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Director Theophilus Raynsford Mann
~ a Taiwanese social reformer, philosopher, photographer, and film director
“Do Everything for My People”
馬天亮導演
~ 臺灣的社會改革者，哲學家，攝影師，和電影導演
《造福人民》
SUMMARY
Theophilus Raynsford Mann is a naturalist, occultist, Buddhist and Taoist. In 1982, Mann developed a technique for abstract photography, applied “Rayonism” into photographic works. Mann staged 32 individual, extraordinary exhibitions around Taiwan, who was the first exhibitor around Formosa. Mann’s works is the beginning of modernization in the modern abstract arts in the world. At the University of Oxford, Mann’s attractive topic was “A View of Architectural History: Towns through the Ages from Winchester through London Arrived at Oxford in England”; also an author at the University of California, Berkeley and the University of Michigan in the United States; an alumnus from Christ Church College at the University of Oxford in England, the University of Glamorgan in Wales, and National Taiwan University in Taipei on Taiwan. Mann’s works have been quoted by the scholars many times, making Mann one of the highly cited technological, artistic, and managing public administrators in the academia. Mann was listed in “Taiwan Who’s Who In Business” © 1984, 1987, 1989 Harvard Management Service.
Education in Taiwan and a Brief of Latest Generation of History in Taiwan / Formosa
In 1980, Mann obtained his postgraduate certificate from the Graduate Institute of Electrical Engineering of National Taiwan University in Taipei; successfully completed another graduate studies in Information dBase III Plus and Taiwanese Traditional Chinese Mandarin Information System at National Sun Yat-Sen University in Kaohsiung in 1989.
Early Career
In 1989, Mann instituted Mann’s Office of Electrical Engineer, he settled himself in electrical technology and industries as a chief engineer in his early years. He put his professional and precise knowledge to good account in business management. A formal business management with business relationship established to provide for regular services, dealings, and other commercial transactions and deed. He had many customers having a business and credit relationship with his firm then he was a successful engineer.
Study Abroad and Immigration into the United Kingdom
In 1998, Mann studied abroad when he arrived in Great Britain; he studied at School of Built Environment, the University of Glamorgan, Wales for a master of science in real estate appraisal. Until the summer of 2000, Mann completed an academic course on “Towns through the Ages” from Christ Church at the University of Oxford.
PHILOSOPHICAL VIEWS
Mann is a naturalist; he trusts spiritual naturalism and naturalistic spirituality, which teaches that “the unknown” created this wonderful world. “The unknown” arranged the nature with its law so that everything in nature is kept balanced and in order. However, human beings failed to control themselves, deliberately went against the law of nature, and resulted in disasters, which we deserved. He also is an occultist, a Taoist, and a Buddhist; but in Britain, he frequently goes to Christian and Catholic churches, where he makes friends with pastors and fathers as well as churchgoers. In his mind, he recognizes “Belief is truth held in the mind; faith is a fire in the heart”. He is always a freethinker, does not accept traditional, social, and religious teaching, but based on his ideas: a thought or conception that potentially and actually exists in his mind as a product of mental activity - his opinion, conviction, and principle. If people have not come across eastern classics and philosophy, we are afraid that people would never understand Theophilus Raynsford Mann. People cannot judge an eastern philosopher based on western ways of thinking. He studies I Ching discovering eastern classics of ancient origin consisting of 64 interrelated hexagrams along with commentaries. The hexagrams embody Taoist philosophy by describing all nature and human endeavour in terms of the interaction of yin and yang, and the classics may be consulted as an oracle.
Back in the 1990s when Mann just arrived at England, he had been offered places to do Ph.D. and LL.M. degrees (degree in Law and Politics of the European Union) by several western professors in the Great Britain. He has met all the requirements for postgraduate admissions to study at UK’s universities.
During his time at Oxford, he learnt a lot of British culture and folk-custom while carrying out research with many British and Western professors, experts, and archaeologists. This proves that Mann understands various aspects in British society, culture, and lifestyles. Of course, he does not fully understand about the perspectives of thinking of a typical British. For example, what would be the most valuable in life for a British person? What would a British want to gain from life? What is the goal in life for a British? Is it fortune or a lover? Alternatively, perhaps honour? On the other hand, maybe being able to travel around the world and see the world?
FAIRNESS and JUSTICE
As Theophilus Raynsford Mann’s saying are:
“Touching Fairness and Justice”
Feel good about themselves, but do not know the sufferings of the people...
Who can get easy life like them?
What is profile of modern society?
What type and style is truly solemn for this society identify?
Where “the characterization” is? Who can see? Did you see it?
《感動的公平與正義》
自我感覺良好, 不知民間疾苦...
誰能得到安逸的生活如同他們一樣？
這是個什麼樣子的社會？
這個社會認定什麼樣的類型和風格是真正莊重的?
「特徵」在那裡？誰可以看到？你看到了嗎？
Jurisprudence and Political Philosophy and Perspectives
Mann ever studied judicial review and governmental action, the impact of law and legal techniques, constitutional mechanisms for the protection of basic rights, and ensuring the integrity of commercial activity, the impact of law and legal techniques on government, policymaking, and administration, as well as the creation of markets. He tries to understand these critical trends in the political development of modern state. Mann will combine both theoretical and empirical approaches, and the conditions for democratic transition and the nature of state development in the ‘post-industrial’ era of globalisation and economic integration.
According as Mann’s legal experiences, he comprehend that “the knowledge of the law is like a deep well, out of which each man draught according to the strength of his understanding”, and, law and arbitrary power are in eternal enmity. He is also sure law and institutions are constantly tending to gravitate like clocks; they must be occasionally cleansed, and wound up, and set to true time.
The government issues a decree - an authoritative order having the force of law, which charged with putting into effect a country's laws and the administering of its functions. Any of the officials promulgate a law or put into practice relating to the government charged with the execution and administration of the nation's laws then they announce and carry out the creation of any order or new policy that will be responsible for the people.
Mann had knowledge in connexion with construction law; he also understands architectural arts, and as well learnt the forms by combining materials and parts include as an integral part concerning modern construct. I ever built urban buildings and rural architecture in different styles under new housing and building projects by the governmental administration and construction corporations.
Right now, Mann studies the problems caused by ethnic disputes and human armed conflicts in the modern society resulted code of mixed civil and criminal procedure. He wishes an agreement or a treaty to end human hostilities - the absence of war and other hostilities around the world. The interrelation and arrangement of freedom from quarrels and disagreement become harmonious relations living in peace with each other. Actually, erect peace in more friendly ways of making friendships for modern human society is comfortable in my ideal. It is like building monolithic architecture: houses and buildings for the people. Mann would like to do “something beautiful for `the unknown`”.
In the ethnic disagreement and armed conflicts as concerning the poor people and children notwithstanding they live through a bad environment on any of poor or crowded village or town in a particular manner - lived frugally. However, after years of industrialisation as a more educated population, becomes more aware of global plenum, continuing to be alive. Environmental groups are increasing and lobbing government will legislate to stop bad environmental and social practices. The establishments of human rights’ wide and untiring efforts will be alleviated people’s suffering. And as well the poor people shall meet and debate sustainable development and for a concerted government led action towards sustainability is an example that the younger generation are concerned for the future. It shall be making the younger easier for their life and make better on their lives, and help them to build a better future.
In present world, Mann really knows the full meanings of “Fundamental Human Rights and Equal Opportunities for the People”. He thinks ethics is the moral code governing the daily conduct of the individual toward those about him / her. It represents those rules or principles by which men and women live and work in a spirit of mutual confidence and service. Without going into the question of how an ethical code was formulated or why anybody should obey it, we can look at the matter in a common-sense fashion with reference to its influence upon our legal affairs. In brief, from the law point of view, a reputable ethical code embodies the qualities of accuracy, dependability, fair play, sound judgement, and service. It is based upon honesty.
No person can have an ethical code that concerns him / her alone. Living in society, as he / she must, a person encounters others whose rights must be respected as well as his / her own. An honest regard for the rights of others is an essential element of any decent code of ethics, and one that anyone must observe if anybody intends to follow that code. After all, ethics is not something apart from human beings. Indeed, there is no such thing apart from our actions and us. It is the duty, therefore, of every man and woman in legal affairs to see that his daily associations with others are truly in conformity with the plain meaning of the Ten Commandments: “Thou shalt not barratry, thou shalt not bear false witness, thou shalt not receive illegal fee and the rest”.
The knowledge Mann has, in connection with legal affairs, was usually come from his precious experiences of his past over ten year’s law and political careers. In an interval regarded as a distinct period of 1980s, he studied mixed civil and crime, and the code of mixed civil and criminal procedure for the problems caused by ethnic disputes and human armed conflicts in the modern society. He was especially one who maintains the language and customs of the group, and social security in Taiwan.
Since 30 July of 1988, Mann settled himself in law as a chief executive and scrivener at Central Legal, Real Estate, and Accounting Services Office; it is in the equivalent to a solicitor of the United Kingdom. The Office provided full legal, accounting, real estate, and commercial services to the public. He did his job as a person legally appointed by another to act as his or her agent in the transaction of business, specifically one qualified and licensed to act for plaintiffs and defendants in legal proceedings and affairs. Over and above Mann was a chairman and executive consultant at Taiwan Credit Information Company®, founded in 1994. The company offered services to the public in response to need and demand in the area of credit information.
Mann had excellent experiences in political and law work was pertaining to mixed civil and crime, the code of mixed civil and criminal procedure, construction, and commercial law abroad. The experiences of legal services related to the rights of private individuals and legal proceedings concerning these rights as distinguished. In the criminal proceedings, he did many cases for the defendants. Although an act committed or omitted in violation of a law forbidding or commanding it and for which punishment is imposed upon conviction; but he also laid legal claim, required as useful, just, proper, or necessary to the defendants under the human rights in the meantime. This provision ensures to the defendant a real voice in the subject.
The men whose judgement we respect are those who do not allow prejudices, preferences, or personalities to influence their decisions. Profit and self-aggrandisement are likewise ignored in their determination to reach an equitable and fair settlement. What are the basic principles upon which good judgement is founded? A keen intellect, a normal emotionally, a through understanding of human nature, experience of law work, sincerity, and integrity.
Developed a Technique for Abstract Photography and Abstractionist
In 1982, Mann developed a technique for abstractive photography, which applied “rayonism” to the photographic works. In November of 1984, Mann was 26-year-old, he instructed many professors and students of National Taiwan Normal University in photography of abstract impressionism and rayonnisme in Taipei, Taiwan. The word “rayonnisme” is French for rayonism - a style of abstract painting developed in 1911 in Russia.
Photographic Exhibitions
Theophilus Raynsford Mann Photographic Exhibition of “Rayonnisme / Rayonism” Tour - Invitational Exhibition of Taiwan 1983-84.
一九八三〜八四年中華民國臺灣 馬天亮攝影巡迴邀請展
Theophilus Raynsford Mann Photographic Exhibition of Rayonism (32 individual exhibitions) 1983~1985.
馬天亮『光影』攝影特展（個人展32場）1983〜1985年.
Mann staged 32 individual, extraordinary exhibitions and annual special exhibitions on photography of abstractive image and Rayonnisme around Taiwan / Formosa. Mann was the first exhibitor around the country. All of the invited displays were by the Taiwan’s Government, cultural and artistic organisations, and sponsors. Mann’s earliest exhibition took place in the National Taiwan Arts Education Center (Museum) on 19 December 1983 when Mann was 25 years old; Mann was the youngest exhibitor in the history of the Center in any solo exhibitions. The Center that was opened in March 1957, kept a collection of Mann’s work. It is currently updating the Center’s internal organisation and strengthening co-operation with leading centers and museums around the world. Meanwhile, it widened the center’s scope to increase its emphasis on Taiwan’ regional culture and folk arts.
Modernization in the Modern Abstract Arts of Taiwan
Mann’s works is the beginning of modernization in the modern abstract arts of Taiwan, China and greater Chinese society in the world. The use of “modernisation” as a concept that is opposed to “Traditional” of “Conservative” ideas began with the approach of the 20th century. It spreads rapidly through academic circles, and was broadly accepted as a means to reform society. Chinese Manchu Qing (Ching) dynasty’s first steps toward modernisation began in the Tung-chih era (1862-1874) with the “Self-Empowerment Movement”. During the late 19th century, as late Manchu dynasty was confronted on all sides by foreign aggression, voices throughout society debated the most effective means to reform and strengthen the country. Some advocated “combining the best of East and West”, while others went so far as to call for “complete Westernisation”. Taiwan was at the centre of these waves of reform. Faced with direct threats against the island by foreign enemies, the Chinese Ching dynasty court took special steps to push Taiwan’s modernisation.
In a role just like that of a gardener wanting to create a rich and fertile environment for the seeds of culture, one in which Mann may sprout, grow and bloom. Mann aims to provide an educational stimulus for society by introducing his works - Mann can express the neo-romantic spirit deftly from various creations and supporting international artistic exchanges. Mann believes that the first step in creating such a new and independent state is the real emergence of culture and arts, for which the art and science of designing and erecting buildings, and fine arts (including photography and motion picture) of the civilization is a good measurement of success. For the foreseeable future, Mann should be continuing to forge ahead, working diligently and unceasingly towards its mission of raising China and Formosa / Taiwan’s culture in his spare time.
Became an Author and a Scholar
In 1980, Theophilus Raynsford Mann completed his first book - scenario original “The Soul's Sentimentalizing”, also named: “Hun Yun : Jin Qi Tu Rui” 電影原著《魂韻》(衿契吐蕊) then Mann was at the age of 22. In 1983, The General Library of the University of California, Berkeley in the United States of America, collected and kept Mann’s writings - scenario original 「魂韻 : 衿契吐蕊」“Hun Yun : jin qi tu rui”, included a musical composition of his own – “Sonate Nr. 1 C-dur op. 3 für Klavier (piano)”, composed on 3rd April 1977 then Mann was 18 years old. The works were published in 1980; the theme was based on “The Soul's Sentimentalizing”. Another masterpiece was an Album of Academic Work for News
Publication “Theophilus Raynsford Mann Photographic Exhibition of Rayonnisme / Rayonism”, published in 1985. The Hathi Trust Digital Library, the University of Michigan also collected and kept Mann’s writings.
Authorship
Mann’s articles and writings were published in more than 200 different kinds of domestic and foreign magazines, newspapers, and periodicals, in the period between May of 1972 and 1990s. It was all started when Mann was just 13-year-old. Many of which have been very influential. These have been quoted by Western and Eastern scholars many times in the last few years, making Mann one of the highly cited technological, artistic, and managing public administrators in the world in the late 20th and early 21st century. The Ministry of the Interior in Taiwan had registered Mann’s professional writings and given him two certificates of copyright. The numbers are 33080 and 33081 on 4th July of 1985; and Taiwan’s Gazette of The Presidential Office issue No. 4499, featured his writings on 4th September 1985.
Became an Academic and Film Director
Today, Mann is a professor at Space Time Life Research Academy, a photographer (portrait, fashion, commercial, digital, architectural, abstract photography), film director, and computer engineer now live and work in London; and most currently engage in his vocational professions of ‘Consultant of Immigration and Translations’. Mann is an author at the University of California, Berkeley, and the University of Michigan; an alumnus from Christ Church at the University of Oxford, the University of Glamorgan, and National Taiwan University in Taipei.
Director Works:
FILMS:
Experimental Film: “New Image for the Spring” © 1982
Abstract Films:
“Rayonnisme 110124” © 2011
www.youtube.com/watch?v=M0ghIxV0LBo&feature=youtu.be
www.youtube.com/watch?v=PC_r2CO-UJs&feature=youtu.be
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“Rayonism 110124” © 2011
www.youtube.com/watch?v=1Ph8qb2Wjps&feature=youtu.be
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www.youtube.com/watch?v=IN1e07X4AEc&feature=youtu.be
“Light Dancing 110124” © 2011
www.youtube.com/watch?v=DmCVSjG1KEk&feature=youtu.be
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“Birth” © 2011
www.youtube.com/watch?v=zoG3cxICeEY
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“Fantasy in Dream” © 2011
www.youtube.com/watch?v=pkcmrMmF_gc&feature=youtu.be
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“floating” © 2011
www.youtube.com/watch?v=2xFOdzM3T9Y&feature=youtu.be
www.flickr.com/photos/124141020@N05/17525813743/in/photos...
“Optical Rotation” © 2011
www.youtube.com/watch?v=a48BPHplf4Q&feature=youtu.be
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Documentary Films:
“Spider” 130921 © 2013
www.youtube.com/watch?v=flSg_KZC8T4&feature=youtu.be
www.flickr.com/photos/124141020@N05/17482109753/in/photos...
“Fighting by Spider” © 2011
www.youtube.com/watch?v=Tcpkc6niMiY&feature=youtu.be
www.flickr.com/photos/124141020@N05/18201816521/in/photos...
“Spider's Living” © 2011
www.youtube.com/watch?v=vWjYRRTsltI&feature=youtu.be
www.flickr.com/photos/124141020@N05/18208449565/in/photos...
“London Buddha Day Festival, UK 150510 英國倫敦浴佛節” © 2015
www.youtube.com/watch?v=1mcPNaQtWu8&feature=youtu.be
www.flickr.com/photos/124141020@N05/17883706816/
www.youtube.com/watch?v=RApsQA2Km1w
Theophilus Raynsford Mann 馬天亮導演 - YouTube
www.youtube.com/watch?v=ijotODxZkNo&list=LLosvuIOImSV...
www.youtube.com/channel/UCosvuIOImSVgFru84i9omOQ/videos
www.youtube.com/playlist?list=LLosvuIOImSVgFru84i9omOQ
Bing Videos
www.bing.com/videos/search?q=Theophilus+Raynsford+Mann&am...
Yahoo Video
video.search.yahoo.com/search/video;_ylt=A2KLqIJi82hVnk0A...
Google Search
www.google.co.uk/search?client=aff-cs-360se&ie=UTF-8&...
Drama Films:
“The Soul's Sentimentalizing” of the feature film is based on the scenario original “The Soul's Sentimentalizing” (preparation)
FASHION SHOWS:
New Image for the Spring of Shapely Models International © 1982
High Lights on the Summer and Fall Fashion of Shapely Models Int’l © 1982
ART EXHIBITIONS:
The Cadillac Club International Fine Arts Exhibition © 1981
The Cinematic & Photographic Arts Salon and the Hall of the Arts, Pegasus Academy of Arts © 1981
Musician Work:
MUSIC COMPOSITION:
Sonate Nr. 1 C-dur op. 3 für Klavier (piano) © 1977, © 1980, © 1981, © 1983, the theme was based on “The Soul's Sentimentalizing”.
PHOTOGRAPHIC ALBUMS:
Portrait and Landscape in France © 2000
Portrait and Landscape in Scotland © 2001
Portrait and Landscape in England © 2009
Portrait at Queen Mary, University of London © 2010
Rayonism of London © 2011
Portrait at The University of Nottingham, United Kingdom © 2011
Snowy Southeast London, United Kingdom © 2012
Male Teeth of Great Britain © 2012
Long-horned Grasshopper of London, England © 2012
Tettigoniidae of the United Kingdom © 2012
Spider of London, United Kingdom © 2012, © 2013
Portrait at King's College London © 2013
Buddha 佛, London, United Kingdom © 2014
Summer Flowers of London © 2014
London Buddha Festival, UK 150510 英國倫敦浴佛節 © 2015
www.youtube.com/watch?v=ijotODxZkNo
The Art of Buddhist Sculpture in London Buddha Festival, UK © 2015
英國倫敦浴佛節佛陀雕塑藝術, music “Gymnopedie No. 3”, “Gymnopédies”
www.youtube.com/watch?v=dQqyefiuAYY
BOOKS:
Scenario Original「魂韻」(衿契吐蕊) “Hun yun: jin qi tu rui” © December 1980, © 1981, © 1983 (Date of First Publication: 31 December 1980, Second Edition on 29 July 1981, Date of Revision: Revised Edition on 8 May 1983), Languages: Chinese (traditional), and English language.
