurement contract and many were returned to US custody after they were retired. The Mystère IVs were used in the 1956 Suez Crisis and continued to remain in French service into the 1980s, even though they were quickly relegated into second line duties as more capable types like the Super Mystère SM2B or the Mirage III entered service.
Other international operators included Israel (using about sixty Mystère IVs in large-scale combat during the 1967 Six Day War), India (104 aircraft procured in 1957 and extensively used in the Indo-Pakistani War of 1965) and Ecuador.
The Fuerza Aérea Ecuatoriana (FAE, Ecuadorian Air Force) was officially created on October 27, 1920. However, like in many other countries, military flying activity already started before the formal date of birth of the Air Force. By 1939 the Ecuadorian Air Force was still limited to about 30 aircraft, though, and a staff of about 60, including 10 officers. Military aviation did not start in earnest until the early forties when an Ecuadorian mission to the United States resulted in the delivery of an assortment of aircraft for the Aviation school at Salinas: three Ryan PT-22 Recruits, six Curtiss-Wright CW-22 Falcons, six Fairchild PT-19A Cornells and three North American AT-6A Harvards arrived in March 1942, considerably boosting the capacity of the Escuela de Aviación at Salinas.
The 1950s and 1960s saw a further necessary buildup of the air force, gaining more units and aircraft, while efforts were made in enhancing the facilities at various airbases. In May 1961 the "First Air Zone" with its subordinate unit Ala de Transportes No.11 was founded. The "Second Air Zone" controlled the units in the southern half of Ecuador, Ala de Combate No.21 at Taura, Ala de Rescate No.22 at Guayaquil and Ala de Combate No.23 at Manta as well as the Escuela Superior Militar de Aviación "Cosme Rennella B." (ESMA) at Salinas.
It was at this time that the FAE was looking for a capable (yet affordable) jet fighter that would replace the vintage F-47 “Thunderbolt” piston engine fighters of American origin that had been operated since 1947 as well as the ageing fleet of Gloster Meteor jet fighters. After consulting various options, including the British Hawker Hunter and the American F-86 Sabre, Ecuador settled upon the French Mystère IV. A total of 32 aircraft were ordered in 1958 and delivered until early 1963 in two tranches, subsequently outfitting two combat squadrons.
The Ecuadorian aircraft resembled the early French Mystère IV standard and were powered by the British Rolls-Royce Tay 250. However, they differed in small details and incorporated some updates, leading to the individual designation Mystère IVE (for Ecuador). This included a modified instrumentation and a British Martin Baker ejection seat in the cockpit. On the outside, a fairing for a brake parachute at the fin’s base was the most obvious change, and there were small oval boundary layer fences on the wings’ leading edges that improved the aircraft’s handling. The front landing gear was slightly different, too, now outfitted with a mudguard.
To improve the aircraft’s capabilities in air-to-air combat, an American AN/APG-30 range-finding radar was fitted, mounted to the center of the air intake (under a slightly enlarged radome) and linked with the gyroscopic gunsight in the cockpit. It was effective at a range of up to 2.750 m, but only covered a narrow cone directly in front of the aircraft. Initially the aircraft were operated as pure fighters/interceptors, but soon they also took over ground attack and CAS missions with iron bombs and unguided missiles, even though the Mystère IV’s ordnance capacity was rather limited. But the aircraft had a good handling at low altitude and were a stable weapon platform, so that the pilots operated them with confidence.
In the early Seventies, Ecuador had plans to upgrade its Mystères with Pratt & Whitney J48-P-5 engines, a license-built version of the Rolls-Royce Tay from the USA and outfitted with an afterburner. With reheat the J48 delivered 8,750 lbf (38.9 kN) of thrust, but continuous dry thrust was only 6,350 lbf (28.2 kN), markedly less than the old Tay engine. The high fuel consumption with operating afterburner would have markedly limited the aircraft’s range, and this engine switch would have necessitated major modifications to the aircrafts’ tail section, so that the upgrade eventually did not come to fruition due the lack of funds and the rather limited and only temporary improvement in performance.