“Album of the Cadillac Club International Fine Arts Exhibition” © 1981
“Album of the Cinematic & Photographic Arts Salon and the Hall of the Arts, Pegasus Academy of Arts” © 1981
“Album of New Image for the Spring of Shapely Models International” © 1982
“Album of High Lights on the Summer and Fall Fashion of Shapely Models Int’l” © 1982
“Romantic Carol” © 1982
Album of Academic Work for News Publication: “TianLiang Maa (Theophilus Raynsford Mann) Photographic Exhibitions of Rayonnisme” © May 1985
新聞出版之學術著作專輯「馬天亮『光影』“Rayonism” 攝影展」© May 1985
New version of scenario original “The Soul's Sentimentalizing” (to be published)
「曾經輝煌到頂天立地」 “The Indomitable Spirit Was Brilliant to Successful” (The indomitable spirit was brilliant to towering a great height from earth reaching the sky!
Individual biography, to be published)
“My Life, My History, and My Love” (based on a legend, to be published, a film scenario will be developed later)
「感動的公平與正義」“Touching Fairness and Justice” (political science and social studies, to be published)
「氣壯山海‧頂天立地‧民富國強‧白金時代」 “Full of power and grandeur thrusts onto the mountain and ocean, towering a great height from earth reaching the sky for my people with good fortune and my country become stronger, builds a platinum era - white golden age.” (Chinese version for my way towards national election)
Research Interests:
University of Oxford
Research Studies in Archaeology:
Mann’s attractive topic was “A View of Architectural History: Towns through the Ages from Winchester through London Arrived at Oxford in England”.
National Taiwan University
Graduate Certificate,
Graduate Institute of Electrical Engineering:
Mann’s monograph of seminar was “Applied the sequence control in the electric power distribution engineering”.
University of Glamorgan
M.Sc. Course,
Master of Science in Real Estate Appraisal:
Mann’s thesis - major subject, with relevant construction law was “The Assignment is under Economics of Construction Management in Architecture”.
National Sun Yat-Sen University
Postgraduate Certificate,
Postgraduate Studies in Computing:
Mann’s required subject was Information dBase III Plus and Taiwanese Traditional Mandarin Chinese Information System. He combined academic course work and practical laboratory sessions in “Applied Mandarin Phonetic Symbols into Traditional Taiwanese Personal Computer and Its Information System”.
Associations:
Member of The Kaohsiung Life Line Association since 11 January 1979, an association established in the USA.
Member of The Society of Youth Writers, Tien (Catholic) Educational Center, Taipei since 1980.
Since 1980, a member of Chinese Taipei Film Archive (CTFA, National Film Archive, Taiwan; founded in 1978), The Motion Picture Foundation, R.O.C. (member of Fédération Internationale des Archives du Film, FIAF; The International Federation of Film Archives was founded in Paris in 1938 by the British Film Institute, the Museum of Modern Art in New York City, the Cinémathèque Française and the Reichsfilmarchiv in Berlin.)
Commissioner of the cinema, photography, radio, and television committee of The Culture and Arts Association (Chinese Writers and Artists Association) of Taiwan ever since September 1983.
Classic member, the membership is equivalent to a doctorate membership of the Chinese Institute of Electrical Engineering since 23 March 1984.
On 15 March 1989, Mann promoted and founded the Consortium Juridical Person Mr. Theophilus Raynsford Mann Social Benefit Foundation 財團法人馬天亮先生社會公益基金會籌備處 (Social Charity 社會慈善事業) in Taiwan.
near.archives.gov.tw/cgi-bin/near2/nph-redirect?rname=tre...
Classic member, the membership is equal to a professor or associate professor of The Chinese Institute of Engineers since 30 September 1991.
Honours:
Listed on ‘Taiwan Who’s Who In Business’, © 1984, © 1987, and © 1989 Harvard Management Service.
中華民國企業名人錄編纂委員會, 哈佛企業管理顧問公司.
On 26 August 1985, Mann was awarded a professional certificate of the Outdoor Artistry Activities issued by Education Bureau, Kaohsiung City Government, Taiwan. He acquired awards and certificates of honour about twenty times from National Taiwan Arts Education Center (Museum) on 24 December 1983; Kaohsiung Municipal Social Education Center on 17 March 1984, Kaohsiung Cultural Center, Taipei Cultural Center (Taipei Municipal Social Education Hall); and Taiwan Province Government, Taipei City Government, Kaohsiung City Government, and many cultural centres and art galleries, and so on.
Careers:
Honorary Professor at Space Time Life Research Academy, 7 June 2012 to present; Professor at Space Time Life Research Academy, 1 September 2011 to 1 June 2012 in London, United Kingdom:
Academia,
Teaching and Research:
business management and consultant, political philosophy, Chinese classics, Chinese humanities, modern Chinese language and literature, photography (portrait, fashion, commercial, digital, architectural, abstract photography), visual arts and film production.
教學與研究：
企業管理及顧問、政治哲學、中華經典 (古典漢學、文學、藝術、語言) 、中華人文、中華現代語言與文學、攝影 (人像、時裝、商業、數位/數碼、建築、抽象攝影) ，視覺藝術和製作影片。
Consultant and Translator at Eternal Life Consultants of Immigration and Translations Services, 10 March 2004 to present in London, United Kingdom:
consultants of immigration, translations, and legal services.
永生移民顧問翻譯服務社的移民諮詢顧問和翻譯：
移民事務，翻譯和法律服務。
Computer Hardware and Networking Engineer at Mann Office of Electrical Engineer, 8 March 2004 to present in London, United Kingdom:
Computer Engineering and Network Services. Repairing of Motherboards, Monitors, Power Supplies, CD-ROM Drives; UPS, Hard Disk Drives, H.D.D Data Recovery; BIOS Programming, and all types of Computer Hardware and Software Solutions.
計算機工程和網絡服務。維修主機板，顯示器，電源供應器，光碟機/光盘驱动器，不斷電系統，硬碟/硬盘，硬盤數據恢復，基本輸入輸出系統編程，以及所有類型的電腦/計算機硬體/硬件和軟體/軟件解決方案。
Film Director and Photographer at Shapely Studio of Creative & Cultural Industries, 2 April 2007 to present in London, United Kingdom:
1) Photo, Video and Film Production; 2) Graphic Design, Web Design, Social Networking, Social Media and Advertising; 3) Architectural Design and Interior Design.
Reformer and Philosopher at Taiwanese Social Reformer and Philosopher, 7 April 2012 (location: Los Angeles, California) to present in London, United Kingdom:
Social Reform in Taiwan
《魂韻》(衿契吐蕊) - 馬天亮22歲寫的電影原著。Theophilus Raynsford Mann (TianLiang Maa) wrote “Hun Yun” (Jin Qi Tu Rui), scenario original “The Soul’s Sentimentalizing” © 1980, 1981, 1983, was at the age of 22.
Website
mtltwp.pixnet.net/album/set/1265174
photo.roodo.com/photos/mtltwp/albums/small/100469.html
www.facebook.com/hunyun22/info
Sonate Nr. 1 C-dur op. 3 für Klavier (piano) by Theophilus Raynsford Mann (TianLiang Maa 馬天亮) © 1977, © 1980, © 1981, © 1983. The Sonate composed on 3rd April 1977 then Mann was 18-year-old. The work was published in 1980; the theme was based on “The Soul's Sentimentalizing”.
Website
mtltwp.pixnet.net/album/set/1265208
www.facebook.com/sonate1c/info
LINKS:
University of California, Berkeley
berkeley.worldcat.org/search?q=Ma%2C+Tianliang&dblist...
berkeley.worldcat.org/title/hun-yun/oclc/813684284?refere...
oskicat.berkeley.edu/record=b11283690~S1
University of Michigan
mirlyn.lib.umich.edu/Record/006237256
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Study simulates how COVID can be transmitted among airplane passengers
nypost.com/2022/01/21/yale-research-team-develops-wearabl...
Yale research team develops wearable clip to detect COVID
Researchers at the Yale School of Public Health have developed a wearable clip that can detect if a person may have been exposed to COVID-19.
The device captures virus-laden aerosols that deposit on a polydimethylsiloxane (PDMS) surface, according to a study published earlier this month in the peer-reviewed journal, Environmental Science and Technology Letters.
Krystal Godri Pollitt, who led the team of researchers who developed the clip, told Fox News it came about through her research measuring a person’s exposure to environmental factors.
“Through that work, I developed wearable tools that we can measure our exposure to lots of different chemicals within the air and other airborne factors,” Godri Pollitt said.
Her team pivoted to respiratory viruses in March 2020 when the COVID-19 pandemic hit.
The wearable clip is designed to be reusable with the polymer films being changed. It is intended as a complementary device to at-home testing kits.
“We want to go a step before that and be able to start thinking about, do we need more infectious control measures in place, do we need less people in this space? Do we need more ventilation?” Godri Pollitt said. “And also thinking about if people are at a potential risk for being infected? If we detect it within the air, there’s a good chance that maybe those people are at risk and should be quarantining.”
Godri Pollitt told Fox News there is a lot of potential in expanding the clip to other respiratory viruses. The clip is not yet publicly available, but Godri Pollitt hopes it will be in the near future.
www.cnbc.com/2022/01/21/omicron-two-years-since-covid-was...
Two years since Covid was first confirmed in U.S., the pandemic is worse than anyone imagined
Key Points
■ Two years ago, the CDC confirmed the first known case of coronavirus in the U.S.
■ A 35-year-old traveler had returned from Wuhan, China to Washington state and tested positive.
■ The virus has killed more than 860,000 people in the U.S. and infected more than 69 million.
■ With the emergence of omicron, the future course of the pandemic is unclear as experts struggle to understand how new variants emerge.
A 35-year-old man returned to the U.S. from Wuhan, China on Jan. 15, 2020 and fell ill with a cough and fever.
He had read an alert from the Centers for Disease Control and Prevention about an outbreak of a novel coronavirus in Wuhan and sought treatment at an urgent care clinic in Snohomish County, Washington four days later.
On Jan. 21, the CDC publicly confirmed he had the first known case of coronavirus in the U.S., although the agency would later find the virus had arrived on the West Coast as early as December after testing blood samples for antibodies.
The man said he had not spent time at the Huanan seafood market in Wuhan, where a cluster of early cases were identified in December. He was admitted to isolation unit at Providence Regional Medical Center in Everett, Wash. for observation.
After confirming the Washington state case, the CDC told the public it believed the risk “remains low at this time.” There was growing evidence of person-to-person transmission of the virus, the CDC said, but “it’s unclear how easily this virus is spreading between people.”
Then President Donald Trump told CNBC the U.S. had it “totally under control.”
“It’s one person coming in from China. We have it under control. It’s going to be just fine,” Trump told “Squawk Box” co-host Joe Kernen in an interview from the World Economic Forum in Davos, Switzerland.
However, Dr. Anthony Fauci would confirm the public’s worst fears on Jan. 31: People could carry and spread the virus without showing any symptoms. Dr. Helen Chu’s research team at the Seattle Flu Study started examining genomic data from Wuhan. It became clear early on that person-to-person transmission was happening, Chu said. By using the flu study’s databank of nasal swab samples, the team was able to identify another Covid case in a 15-year-old who hadn’t recently traveled, indicating it was spreading throughout the community.
In late February, a senior CDC official, Dr. Nancy Messonnier, warned that containing the virus at the nation’s borders was no longer feasible. Community spread would happen in the U.S., she said, and the central question was “how many people in this country will have severe illness.”
In the two years since that first confirmed case, the virus has torn through the U.S. with a ferocity and duration few anticipated. The human toll is staggering, with more than 860,000 people dead and more than 69 million total infections. Hospitals around the nation have been pushed to the breaking point with more than 4 million admissions of confirmed Covid patients since August 2020, when the CDC started tracking hospitalizations. The hospital admissions are an undercount because they do not include the wave of cases that first hit the U.S. in the spring 2020 when hospitals were caught flat footed and testing was inadequate.
Though the U.S. now has effective vaccines and therapeutics to fight Covid, the future course of the pandemic remains uncertain as the virus mutates into new variants that are more transmissible and can evade vaccine protection. The highly contagious omicron variant has pushed infections and hospitalizations to record highs across the globe this month, a shock to a weary public that wants a return to normal life after two years of lockdowns, event cancellations, working from home and mask and vaccine mandates.
The rapid evolution of the virus and the dramatic waves of infection that would follow, from alpha to delta and omicron, came as a surprise to many elected leaders, public health officials and scientists. Dr. Michael Osterholm, a top epidemiologist, said the Covid mutations are the big unknown that will determine the future course of the pandemic.
“We don’t yet understand how these variants emerge and what they are capable of doing,” Osterholm, director of the Center for Infectious Disease Research and Policy in Minnesota, told CNBC. “Look at how omicron caught us as a global community surprised by the rapid transmission, the immune evasion. Look at delta and all the impact it had on disease severity,” he said.
As new infections started to decline in the spring of 2021 and the vaccines became widely available, the U.S. began to let its guard down. The CDC said the fully vaccinated no longer need to wear masks indoors. President Joe Biden proclaimed on July 4th the U.S. was closer than ever to declaring independence from the virus.
However, the delta variant was taking hold in the U.S. at the time and would soon cause a new wave of infection, hospitalization and death as vaccination rates slowed. Public health leaders have struggled for months to convince skeptics to get the shots.
More than a year after the first vaccine was administered in the U.S., about 67% of Americans older than 5 are fully vaccinated, according to CDC data. Tens of millions of Americans still have not gotten their shots, despite the fact that data has proven them to be safe and effective at preventing severe illness and death.
“We had no sense in January of 2020, the divisive politics and community reaction to this that were going to occur,” Osterholm said. “Who would have imagined the kind of vaccine hesitancy and hostility that’s occurred.”
Delta was more than twice as transmissible as previous variants and research indicated it caused more severe disease in unvaccinated people. The CDC would reverse its loosened mask guidance and encourage everyone, regardless of vaccination status, to wear masks indoors in public in areas of substantial transmission as delta spread.
The vaccines took a hit when omicron emerged in November. Though they still protect against severe illness and death, they are less effective at preventing infection from omicron. Chu said the U.S. relied primarily on vaccines to prevent transmission of the virus without equally emphasizing widespread masking and testing, which are crucial to controlling a variant like omicron that can evade immunity.
“We now know that, proportionately, you can be repeatedly infected, you can have vaccine breakthroughs, and that this virus will just continue to mutate and continue to evade us for a long time,” Chu said.
Katriona Shea co-leads a team of researchers who bring together models to forecast the trajectory of the pandemic. In their latest update, the omicron wave of cases and hospitalizations will likely peak before the end of the month. However, their most optimistic projection shows anywhere from 16,000 to up to 98,000 additional deaths from the omicron wave by April 2.
Currently, the U.S. is reporting an average of more than 736,000 new infections per day, according to a seven-day average of Johns Hopkins data analyzed by CNBC. While that is still far higher than previous waves, average daily infections are down 8% from the previous week. The U.S. is reporting more than 1,800 deaths per day as a seven-day average.
“It’s really, really frustrating and tragic to see people dying from a vaccine preventable disease,” Chu said.
The implications of omicron for the future course of the pandemic are unclear. In the classic view, viruses evolve to become more transmissible and less severe, making it easier to find new hosts.
“There are lots of reasons to believe that might not be true because the jump to omicron was so massive, it suggests that there’s lots of space for it to change quite dramatically,” said Shea, a professor of biology at Pennsylvania State University. Omicron has more than 30 mutations on the spike protein that binds to human cells. The shots target the spike protein, and the mutations make it more difficult for vaccine-induced antibodies to block infection.
Doctors and infectious disease experts in South Africa, where omicron was first identified, said the variant peaked and started to declined rapidly, demonstrating a significantly different trajectory than past strains. The researchers also said ICU admissions and deaths were lower at Steve Biko Academic Hospital, indicating decreased severity.
“If this pattern continues and is repeated globally, we are likely to see a complete decoupling of case and death rates, suggesting that Omicron may be a harbinger of the end of the epidemic phase of the Covid pandemic, ushering in its endemic phase,” the researchers wrote.
Over time, the virus could become less disruptive to society as mutations slow and it becomes mild as greater immunity in the population limits severe disease, according to Jennie Lavine, a computational investigational biologist at the biotech company Karius.
However, the head of the World Health Organization, Dr. Tedros Adhanom Ghebreyesus, cautioned earlier this week that the pandemic is “nowhere near over,” warning that new variants are likely to emerge as omicron rapidly spread across the world.
“Everybody wants to get to this thing called endemic. I still don’t know what the hell that means,” Osterholm said, noting that he has 46 years of experience as an epidemiologist. “With variants, we can go for a period of time with relatively low activity, like we’ve seen in many places in the world, and then a new variant could change all that overnight. We don’t really understand our future yet.”
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).
The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.
The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi mecha even in most sorties, which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter.
The basic VF-1 fighter was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.
From the basic fighter variant and the standard VF-1 airframe, several sub-versions were produced for specialized tasks, one of these being two dedicated reconnaissance variants of the Valkyrie. The respective VR-1A, the first variant to be fielded, was a one-man all-weather electronic warfare and reconnaissance version, more or less a direct conversion of the Standard VF-1A fighter with a defensive electronics suite and the capability to carry reconnaissance equipment in a ventral pod (instead of the GU-11 gun pod). The soon following VR-1D was based on the trainer two-seater, and a much more sophisticated design. Its biggest operational benefit was a dedicated systems operator on the back seat so that the pilot could focus on the task of reaching mission targets, mostly in low-level high speed flight, using terrain contours for a stealthy approach. As a consequence, the VR-1A was only manufactured in small numbers by Northrop during 2009 and 2010, while the more prolific, versatile and efficient VR-1D was manufactured by Rockwell Bell from early 2010 onwards until 2014.
In addition to the standard electronic warfare suit carried by all VF-1 Valkyrie fighters both reconnaissance types carried two multi-frequency radar warning receivers on the vertical stabilizers, making this detail the most obvious difference to the fighters. Many VR-1s carried, instead of the fighter's intercept radar, specialized sensor equipment in their noses, including cameras in different configurations, mapping radars or radiation and atmospheric sampling and analysis equipment. Despite the different nose and equipment configurations, the VR-1s normally did not receive a special designation, the crew number and the airframe ancestry being the only nomination factor.
Furthermore, a wide range of special equipment could be carried, the most common ordnance being a pair of optional conformal radar jamming pod pallets that could be mounted onto the leg/engine nacelles’ flanks.
The VR-1s operated, except for the integral lasers in the standard A or D head units and IR-guided AMM-1 missiles for self-defense, generally unarmed and, if possible, in clean configuration, for maximum low level speed and agility. Instead of the fighter's standard GU-11 gun pod (which could be carried, though), both VR types typically carried various Tactical Aerial Camera System (TACS) and Synthetic Aperture Radar (SAR) pods under the fuselage. Furthermore, they could also carry a wide range of special ordnance like ECM and chaff/flare pods under the wings, as well as a pair of drop tanks to increase range and loiter time.