Nevertheless, in course of their career in Ecuador, the Mystères’ still underwent some modifications and modernizations. In the early Seventies an MLU program was carried out: the retractable pannier for unguided missiles was deleted in favor of an extra fuel tank and upgraded navigational and weapon avionics. The latter included wirings for IR-guided AIM-9B Sidewinder AAMs on the outer underwing pylons, what greatly improved the aircraft’s air-to-air capabilities. The original DEFA 552 guns were replaced with more modern DEFA 553s, which had a new feed system, a nitro-chrome plated steel barrel (which was longer than the 552’s and now protruded visibly from the openings), a forged drum casing, and improved electrical reliability. During this upgrade phase the machines also lost their original natural metal livery and they received a less conspicuous tactical NATO-style grey/green paint scheme with metallic-grey undersides.
In this form the Ecuadorean Mystère IVEs soldiered on well into the Eighties, with a very good reliability record. During their active career they even saw “hot” action on several occasions, for instance in a continuous border dispute with Peru, the so-called Paquisha War. This brief military clash over the control of three watch posts flared up in January 1981 and the Mystères became involved. The first incident was a dogfight with an A-37B of the Fuerza Aérea del Peru (FAP), launched from Guayaquil to intercept it – with no casualities, though. Several similar interception incidents happened until early February 1981, and the FAE Mystères also flew several CAS missions to repel the Peruvian Jungle Infantry and to support Ecuadorian ground forces. Despite their age, the aircrafts’ ruggedness and simplicity proved them to be reliable, and its high roll rate and good handling at low altitude made it a versatile platform that was still competitive, even though its rather sluggish acceleration turned out to be a serious weak spot, esp. in the country’s typical mountainous terrain. Its relatively low range with internal fuel only was another operational problem.
The Mystère IVEs were finally retired in 1988 and replaced by Mirage F.1C fighters from France and IAI Kfir C.7 fighter bombers from Israel.
General characteristics:
Crew: 1
Length: 12.89 m (42 ft 3 in)
Wingspan: 11.12 m (36 ft 6 in)
Height: 4.6 m (15 ft 1 in)
Wing area: 32.06 m² (345.1 sq ft)
Empty weight: 5,860 kg (12,919 lb)
Gross weight: 8,510 kg (18,761 lb)
Max takeoff weight: 9,500 kg (20,944 lb)
Powerplant:
1× Rolls-Royce Tay 250 centrifugal-flow turbojet engine with 34.32 kN (7,720 lbf) thrust
Performance:
Maximum speed: 1,110 km/h (690 mph, 600 kn) at sea level
Range: 915 km (569 mi, 494 nmi) with internal fuel only
2,280 km (1,420 mi; 1,230 nmi) with drop tanks
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 40 m/s (7,900 ft/min)
Armament:
2× 30 mm (1.18 in) DEFA 553 cannon with 150 rounds per gun
1,000 kg (2,200 lb) of payload on four underwing hardpoints, incl. bombs, rockets or drop tanks
The kit and its assembly:
A very simple project, and basically just an OOB kit in the colors of a fictional operator. The whole thing was inspired by the question: what could have been a predecessor of the Ecuadorean Mirage F.1s? Not an existential question that might pop up frequently, but I quickly decided that the Mystère IV would have been a good/plausible contender. I found this idea even more attractive when I considered a camouflage paint scheme for it, because you only get either French or Indian machines in a uniform NMF outfit or IDF Mystères in desert camouflage (either in brown/blue or the later sand/earth/green scheme).
The kit is the venerable Matchbox Mystère IVA, even though in its Revell re-boxing. It’s a very simple affair, with partly crude details like the landing gear or the dreaded “trenches” for engraved surface details, esp. on the wings. But it goes together quite well, and with some corrections and additions you get a decent model.
The kit was basically built OOB, I just added underwings pylons with some ordnance for a fighter bomber mission: a pair of drop tanks and two SNEB missile launcher pods (tanks leftover from a Sword F-94, IIRC, and the pods from a Matchbox G.91Y). A complete tub with a floor and with side consoles (origin is uncertain, though – maybe it came from an Xtrakit Supermarin Swift?) was fitted to the cockpit and the primitive OOB ejection seat was replaced with something more convincing, pimped with seatbelts (masking tape) and ejection trigger handles (thin wire).
The flaps were lowered for a more natural look, and I added small oval boundary layer fences from a BAe Hawk as a personal twist. The clumsy front wheel, originally molded onto the strut as a single piece, was replaced with something better. The main landing gear covers were replaced with thinner styrene sheet material (the OOB parts are VERY thick) and pieces from hollow steel needles were implanted into the respective fairings as gun barrels.