In order to retain some limited offensive combat capabilities against aerial and ground targets alike, many reconnaissance Valkyries received during their career and the standard fighters’ MLU program (see below) an infrared search and track (IRST) system, mounted in front of the cockpit. Sometimes an infrared jamming system was added in a fairing to the bottom of the nose, too, when applicable. Alternatively, the same system could be carried externally as a pod on one of the outer pylons.
After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.
The versatile aircraft also underwent constant upgrade programs, leading to improved versions like the VF-1N and P. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards. Many Valkyries also received improved ECM and radar warning systems, with emitters/receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters in its multitude of variants.
However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
General characteristics:
All-environment variable fighter and tactical combat Battroid,
used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N. Spacy Marines
Accommodation:
Single pilot in Marty & Beck Mk-7 zero/zero ejection seat
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)/8.30 meters (at 70° maximum sweep)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons
Standard T-O mass: 18.5 metric tons
MTOW: 37.0 metric tons
Powerplant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)
4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1x wing thruster roll control system on each wingtip)
18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features:
3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min. time from Fighter to Battroid (manual): 0.9 sec.
Armament:
2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute
1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min
4x underwing hard points for a wide variety of ordnance, including:
- 12x AMM-1 hybrid guided multipurpose missiles (3/point), or
- 12x MK-82 LDGB conventional bombs (3/point), or
- 6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or
- 4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,
- or a combination of above load-outs
The kit and its assembly:
This build was inspired by a Macross source book find, but the build did not go without a personal twist, and therefore it is not 100% canonical. The VR-1D two seater recce Valkyrie as such is “real”, though, and the basis for the build was a standard 1:100 VF-1D Arii kit. Beyond the standard improvements with extra blade antennae and two pilot figures for in-flight display, I did some other changes in order to get away from the standard VF-1D look.
One of these are the radar sensors on top of the fins - carved from 1.5mm styrene sheet and replacing the original fin tips. On the nose flanks I added flat SLAR antennae, which I extended downwards so that the familiar VF-1 nose would appear quite different (inspired by the Grumman F9F-8P’s outlines). The panels are 0.5mm styrene sheet and blended into the fuselage with putty. In front of the cockpit an IRST sensor was added, actually a simple piece of sprue.
The conformal ECM fairings on the legs were originally drop tank halves (from a Matchbox Saab 29), reduced in depth so far that only shallow bulges remained.
Instead of the GU-11 gun pod under the fuselage I used a camera pod from an 1:72 Luftwaffe Tornado. This is a little massive for the slender 1:100 Valkyrie, but the camera ports and the overall shape and length were just too promising. I cut away the original attachment pylon, reversed the pod, cut off its rounded rear section and added an spherical, clear “eye ball” at the front end (which is actually a ball joint from a vintage Matchbox aircraft display :D).
A vertical styrene tube was used to mount the pod under the Valkyrie, and it is at the same time an adapter for my standard wire display, so that the VR-1D can be presented in flight, with the landing gear tucked up.
Painting and markings:
The paint scheme is based on the rather unique (if not surreal, but effective!) low-level camouflage carried by some of the JASDF's RF-4EJs, operated by the 501st Hikotai (beyond a maritime and a Europe One scheme), as well as the F-1. As far as I could find out, the upper tones are FS 34097, 34108 and 30372, and white from below, while the pattern itself is identical to the Phantom II’s USAF SEA scheme.
The tones I used are Humbrol 168 (Hemp), a mix of 101 (Mid Green) and a little 76 Uniform Green, for a more bluish hue, and a mix of 108 (WWI Green) with some 252 (RLM 82). Instead of white, I rather used a very light grey (Humbrol 147, FS 36495) for the undersides.
Later, after a black ink washing, these basic colors were lightened through panel post-shading with slightly more pale mixes of these tones.
The cockpit was painted in canonical colors, with a medium grey interior, black ejection seats and red brown cushions. The air intakes became dark grey (Revell 77). Since the Valkyrie would be displayed in flight, with the thick and distorting canopy closed, only basic painting was done inside, including the two figures - they just received a basic Macross pilot suit look, but, as a personal twist, the crew received different jumpsuits in red and blue.
The markings were mostly taken from the OOB sheet (with full color kite roundels, making this aircraft look even more JASDF-ish, plus some typical stencils), extras are the 501 Hikotai's famous woodpecker emblem from a Hasegawa 1:72 Phantom II kit and the USN style modex. The dielectric fairings on the nose were created with ivory decal sheet, other antenna covers were painted with Humbrol 7. The exhausts/feet were painted with Modelmaster Titanium Metallizer.
Finally, the kit received an overall coat with matt acrylic varnish (Italeri).
Another VF-1 for the collection, this time a kind of JASDF tribute build – and a mix between canonical and personal elements. However, an interesting result - the "real" JASDF paint scheme looks a little odd, but somehow the camouflage suits the VF-1 well?
en.wikipedia.org/wiki/Aswan_Dam
The Aswan Dam, or more specifically since the 1960s, the Aswan High Dam, is the world's largest embankment dam, which was built across the Nile in Aswan, Egypt, between 1960 and 1970. Its significance largely eclipsed the previous Aswan Low Dam initially completed in 1902 downstream. Based on the success of the Low Dam, then at its maximum utilization, construction of the High Dam became a key objective of the government following the Egyptian Revolution of 1952; with its ability to better control flooding, provide increased water storage for irrigation and generate hydroelectricity, the dam was seen as pivotal to Egypt's planned industrialization. Like the earlier implementation, the High Dam has had a significant effect on the economy and culture of Egypt.
Before the High Dam was built, even with the old dam in place, the annual flooding of the Nile during late summer had continued to pass largely unimpeded down the valley from its East African drainage basin. These floods brought high water with natural nutrients and minerals that annually enriched the fertile soil along its floodplain and delta; this predictability had made the Nile valley ideal for farming since ancient times. However, this natural flooding varied, since high-water years could destroy the whole crop, while low-water years could create widespread drought and consequently famine. Both these events had continued to occur periodically. As Egypt's population grew and technology increased, both a desire and the ability developed to completely control the flooding, and thus both protect and support farmland and its economically important cotton crop. With the greatly increased reservoir storage provided by the High Aswan Dam, the floods could be controlled and the water could be stored for later release over multiple years.
The Aswan Dam was designed by the Moscow-based Hydroproject Institute.
The earliest recorded attempt to build a dam near Aswan was in the 11th century, when the Arab polymath and engineer Ibn al-Haytham (known as Alhazen in the West) was summoned to Egypt by the Fatimid Caliph, Al-Hakim bi-Amr Allah, to regulate the flooding of the Nile, a task requiring an early attempt at an Aswan Dam. His field work convinced him of the impracticality of this scheme.
The British began construction of the first dam across the Nile in 1898. Construction lasted until 1902 and the dam was opened on 10 December 1902. The project was designed by Sir William Willcocks and involved several eminent engineers, including Sir Benjamin Baker and Sir John Aird, whose firm, John Aird & Co., was the main contractor.
In 1952, the Greek-Egyptian engineer Adrian Daninos began to develop the plan of the new Aswan Dam. Although the Low Dam was almost overtopped in 1946, the government of King Farouk showed no interest in Daninos's plans. Instead the Nile Valley Plan by the British hydrologist Harold Edwin Hurst was favored, which proposed to store water in Sudan and Ethiopia, where evaporation is much lower. The Egyptian position changed completely after the overthrow of the monarchy, led by the Free Officers Movement including Gamal Abdel Nasser. The Free Officers were convinced that the Nile Waters had to be stored in Egypt for political reasons, and within two months, the plan of Daninos was accepted. Initially, both the United States and the USSR were interested in helping development of the dam. Complications ensued due to their rivalry during the Cold War, as well as growing intra-Arab tensions.
In 1955, Nasser was claiming to be the leader of Arab nationalism, in opposition to the traditional monarchies, especially the Hashemite Kingdom of Iraq following its signing of the 1955 Baghdad Pact. At that time the U.S. feared that communism would spread to the Middle East, and it saw Nasser as a natural leader of an anticommunist procapitalist Arab League. America and the United Kingdom offered to help finance construction of the High Dam, with a loan of $270 million, in return for Nasser's leadership in resolving the Arab-Israeli conflict. While opposed to communism, capitalism, and imperialism, Nasser identified as a tactical neutralist, and sought to work with both the U.S. and the USSR for Egyptian and Arab benefit.[8] After the UN criticized a raid by Israel against Egyptian forces in Gaza in 1955, Nasser realized that he could not portray himself as the leader of pan-Arab nationalism if he could not defend his country militarily against Israel. In addition to his development plans, he looked to quickly modernize his military, and he turned first to the U.S. for aid.
American Secretary of State John Foster Dulles and President Dwight Eisenhower told Nasser that the U.S. would supply him with weapons only if they were used for defensive purposes and if he accepted American military personnel for supervision and training. Nasser did not accept these conditions, and consulted the USSR for support.
Although Dulles believed that Nasser was only bluffing and that the USSR would not aid Nasser, he was wrong: the USSR promised Nasser a quantity of arms in exchange for a deferred payment of Egyptian grain and cotton. On 27 September 1955, Nasser announced an arms deal, with Czechoslovakia acting as a middleman for the Soviet support. Instead of attacking Nasser for turning to the Soviets, Dulles sought to improve relations with him. In December 1955, the US and the UK pledged $56 and $14 million, respectively, toward construction of the High Aswan Dam.
Though the Czech arms deal created an incentive for the US to invest at Aswan, the UK cited the deal as a reason for repealing its promise of dam funds. Dulles was angered more by Nasser's diplomatic recognition of China, which was in direct conflict with Dulles's policy of containment of communism.
Several other factors contributed to the US deciding to withdraw its offer of funding for the dam. Dulles believed that the USSR would not fulfil its commitment of military aid. He was also irritated by Nasser's neutrality and attempts to play both sides of the Cold War. At the time, other Western allies in the Middle East, including Turkey and Iraq, were resentful that Egypt, a persistently neutral country, was being offered so much aid.
In June 1956, the Soviets offered Nasser $1.12 billion at 2% interest for the construction of the dam. On 19 July the U.S. State Department announced that American financial assistance for the High Dam was "not feasible in present circumstances."
On 26 July 1956, with wide Egyptian acclaim, Nasser announced the nationalization of the Suez Canal that included fair compensation for the former owners. Nasser planned on the revenues generated by the canal to help fund construction of the High Dam. When the Suez War broke out, the United Kingdom, France, and Israel seized the canal and the Sinai. But pressure from the U.S. and the USSR at the United Nations and elsewhere forced them to withdraw.
In 1958, the USSR proceeded to provide support for the High Dam project.
In the 1950s, archaeologists began raising concerns that several major historical sites, including the famous temple of Abu Simbel were about to be submerged by waters collected behind the dam. A rescue operation began in 1960 under UNESCO
Despite its size, the Aswan project has not materially hurt the Egyptian balance of payments. The three Soviet credits covered virtually all of the project's foreign exchange requirements, including the cost of technical services, imported power generating and transmission equipment and some imported equipment for land reclamation. Egypt was not seriously burdened by payments on the credits, most of which were extended for 12 years with interest at the very low rate of 2-1/2%. Repayments to the USSR constituted only a small net drain during the first half of the 1960s, and increased export earnings derived from crops grown on newly reclaimed land have largely offset the modest debt service payments in recent years. During 1965–70, these export earnings amounted to an estimated $126 million, compared with debt service payments of $113 million.
A central pylon of the monument to Arab-Soviet Friendship. The memorial commemorates the completion of the Aswan High Dam. The coat of arms of the Soviet Union is on the left and the coat of arms of Egypt is on the right.
The Soviets also provided technicians and heavy machinery. The enormous rock and clay dam was designed by the Soviet Hydroproject Institute along with some Egyptian engineers. 25,000 Egyptian engineers and workers contributed to the construction of the dams.
Originally designed by West German and French engineers in the early 1950s and slated for financing with Western credits, the Aswan High Dam became the USSR's largest and most famous foreign aid project after the United States, the United Kingdom, and the International Bank for Reconstruction and Development (IBRD) withdrew their support in 1956. The first Soviet loan of $100 million to cover construction of coffer dams for diversion of the Nile was extended in 1958. An additional $225 million was extended in 1960 to complete the dam and construct power-generating facilities, and subsequently about $100 million was made available for land reclamation. These credits of some $425 million covered only the foreign exchange costs of the project, including salaries of Soviet engineers who supervised the project and were responsible for the installation and testing of Soviet equipment. Actual construction, which began in 1960, was done by Egyptian companies on contract to the High Dam Authority, and all domestic costs were borne by the Egyptians. Egyptian participation in the venture has raised the construction industry's capacity and reputation significantly.
On the Egyptian side, the project was led by Osman Ahmed Osman's Arab Contractors. The relatively young Osman underbid his only competitor by one-half.
1960: Start of construction on 9 January
1964: First dam construction stage completed, reservoir started filling
1970: The High Dam, as-Sad al-'Aali, completed on 21 July[18]
1976: Reservoir reached capacity.
Specifications
The Aswan High Dam is 3,830 metres (12,570 ft) long, 980 m (3,220 ft) wide at the base, 40 m (130 ft) wide at the crest and 111 m (364 ft)[ tall. It contains 43,000,000 cubic metres (56,000,000 cu yd) of material. At maximum, 11,000 cubic metres per second (390,000 cu ft/s) of water can pass through the dam. There are further emergency spillways for an extra 5,000 cubic metres per second (180,000 cu ft/s), and the Toshka Canal links the reservoir to the Toshka Depression. The reservoir, named Lake Nasser, is 500 km (310 mi) long[20] and 35 km (22 mi) at its widest, with a surface area of 5,250 square kilometres (2,030 sq mi). It holds 132 cubic kilometres (1.73×1011 cu yd) of water.
Due to the absence of appreciable rainfall, Egypt's agriculture depends entirely on irrigation. With irrigation, two crops per year can be produced, except for sugar cane which has a growing period of almost one year.
The high dam at Aswan releases, on average, 55 cubic kilometres (45,000,000 acre⋅ft) water per year, of which some 46 cubic kilometres (37,000,000 acre⋅ft) are diverted into the irrigation canals.
In the Nile valley and delta, almost 336,000 square kilometres (130,000 sq mi) benefit from these waters producing on average 1.8 crops per year. The annual crop consumptive use of water is about 38 cubic kilometres (31,000,000 acre⋅ft). Hence, the overall irrigation efficiency is 38/46 = 0.826 or 83%. This is a relatively high irrigation efficiency. The field irrigation efficiencies are much less, but the losses are reused downstream. This continuous reuse accounts for the high overall efficiency.
The following table shows the distribution of irrigation water over the branch canals taking off from the one main irrigation canal, the Mansuriya Canal near Giza.
Branch canalWater delivery in m3/feddan *
Kafret Nasser4,700
Beni Magdul3,500
El Mansuria3,300
El Hammami upstream2,800
El Hammami downstream1,800
El Shimi1,200
* Period 1 March to 31 July. 1 feddan is 0.42 ha or about 1 acre.
* Data from the Egyptian Water Use Management Project (EWUP)
The salt concentration of the water in the Aswan reservoir is about 0.25 kilograms per cubic metre (0.42 lb/cu yd), a very low salinity level. At an annual inflow of 55 cubic kilometres (45,000,000 acre⋅ft), the annual salt influx reaches 14 million tons. The average salt concentration of the drainage water evacuated into the sea and the coastal lakes is 2.7 kilograms per cubic metre (4.6 lb/cu yd). At an annual discharge of 10 cubic kilometres (2.4 cu mi) (not counting the 2 kilograms per cubic metre [3.4 lb/cu yd] of salt intrusion from the sea and the lakes, see figure "Water balances"), the annual salt export reaches 27 million ton. In 1995, the output of salt was higher than the influx, and Egypt's agricultural lands were desalinizing. Part of this could be due to the large number of subsurface drainage projects executed in the last decades to control the water table and soil salinity.
Drainage through subsurface drains and drainage channels is essential to prevent a deterioration of crop yields from waterlogging and soil salinization caused by irrigation. By 2003, more than 20,000 square kilometres (7,700 sq mi) have been equipped with a subsurface drainage system and approximately 7.2 square kilometres (2.8 sq mi) of water is drained annually from areas with these systems. The total investment cost in agricultural drainage over 27 years from 1973 to 2002 was about $3.1 billion covering the cost of design, construction, maintenance, research and training. During this period 11 large-scale projects were implemented with financial support from World Bank and other donors.
Effects
The High Dam has resulted in protection from floods and droughts, an increase in agricultural production and employment, electricity production, and improved navigation that also benefits tourism. Conversely, the dam flooded a large area, causing the relocation of over 100,000 people. Many archaeological sites were submerged while others were relocated. The dam is blamed for coastline erosion, soil salinity, and health problems.
The assessment of the costs and benefits of the dam remains controversial decades after its completion. According to one estimate, the annual economic benefit of the High Dam immediately after its completion was LE 255 million, $587 million using the exchange rate in 1970 of $2.30 per LE 1): LE 140 million from agricultural production, LE 100 million from hydroelectric generation, LE 10 million from flood protection, and LE 5 million from improved navigation. At the time of its construction, total cost, including unspecified "subsidiary projects" and the extension of electric power lines, amounted to LE 450 million. Not taking into account the negative environmental and social effects of the dam, its costs are thus estimated to have been recovered within only two years. One observer notes: "The impacts of the Aswan High Dam have been overwhelmingly positive. Although the Dam has contributed to some environmental problems, these have proved to be significantly less severe than was generally expected, or currently believed by many people." Another observer disagreed and he recommended that the dam should be torn down. Tearing it down would cost only a fraction of the funds required for "continually combating the dam's consequential damage" and 500,000 hectares (1,900 sq mi) of fertile land could be reclaimed from the layers of mud on the bed of the drained reservoir. Samuel C. Florman wrote about the dam: "As a structure it is a success. But in its effect on the ecology of the Nile Basin – most of which could have been predicted – it is a failure".
Periodic floods and droughts have affected Egypt since ancient times. The dam mitigated the effects of floods, such as those in 1964, 1973, and 1988. Navigation along the river has been improved, both upstream and downstream of the dam. Sailing along the Nile is a favorite tourism activity, which is mainly done during the winter when the natural flow of the Nile would have been too low to allow navigation of cruise ships.[clarification needed] A new fishing industry has been created around Lake Nasser, though it is struggling due to its distance from any significant markets. The annual production was about 35 000 tons in the mid-1990s. Factories for the fishing industry and packaging have been set up near the Lake.
According to a 1971 CIA declassified report, Although the High Dam has not created ecological problems as serious as some observers have charged, its construction has brought economic losses as well as gains. These losses derive largely from the settling in dam's lake of the rich silt traditionally borne by the Nile. To date (1971), the main impact has been on the fishing industry. Egypt's Mediterranean catch, which once averaged 35,000-40,000 tons annually, has shrunk to 20,000 tons or less, largely because the loss of plankton nourished by the silt has eliminated the sardine population in Egyptian waters. Fishing in high dam's lake may in time at least partly offset the loss of saltwater fish, but only the most optimistic estimates place the eventual catch as high as 15,000-20,000 tons. Lack of continuing silt deposits at the mouth of the river also has contributed to a serious erosion problem. Commercial fertilizer requirements and salination and drainage difficulties, already large in perennially irrigated areas of Lower and Middle Egypt, will be somewhat increased in Upper Egypt by the change to perennial irrigation.