A thinner pitot, created from heated sprue material, was used instead of the rather massive OOB part. The ranging radar fairing in the intake was slightly enlarged with the help of white glue. And, finally, a piece of sprue was implanted into the fin’s base as a brake parachute fairing, reminiscent of the Polish Lim-6/7, license-produced MiG-17s.
Painting and markings:
Actually quite conservative, with a typical Seventies paint scheme in dark grey/dark green. I even considered a more exotic three-tone scheme but found that – together with the colorful national markings – this would look too busy. Since there is no reference for a Mystère IV in such a guise, I simply adapted the standard pattern from a Royal Air Force Supermarine Swift. For a different look than the standard RAF colors – after all, the fictional Ecuadorean Mystère IVs were painted with domestic material. I used Humbrol 75 (Bronze Green) and ModelMaster 2057 (FS 36173, USAF Neutral Grey) for a good contrast between the upper tones, with Humbrol 56 (Alu Dope) underneath.
The tail section received a burned metal look, using Revell 91 (Iron) and some graphite. The cockpit interior was painted in a very dark grey (Revell 09, Anthracite) while the landing gear became silver-grey and the wells zinc-chromate primer (Humbrol 81). For some contrast, the drop tanks became shiny aluminum (Revell 99).
The kit received a light black ink washing, primarily for the recessed panel lines, and a subtle panel post-shading – for a less uniform surface than for true weathering, I’d imagine that the aircraft would be looked after well. However, some gun soot stains around the weapon ports were added with graphite, too.
The Ecuadorean roundels and unit markings came from an Xtradecal Strikemaster sheet, the tactical codes from a Croco Decal sheet for various South-American trainers. The flag on the rudder was, due to its sweep, painted, and most stencils were taken from the Mystère’s OOB sheet or procured from an Ecuadorian Mirage V on a Carpena sheet.
Finally, the kit was sealed with matt acrylic varnish, the ordnance was added and the position lights on the wing tips were created with silver and clear paint on top of that.
Well, this was not a spectacular conversion build, rather an OOB travesty with some cosmetic changes. However, the rather classic grey/green camouflage suits the tubby aircraft well and the bright national insignia really stand out on it – a pretty combo. The whole package as fictional Mystère IVE looks surprisingly convincing!
Contract law Books including Principles of Irish Contract Law and Irish Business Law Quarterly. Contract Law Books for Students and legal Practitioners in Ireland.
Haus Vaterland (Fatherland House) was a pleasure palace on the southwest side of Potsdamer Platz in central Berlin. Preceded by Haus Potsdam, a multi-use building including a large cinema and a huge cafe, from 1928 to 1943 it was a large, famous establishment including the largest cafe in the world, a major cinema and numerous theme restaurants, promoted as a showcase of all nations. It was partially destroyed by fire in World War II, reopened in a limited form until 1953, and was finally demolished in 1976.
Haus Vaterland[edit]
Haus Potsdam became less successful during the 1920s, and in 1927 was sold to the Bank für Handel und Grundbesitz, which leased it for ten years to the Kempinski family of restaurateurs. They had an exclusive contract to provide all food and drink and to manage the business, which became their flagship.[16][17][n 2] In 1928, the building was reopened as Haus Vaterland, based on an idea by Leo Kronau, who had visited Coney Island in New York and wanted to emulate the international attractions in the amusement parks there and improve on Berlin's own imitation, Lunapark.[18] He persuaded the Kempinski family, who had a 65-year track record of success as restaurateurs in Berlin, to convert Haus Potsdam into a Haus der Nationen (house of nations), and became its first artistic director, arranging entertainment to suit the flavour of each of the gastronomic units.[19]
The architect for the conversion, Carl Stahl-Urach, the architect for Fritz Lang's Doctor Mabuse films,[n 3] modernised the exterior by applying stucco and in particular by wiring the domed section to be illuminated at night as an example of Architecture of the Night (Architektur der Nacht) or Light Architecture (Licht-Architektur)[9] which also emulated Coney Island lighting effects.[20] The lettering around the rotunda was illuminated, and approximately 4,000 bulbs arranged in intersecting arcs on the dome turned on and off to create the illusion of spinning motion. A reporter in Germania applauded the "Babylonian dome" as irrefutable evidence that "here, world-capital life is pulsing."[21] David Clay Large describes it as "a beacon of commercial kitsch".[22] Inside, the cafe was renovated and the building extended and the cinema moved to make room for a new entrance block in the centre of the building; in the rest of the space, restaurants dedicated to different countries and regions of the world were constructed.[5] Each was decorated appropriately with dioramas up to 6 metres deep,[23] panoramas, and lighting effects, and served appropriate food; it was an early example of modern theme dining or experiential gastronomy.[24] While the main shows took place in the ballroom,[25] each theme restaurant also had musicians of the appropriate origins on staff to complete the dining experience, including at least six dance bands.[26][27][n 4] A central kitchen occupied the entire top floor, connected to the different dining establishments by pneumatic tubes, through which orders came up, and dumbwaiters, by means of which food was sent down and dirty dishes sent back up; conveyor belts at kitchen level transferred the dishes to be machine washed, dried and stacked.[20] The whole was run on American-influenced principles of industrial efficiency.[28] It published a house magazine called Berolina - Latin for Berlin and most famously embodied in the statue in the Alexanderplatz.[29]
It was an enormous and popular establishment,[30] and like Haus Potsdam before it, is frequently alluded to in both artistic and tourist contexts, for example in Irmgard Keun's 1932 novel Das kunstseidene Mädchen (The Artificial Silk Girl).[14] Its combination of spectacle, variety performances, international dining and cinema was unique.[31] Large sees it as having been "a kind of proto-Disney World".[22] The building could accommodate up to 8,000 people; the 4,454 square metres of theme restaurants had a capacity of 3,500 people and Café Vaterland was the largest in the world; the one millionth guest was recorded in October 1929, barely a year after the opening.[32][33]
Third Reich and World War II[edit]
In the Nazi years, the mix of restaurants was modified and the Jewish Kempinskis had to sell the building for a pittance to "Aryans" and leave the country.[28] A 1936 French film, Les Loups entre eux (English title: The Sequel to Second Bureau), features scenes in Haus Vaterland, including "the Horst Wessel song booming from the loud-speaker".[34][35] The business continued to host throngs of customers even after Berlin began to suffer heavy bombing by the Allies. In 1943 the building was damaged, particularly in the central section, in the raid on the night of 22 November that destroyed much of the centre of the city.[36] On 2 February 1945 it was bombed out, only the walls left standing.[28]
Under occupation[edit]
After the war, Potsdamer Platz was the centre from which the four Allied occupation zones were demarcated. The ruined Haus Vaterland was in the Russian sector, but had doors to both the British and the American. In 1947, Café Vaterland was reopened in an acclaimed gesture of will to rebuild the city, and in 1948 the Communist cabaret Frischer Wind was playing there,[37] while because of its position on the sector lines, it was a hotbed of spying, flight from the East, and black marketing in currency and goods.[28][38]
Destruction[edit]
The building was finally completely burnt out on 17 June 1953, along with Erich Mendelsohn's Columbushaus, during the East German strike and protest.[39] It was then left in ruins, the windows simply being walled up. It was adjacent to the Berlin wall after its construction in 1961.[28] In 1966 Der Spiegel described the desolation of the Potsdamer Platz during those years, with birch trees growing out of the rubble of what had been the busiest traffic intersection in Europe and kestrels nesting in the ruin of Haus Vaterland and hunting rats which emerged from locked S-Bahn entrances.[40]
In 1972, the Senate of West Berlin bought the building as part of 8.5 hectares of land to build a road,[41] and had it demolished in 1976. The 600 tonnes of iron and steel were sold as scrap.[28]
Ironically, when Potsdamer Platz was rebuilt after German reunification, the site of Haus Vaterland was the only parcel on which no entertainment facility was sited, only offices, because it was felt to be too small. The building abutting the square was given a semi-circular façade in homage to the round section of the building which had once stood there.[42]
Description[edit]