The dams also protected Egypt from the droughts in 1972–73 and 1983–87 that devastated East and West Africa. The High Dam allowed Egypt to reclaim about 2.0 million feddan (840,000 hectares) in the Nile Delta and along the Nile Valley, increasing the country's irrigated area by a third. The increase was brought about both by irrigating what used to be desert and by bringing under cultivation of 385,000 hectares (950,000 acres) that were previously used as flood retention basins. About half a million families were settled on these new lands. In particular the area under rice and sugar cane cultivation increased. In addition, about 1 million feddan (420,000 hectares), mostly in Upper Egypt, were converted from flood irrigation with only one crop per year to perennial irrigation allowing two or more crops per year. On other previously irrigated land, yields increased because water could be made available at critical low-flow periods. For example, wheat yields in Egypt tripled between 1952 and 1991 and better availability of water contributed to this increase. Most of the 32 km3 of freshwater, or almost 40 percent of the average flow of the Nile that were previously lost to the sea every year could be put to beneficial use. While about 10 km3 of the water saved is lost due to evaporation in Lake Nasser, the amount of water available for irrigation still increased by 22 km3. Other estimates put evaporation from Lake Nasser at between 10 and 16 cubic km per year.
Electricity production
The dam powers twelve generators each rated at 175 megawatts (235,000 hp), with a total of 2.1 gigawatts (2,800,000 hp). Power generation began in 1967. When the High Dam first reached peak output it produced around half of Egypt's production of electric power (about 15 percent by 1998), and it gave most Egyptian villages the use of electricity for the first time. The High Dam has also improved the efficiency and the extension of the Old Aswan Hydropower stations by regulating upstream flows.
All High Dam power facilities were completed ahead of schedule. 12 turbines were installed and tested, giving the plant an installed capacity of 2,100 megawatts (MW), or more than twice the national total in 1960. With this capacity, the Aswan plant can produce 10 billion kWh of energy yearly. Two 500-kilovolt trunk lines to Cairo have been completed, and initial transmission problems, stemming mainly from poor insulators, were solved. Also, the damage inflicted on a main transformer station in 1968 by Israeli commandos has been repaired, and the Aswan plant is fully integrated with the power network in Lower Egypt. By 1971 estimation, Power output at Aswan, won't reach much more than half of the plant's theoretical capacity, because of limited water supplies and the differing seasonal water-use patterns for irrigation and power production. Agricultural demand for water in the summer far exceeds the amount needed to meet the comparatively low summer demand for electric power. Heavy summer irrigation use, however, will leave insufficient water under Egyptian control to permit hydroelectric power production at full capacity in the winter. Technical studies indicate that a maximum annual output of 5 billion kWh appears to be all that can be sustained due to fluctuations in Nile flows.
Resettlement and compensations
In Sudan, 50,000 to 70,000 Sudanese Nubians were moved from the old town of Wadi Halfa and its surrounding villages. Some were moved to a newly created settlement on the shore of Lake Nasser called New Wadi Halfa, and some were resettled approximately 700 kilometres (430 mi) south to the semi-arid Butana plain near the town of Khashm el-Girba up the Atbara River. The climate there had a regular rainy season as opposed to their previous desert habitat in which virtually no rain fell. The government developed an irrigation project, called the New Halfa Agricultural Development Scheme to grow cotton, grains, sugar cane and other crops. The Nubians were resettled in twenty five planned villages that included schools, medical facilities, and other services, including piped water and some electrification.
In Egypt, the majority of the 50,000 Nubians were moved three to ten kilometers from the Nile near Edna and Kom Ombo, 45 kilometers (28 mi) downstream from Aswan in what was called "New Nubia". Housing and facilities were built for 47 village units whose relationship to each other approximated that in Old Nubia. Irrigated land was provided to grow mainly sugar cane.
In 2019–20, Egypt started to compensate the Nubians who lost their homes following the dam impoundment.
Archaeological sites
Twenty-two monuments and architectural complexes that were threatened by flooding from Lake Nasser, including the Abu Simbel temples, were preserved by moving them to the shores of the lake under the UNESCO Nubia Campaign. Also moved were Philae, Kalabsha and Amada.
These monuments were granted to countries that helped with the works:
The Debod temple to Madrid
The Temple of Dendur to the Metropolitan Museum of Art of New York
The Temple of Taffeh to the Rijksmuseum van Oudheden of Leiden
The Temple of Ellesyia to the Museo Egizio of Turin
These items were removed to the garden area of the Sudan National Museum of Khartoum:
The temple of Ramses II at Aksha
The temple of Hatshepsut at Buhen
The temple of Khnum at Kumma
The tomb of the Nubian prince Djehuti-hotep at Debeira
The temples of Dedwen and Sesostris III at Semna
The granite columns from the Faras Cathedral
A part of the paintings of the Faras Cathedral; the other part is in the National Museum of Warsaw.
The Temple of Ptah at Gerf Hussein had its free-standing section reconstructed at New Kalabsha, alongside the Temple of Kalabsha, Beit el-Wali, and the Kiosk of Qertassi.
The remaining archaeological sites, including the Buhen fort and the cemetery of Fadrus have been flooded by Lake Nasser.
Loss of sediments
Before the construction of the High Dam, the Nile deposited sediments of various particle size – consisting of fine sand, silt and clay – on fields in Upper Egypt through its annual flood, contributing to soil fertility. However, the nutrient value of the sediment has often been overestimated. 88 percent of the sediment was carried to the sea before the construction of the High Dam. The nutrient value added to the land by the sediment was only 6,000 tons of potash, 7,000 tons of phosphorus pentoxide and 17,000 tons of nitrogen. These amounts are insignificant compared to what is needed to reach the yields achieved today in Egypt's irrigation. Also, the annual spread of sediment due to the Nile floods occurred along the banks of the Nile. Areas far from the river which never received the Nile floods before are now being irrigated.
A more serious issue of trapping of sediment by the dam is that it has increased coastline erosion surrounding the Nile Delta. The coastline erodes an estimated 125–175 m (410–574 ft) per year.
Waterlogging and increase in soil salinity
Before the construction of the High Dam, groundwater levels in the Nile Valley fluctuated 8–9 m (26–30 ft) per year with the water level of the Nile. During summer when evaporation was highest, the groundwater level was too deep to allow salts dissolved in the water to be pulled to the surface through capillary action. With the disappearance of the annual flood and heavy year-round irrigation, groundwater levels remained high with little fluctuation leading to waterlogging. Soil salinity also increased because the distance between the surface and the groundwater table was small enough (1–2 m depending on soil conditions and temperature) to allow water to be pulled up by evaporation so that the relatively small concentrations of salt in the groundwater accumulated on the soil surface over the years. Since most of the farmland did not have proper subsurface drainage to lower the groundwater table, salinization gradually affected crop yields.[31] Drainage through sub-surface drains and drainage channels is essential to prevent a deterioration of crop yields from soil salinization and waterlogging. By 2003, more than 2 million hectares have been equipped with a subsurface drainage system at a cost from 1973 to 2002 of about $3.1 billion.
Health
Contrary to many predictions made prior to the Aswan High Dam construction and publications that followed, that the prevalence of schistosomiasis (bilharzia) would increase, it did not. This assumption did not take into account the extent of perennial irrigation that was already present throughout Egypt decades before the high dam closure. By the 1950s only a small proportion of Upper Egypt had not been converted from basin (low transmission) to perennial (high transmission) irrigation. Expansion of perennial irrigation systems in Egypt did not depend on the high dam. In fact, within 15 years of the high dam closure there was solid evidence that bilharzia was declining in Upper Egypt. S. haematobium has since disappeared altogether. Suggested reasons for this include improvements in irrigation practice. In the Nile Delta, schistosomiasis had been highly endemic, with prevalence in the villages 50% or higher for almost a century before. This was a consequence of the conversion of the Delta to perennial irrigation to grow long staple cotton by the British. This has changed. Large-scale treatment programmes in the 1990s using single-dose oral medication contributed greatly to reducing the prevalence and severity of S. mansoni in the Delta.
Other effects
Sediment deposited in the reservoir is lowering the water storage capacity of Lake Nasser. The reservoir storage capacity is 162 km3, including 31 km3 dead storage at the bottom of the lake below 147 m (482 ft) above sea level, 90 km3 live storage, and 41 km3 of storage for high flood waters above 175 m (574 ft) above sea level. The annual sediment load of the Nile is about 134 million tons. This means that the dead storage volume would be filled up after 300–500 years if the sediment accumulated at the same rate throughout the area of the lake. Obviously sediment accumulates much faster at the upper reaches of the lake, where sedimentation has already affected the live storage zone.
Before the construction of the High Dam, the 50,000 km (31,000 mi) of irrigation and drainage canals in Egypt had to be dredged regularly to remove sediments. After construction of the dam, aquatic weeds grew much faster in the clearer water, helped by fertilizer residues. The total length of the infested waterways was about 27,000 km (17,000 mi) in the mid-1990s. Weeds have been gradually brought under control by manual, mechanical and biological methods.
Mediterranean fishing and brackish water lake fishery declined after the dam was finished because nutrients that flowed down the Nile to the Mediterranean were trapped behind the dam. For example, the sardine catch off the Egyptian coast declined from 18,000 tons in 1962 to a mere 460 tons in 1968, but then gradually recovered to 8,590 tons in 1992. A scientific article in the mid-1990s noted that "the mismatch between low primary productivity and relatively high levels of fish production in the region still presents a puzzle to scientists."
A concern before the construction of the High Dam had been the potential drop in river-bed level downstream of the Dam as the result of erosion caused by the flow of sediment-free water. Estimates by various national and international experts put this drop at between and 2 and 10 meters (6.6 and 32.8 ft). However, the actual drop has been measured at 0.3–0.7 meters (0.98–2.30 ft), much less than expected.[30]
The red-brick construction industry, which consisted of hundreds of factories that used Nile sediment deposits along the river, has also been negatively affected. Deprived of sediment, they started using the older alluvium of otherwise arable land taking out of production up to 120 square kilometers (46 sq mi) annually, with an estimated 1,000 square kilometers (390 sq mi) destroyed by 1984 when the government prohibited, "with only modest success," further excavation. According to one source, bricks are now being made from new techniques which use a sand-clay mixture and it has been argued that the mud-based brick industry would have suffered even if the dam had not been built.
Because of the lower turbidity of the water sunlight penetrates deeper in the Nile water. Because of this and the increased presence of nutrients from fertilizers in the water, more algae grow in the Nile. This in turn increases the costs of drinking water treatment. Apparently few experts had expected that water quality in the Nile would actually decrease because of the High Dam.
Appraisal of the Project
Although it is moot whether the project constitutes the best use of the funds spent, the Aswan Dam project unquestionably is and will continue to be economically beneficial to Egypt. The project has been expensive and it took considerable time to complete, as is usually the case with large hydroelectric developments, But Egypt now has a valuable asset with a long life and low operating costs. Even so, the wisdom of concentrating one-third of domestic saving and most of available foreign aid on a slow growth project is questionable. Since 1960, GNP has grown 50%, but mainly as a result of other investment.
Egyptian authorities were well aware that equivalent gains in output could have been achieved more quickly and more cheaply by other means. A series of low dams, similar to the barrages now contemplated, was suggested by Egyptian engineers as a more economical means of achieving up to 2,000 mW of additional generating capacity, US and WorldBank agricultural experts had long recommended improved drainage, introduction of hybrid seeds, and other such low-cost alternatives to land reclamation as a means of increasing agricultural output, In other areas, most notably the once efficient cotton textile industry, investment was needed to forestall an output decline, Implementation of these and other alternatives has been postponed rather than precluded by the High Dam project.
However, the decision to concentrate Egyptian savings and energies on the Aswan project for a decade was heavily based on non-economic factors. Nasser undoubtedly believed that a project of considerable symbolic appeal was needed to mobilize the population behind the government's economic goals, He also apparently felt that the East and West would be more easily persuaded to bid against each other for a project of this scope.
The Aswan High Dam made an appreciable contribution to Egyptian GNP, however the returns were well below what the planners had anticipated. The principal limiting factors on the High Dam's contribution to Egyptian output are a shortage of land suitable for reclamation, the high cost and long time required to bring reclaimed land to full productivity, and an inadequate water supply to meet power and irrigation goals simultaneously. The last limitation arises in part from the allocation in a 1959 agreement of more water to Sudan than was originally foreseen and in part from differences in the seasonal demand pattern of agriculture and the hydroelectric plant for the water. Irrigation requires very heavy use of water during summer months, while power generation needs peak during the winter. Ecological problems created by the dam, most of which were anticipated, have not seriously harmed the economy, although a few minor industries have been damaged.
The dam is, nonetheless, a viable project. Eventually the contribution to GNP equals as much as 20% of total investment. Moreover, the dam and associated projects provided returns that at least offset the cost of operation, repayment of foreign loans and amortisation of domestic loans.
China, Shanghai, Pǔdōng district, seen from the Puxi's historic Bund promenade. Pudong with the early 1990 developed Lujiazui Finance & Trade Zone, the Shanghai Stock Exchange, therefore also for many of Shanghai's spectaculars buildings, such as the Oriental Pearl Tower, the Jin Mao Building with the Gran Hyatt from the 50th to thr 88th floor, the SWFC, the Shanghai World Financial Center & also the site of the future impressive 632 mtr tall, 128 floors above ground, the office & hotel Shanghai Tower, construction started in 2009, completion is planned (& certainly will be archived) for 2015.
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Hyatt Regency Indian Wells Resort & Spa
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*** In the beginning ***
In 1967 Charlie Pasarell, was 23 and was ranked No 1 U.S. tennis player. When Pasarell turned 35 he determined he was not good enough to play competitively with the younger players. So, he decided to promote a tennis circuit for those over 35 and it would be called the Grand Champions. Albert DeVaul, who developed the Racquet Club at Scottsdale Ranch in Arizona, hosted one of the Pasarell's Grand Champions tournaments and was pleased with the success. These two became friends then partners - a relationship that eventually led to the $70 million resort in Indian Wells - The Grand Champions, now known as Hyatt Regency Indian Wells Resort & Spa.
In 1977 Pasarell was director of tennis for Ernie Vossler's Landmark Land Co., which re-developed the La Quinta Hotel Golf & Tennis Resort. Vossler and Pasarell wanted to re-imagine the La Quinta Resort as a world class tennis resort. With Pasarell on board as tennis director the resort’s tennis club was born. In 1981, La Quinta Resort & Club hosted its first major professional tennis tournament, the Grand Marnier/ATP Tennis Games (now the BNP Paribas Open). The first tournament ended with Jimmy Connors defeating Ivan Lendl. The 1981 total prize money was $175,000 with $28,000 to the singles winner. Attendance for the Sunday finals was 6,600.
During the six years (1981 – 1986) the tournament was held in La Quinta, the event achieved such success that it outgrew the tennis stadium and facilities at La Quinta Hotel. Charlie Pasarell’s goal was to strive for “major tennis event” status. He knew what was needed - a larger, more modern and permanent tennis stadium with enhanced facilities. To construct the appropriate tennis stadium and facilities, Pasarell and long-time friend and former player Raymond Moore established a company known as PM Sports Management, and created a team along with other investors including Albert DeVaul and entertainer Alan King to design, develop and operate a luxurious resort hotel and tennis facility. At that time the city of Indian Wells had three hotel sites available on Highway 111 adjacent to the city-funded 36-hole golf course. The golf courses were not to be known as public or municipal rather the courses were to be called resort or world class. Pasarell's group committed to a site but the city of Indian Wells would only allow a stadium with 4,000 permanent seats. In a work around Pasarell and the city agreed to a stadium built that was terraced on the bottom and had 4,000 permanent seats built around the upper ring. Pasarell plan was to rent 10.000 folding chairs, at a dollar apiece to make the 14,000 seat total.
For financing Pasarell and DeVaul sold an ownership portion of the Indian Wells hotel/tennis project to Brad Blackman, at the time a 34 year old president of Blackman, Garlock Flynn & Co., a San Francisco based real estate investment firm. A company - The Grand Champions Resorts - a California limited partnership, was formed with Brad Blackman named Chairman, Charles Pasarell president and investors including Alan King, VMS Realty and Primerica. Expansion beyond Indian Wells was promising with future plans for Grand Champions projects in Aspen, Polo Beach on Maui and Peter Island in the British Virgin Islands. It was Brad Blackman's relationship with Wolgang Puck that brought Puck to the Grand Champions to develop the food and beverage concepts. Brad Blackman also steered Puck to open Postrio at 545 Post Street in San Francisco.
In 1986, construction was completed on the 350-room Grand Champions Hotel (now known as the Hyatt Regency Indian Wells Resort & Spa). The hotel is strongly reminiscent of La Mamounia, a great old hotel in Marrakech, Morocco. Morocco was one of the last stops on a three-year resort-hopping project that Charles Pasarell, Albert DeVaul and architect Bob Yamafuji undertook to come up with the resort's design. Development costs were reported to be $70 million - and up to $120 million. Its centerpiece was a sophisticated tennis center with 12 courts including a 10,000-seat tennis stadium (with some 7,000 permanent seats and 12 private sponsor suites), a 3,000-seat clubhouse court, two grass courts and two clay courts. Other facilities included a 3,000 square foot retail sport boutique, a 1.62-acre hospitality village and an 8,000 square foot convention center that also served as a media facility, a player’s lounge and a kitchen facility during the tournament. At the time it was completed, the stadium and facilities were truly state-of-the-art. The entertainer Alan King's job title was Vice Chairman of Entertainment and Special Events. King said he owned 3% of the hotel. Tennis great Boris Becker was to represent Grand Champions as its touring pro.
Bernard Dervieux was the opening chef. He left after one year (replaced by Marco Barbitta) to open Cuistot on El Paseo. Bernard was hired in 1980 at the Beverly Hills Hotel at the recommendation of Wolfgang Puck. He was Executive Chef at the hotel until 1986. After leaving the Beverly Hills Hotel, Bernard went to the Grand Champions Resort in Indians Wells and also to Aspen, Colorado serving as Executive Chef until opening Cuistot in 1987. The hotel opened with three restaurants: Trattoria - exhibition kitchen in the style of Puck's Spago, California regional with pizzas, pastas salads. Charlies - traditional classic dishes from the south of France with no cream and no butter. The Jasmine Room - the premier dining room offering a mix of French, Nouvelle and fine American cuisine. The opening manager for Jasmine was Pasquale Pavone who previously was maitre d'hotel at the Polo Lounge at the Beverly Hills Hotel for 11 years. Zapotec, a South American restaurant designed by Barbara Lazaroff, Puck's wife, was to be in a separate building on the Hyatt grounds.
In November 1987, one year after opening, Hyatt Hotels Corp commenced managing the Grand Champions Hotel. Rudy Richters, Neil B. Jacobs and Rick Redman were early general managers. Rudy Richter's previous general manager positions include the Dolder Hotel in Zurich, the Park in Vienna and L'ermitage in Beverly Hills. At the time VMS Realty had a strong relationship with Hyatt.