Haus Vaterland promised die Welt in einem Haus - "the world in one house".[43][25] Siegfried Kracauer said, "Haus Vaterland includes the entire globe".[44] He also pointed out the contrast between the "exaggerated" New Objectivity in the style of the "immense" lobby and the "luxuriant sentimentality" of the dining establishments as little as one step away.[45] He used this example to argue that the New Objectivity was merely a façade.[46] To Franz Hessel, it was a "perfectly planned city of entertainment" which demonstrated the nascent totalitarianism of "monster Germany".[47] Sydney Clark summed it up in his guide for British tourists as a must-see because it typified Berlin:
I can think of no better way to top off a Berlin night . . . than an hour or two or three in Haus Vaterland. The place is certainly not "high hat," nor is it low hat, but it is of the very essence of Berlin.[48]
The original attractions were:
Kammerlichtspiele im Haus Vaterland[edit]
The cinema, from about 1920 renamed UFA-Haus am Potsdamer Platz, was moved and enlarged to 1,415 seats in Stahl-Urach's renovation. The auditorium was strikingly modern,[23] on a circular plan and with vibrant red carpeting and gold-painted wooden trim on the seats.[3] It was one of five Berlin cinemas Sydney Clark recommended to the American tourist in 1933 as worth seeing (the others being the Titania-Palast, the UFA-Palast am Zoo, the Primus-Palast and the Phoebus Palast).[49]
Ballroom[edit]
The ballroom, also called the Palmensaal (palm room) was under the dome, and intended as a re-creation of the Garden of Eden.[50] It was decorated with silver palm fronds and sculptures by Josef Thorak, who was to be popular during the Nazi era.[5] Jazzmeister Bill Bartholomew led the house dance band[27] and the "Vaterland-Girls" performed.[33]Grinzinger Heuriger[edit]
A re-creation of a Viennese Heuriger in Grinzing, on the third floor. The menu included Sachertorte prepared from the authentic recipe; the Kempinskis had an exclusive licence to offer it in Berlin.[51] Guests sampled the new wine looking out at the steeple of St. Stephen's cathedral against a starry sky, and a tram with interior lights lit crossed the bridge over the Danube.[45] In the Berliner Tageblatt, the Austrian writer Arnold Höllriegel declared the place to be far more genuine than the real thing.[52]
Rheinterrasse[edit]
The Rheinterrasse (Rhine terrace) on the third floor in the circular section of the building, had a diorama to give the illusion of sitting outdoors overlooking the river between Sankt Goar and the Lorelei rock. A troupe of twenty "Rhine maidens" danced between the tables under hoops twined with grape vines.[51] Hourly thunderstorms were created by lighting and sound effects; one American visitor reputedly "beam[ed] like a movie theater façade on Broadway" when told about this.[53]
Space Florida President and CEO Frank DiBello looks on, at left, as Space Florida Chairman of the Board of Directors William T. Dymond Jr. and NASA Kennedy Space Center Director Robert Cabana, at right, shake hands following the signing of a new agreement, marking another step in the transformation of NASA’s Kennedy Space Center in Florida to a multi-user spaceport. A 30-year property agreement for the operations and management of the historic Shuttle Landing Facility, located at Kennedy, was signed June 22, 2015, by NASA and Space Florida, the aerospace and spaceport development authority for the state of Florida. Photo credit: NASA/Kim Shiflett
The Lockheed C-130 Hercules now registered as N121TG was built in July 1957 at Lockheed's plant in Marietta, Georgia.
The 3,119th Hercules to be constructed, it was delivered to the United States Air Force, and first used by the 314th Troop Carrier Wing, serial 56-0511.
In June of 1963, it was briefly transferred to the 322nd Air Division, before returning to the 314th in April 1964.
In September of 1969, the aircraft was sent to Vietnam with the 40th Tactical Airlift Squadron (TAS). It later moved to the 21st, then to the 142nd TAS in October 1971. After returning to American soil, it flew in the Delaware Air National Guard until it was transferred to the 180th TAS in November 1986. When the 180th received new C-130H2 models in July of 1987, 56-0511 was sent to the 186th Fighter-Interceptor Squadron.
It was put up for civilian purchase in March 1990.
56-0511 was purchased by the Hemet Valley Flying Service of Riverside County, California, and registered as N132FF. In October of 1990, it was converted to a water bomber, with the purpose of extinguishing fires.
In 1997, it was purchased by the Aero Firefighting Service and went into storage in 2000.
In March of 2006, the aircraft was taken out of storage and sold to International Air Response in Coolidge, Arizona. On May 10, 2007, the aircraft received its current registration of N121TG.
Modified for sea pollution control, it operated under contract to Oil Spill Response Limited (OSRL).
From 2014, the aircraft was based at Cardiff and St Athan in South Wales, UK.
More recently the aircraft operates from Kota, Malayasia.
International Air Response, which owns the aircraft and a handful of other C-130s, offers "Aerial Film and Movie Production" as a service.
N121TG was used in the filming of the aircraft scenes of 'Bane' between May and July 2011, at Cardington, England and Inverness, Scotland.
Aircraft History drawn from bane.fandom.com/wiki/N121TG
www.lawyerslegalformsanddocuments.com/business-legal-form... - Employment contracts are important for both employer and employee. There are several different types of employment contracts, which need to be used depending on the situation.
Truck : Scania P 82 tipper truck with flatbed trailer
Company : Flagge Contracting Inc from NEWARK (NJ)
Date : 12/07/2012
Location : Flatbush Ave, Brooklin, NYC
savanna samson, savanna, samson, vivid girl savanna, savanna vivid, the real savanna, vivid star savanna, porn star savanna, porn star savanna samson, vivid entertainment, contact star savanna, contract girl savanna, contract star savanna samson, savannah samson, savannah
Forest Contract Ltd is UK based leading furniture company in Greater Manchester. We manufacture durable contract furniture usable for governmental and commercial companies.
An example of the data archive in action. Some datasets require researchers to sign a contract and implement a security plan to keep data with potentially identifying information secure. We manage several large contracts at PRI.
Eastern Counties had dispensed with FLFs on normal service by 1985, but still retained a handful at Lowestoft where they were used on school contracts. FLF 448 prior to the afternoon lift at the companies premises in that town on July 3d 1985.
This little whimsy inspired by the agonies documented in paulclarke.com/honestlyreal/2010/12/oh-christmas-tree/
(See links). During the boom of Route 66 in the 1900s, Two Guns was a popular trading post but it's been abandoned since 1971. In 1926, a man shot and killed the owner of the land over a contract dispute, and a later attempt to rejuvenate the area was destroyed by a fire. Today, Two Guns, which is easily accessible from an interstate, has nothing but a series of empty buildings — and a lot of spooky history.
Apache Death Cave is a historical landmark located in Two Guns, Arizona. It's on Old Route 66, at the Two Guns interchange, between Flagstaff and Winslow, Arizona. The battles between the Navajos and the Apaches were constant. The group of Apache warriors hid in a cave located in Two Guns. In 1878, they attacked a Navajo camp and murdered everyone with the exception of three Navajo girls who were taken as prisoners. The Apaches not only murdered the Navajos, whom they raided, they also looted the area. The Navajos from another camp sent warriors after the Apaches, however they failed in their quest to find them. When the Apaches attacked another Navajo camp, the Navajo warriors went to Canyon Diablo and saw hot air coming out of the ground.
After taking a closer look, the Navajos discovered that there was a cave and that the raiding Apaches were hiding in it with their horses. The Navajos began to throw burning dry wood into the cave. The Apaches then slit the throats of their horses in an attempt to put out the fire after they ran out of water. When the Navajos found out from an Apache who came out of the cave, that the three Navajo girls were murdered, they threw him into the fire and murdered 42 Apaches in the cave. The cave became known as the "Apache Death Cave". Altogether forty-two Apaches lost their lives in the cave.
Apache Death Cave In Arizona Is a haunted mass grave site with nearly 50 bodies - Only In Your State
Apache Death Cave / Two Guns Arizona
Apache Death Cave is located on the side of a canyon with an abandoned gas station. The abandoned gas station also used to operate a zoo full of desert animals. Many of the ruins around the gas station are parts of the zoo. It's also rumored they used to sell artifacts from the Apache Death Cave at the gift shop.
Apache Death Cave - Atlas Obscura
What happened at the Apache Death Cave? The group of Apache warriors hid in a cave located in Two Guns. In 1878, they attacked a Navajo camp and murdered everyone with the exception of three Navajo girls who were taken as prisoners. The Apaches not only murdered the Navajos, whom they raided, they also looted the area.
Apache Death Cave - She Explores
List of historic properties in Two Guns, Arizona - Wikipedia
Apache Death Cave - Exploring Apache Death Cave (2020) (Road Venture) - You Tube
Apache Death Cave - Abandoned Route 66 Gas Station, Campground . . . and APACHE DEATH CAVE! (Wonderhussy / You Tube)
Apache Death Cave - Trip Advisor
ariel map of Two Guns, Arizona
Two Guns, Arizona - The Wave
Two Guns, Arizona - The Route - 66 . com
Two Guns, Arizona - ghosttowns.com
Two Guns' sordid history off I-40 - Azdot.com
Untold Arizona: Two Guns Ghost Town Marks End Of An Era - Fronteras
Two Guns is also a ghost town in Coconino County, Arizona. Located on the east rim of Canyon Diablo approximately 30 miles east of Flagstaff, Two Guns prospered as a tourist stop along Route 66.