By 1989 VMS Realty, one of the nation's largest real estate firms, was suffering cash-flow problems and in an attempt to avoid bankruptcy replaced its top management and laid off some of its 500 employees. The Chicago-based partnership, which had a $9 billion portfolio that included Hyatt Grand Champions, said it would sell properties, seek to renegotiate bank loans and take a $110 million charge against third-quarter earnings. VMS, which began as a seller of real estate limited partnerships, partners were Robert Van Kampen, Peter R. Morris and Joel A. Stone (thus VMS). Limited partnerships, particularly in real estate, were the principal forms of tax shelters until the Tax Reform Act of 1986 effectively eliminated most of the tax benefits. As a result, a number of syndicators have left the syndication business entirely or filed for bankruptcy.
*** Richard L. Monfort ownership ***
Ken Monfort sold the family business, Monfort of Colorado, to ConAgra for $300 million in 1987. The cattle company was one of Greeley's largest employers and one of the world's largest beef operations. In 1989 VMS Realty was failing and a son of Ken Monfort, Richard L. Monfort, became a shareholder in the VMS owned Hyatt Grand Champions along with the Hyatt Hotel Corporation. Dick Monfort also owns the Colorado Rockies Baseball Club and was the owner of Boston's now closed Highland Steakhouse, once the highest grossing steakhouse in the U.S.
Australian tennis pro Mark Philippoussis won the 1999 Newsweek Champions Cup - it marked the last singles championship to be played on the 11,500-seat stadium at the Hyatt Grand Champion Resort. The 2000 tournanent moved to the Indian Wells Tennis Garden, Charlie Pasarell's new tennis mecca with a 16,100 seat stadium. According to Pasarell the Indian Wells tournament had grown to be among the most prestigious sports events in the world and had totally outgrown the facilities at the Hyatt Grand Champions.
In 2003 owner Dick Monfort completed a $60 million expansion at the Hyatt Grand Champions Resort. The project began with the demolition of the 10,100 seat tennis stadium and a reduction of tennis courts from 12 to 3. The expansion included 142 guest rooms making the room count 480, a new 50,000 sq ft meeting facility and a 30,000 sq ft floating spa paradise, Agua Serena. John Orr, divisional vice president for Hyatt Hotels gave credit to Dick Monfort's perseverance for bringing this enhancement to fruitation. The General Manager at that time was Hendrick Santos. Santos later ran the Westin Rio Mar and the Gran Melia Golf Resort in Puerto Rico. Tom Netting was the VP and Managing Director during 2004-2007.
During 2005-06 the city of Indian Wells decided to plow under the two 19 year-old golf courses in a $45 million enhancement project. Clive Clark and John Fought were retained to completely re-do the Ted Robinson designed East Course and West Course along with the construction of a new clubhouse. Since 2006 the Indian Well's Golf Resort annual losses have exceeded a total of $20 million. In 1998, the former Erawan Garden Hotel was transformed beyond recognition into the Miramonte Resort. Together with the Hyatt Grand Champions, Indian Wells Resort Hotel, and Renaissance Esmeralda, the four properties were successful in generating room taxes that are more than 60% of the city of Indian Wells' operating budget.
In 2011 the Hyatt's general manager was Allan Farwell. He closed the resort during the month of July to facilitate the renovation of the resorts main entrance, lobby and front desk. Also the reconcepting and renaming of the former Santa Rosa Grill to Lantana Restaurant and lobby bar Agave Sunset were completed. The hotel temporarily closed its doors in July of 2012 to begin constructing the Citrus Marketplace and Cafe. During his 6 years in Indian Wells Farwell served as Chairman of the California Hotel and Lodging Association and Chairman of the Palm Springs Desert Resort Convention and Visitors Bureau.
In 2012, the resort changed its name from Hyatt Grand Champions to Hyatt Regency Indian Wells Resort & Spa. Doug Sears was the general manager from 2013 to 2017. In Oct 2017 Stephen D’Agostino was named general manager. D’Agostino most recently was general manager of Hyatt Regency Orange County.
Compiled by Dick Johnson, October 2018
Spaceflight (or space flight) is ballistic flight into or through outer space. Spaceflight can occur with spacecraft with or without humans on board. Yuri Gagarin of the Soviet Union was the first human to conduct a spaceflight. Examples of human spaceflight include the U.S. Apollo Moon landing and Space Shuttle programs and the Russian Soyuz program, as well as the ongoing International Space Station. Examples of unmanned spaceflight include space probes that leave Earth orbit, as well as satellites in orbit around Earth, such as communications satellites. These operate either by telerobotic control or are fully autonomous.
Spaceflight is used in space exploration, and also in commercial activities like space tourism and satellite telecommunications. Additional non-commercial uses of spaceflight include space observatories, reconnaissance satellites and other Earth observation satellites.
A spaceflight typically begins with a rocket launch, which provides the initial thrust to overcome the force of gravity and propels the spacecraft from the surface of the Earth. Once in space, the motion of a spacecraft – both when unpropelled and when under propulsion – is covered by the area of study called astrodynamics. Some spacecraft remain in space indefinitely, some disintegrate during atmospheric reentry, and others reach a planetary or lunar surface for landing or impact.
History
Main articles: History of spaceflight and Timeline of spaceflight
Tsiolkovsky, early space theorist
The first theoretical proposal of space travel using rockets was published by Scottish astronomer and mathematician William Leitch, in an 1861 essay "A Journey Through Space".[1] More well-known (though not widely outside Russia) is Konstantin Tsiolkovsky's work, "Исследование мировых пространств реактивными приборами" (The Exploration of Cosmic Space by Means of Reaction Devices), published in 1903.
Spaceflight became an engineering possibility with the work of Robert H. Goddard's publication in 1919 of his paper A Method of Reaching Extreme Altitudes. His application of the de Laval nozzle to liquid fuel rockets improved efficiency enough for interplanetary travel to become possible. He also proved in the laboratory that rockets would work in the vacuum of space;[specify] nonetheless, his work was not taken seriously by the public. His attempt to secure an Army contract for a rocket-propelled weapon in the first World War was defeated by the November 11, 1918 armistice with Germany. Working with private financial support, he was the first to launch a liquid-fueled rocket in 1926. Goddard's paper was highly influential on Hermann Oberth, who in turn influenced Wernher von Braun. Von Braun became the first to produce modern rockets as guided weapons, employed by Adolf Hitler. Von Braun's V-2 was the first rocket to reach space, at an altitude of 189 kilometers (102 nautical miles) on a June 1944 test flight.[2]
Tsiolkovsky's rocketry work was not fully appreciated in his lifetime, but he influenced Sergey Korolev, who became the Soviet Union's chief rocket designer under Joseph Stalin, to develop intercontinental ballistic missiles to carry nuclear weapons as a counter measure to United States bomber planes. Derivatives of Korolev's R-7 Semyorka missiles were used to launch the world's first artificial Earth satellite, Sputnik 1, on October 4, 1957, and later the first human to orbit the Earth, Yuri Gagarin in Vostok 1, on April 12, 1961.[3]
At the end of World War II, von Braun and most of his rocket team surrendered to the United States, and were expatriated to work on American missiles at what became the Army Ballistic Missile Agency. This work on missiles such as Juno I and Atlas enabled launch of the first US satellite Explorer 1 on February 1, 1958, and the first American in orbit, John Glenn in Friendship 7 on February 20, 1962. As director of the Marshall Space Flight Center, Von Braun oversaw development of a larger class of rocket called Saturn, which allowed the US to send the first two humans, Neil Armstrong and Buzz Aldrin, to the Moon and back on Apollo 11 in July 1969. Over the same period, the Soviet Union secretly tried but failed to develop the N1 rocket to give them the capability to land one person on the Moon.
Phases
Launch
Main article: Rocket launch
See also: List of space launch system designs
Rockets are the only means currently capable of reaching orbit or beyond. Other non-rocket spacelaunch technologies have yet to be built, or remain short of orbital speeds. A rocket launch for a spaceflight usually starts from a spaceport (cosmodrome), which may be equipped with launch complexes and launch pads for vertical rocket launches, and runways for takeoff and landing of carrier airplanes and winged spacecraft. Spaceports are situated well away from human habitation for noise and safety reasons. ICBMs have various special launching facilities.
A launch is often restricted to certain launch windows. These windows depend upon the position of celestial bodies and orbits relative to the launch site. The biggest influence is often the rotation of the Earth itself. Once launched, orbits are normally located within relatively constant flat planes at a fixed angle to the axis of the Earth, and the Earth rotates within this orbit.
A launch pad is a fixed structure designed to dispatch airborne vehicles. It generally consists of a launch tower and flame trench. It is surrounded by equipment used to erect, fuel, and maintain launch vehicles. Before launch, the rocket can weigh many hundreds of tonnes. The Space Shuttle Columbia, on STS-1, weighed 2,030 tonnes (4,480,000 lb) at take off.
Reaching space
The most commonly used definition of outer space is everything beyond the Kármán line, which is 100 kilometers (62 mi) above the Earth's surface. The United States sometimes defines outer space as everything beyond 50 miles (80 km) in altitude.
Rockets are the only currently practical means of reaching space. Conventional airplane engines cannot reach space due to the lack of oxygen. Rocket engines expel propellant to provide forward thrust that generates enough delta-v (change in velocity) to reach orbit.
For manned launch systems launch escape systems are frequently fitted to allow astronauts to escape in the case of emergency.
Alternatives
Main article: Non-rocket spacelaunch
Many ways to reach space other than rockets have been proposed. Ideas such as the space elevator, and momentum exchange tethers like rotovators or skyhooks require new materials much stronger than any currently known. Electromagnetic launchers such as launch loops might be feasible with current technology. Other ideas include rocket assisted aircraft/spaceplanes such as Reaction Engines Skylon (currently in early stage development), scramjet powered spaceplanes, and RBCC powered spaceplanes. Gun launch has been proposed for cargo.
Leaving orbit
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Main articles: Escape velocity and Parking orbit
Launched in 1959, Luna 1 was the first known man-made object to achieve escape velocity from the Earth.[4] (replica pictured)
Achieving a closed orbit is not essential to lunar and interplanetary voyages. Early Russian space vehicles successfully achieved very high altitudes without going into orbit. NASA considered launching Apollo missions directly into lunar trajectories but adopted the strategy of first entering a temporary parking orbit and then performing a separate burn several orbits later onto a lunar trajectory. This costs additional propellant because the parking orbit perigee must be high enough to prevent reentry while direct injection can have an arbitrarily low perigee because it will never be reached.
However, the parking orbit approach greatly simplified Apollo mission planning in several important ways. It substantially widened the allowable launch windows, increasing the chance of a successful launch despite minor technical problems during the countdown. The parking orbit was a stable "mission plateau" that gave the crew and controllers several hours to thoroughly check out the spacecraft after the stresses of launch before committing it to a long lunar flight; the crew could quickly return to Earth, if necessary, or an alternate Earth-orbital mission could be conducted. The parking orbit also enabled translunar trajectories that avoided the densest parts of the Van Allen radiation belts.
Apollo missions minimized the performance penalty of the parking orbit by keeping its altitude as low as possible. For example, Apollo 15 used an unusually low parking orbit (even for Apollo) of 92.5 nmi by 91.5 nmi (171 km by 169 km) where there was significant atmospheric drag. But it was partially overcome by continuous venting of hydrogen from the third stage of the Saturn V, and was in any event tolerable for the short stay.
Robotic missions do not require an abort capability or radiation minimization, and because modern launchers routinely meet "instantaneous" launch windows, space probes to the Moon and other planets generally use direct injection to maximize performance. Although some might coast briefly during the launch sequence, they do not complete one or more full parking orbits before the burn that injects them onto an Earth escape trajectory.
Note that the escape velocity from a celestial body decreases with altitude above that body. However, it is more fuel-efficient for a craft to burn its fuel as close to the ground as possible; see Oberth effect and reference.[5] This is another way to explain the performance penalty associated with establishing the safe perigee of a parking orbit.
Plans for future crewed interplanetary spaceflight missions often include final vehicle assembly in Earth orbit, such as NASA's Project Orion and Russia's Kliper/Parom tandem.
Astrodynamics
Main article: Orbital mechanics
Astrodynamics is the study of spacecraft trajectories, particularly as they relate to gravitational and propulsion effects. Astrodynamics allows for a spacecraft to arrive at its destination at the correct time without excessive propellant use. An orbital maneuvering system may be needed to maintain or change orbits.
Non-rocket orbital propulsion methods include solar sails, magnetic sails, plasma-bubble magnetic systems, and using gravitational slingshot effects.
Ionized gas trail from Shuttle reentry
Recovery of Discoverer 14 return capsule by a C-119 airplane
Transfer energy
The term "transfer energy" means the total amount of energy imparted by a rocket stage to its payload. This can be the energy imparted by a first stage of a launch vehicle to an upper stage plus payload, or by an upper stage or spacecraft kick motor to a spacecraft.[6][7]
Reentry
Main article: Atmospheric reentry
Vehicles in orbit have large amounts of kinetic energy. This energy must be discarded if the vehicle is to land safely without vaporizing in the atmosphere. Typically this process requires special methods to protect against aerodynamic heating. The theory behind reentry was developed by Harry Julian Allen. Based on this theory, reentry vehicles present blunt shapes to the atmosphere for reentry. Blunt shapes mean that less than 1% of the kinetic energy ends up as heat that reaches the vehicle, and the remainder heats up the atmosphere.
Landing
The Mercury, Gemini, and Apollo capsules all splashed down in the sea. These capsules were designed to land at relatively low speeds with the help of a parachute. Russian capsules for Soyuz make use of a big parachute and braking rockets to touch down on land. The Space Shuttle glided to a touchdown like a plane.
Recovery
After a successful landing the spacecraft, its occupants and cargo can be recovered. In some cases, recovery has occurred before landing: while a spacecraft is still descending on its parachute, it can be snagged by a specially designed aircraft. This mid-air retrieval technique was used to recover the film canisters from the Corona spy satellites.
Types
Uncrewed
See also: Uncrewed spacecraft and robotic spacecraft
Sojourner takes its Alpha particle X-ray spectrometer measurement of Yogi Rock on Mars
The MESSENGER spacecraft at Mercury (artist's interpretation)
Uncrewed spaceflight (or unmanned) is all spaceflight activity without a necessary human presence in space. This includes all space probes, satellites and robotic spacecraft and missions. Uncrewed spaceflight is the opposite of manned spaceflight, which is usually called human spaceflight. Subcategories of uncrewed spaceflight are "robotic spacecraft" (objects) and "robotic space missions" (activities). A robotic spacecraft is an uncrewed spacecraft with no humans on board, that is usually under telerobotic control. A robotic spacecraft designed to make scientific research measurements is often called a space probe.
Uncrewed space missions use remote-controlled spacecraft. The first uncrewed space mission was Sputnik I, launched October 4, 1957 to orbit the Earth. Space missions where other animals but no humans are on-board are considered uncrewed missions.
Benefits
Many space missions are more suited to telerobotic rather than crewed operation, due to lower cost and lower risk factors. In addition, some planetary destinations such as Venus or the vicinity of Jupiter are too hostile for human survival, given current technology. Outer planets such as Saturn, Uranus, and Neptune are too distant to reach with current crewed spaceflight technology, so telerobotic probes are the only way to explore them. Telerobotics also allows exploration of regions that are vulnerable to contamination by Earth micro-organisms since spacecraft can be sterilized. Humans can not be sterilized in the same way as a spaceship, as they coexist with numerous micro-organisms, and these micro-organisms are also hard to contain within a spaceship or spacesuit.
Telepresence
Telerobotics becomes telepresence when the time delay is short enough to permit control of the spacecraft in close to real time by humans. Even the two seconds light speed delay for the Moon is too far away for telepresence exploration from Earth. The L1 and L2 positions permit 400-millisecond round trip delays, which is just close enough for telepresence operation. Telepresence has also been suggested as a way to repair satellites in Earth orbit from Earth. The Exploration Telerobotics Symposium in 2012 explored this and other topics.[8]
Human
Main article: Human spaceflight
ISS crew member stores samples
The first human spaceflight was Vostok 1 on April 12, 1961, on which cosmonaut Yuri Gagarin of the USSR made one orbit around the Earth. In official Soviet documents, there is no mention of the fact that Gagarin parachuted the final seven miles.[9] Currently, the only spacecraft regularly used for human spaceflight are the Russian Soyuz spacecraft and the Chinese Shenzhou spacecraft. The U.S. Space Shuttle fleet operated from April 1981 until July 2011. SpaceShipOne has conducted two human suborbital spaceflights.
Sub-orbital
Main article: Sub-orbital spaceflight
The International Space Station in Earth orbit after a visit from the crew of STS-119
On a sub-orbital spaceflight the spacecraft reaches space and then returns to the atmosphere after following a (primarily) ballistic trajectory. This is usually because of insufficient specific orbital energy, in which case a suborbital flight will last only a few minutes, but it is also possible for an object with enough energy for an orbit to have a trajectory that intersects the Earth's atmosphere, sometimes after many hours. Pioneer 1 was NASA's first space probe intended to reach the Moon. A partial failure caused it to instead follow a suborbital trajectory to an altitude of 113,854 kilometers (70,746 mi) before reentering the Earth's atmosphere 43 hours after launch.
The most generally recognized boundary of space is the Kármán line 100 km above sea level. (NASA alternatively defines an astronaut as someone who has flown more than 50 miles (80 km) above sea level.) It is not generally recognized by the public that the increase in potential energy required to pass the Kármán line is only about 3% of the orbital energy (potential plus kinetic energy) required by the lowest possible Earth orbit (a circular orbit just above the Kármán line.) In other words, it is far easier to reach space than to stay there. On May 17, 2004, Civilian Space eXploration Team launched the GoFast Rocket on a suborbital flight, the first amateur spaceflight. On June 21, 2004, SpaceShipOne was used for the first privately funded human spaceflight.
Point-to-point
Point-to-point is a category of sub-orbital spaceflight in which a spacecraft provides rapid transport between two terrestrial locations. Consider a conventional airline route between London and Sydney, a flight that normally lasts over twenty hours. With point-to-point suborbital travel the same route could be traversed in less than one hour.[10] While no company offers this type of transportation today, SpaceX has revealed plans to do so as early as the 2020s using its BFR vehicle.[11] Suborbital spaceflight over an intercontinental distance requires a vehicle velocity that is only a little lower than the velocity required to reach low Earth orbit.[12] If rockets are used, the size of the rocket relative to the payload is similar to an Intercontinental Ballistic Missile (ICBM). Any intercontinental spaceflight has to surmount problems of heating during atmosphere re-entry that are nearly as large as those faced by orbital spaceflight.
Orbital
Main article: Orbital spaceflight
Apollo 6 heads into orbit
A minimal orbital spaceflight requires much higher velocities than a minimal sub-orbital flight, and so it is technologically much more challenging to achieve. To achieve orbital spaceflight, the tangential velocity around the Earth is as important as altitude. In order to perform a stable and lasting flight in space, the spacecraft must reach the minimal orbital speed required for a closed orbit.
Interplanetary
Main article: Interplanetary spaceflight
Interplanetary travel is travel between planets within a single planetary system. In practice, the use of the term is confined to travel between the planets of our Solar System.
Interstellar
Main article: Interstellar travel
Five spacecraft are currently leaving the Solar System on escape trajectories, Voyager 1, Voyager 2, Pioneer 10, Pioneer 11, and New Horizons. The one farthest from the Sun is Voyager 1, which is more than 100 AU distant and is moving at 3.6 AU per year.[13] In comparison, Proxima Centauri, the closest star other than the Sun, is 267,000 AU distant. It will take Voyager 1 over 74,000 years to reach this distance. Vehicle designs using other techniques, such as nuclear pulse propulsion are likely to be able to reach the nearest star significantly faster. Another possibility that could allow for human interstellar spaceflight is to make use of time dilation, as this would make it possible for passengers in a fast-moving vehicle to travel further into the future while aging very little, in that their great speed slows down the rate of passage of on-board time. However, attaining such high speeds would still require the use of some new, advanced method of propulsion.
Intergalactic
Main article: Intergalactic travel
Intergalactic travel involves spaceflight between galaxies, and is considered much more technologically demanding than even interstellar travel and, by current engineering terms, is considered science fiction.
Spacecraft
Main article: Spacecraft
An Apollo Lunar Module on the lunar surface
Spacecraft are vehicles capable of controlling their trajectory through space.
The first 'true spacecraft' is sometimes said to be Apollo Lunar Module,[14] since this was the only manned vehicle to have been designed for, and operated only in space; and is notable for its non aerodynamic shape.
Propulsion
Main article: Spacecraft propulsion
Spacecraft today predominantly use rockets for propulsion, but other propulsion techniques such as ion drives are becoming more common, particularly for unmanned vehicles, and this can significantly reduce the vehicle's mass and increase its delta-v.
Launch systems
Main article: Launch vehicle
Launch systems are used to carry a payload from Earth's surface into outer space.
Expendable
Main article: Expendable launch system
Most current spaceflight uses multi-stage expendable launch systems to reach space.
Reusable
Main article: Reusable launch system
Ambox current red.svg
This section needs to be updated. Please update this article to reflect recent events or newly available information. (August 2019)
The first reusable spacecraft, the X-15, was air-launched on a suborbital trajectory on July 19, 1963. The first partially reusable orbital spacecraft, the Space Shuttle, was launched by the USA on the 20th anniversary of Yuri Gagarin's flight, on April 12, 1981. During the Shuttle era, six orbiters were built, all of which have flown in the atmosphere and five of which have flown in space. The Enterprise was used only for approach and landing tests, launching from the back of a Boeing 747 and gliding to deadstick landings at Edwards AFB, California. The first Space Shuttle to fly into space was the Columbia, followed by the Challenger, Discovery, Atlantis, and Endeavour. The Endeavour was built to replace the Challenger, which was lost in January 1986. The Columbia broke up during reentry in February 2003.
The Space Shuttle Columbia seconds after engine ignition on mission STS-1
Columbia landing, concluding the STS-1 mission
Columbia launches again on STS-2
The first automatic partially reusable spacecraft was the Buran (Snowstorm), launched by the USSR on November 15, 1988, although it made only one flight. This spaceplane was designed for a crew and strongly resembled the US Space Shuttle, although its drop-off boosters used liquid propellants and its main engines were located at the base of what would be the external tank in the American Shuttle. Lack of funding, complicated by the dissolution of the USSR, prevented any further flights of Buran.
Per the Vision for Space Exploration, the Space Shuttle was retired in 2011 due mainly to its old age and high cost of the program reaching over a billion dollars per flight. The Shuttle's human transport role is to be replaced by the partially reusable Crew Exploration Vehicle (CEV) no later than 2021. The Shuttle's heavy cargo transport role is to be replaced by expendable rockets such as the Evolved Expendable Launch Vehicle (EELV) or a Shuttle Derived Launch Vehicle.
Scaled Composites SpaceShipOne was a reusable suborbital spaceplane that carried pilots Mike Melvill and Brian Binnie on consecutive flights in 2004 to win the Ansari X Prize. The Spaceship Company has built its successor SpaceShipTwo. A fleet of SpaceShipTwos operated by Virgin Galactic planned to begin reusable private spaceflight carrying paying passengers (space tourists) in 2008, but this was delayed due to an accident in the propulsion development.[15]
Challenges
Main article: Effect of spaceflight on the human body
Space disasters
Main article: Space accidents and incidents
All launch vehicles contain a huge amount of energy that is needed for some part of it to reach orbit. There is therefore some risk that this energy can be released prematurely and suddenly, with significant effects. When a Delta II rocket exploded 13 seconds after launch on January 17, 1997, there were reports of store windows 10 miles (16 km) away being broken by the blast.[16]
Space is a fairly predictable environment, but there are still risks of accidental depressurization and the potential failure of equipment, some of which may be very newly developed.
In 2004 the International Association for the Advancement of Space Safety was established in the Netherlands to further international cooperation and scientific advancement in space systems safety.[17]
Weightlessness
Main article: Weightlessness
Astronauts on the ISS in weightless conditions. Michael Foale can be seen exercising in the foreground.
In a microgravity environment such as that provided by a spacecraft in orbit around the Earth, humans experience a sense of "weightlessness." Short-term exposure to microgravity causes space adaptation syndrome, a self-limiting nausea caused by derangement of the vestibular system. Long-term exposure causes multiple health issues. The most significant is bone loss, some of which is permanent, but microgravity also leads to significant deconditioning of muscular and cardiovascular tissues.
Radiation
Once above the atmosphere, radiation due to the Van Allen belts, solar radiation and cosmic radiation issues occur and increase. Further away from the Earth, solar flares can give a fatal radiation dose in minutes, and the health threat from cosmic radiation significantly increases the chances of cancer over a decade exposure or more.[18]
Life support
Main article: Life support system
In human spaceflight, the life support system is a group of devices that allow a human being to survive in outer space. NASA often uses the phrase Environmental Control and Life Support System or the acronym ECLSS when describing these systems for its human spaceflight missions.[19] The life support system may supply: air, water and food. It must also maintain the correct body temperature, an acceptable pressure on the body and deal with the body's waste products. Shielding against harmful external influences such as radiation and micro-meteorites may also be necessary. Components of the life support system are life-critical, and are designed and constructed using safety engineering techniques.
Space weather
Main article: Space weather
Aurora australis and Discovery, May 1991.
Space weather is the concept of changing environmental conditions in outer space. It is distinct from the concept of weather within a planetary atmosphere, and deals with phenomena involving ambient plasma, magnetic fields, radiation and other matter in space (generally close to Earth but also in interplanetary, and occasionally interstellar medium). "Space weather describes the conditions in space that affect Earth and its technological systems. Our space weather is a consequence of the behavior of the Sun, the nature of Earth's magnetic field, and our location in the Solar System."[20]
Space weather exerts a profound influence in several areas related to space exploration and development. Changing geomagnetic conditions can induce changes in atmospheric density causing the rapid degradation of spacecraft altitude in Low Earth orbit. Geomagnetic storms due to increased solar activity can potentially blind sensors aboard spacecraft, or interfere with on-board electronics. An understanding of space environmental conditions is also important in designing shielding and life support systems for manned spacecraft.
Environmental considerations
Rockets as a class are not inherently grossly polluting. However, some rockets use toxic propellants, and most vehicles use propellants that are not carbon neutral. Many solid rockets have chlorine in the form of perchlorate or other chemicals, and this can cause temporary local holes in the ozone layer. Re-entering spacecraft generate nitrates which also can temporarily impact the ozone layer. Most rockets are made of metals that can have an environmental impact during their construction.
In addition to the atmospheric effects there are effects on the near-Earth space environment. There is the possibility that orbit could become inaccessible for generations due to exponentially increasing space debris caused by spalling of satellites and vehicles (Kessler syndrome). Many launched vehicles today are therefore designed to be re-entered after use.
. . . South Asian sweets are the confectionery and desserts of South Asia. Thousands of dedicated shops in Bangladesh, India, Nepal, Pakistan and Sri Lanka sell nothing but sweets; however, outside of South Asia, South Asian sweet shops are uncommon.
Sugarcane has been grown in India for thousands of years, and the art of refining sugar was invented there. The English word sugar comes from a Sanskrit word sakhar, while the word candy comes from Sanskrit word khand (jaggery) - one of the simplest raw forms of sweet. Over its long history, cuisines of the Indian Subcontinent developed a diversified array of sweets. Some claim there is no other region of the world where sweets are so varied, so numerous, or so invested with meaning as the Indian Subcontinent.
In India's diverse languages, sweets are called by numerous names, one common name being Mithai (मिठाई). They include sugar, and a vast array of ingredients such as different flours, milk, milk solids, fermented foods, root vegetables, raw and roasted seeds, seasonal fruits, fruit pastes and dry fruits. Some sweets such as kheer are cooked, some like burfi are baked, varieties like Mysore pak are roasted, some like jalebi are fried, others like kulfi are frozen, while still others involve a creative combination of preparation techniques. The composition and recipes of the sweets and other ingredients vary by region. Mithai are sometimes served with a meal, and often included as a form of greeting, celebration, religious offering, gift giving, parties, and hospitality in India. On Indian festivals - such as Holi, Diwali, Eid, or Raksha Bhandan - sweets are homemade or purchased, then shared. Many social gatherings, wedding ceremonies and religious festivals often include a social celebration of food, and the flavors of sweets are an essential element of such a celebration.
HISTORY
Ancient Sanskrit literature from India mention feasts and offerings of mithas (sweet). One of the more complete surviving document, with extensive description of sweets and how to prepare them is the Sanskrit document, Mānasollāsa (Sanskrit: मानसोल्लास; literally, the delight of an idea,[or delight of mind and senses); this ancient encyclopedia on food, music and other Indian arts is also known as the Abhilaṣitārtha Cintāmaṇi (the magical stone that fulfils desires). Mānasollāsa was composed about 1130 AD, by the Hindu King Somesvara III. In this document, meals are described to include a rice pudding it calls payasam (Sanskrit: पायसं), which is another word for kheer. The document mentions seven kinds of rice.
Mānasollāsa also describes recipes for golamu as a donut from wheat flour and scented with cardamom, gharikas as a fried cake from black gram flour and sugar syrup, chhana as a fresh cheese and rice flour fritter soaked in sugar syrup that the document suggests should be prepared from strained curdled milk mixed with buttermilk, and many others. Mānasollāsa mentions numerous milk-derived sweets, along with describing the 11th century art of producing milk solids, condensed milk and methods for souring milk to produce sweets.
The origin of sweets in Indian subcontinent has been traced to at least 500 BC, where records suggest both raw sugar (gur, vellam, jaggery) as well as refined sugar (sarkara) were being produced. By 300 BC, kingdom officials in India were including five kinds of sugar in official documents. By the Gupta dynasty era (300–500 AD), sugar was being made not only from sugar cane, but other plant sources such as palm; sugar-based foods were also included in temple offerings, as bhoga for the deities, which after the prayers became Prasād for devotees, the poor or visitors to the temple.
VARIETIES
BARFI
Barfi is a sweet, made of milk solids (khoya) or condensed milk and various other ingredients like ground cashews or pistachios. Some barfi use various flours such as besan (gram flour). Barfi may be flavored with pastes or pieces of fruits such as mango, banana, berries, coconut. They may include aromatic spices such as cardamom and rose water to enhance the sensual impact while they are consumed.
Sometimes a thin inert silver or gold layer of edible foil is placed on top face of burfi for an attractive presentation. Gold and silver are approved food foils in the European Union, as E175 and E174 additives respectively. The independent European food-safety certification agency, TÜV Rheinland, has deemed gold leaf safe for consumption. Gold and silver leaf are certified kosher. These inert metal foils are neither considered as toxic to human beings nor broader ecosystem.
CHAM-CHAM
Cham Chams are prepared from flattened paneer (a form of curdled milk solids, cheese) sweetened in syrup.
CHENA MURKI
Chhena murki, or chenna murki, is a sweet made from an Indian version of cottage cheese, milk and sugar in many states such as Odisha. Milk and sugar are boiled to a thick consistency. Round, cubes, cuboid or other shapes of cottage cheese are soaked in the milky condensate. Other flavors and aromatic spices are typically added. It is also known by Bangladeshi and Guyanese people as pera.
CHIKKI
Chikki is a ready-to-eat solid, brittle sweet generally made from casting a mix of dry nuts and hot jaggery syrup. Peanuts and jaggery mix are most common. Other than almonds, cashews, walnuts, sesame and other seeds, varieties of chikki are also prepared from puffed or roasted Bengal gram, puffed rice, beaten rice, puffed seasonal grains, and regional produce such as Khobara (desiccated coconut). Like many Indian sweets, Chikki is typically a high protein delicacy.
GAJRELA
Gajrela, also called Gajar halwa, is a seasonal pudding-like sweet made from the root vegetable carrot. It is popular in Punjab regions of India and Pakistan, agricultural belt of North India, now common in many parts of South Asia. It is made by slowly cooking carrot with ghee, concentrated and caramelized milk, mawa (khoya) and sugar; often served with a garnish of aromatic spices, almonds, cashews or pistachios. The recipes vary by region, and Gajrela may be cooked without ghee, then include cheese or other milk solids for sophisticated mix of flavors. It is common in Indian restaurants, and also a seasonal street and cafe food during post-monsoon through spring festive celebrations.
GULAB JAMUN
Gulab jamun is a common sweet found in Bangladesh, India, Nepal and Pakistan. It is made out of fried chenna (milk solids and cheese) balls soaked in sweet rose-water flavoured syrup.
JALEBI OR IMARTI
Jalebi is made by deep-frying a fermented batter of wheat flour with yoghurt, in a circular (coil-like) shape and then soaking it in sugar syrup. Imarti is a variant of Jalebi, with a different flour mixture and has tighter coils. Typically Jalebi is brown or yellow, while Imarti is reddish in colour. Often taken with milk, tea, yogurt or Lassi. In classical Sanskrit literature, jalebis have been referred to as kundalika or jalavallika.
KHAJA
Khaja is a sweet of India. Refined wheat flour, sugar and oils are the chief ingredients of khaja.
It is believed that, even 2000 years ago, Khajas were prepared in the southern side of the Gangetic Plains of Bihar. These areas which are home to khaja, once comprised the central part of Maurya and Gupta empires. Presently, Khajas are prepared and sold in the city of Patna, Gaya and several other places across the state of Bihar. Khajas of the Silao and Rajgir are known for their puffiness.
Khajas have travelled to some other parts of India, including Andhra Pradesh and Odisha. Khaja of Kakinada is a coastal town of Andhra Pradesh. Where as khaja of Puri is too famous. At first, the batter is of wheat flour, mawa and oil. It is then deep fried until crisp. Then a sugar syrup is made which is known as "pak". The crisp croissants are then soaked in the sugar syrup until they absorb the sugar syrup. In Kakinada, Khaja is dry from outside and full of sugar syrup from inside and is juicy.
KULFI
Kulfis are traditional South Asian ice-cream, where flavored milk is first condensed and caramelized by slow cooking in presence of a small quantity of rice or seasonal grain flour; once condensed, dry nut pastes and aromatic spices are added, the mix frozen in small earthen or metal cans. This creates one of the densest known form of frozen sweets; it is typically served between -10 to -15 C when they are easier to spoon and eat. It comes in a variety of flavours such as mango, kesar, pistachios, badam (almond), coconut and plain. It is also a street side urban as well as rural India summer time snack and festive sweet, where food hawkers carry around frozen mounds of kulfi in a big earthen pot and play a particular horn music to attract customers. These vendors are known as "kulfiwalla" (one who sells kulfi).
KHEER OR PAYAS
Kheer is a pudding, usually made from milk, sugar and one of these ingredients - vermicelli, rice, Bulgar wheat, semolina, tapioca, dried dates, and shredded white gourd. It is also known as "Payas".
As sweet rice pudding, payas has been a cultural dish throughout the history of India, being usually found at ceremonies, feasts and celebrations. In many parts of India, ancient traditions maintain that a wedding is not fully blessed if payas (or payasam as known in South India) is not served at the feast during traditional ceremonies like marriage, child birth, annaprasan (first solid feed to child), and other occasions. Other than sweet yoghurt, some families include kheer in the last meal, as hospitality and auspicious food, before a family member or guest departs on a long journey away from the home.
LADDU
Kulfis are traditional South Asian ice-cream, where flavored milk is first condensed and caramelized by slow cooking in presence of a small quantity of rice or seasonal grain flour; once condensed, dry nut pastes and aromatic spices are added, the mix frozen in small earthen or metal cans. This creates one of the densest known form of frozen sweets; it is typically served between -10 to -15 C when they are easier to spoon and eat. It comes in a variety of flavours such as mango, kesar, pistachios, badam (almond), coconut and plain. It is also a street side urban as well as rural India summer time snack and festive sweet, where food hawkers carry around frozen mounds of kulfi in a big earthen pot and play a particular horn music to attract customers. These vendors are known as "kulfiwalla" (one who sells kulfi).
Kheer or payas
Kheer is a pudding, usually made from milk, sugar and one of these ingredients - vermicelli, rice, Bulgar wheat, semolina, tapioca, dried dates, and shredded white gourd. It is also known as "Payas".
As sweet rice pudding, payas has been a cultural dish throughout the history of India, being usually found at ceremonies, feasts and celebrations. In many parts of India, ancient traditions maintain that a wedding is not fully blessed if payas (or payasam as known in South India) is not served at the feast during traditional ceremonies like marriage, child birth, annaprasan (first solid feed to child), and other occasions. Other than sweet yoghurt, some families include kheer in the last meal, as hospitality and auspicious food, before a family member or guest departs on a long journey away from the home.
MALPOA
Malpoa is the most ancient homemade sweets of India. It is a form of pancake (made of wheat or rice flour) deep fried and sugar syrup.
NARKEL NARU
Narkel Naru is a dessert from Bengal. They are ball-shaped and made from khoa/condensed milk and coconut, a traditional food during Pujas such as the Lakshmi Puja
PARWAL KI MITHAI
Parwal Ki Mithai is a dry sweet made of the vegetable parwal, a kind of gourd. The shell of parwal is filled with milk solids, then cooked. It is rather popular in Bihar, but also found in Uttar Pradesh and West Bengal.
PATHISHAPA
Pathishapta is a Bengali dessert. The final dish is a rolled pancake that is stuffed with a filling often made of coconut, milk, cream, and jaggery from the date palm. These desserts are consumed in Thailand as well.
RASGULLA
Rasgulla is a popular sweet in South Asia. They come in many forms, such as Kamalabhog (Orange Rasgulla), Rajbhog (Giant Rasgulla), Kadamba often served with kheer, Rasamundi, Raskadamba, and others. Some are white, others cream, brown, gold or orange colored. They are called Rasbari in Nepal. This dish is made by boiling small dumplings of chhenna and semolina mixture in sugar syrup. Once cooked, these are stored in the syrup making them spongy. Increasing the semolina content reduces the sponginess and hardens them, creating variety of textures. Some Rasgulla are stuffed inside with treats, such as dry fruits, raisins, candied peel and other delicacies to create a series of flavors experienced as they are consumed. Some versions, called danedhar, are removed from syrup and sugar coated into shapes of fruits and other creative designs. These are festive foods found year round, in many parts of India.
SANDESH
Sandesh is a sweet made from fine cheese made from cow's milk kneaded with fine ground sugar or molasses. This is a sweet from West Bengal and Odisha. Revered for its delicate making, and appreciated by the connoiseur, this represents sweet making at its finest. Sandesh comes in two varieties, "Norom Pak" (the softer version) and "Koda Pak" (the harder version). The softer version although more gentle and considered better, is fragile. The harder version is robust and often easier for storage. Molasses made from dates can be used to make a special variation of Sandesh called "Noleen Gurher Sandesh" (a Sandesh made from "Noleen Gurh" or molases from dates) or simply "Noleen Sandesh".