Two Guns, Arizona. 102121.
This image is excerpted from a U.S. GAO report:
www.gao.gov/products/GAO-15-436
CAPITOL POWER PLANT: Architect of the Capitol Should Update Its Long-term Energy Plan before Committing to Major Energy Projects
a) Agencies' costs for energy, water, and related expenses for operations, maintenance, and repair and replacement are all generally allowable sources of ESPC cost savings under statute.
b) Savings generated after an ESPC's performance period would generally be in the form of lower utility costs. Post-performance period savings are not measured and verified, and agencies do not
generally track such savings.
Description: Marriage contract
Object Origin: Verona, Italy
Date: 1786
Medium: ink and paint on vellum
Persistent URL: digital.cjh.org/R/?func=dbin-jump-full&object_id=244156
Repository: Yeshiva University Museum, 15 West 16th Street, New York, NY 10011
Call Number: 1983.006
Rights Information: No known copyright restrictions; may be subject to third party rights. For more copyright information, click here.
See more information about this image and others at CJH Museum Collections.
Leaders of the L.A. County Metropolitan Transportation Authority (Metro) today joined federal, state and local elected officials in the Mid-Wilshire District of Los Angeles to break ground on the long awaited Metro Purple Line Extension Project, the largest, most ambitious public works project in the Western United States.
In July, Metro’s Board of Directors approved a contract with Skanska, Traylor and Shea (STS), a Joint Venture, to construct the Purple Line Extension Project. Construction of the subway extension will connect West Los Angeles to the region’s growing rail network, making it possible to travel between Downtown Los Angeles and Westwood in 25 minutes. The first subway segment will extend the Purple Line 3.9 miles from the existing Wilshile/Western Purple Line terminus near Koreatown into Beverly Hills. Three new underground stations are planned at Wilshire/La Brea, Wilshire/Fairfax and Wilshire/La Cienega, providing fast, frequent, high-capacity transit service farther west along busy Wilshire Boulevard.
“The Purple Line will ease traffic along the congested Wilshire corridor and will make traveling from the westside to downtown faster and greener.” said Eric Garcetti, Mayor of Los Angeles and Metro Board Chair. “When it comes to infrastructure, L.A. is on the move. We are right now investing 36 billion dollars in our transportation infrastructure to ease congestion and create thousands of jobs. All together, this is the largest public works project in the nation. In the car capital of the world, we are looking to reduce traffic and cut air pollution by giving people car-free options to get to work and play.”
The Purple Line Extension is a critically important rail project that is partially funded by the 2008 Measure R sales tax that was overwhelmingly approved by two-thirds of L.A. County voters. The first segment of the subway is expected to be completed in 2023 with a project budget of $2.821 billion. In addition to this local funding, Metro received a $1.25 billion Full Funding Grant Agreement (FFGA) from the Federal Transit Administration to help pay for the first segment. The U.S. Department of Transportation also granted Metro a low-interest loan of $856 million from a Transportation Infrastructure Finance and Innovation Act (TIFIA) to complete the funding package for the project’s first phase. Combined, these nearly $2 billion in project commitments represent the biggest federal transportation investment for a single construction segment in the history of Los Angeles County.
The remaining $821 million in project funding for the first segment includes Measure R, City of Los Angeles local funding, and other existing local and federal funds.
“Today we launch the construction of the first subway segment along the Wilshire corridor to West Los Angeles,” said Los Angeles County Supervisor and Metro Board Member Zev Yaroslavsky. “No transit corridor in our region is in greater need of mass rapid transit. The area to be served is one of the most dense employment centers in the county and is plagued by some of the worst traffic congestion in the country. This groundbreaking is long overdue and will be well received by people who work and live in the Westside.”
“Breaking ground on the Purple Line extension is an important step toward completing this key transit option for Angelenos, which will help relieve congestion and boost the local economy,” said U.S. Senator Diane Feinstein. “I applaud the efforts of everyone who helped us reach this point, but we have work left to do. The federal government is committed to providing $1.25 billion of the $2.8 billion cost for phase one, but future phases will require an estimated $3.5 billion. I will continue to strongly support federal funding to complete this important transit project.”