SEL ROTI
Sel roti is a Nepali home-made circular-shaped bread or rice donut, prepared during Tihar, a widely celebrated Hindu festival in Nepal. It is made of rice flour with adding customized flavors. A semi liquid rice flour dough is usually prepared by adding milk, water, sugar, butter, cardamom, cloves and other flavors of personal choice.
SHRIKHAND
Shrikhand is a creamy dessert made out of strained yogurt, from which water is drained off completely. Dry fruits, mango puree, saffron or cardamom and sugar are added to the thick yoghurt to get the desired flavour and taste. It is served chilled. It is a West Indian traditional dish.
OTHER INDIAN & PAKISTANI SWEETS
Other traditional Indian sweets and desserts famous throughout the history of Indian food include:
- Mysore pak (a dessert made out of ghee, sugar and chick pea flour),
- Halwa (or Halva in modern English spelling); made out of flour, butter and sugar
- Jangiri
- Jhajariya
WIKIPEDIA
HM Dockyard, Gibraltar was first developed in the 18th century. After the Capture of Gibraltar, victualling facilities were provided from a small quay around what is now the North Mole, but a lack of berths prevented further development. In the 1720s, however, the building of the South Mole was accompanied by the establishment of a small dockyard facility consisting of a careening wharf, mast house and various workshops. The yard remained relatively small in scale for a century and a half, although coaling facilities were added in the 1840s.
In 1871 Captain Augustus Phillimore made the proposal that a new naval dockyard should be constructed in Gibraltar. Phillimore's scheme lied dormant in the Admiralty for 22 years before it was put to Parliament in 1895. The idea was to take five years and just under £1.5m pounds. In 1896 the scheme was further extended with the creation of new moles and three dry docks and a new budget of £4.5m pounds. The transformation was large and the government were still passing enabling legislation in 1905.
The three large graving docks initially known as docks Number 1, 2 and 3, were excavated on what had been the site of the old naval yard. Number 3 dock, the smallest at just over 50,000 tons of water capacity, was the first to be named in 1903 and was named King Edward VII, Queen Alexandra named the 60,000 ton Number 2 dock after herself in 1906, and the largest, Number 1 dock, which could hold over 100,000 tons of water, was called the Prince and Princess of Wales dock, having been named by their Royal Highnesses in 1907, subsequently King George V and Queen Mary.
In 1937 the warning of the Chiefs of Staff gave way to rearmament. The danger of a war being settled in the Mediterranean meant that No. 1 and No. 2 dock were extended so that Gibraltar could handle aircraft carriers and the new larger battleships.
(Text Wikipedia)
+++ 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 Boeing B-52 Stratofortress is a long-range, subsonic, jet-powered strategic bomber, designed and built by Boeing, which has continued to provide support and upgrades.
Beginning with the successful contract bid in June 1946, the B-52 design evolved from a straight wing aircraft powered by six turboprop engines to the final prototype YB-52 with eight turbojet engines and swept wings. The B-52 took its maiden flight in April 1952. Built to carry nuclear weapons for Cold War-era deterrence missions by the United States Air Force (USAF), the B-52 Stratofortress replaced the Convair B-36. A veteran of several wars, the B-52 has dropped only conventional munitions in combat, capable of carrying up to 70,000 pounds (32,000 kg) of weapons.
The B-52 has been in active service with the USAF since 1955. The bombers flew under the Strategic Air Command (SAC) until it was inactivated in 1992 and its aircraft absorbed into the Air Combat Command (ACC). In 2010 all B-52 Stratofortresses were transferred from the ACC to the new Air Force Global Strike Command (AFGSC).
Superior performance at high subsonic speeds and relatively low operating costs have kept the B-52 in service despite the advent of later, more advanced aircraft, including the canceled Mach 3 B-70 Valkyrie, the variable-geometry B-1 Lancer, and the stealth B-2 Spirit. The B-52 has so far completed sixty years of continuous service with its original operator, and after being upgraded between 2013 and 2015, it is expected to serve with the USAF even into the 2040s, maybe even beyond that.
The only foreign operator of the B-52 had been the Royal Air Force in the 1980ies and 19990ies, and just in a small number. After the USAF's retirement of the earlier B-52 types, the remaining G and H models were used for nuclear standby ("alert") duty as part of the United States' nuclear triad. This triad was the combination of nuclear-armed land-based missiles, submarine-based missiles and manned bombers.
After the end of the Falkland War, the Royal Air Force withdrew its final long-range bomber type, the Avro Vulcan - which was to be replaced by the MRCA Tornado which was designed to a totally different tactical profile. Fearing the loss of international influence, the Ministry of Defence decided to fill this gap and leased twelve revamped and heavily modified B-52Gs from the USA. This was a convenient deal for both sides, since these bombers were earmarked to be scrapped per the terms of the Strategic Arms Reduction Treaty (START).
These modified aircraft were designated B-52K by Boeing, while the RAF officially called them later in service Stratofortress B.I, even though B-52K was more common. Most obvious change was the introduction of new engines. The B-52K benefited from a Boeing study for the U.S. Air Force in the mid-1970s which investigated replacing the original TF33 engines, changing to a new wing, and other improvements to upgrade B-52G/H aircraft as an alternative to the B-1A, then in development. Boeing had suggested re-engining the complete USAF B-52 fleet with four Rolls-Royce RB211 535E-4 each. The RB211 had originally been developed for the Lockheed L-1011 TriStar in the early 1970ies, but also saw use with several Boeing airliners, the "535" being a special development for the 757 airliner.
This new, bigger engine would not only improve overall weight and power (total thrust 8× 17,000 lb vs .4× 37,400 lb), it would also increase range and reduce fuel consumption and simplify the whole aircraft. Despite these direct benefits the USAF did not opt for this offer: the costs for aircraft modifications, infrastructure, logistics and also for the running operations of the complete fleet would have been prohibitively high, as well as only a partial conversion. For the UK, where the weapon system was to be introduced from scratch and also on a much smaller scale, the update made sense, though.
Boeing supported the British project, since the company expected to present the UK conversion as a field case study for potential later large-scale sales to the USAF. This included extensive wind tunnel testing, in order to optimize the engine pylons. These tests also demonstrated that the new four-engined aircraft may not have enough rudder authority to counter the adverse yaw generated by an outboard engine-out scenario. As a consequence, an enlarged fin was (re-)introduced, even though it was different from the earlier B-52 variants. Actually, as a cost saving measure, fin elements from the Boeing 747 airliner were used - and its integral tank enhanced the overall fuel capacity even further.
The ex-USAF B-52Gs converted into K models were taken from surplus stock that not been modified into cruise missile carriers, they were rather conventional bombers with nuclear capabilities - its main purpose for the RAF. A secondary role were martime operations like mine laying or missile attacks against surface ships over long distances.
Hence, the RAF aircraft underwent a series of modifications to improve conventional bombing and to adapt them to RAF standards. They were fitted with a new Integrated Conventional Stores Management System (ICSMS) and new underwing pylons that could hold larger bombs or other stores, including up to twelve AGM-84 Harpoon anti-ship missiles. The B-52K also introduced new radios, integrated Global Positioning System into the aircraft's navigation system and replaced. The under-nose FLIR was retained, even though with a modernized system. A fixed refluelling probe for the RAF's drogue system was installed on top of the cockpit section (earn ing the B-52K the nickname "unicorn"), and the tail gun station was deleted and replaced with ECM equipment and flare/chaff dispensers.
Delivery started in 1990, and the B-52K was just too late to become operational during the First Gulf War (Operation Desert Storm), in which RAF Tornados took part in, though, as well as USAF B-52s. In fact, the modified BUFF took three years to become fully operational, despite - or perhaps because of - the small fleet. In parallel, the Tornado was gradually introduced, too.
Eventually, the B-52Ks were baptized with fire: in 1999, when 'Operation Allied Force' began and USAF and RAF bombers bombarded Serb targets throughout the Federal Republic of Yugoslavia - even though with mixed success, since more than 600 of the 1.000 bombs dropped by the RAF during the Kosovo conflict missed their target, the Ministry of Defence admitted in 2000.
In 2003 the B-52Ks also took part in the invasion of Iraq as part of 'Operation Telic'. The Iraqi Forces were unable to mobilize their air force to attempt a defense, and the U.S. Air Force, Marine Corps and Naval Aviation, as well as the Royal Air Force, operated with impunity throughout the country, pinpointing heavily defended resistance targets and destroying them before ground troops arrived.
This success reinstated the B-52K's performance reputation a little, but could not deny the fact that the global political situation had changed since the fall of the Soviet Union, and that the heavy bomber was a concept of the past. Furthermore, the changing character of conflicts and the respective mission profiles made the British MoD in 2004 decide to retire the small, costly B-52K fleet, of which four aircraft had already to be grounded due to the end of their airframe lifetime. Consequently, all B-52Ks were scrapped until 2005.
Besides, the program results did not change the USAF's decision to keep the B-52H with its eight engine layout in service.
General characteristics:
Crew: 5 (pilot, copilot, Weapon Systems Officer, navigator, Electronic Warfare Officer)
Length: 159 ft 4 in (48.5 m)
Wingspan: 185 ft 0 in (56.4 m)
Height: 42 ft (12.8 m)
Wing area: 4,000 sq ft (370 m²)
Airfoil: NACA 63A219.3 mod root, NACA 65A209.5 tip
Zero-lift drag coefficient: ~0,0119
Drag area: 47,60 sq ft (4,42 m²)
Aspect ratio: 8,56
Fuel capacity: 48.630 U.S. gal (40.495 imp gal; 181.090 l)
Empty weight: 185.000 lb (83.250 kg)
Loaded weight: 265.000 lb (120.000 kg)
Max. takeoff weight: 488.000 lb (220.000 kg)
Powerplant:
4× Rolls-Royce RB211 535E-4 turbofan jet engines, rated at 17.000 kp (37.400 lb) each
Performance:
Maximum speed: 560 kn (650 mph, 1.047 km/h)
Cruise speed: 442 kn (525 mph, 844 km/h)
Combat radius: 4.750 mi (4.125 nmi, 7.650 km)
Ferry range: 10.715 mi (9.300 nmi, 17.250 km)
Service ceiling: 50.000 ft (15.000 m)
Rate of climb: 6.270 ft/min (31,85 m/s)
Wing loading: 120 lb/ft² (586 kg/m²)
Thrust/weight: 0.31
Lift-to-drag ratio: 21.5 (estimated)
Armament:
Approximately 70.000 lb (31.500 kg) mixed ordnance; bombs, mines, missiles, in various
configurations in an internal bomb bay and/or on wing pylons
Avionics:
Electro-optical viewing system that uses platinum silicide forward looking infrared and high
resolution low-light-level television sensors
LITENING Advanced Targeting System
Sniper Advanced Targeting Pod
IBM AP-101 computer
The kit and its assembly:
I remember that I read about the re-engine project of the USAF's late B-52 versions when I was in school, many years ago, and the BUFF is still flying - even though in its original eight engine layout. Anyway, I wonder why this topic has not been adopted by modelers more often? O.K., a B-52 is a large aircraft, but there are good small scale version around, like the Dragon kit in 1:200 which I converted.
Work was pretty straightforward, and the basis is/was a B-52G. The kit was built almost OOB, only mods include:
- engine nacelles from a Hasegawa Boeing 747-400
- the upper section of the latter's fin, too
- a scratched refuelling probe
- a modified tail without the four machine guns
Fit is good and surface structure/details are more than satisfactory for a kit of this small scale. Only thing that bugged me was the slightly tinted canopy that is a bit too wide for the fuselage, it's hard to blend it into the rest of the body. Another building horror were the 24 itsy-tiny bombs for the quadruple MERs under the wings.
Integrating the Jumbo nacelles was easier than expected, even though, after finishing the conversion, I'd recommend reducing the height of the outer pyolns by 2-3 mm, so that the engines come higher and closer to the wings. Space to the ground is very little - and to mend this I lengthened the outrigger wheels slightly.
Another issue were the wing parts - the left wing was slightly warped, upwards, and even though I tried to bend and force it into a stright line it somehow move back into its original position, so that a B-52 on the ground was hard to realize. If you build one, tuck the landing gear up and put it on a stand. It looks better, anyway... ;)
Painting and markings
This was the fun part. A B-52 with four bigher jet engines is one thing, and at first I intended to create a contemporary USAF aircraft. But then I remembered the weird Hemp apint scheme for large RAF birds like the Nimrod, VC.10 or Tristar tankers, and I wondered if that could not be applied to a B-52 in "foreign service"...?
Said and done, and from there things unfolded in a straightforward fashion. The only consequence of the RAF as useer was the refuelling probe, and the 340kg iron bombs that came as ordnance with the kit were a welcome option, too.
Even though Hemp is available from Humbrol (168) I rather used a darker tone, 187. Hemp was later used for shading, though. The undersides were painted in Barley Grey (Humbrol 167) and shaded with Light Ghost Grey (FS 36375, Humbrol 127), after a light wash with highly thinned black ink. Radomes and antennae received a yellow-ish, beige finish, the landing gear and the air intakes were painted white, as well as the MERs.
Decals come from several kits, e .g. a Cyber Hobby 1:200 Vulcan, a Matchbox Hawk 200 and a Tornado sheet from the Operation Allied Force era (the nose art was taken from there, as well as the ZA447 code).
A relatively simple whif - the large engine nacelles look strange and demonstrate how slender the B-52's body actually is, compared with an airliner. But the Hemp/Grey livery suits it very well, and the pics taken from above show how effective this scheme is when the aircraft is parked on a concrete airfield - and it is even effective in the air!
A year in 35mm Film 365 Project - Photo a Day
Photo taken using a dedicated NIkon FM2 for the project on iso 400 Ilford HP5+
Just like anyone on social media, I like to fill my feed with happy images and highlights from my personal and professional life….but it’s time to start talking about the REAL stuff too!
Although it may seem like I have all of the happiness and confidence in the world if you look at my social media accounts, I have struggled with self esteem issues my entire life.
As a child, I grew up in an abusive environment filled with unresolved generational traumas where I was made to feel like I was the problem in myfamily, and unknowingly internalized that I as an individual was bad.
As with most abusive households, mine was an environment where nothing felt safe….even being myself. So, I began to develop a laundry list of unhealthy coping mechanisms, and a state of “survival mode” became my baseline as I entered my developmental years.
I felt so powerless under my father’s endless emotional abuse and violent outbursts at home, that I not only began to believe that type of behavior was normal, but also constantly felt the need to gain agency and assert my own will wherever possible. Which, obviously, did not go over well with my peers and teachers, and only caused me to more deeply internalize that I must be bad as I began to establish my sense of self outside of my family.
Like millions of other people with unresolved trauma, as things got worse for me emotionally, I turned to food for comfort, and quickly found myself significantly larger than almost everyone around me in elementary school. Something that my peers and father often made note of in cruel ways that hurt me so deeply and only further caused me to internalize that I must be bad.
Eventually, all of the shame that I felt during my childhood snowballed into deep depression and uncontrollable anxiety that I tried to heal with piles of prescriptions from different doctors that couldn’t seem to figure out what was “wrong” with me. When, in reality there was nothing “wrong” with me. I simply needed to find peace and be reminded that I AM GOOD.
Over the years - especially as I became an expectant mother at 17 years old and faced so much judgement for my choice to leave school in order to work while I was a pregnant - I found that excelling at my job served as an excellent surrogate for the validation I was seeking in my personal relationships, and I began to throw myself into my career, both as a way to support myself and my daughter as a single parent, and as a way to prove to myself through tangible means like paychecks and promotions that I was good.
It wasn’t until all of the unresolved trauma that I had been trying to bury with work began to manifest itself physically, that I finally accepted it was time to begin trying to show myself the love I knew I needed in order for my body to heal….even if the concept of being lovable still seemed totally forgeign to me, and I had no idea where to begin!
Abuse is a hard cycle to break, and self love is a hard lesson to learn. So, my path to healing was far from linear, or easy, but once I made that commitment to find and nurture the parts of myself that I loved, amazing things began to happen!
I’m pretty sure my friends and family thought I was losing my mind more than finding myself at first! But, as I began to explore myself as an energetic being and learn more about inner child and shadow work, I discovered that I wasn’t bad. I had just learned to protect (rather dysfunctionally) the vibrant, loving and vulnerable little Melissa who had learned that she needed to stay hidden in order to stay safe so long ago!
As anyone who has recovered from abuse can tell you, the hardest part about breaking the cycle is having no example of how to be any other way. My life had been filled with negativity for so long that I struggled to find myself in a peaceful situation even as I worked to heal myself.
As anyone who has recovered from abuse can also tell you, you just get used to it.
The pain and chaos becomes your baseline, and even when you are consciously in a state of growth away from that state of being, it’s all too easy to find yourself slipping back into relationships that make you feel most comfortable - even if they are simply toxic AF. Which is exactly what I was doing…..until I met Nate.
Before I met Nate, I had no idea what it felt like to be seen completely, and not only be accepted for who I was, but adored for it.
Most importantly though, Nate made me feel safe.
For the first time in my life, I was able to stop just surviving, and started thriving in ways I had forgotten that I was capable of.
It was like I had been trudging through mud my entire life, and was finally walking on solid ground for the first time when I finally learned to accept his love.
I began to see the entire world differently.
Instead of an endless stream of stressful situations and impending disasters, I started to see my life as promising and full of possibilities.
I began to see myself differently.
Instead of someone I felt I should be ashamed of, I started to see myself as someone kind and capable that I was proud to share with other people.
Once that shift occurred, I began to accomplish so many more things I felt that I could be proud of!
I learned to show myself the kindness I wish I had been shown, and found how freeing it can be to see the world through a less defensive lense.
I launched a successful private chef business out of nothing but my passion for food while I was still waiting tables and had nothing but my intuition to guide me.
I grew that little business into something that could provide a better life, and was finally able to start working for myself.
I built second, and third, businesses that provided me with more opportunities to do what I love, and a real sense that I was capable of so much good.
I started to be able to show up as my authentic self in social situations with less fear of being “seen” and judged for it.
But, even with all of those things to be proud of, I still held so much shame and anxiety around the idea that I was still somehow fundamentally bad at my core, and it was only a matter of time before I, and everyone else, would start to see it again.
The way that I had once used paychecks and promotions to provide myself with tangible evidence that I was good, I began to use images on social media as a tangible way for me to remind myself of all the positives when the negative self talk began to sneak into my mind.
At the time, I didn’t really think much into my motivation for posting about my life’s highlights on social media, because after all, it’s what everyone else does too and, let’s be honest - who doesn’t like getting likes?!
But when the pandemic hit last year and my ability to produce content that I felt I could use to prove to myself that I AM good was halted, it forced me to really examine the deeper emotional reasons that I felt it was so important for me to only share things that aligned with an image of positivity and success.
Being positive, and constantly focused on growth, is a huge part of who I am at my core - but it’s far from who I am all the time.
While I spent hours scrolling through social media during the early days of quarantine, I felt completely paralyzed as I watched other people post photos and videos of themselves functioning in ways I couldn’t even imagine in the moment.
It might sound silly, but when I felt the most lost in my emotions, just being able to just create and share a post about how to make a healthy smoothie made me feel like I was at least doing one thing I could be proud of, no matter how ashamed of myself I felt in the moment.
Thankfully, resilience seems to be my super power (dysfunctional as some of my survival mechanisms may be.) So, it didn’t take long for me to snap out of that depression and into that familiar feeling of “survival mode” that allowed me to begin working on ways to keep my businesses alive.