The project is planned to be built in three sections. Section 2, which will include Wilshire/Rodeo and Century City stations, is scheduled for completion in 2026. Section 3, which will include Westwood/UCLA and Westwood/VA Hospital stations, is planned to open in 2035. When all three project sectionss are complete, the Purple Line will extend westward from Wilshire/Western for nearly nine miles with a total of seven new stations.
Metro is currently seeking additional federal funding that could accelerate subway construction for Section 2 in the form of a $1.1 billion grant from the federal New Starts program, and a $307 million low-interest loan from the federal TIFIA program.
“Los Angeles has made enormous strides to expand transportation options and accelerate construction of projects that will create jobs, improve mobility, and spur economic growth,” said U.S. Senator Barbara Boxer. “The Purple Line Extension is another major accomplishment. I am proud that the TIFIA Program from MAP-21 provided key financing of $856 million that enabled this project to move forward.”
“The Purple Line extension puts Angelenos to work building a 21st century transit system for our city,” said U.S. Congressman Xavier Becerra. “Connecting the Westside to the greater Los Angeles area by subway will create over 25,000 jobs, increase ridership and result in a boon for our local economy. This project is the right investment that will keep Los Angeles on the move.”
The full nine-mile project is projected to generate about 62,000 daily weekday boardings at the seven new stations. Today, there are 39,000 daily boardings on the Purple Line between Union Station and Wilshire/Western. By 2040, 150,000 daily boardings are expected on the Purple Line between Union Station and Westwood/VA Hospital.
During peak periods, trains are expected to run every four minutes. During off-peak periods, they are expected to run every 10 minutes. It will also create tens of thousands of jobs and generate increased economic activity for the region.
Over 300,000 people travel into the Westside every day for work from throughout the region. More than 100,000 people leave the area for outside destinations. These numbers will increase over time. The Purple Line is expected to provide a much needed transit alternative for traveling to and from West Los Angeles, one of the county’s most densely populated, job-rich areas. The area is also home to major world-class destinations.
“I’m delighted that construction on the Purple line extension is beginning,” said U.S. Congressman Henry Waxman. “This rail link will fundamentally change how the people of L.A. get around and provide a direct route to some of the great sites in the Westside. After section one is finished, you’ll be able to hop on the subway downtown and visit the La Brea Tar Pits, the Los Angeles County Museum of Art, the Petersen Automotive Museum and Restaurant Row.”
The subway extension is expected to reduce reliance on automobiles, help reduce roadway congestion, reduce travel times and reduce greenhouse gases.
“The Purple Line Extension will continue to make Los Angeles a great place to work, live and play,” said U.S. Congresswoman Karen Bass. “This extension is an example of what can happen when federal, state and local leaders all work together—bringing billions of dollars into the Los Angeles economy and creating thousands of jobs over the next decade, while building on a vital rail line that will benefit Angelenos for generations.”
“The subway extension project is important not just for the Westside, but for the entire region,” said Pam O’Connor, Santa Monica Mayor and Metro Board member. “Whether you’re traveling to or from West L.A. making the trip will be easier by utilizing the Metro system that connects Angelenos through virtually every part of the county.”
The Purple Line extension also will offer improved connectivity to the entire Metro Bus and Rail network, as well as municipal bus lines and other regional transportation services. It is just one of several projects designed to improve transit options and mobility in the area. Other planned improvements include the Wilshire Bus Rapid Transit Project and Expo Phase II line to Santa Monica.
“This project’s groundbreaking is the culmination of many years of consensus-building on the Metro Board,” said Ara Najarian, Glendale City Council member and Metro Board member. “Our Board unanimously supported the design and construction of the Purple Line Extension, and we are very glad to see construction begin as we make Los Angeles County a world-class destination with rich transit amenities.”
Aura Cacia, a division of Frontier partners with Goodwill Contract Services division for packing, inspecting and labeling of their essential oil products.
USACE Philadelphia District awarded a contract on April 7 to Cutting Edge Group, LLC to convert currently unused hospital space into a 250-bed facility. Construction began April 9, 2020 and was completed on May 3, 2020. The mission was part of a federal, state, and local response to the COVID-19 Pandemic.