Being able to snap myself out of that paralyzing depression reminded me that I am a survivor and gave me the energy I needed to keep moving forward, but it also triggered all kinds of unhealthy coping mechanisms that I had worked so hard to move away from.
On the outside, I was pivoting like a pro. But, internally, it felt like my emotional state was falling to pieces.
Even though I knew that almost everyone else was struggling with their emotions as well, I just couldn’t bring myself to authentically share any of that darkness on social media.
I shared the smoothies.
I shared the healthy dinners.
I shared all of the milestones as I worked to rebuild my businesses.
Because that’s what made me feel safe.
What I didn’t share, was the insecurity.
What I didn't share, were the days that I could barely motivate myself to eat, let alone create something beautiful, or inspire anyone else to embrace taking care of themselves.
What I didn’t share, was the fear that everyone might see me at my worst and judge me for it.
What I didn’t share, was that I was really posting all of that for me, to prove to myself that I was still worthy of love - even though the only one who was even questioning that, was me!
Once I realized that I was using images on social media as a mask, I knew it was time to start healing those pieces of me that I still felt that I needed to hide.
I also knew that I wanted to share my story more authentically on social media somehow. But, I didn’t quite know how…..until I saw a post on Facebook from a local photographer working on a project about women sharing their authentic stories on social media, and it just spoke to me!
The concept was an unstyled shoot that showed the authentic me, accompanied by an essay to do the same - which seemed simple. But, it proved to be such a greater struggle than I had imagined!
The essay I could edit, and I’ve always loved to write, so I wasn’t worried about that. But, the photoshoot made me SO nervous!
Having grown up in a home where appearance and projecting the right image seemed to be of paramount importance, the idea of photos that might not portray me in the best light being published on the internet triggered all kinds of insecurities for me.
On the day of the shoot, I just chose to wear what was comfortable - the things I actually wear when I’m not trying to look a certain way.
I didn’t style my hair, or bother with more than my everyday makeup that consists of tinted moisturizer, a bit of bronzer and a little mascara.
If it were any regular day I would have felt perfectly comfortable with the way I looked.
In fact, I had made plans to meet a friend for dinner right after the shoot and felt great about the way I looked for that experience! But, the idea of being photographed like that, especially outside by the water where the wind would inevitably reveal angles of my face that I find unflattering, gave me anxiety for days before the shoot.
When I arrived for the shoot, I was nervous and far from the outgoing, confident Melissa that usually arrives at photoshoots when I’m styled perfectly and feeling my best.
As we walked through the quiet woods with the snow crunching beneath my boots, I realized that I felt so nervous because I had shown up to this photoshoot as the little Melissa that I had learned to hide and protect.
As we began to shoot, I started to feel sad, and strange that this would be the side of me captured on camera for this project. But, I quickly realized that it wasn’t sadness for the situation at hand that I was feeling.
It was sadness for little Melissa who had internalized that she wasn’t worth being seen just as she was.
Throughout the shoot, I couldn’t seem to shake that sense of sadness and I worried the photos would be ruined because of it.
But, when I saw the photos from the shoot a few weeks later, I realized that as we were walking and talking throughout the shoot, the images that Nikki captured began to tell a story.
The first photos looked posed and happy. But, of course they did. Because that’s my favorite mask, especially in front of the camera! So, I obviously felt fine about those being shared.
But, then there were some awkward attempts at me actually being natural in front of a camera. Which completely triggered all of the negative self-talk that typically leads to me taking great measures to avoid photos like that from ever seeing the light of day.
As we moved on, I could see the vulnerability in my eyes as I tried to let my guard down, and I felt so exposed knowing that side of myself would be shared.
Once we were by the water though, I started to see a sense of ease, and even strength emerging in the photos. Even if they weren’t my best angles and my hair was a mess, it looked like ME!
Not the styled, polished version of myself that I feel safest showing the world, but the authentic me that I have no problem sharing with the people I feel safe with.
Don’t get me wrong - I very authentically do LOVE to get dressed up, and genuinely think it’s fun to play with personal styling. It’s just fun for me! But, participating in this project has really helped me to reflect on how much I had been using my image as a mask to protect myself from negative self-talk.
As we all know now, wearing a mask can keep us safe, but it also prevents us from being fully seen.
Yes, taking off your mask can be a risk, just like letting other people see you completely can be a risk.
But, as we all know now after a year full of physical masking, nothing feels better than FINALLY being able to take off your mask and just breathe!
Nowton Park Autumn Colour Nikon F80 Nikkor 28-80mm F3.5-5.6 Fujifilm 200 ISO Home Developed In Rollei Colorchem C41 Kit 22-10-2022
Developing induced breeding techniques for SIS could help to mitigate the destruction of wild spawn. Photo by Francois Rajts. Photo by WorldFish.
Developed in Microdol-X 1:3 16 MIn. 75 F.
Camera: Pentax K-1000
Lens: SMC Pentax-M 1.4/50
Film: Legacy Pro 100
Scanned from 2" x 5 1/2" lith print. Arista Liquid Lith Developer.
Fomatone MG Warmtone RC 332
SEE THE CAMERA AT THE LINK BELOW:
Mélisande* got me thinking octagonally again and this brought to mind an old Rudolf Koch book. It's nice to be able to expropriate things so easily.
Taken with a Baldi 3x4 (127 film) camera in week 112 of my 52 film cameras in 52 weeks project:
www.flickr.com/photos/tony_kemplen/collections/72157623113584240
Efke 100 film developed in Ilfosol 3.
Located near the classical rotunda, this Victorian statue of a water nymph on a fountain is made of bronze, which has developed a beautiful greenish blue patina, known as verdigris, from having been exposed to the elements for so many years. She sits, perched elegantly, in the middle of an ornamental pond that overlooks the picnic lawns of the Forest Glade Gardens.
The Forest Glade Gardens are well established European inspired landscaped gardens of six hectares that are to be found on the Mount Macedon Road in the hill station town of Mount Macedon.
The Forest Glade Gardens are just shy of one hundred years old. The gardens were originally two adjoining properties that comprised orchards and lush grazing paddocks. In 1941 local family the Newtons purchased and extended the property and set about creating one of Mount Macedon's most stunning gardens.
In 1971 the Forest Glade Gardens were acquired by Melbourne property developer Mr. Cyril Stokes who together with his partner Trevor Neil Bell, developed the gardens even further. Cyril was a great collector of European antiques, and his love of European antiquity is reflected in the gardens, particularly in the many classical marble and bronze statues dotted about the grounds.
Unfortunately the Forest Glade Gardens were partly destroyed by the tragic Ash Wednesday bushfires of 1983. However, after many years of hard labour put in by Cyril and Trevor, The Forest Glade Gardens were reborn from the ashes. The gardens are built on a sloping block and consist of a range of terraces all of which offer wonderful vistas. A garden designed to give pleasure all year round, the Forest Glad Gardens contain several heritage listed trees and are made up of smaller themed gardens including; the Italian Garden, the Japanese Garden, the Daffodil Meadow, the Peony Walk, Hydrangea Hill, the Topiary Gardens, the Bluebell Meadow, the Fern Gully and the Laburnum Arch.
In 2011 the property was gifted to a registered charity - The Stokes Collection Limited - with the intention of keeping the Forest Glade Gardens maintained and open to the public.
I spent a delightful Saturday with the Famous Flickr Five+ Group in Mount Macedon, where I have never been before. Now I have, I would very much like to go back to such a picturesque place again.
The Mount Macedon township is located east of the Mount Macedon summit, which is approximately 60 km north-west of Melbourne.
The name of Mount Macedon is apparently derived from Philip II, who ruled Macedon between 359 and 336BC. The mountain was named by Thomas Mitchell, the New South Wales Surveyor General.
Settled in the 1850s by gold miners and timber cutters, the railway arrived at the Mount Macedon township in 1861, providing a vital connection to Melbourne, and sealing the town's future as a 'hill station' resort for wealthy Melburnians escaping the summer heat in the 1870s. With the land deforested, large blocks were sold and beautiful and extensive gardens were planted around the newly built homes. The rich soil and good rainfall also made the area suitable for large orchards and plant nurseries who could send fruit and flowers back to Melbourne. Newspaper owner, David Syme, built a house, "Rosenheim" in 1869. It was acquired in 1886 for Victorian Governors to use as a country retreat, making Mount Macedon an attractive destination for the well heeled of Melbourne society. A primary school was built in Mount Macedon in 1874, and as the decades progressed, hotels, guest houses, shops, a Presbyterian Church and Church of England were built. In 1983, Mount Macedon was devastated by the Ash Wednesday Bush Fires. A large portion of the town was raised, and a number of lives were lost. However, like a phoenix from the ashes, Mount Macedon has risen and rebuilt. Today it is still a popular holiday destination, particularly during spring time when the well established gardens flourish with flowers and in autumn when the exotic trees explode in a riot of reds and yellows.
Zeiss 28/1.4 Otus shot with D810. Developed in Lightroom 6.3 to Camera Standard with sharpening at 35/0.5/36/10, no NR.
See my review at Camera Labs.
Nha Trang (/ˌnɑːˈtʃæŋ/; Vietnamese: [ɲaː˧ ʈaːŋ˧] is a coastal city and capital of Khánh Hòa Province, on the South Central Coast of Vietnam. It is bounded on the north by Ninh Hoà district, on the south by Cam Ranh town and on the west by Diên Khánh District. The city has about 392,000 inhabitants, a number that is projected to increase to 560,000 by 2015 and 630,000 inhabitants by 2025. An area of 12.87 square kilometres of the western communes of Diên An and Diên Toàn is planned to be merged into Nha Trang which will make its new area 265.47 square kilometres based on the approval of the Prime Minister of Vietnam in September 2012.
Nha Trang is well known for its beaches and scuba diving and has developed into a popular destination for international tourists, attracting large numbers of backpackers, as well as more affluent travelers on the south-east Asia circuit; it is already very popular with Vietnamese tourists, with Nha Trang Bay widely considered as among the world's most beautiful bays. Tourists are welcomed to participate in the Sea Festival, held biennially. Nha Trang was the site of the Miss Universe 2008 Pageant on July 14, 2008 and Miss Earth 2010 was held on December 4, 2010. It was also the site for the April 14, 2015 season 8 finale of Face Off. Nha Trang was approved to host the 2016 Asian Beach Games.
Historically, the city was known as Kauthara under the Champa. The city is still home to the famous Po Nagar Tower built by the Champa. Being a coastal city, Nha Trang is a centre for marine science based at the Nha Trang Oceanography Institute. The Hon Mun marine protected area is one of four first marine protected areas in the world admitted by the IUCN.
ETYMOLOGY
According to some researchers, the name Nha Trang derives from a Vietnamese spelling of the Cham language name of the site Ya Trang (literally "Reed River"), the name of the Cai River as referred to by the Cham people. From the name of this river, the name was adopted to call what is now Nha Trang, which was officially made Vietnam's territory in 1698. Ya Drang is a common Cham and Montagnard place name, same as Ia Drang Valley.
As far as the recorded naming of Nha Trang is concerned, in Toàn tập Thiên Nam Tứ Chí Lộ Đồ Thư, a geographical book written by a Vietnamese scholar with the family of Đỗ Bá in the second half of the 18th century, the name Nha Trang Môn ("Nha Trang gate") was mentioned.[2] In another map dating to the 17th century, known as Giáp Ngọ Niên Bình Nam Đồ by a noble called Đoan Quận công Bùi Thế Đạt, the name Nha Trang Hải môn (Nha Trang Sea Gate) was also cited. In Vietnamese recorded historic bibliographies, these books are perhaps the earliest ones that mentioned this place name.
In a work by Lê Quý Đôn called Phủ biên tạp lục (1776), many Nha Trang-related names were mentioned, such as đầm Nha Trang, dinh Nha Trang, nguồn Nha Trang, and đèo Nha Trang. Some would say that the Nha Trang is actually a part of the Dead Sea in the early 1700s but the idea was then removed in 1738.
HISTORY
Kauthara, also translated as ancient clam, is a constituent state of the empire-leading kingdom and its ruling area is located in the area from today's Fu An province to Cam Ranh. Yanpunagara, the capital of Yangpu, occupies the faith of a man and is deeply influenced by religions such as Brahmanism and Buddhism. However, in addition to that, the gods who formerly occupied ruled the indigenous faith in the motherland, such as Çri Maladakuthara (釋利摩落陀古笪羅) in the ancient Gur'an region in the south, are one of those who can preserve the old God Most of the old gods who dominated the motherland were replaced by brahmanist gods such as the goddess Yan Pu Nagara (楊浦那竭羅) and the Bhagavati (妻婆伽婆底), Replaced, located in Nha Trang near today. Bhagavati is mixed with Yan Pu Nagara, a goddess in the local faith, which is quite revered by the people and has dedicated ancestral temples to enshrine it.
From 1653 to the 19th century, Nha Trang was a deserted area rich in wildlife (animals like tigers) and was a part of Hà Bạc, Vĩnh Xương County, Diên Khánh Province. After just two decades in the early 20th century, Nha Trang underwent a rapid change. On August 30, 1924, the Governor-General of French Indochina decreed Nha Trang as a townlet (urban centre). Nha Trang Townlet was established from the ancient villages of Xương Huân, Phương Câu, Vạn Thạnh, Phương Sài, and Phước Hải.
During French Indochina, Nha Trang was seen as de facto capital of Khánh Hòa Province. The colonial administration offices (like Envoy Office, Commanding Office, Trade Office, Post Office) were situated in Nha Trang. Local royal offices like Province Chief, Provincial Judge, Military Commander are in Diên Khánh city (a walled military city 10 km south-west of Nha Trang).
On 7 May 1937, the Governor-General of French Indochina by another decree upgraded Nha Trang Townlet to town. At this time, Nha Trang Town had five wards based on the ancient villages merged to make the town: Xương Huân, Phương Câu, Vạn Thạnh, Phương Sài, and Phước Hải.
On 27 January 1958, the president of the Republic of Vietnam, Ngô Đình Diệm by Decree 18-BNV abrogated the town status of Nha Trang and divided Nha Trang into two rural communes: Nha Trang Đông (Eastern Nha Trang) and Nha Trang Tây (Western Nha Trang), under the administration of Vĩnh Xương County.
During the late 1960s, the U.S. Army's First Field Force, Vietnam (1FFV)was headquartered in Nha Trang. 1FFV was a corps-level major subordinate command of the U.S. Army Military Assistance Command, Vietnam (MACV).
On 22 October 1970, the government of the Republic of Vietnam by Decree 132-SL/NV reestablished Nha Trang Town on the ground of Nha Trang Đông and Nha Trang Tây and other rural communes. Following that establishment, the government by Decree 357-ĐUHC/NC/NĐ dated 5 June 1971 divided Nha Trang into 11 urban zones.
On 2 April 1975, communist (Viet Cong/PRG/VPA) forces captured the city. On 4 April 1975, Khánh Hòa Military Commission (Ủy ban Quân quản Khánh Hòa) divided Nha Trang into three administrative districts: District 1, District 2 and Vĩnh Xương District. In September 1975, the districts were merged to become one entity, the town of Nha Trang.
On 30 March 1977, the Council of the Government (now the cabinet) of the Socialist Republic of Vietnam by Decision 391-CP/QĐ upgraded Nha Trang to city status, a county-level city under the administration of Phú Khánh Province (a province created by merger of now Phú Yên Province and Khánh Hòa Province). Seven communes of former Vĩnh Xương County, namely Vĩnh Thái, Vĩnh Ngọc, Vĩnh Hiệp, Vĩnh Lương, Vĩnh Trung, Vĩnh Thạnh, Vĩnh Phương was split from Khánh Xương County to become Nha Trang City territory.
On 27 March 1978, the provincial government by Decision 54-BT founded Phước Đồng Commune under Nha Trang City.
On 1 July 1989, Khanh Hoa was split from Phu Khanh Province to become Khánh Hòa Province as it was before, Nha Trang was made the capital of Khánh Hòa Province. On April 22, 1999, the prime minister by Decision 106/1999 recognized Nha Trang City the second class municipal city. On April 22, 2009, the prime minister Nguyễn Tấn Dũng recognized Nha Trang City at the first class municipal city.
GEOGRAPHY
Nha Trang city has a metropolitan area of 251 km² and population of about 500,000. It borders Ninh Hòa town in the north, Cam Ranh city in the south, Diên Khánh town in the west and the East Sea to the east. The city is on the beautiful Nha Trang Bay, which was chosen by Travel + Leisure in two succeeding years as one of 29 most beautiful bays in the world. Nha Trang is surrounded on all three sides by mountains and a large island and four smaller ones on the fourth side (in the ocean directly in front of the city's main area), blocking major storms from potentially damaging the city.
CLIMATE
Nha Trang has a tropical savanna climate with a lengthy dry season from January to August and a shorter wet season from September to December, when 1,029 millimetres of the city's total annual rainfall of 1,361 millimetres is received from the north-east monsoon. During the wet season extremely heavy rainfall from typhoons is not uncommon, though the city is shielded from the worst winds.
ADMINISTRATIVE DIVISIONS
Nha Trang is subdivided into 27 wards and communes, of which 20 are urban wards: Vĩnh Hải, Vĩnh Phước, Vĩnh Thọ, Xương Huân, Vạn Thắng, Vạn Thạnh, Phương Sài, Phương Sơn, Ngọc Hiệp, Phước Hòa, Phước Tân, Phước Tiến, Phước Hải, Lộc Thọ, Tân Lập, Vĩnh Nguyên, Vĩnh Trường, Phước Long (founded in November 1998), Vĩnh Hòa (founded in April 2002); and 8 suburban communes: Vĩnh Phương, Vĩnh Trung, Vĩnh Thạnh, Vĩnh Thái, Vĩnh Hiệp, Vĩnh Ngọc, Vĩnh Lương, and Phước Đồng. Since 1998, due to the high pace of urbanization, many urban planned zones have been built: Hòn Rớ, Bắc Việt, Thánh Gia, Đường Đệ, and Nam Hòn Khô.
EDUCATION
Nha Trang is home to the multidisciplinary Nha Trang University (formerly Nha Trang Fishery University); the Naval and Aviation Academy; a teacher's training college; Khanh Hoa University, as well as the Nha Trang Oceanography Institute a unique institute of oceanography in Vietnam and the Pasteur Institute of Nha Trang, one of the many famous Pasteur Institutes.
NHA TRANG PASTEUR INSTITUTE
The French-Swiss bacteriologist Alexandre Yersin, discoverer of the Yersinia pestis bacterium lived in Nha Trang for 50 years and was affectionately known as Ông Năm. He established the Indochinese Pasteur Institute (now known as the Pasteur Institute of Nha Trang), devoted to researching the bubonic plague. Yersin died in Nha Trang on 1 March 1943. A street in the city is named after him, and a shrine has been built over his tomb. There is a Yersin Museum dedicated to his achievements.
ECONOMY
Nha Trang's economy relies largely on tourism. In the suburban areas around the city, the shipbuilding industry has developed and contributed significantly to the local economy. Fishery and services are also important to the city. Khánh Hòa Province in general and Nha Trang is particular are among the largest contributors to Vietnam's annual budget revenues. Lobster farming on the sea is an important industry for the people living in suburb areas.
To the south of the city, by Cam Ranh Bay, several industrial parks are under construction and have been partly available for investors. Once the construction of the deep-water port on Vân Phong Bay has been completed, this area will become the third important economic zone in the province (besides Nha Trang and Cam Ranh).
TOURISM
Nha Trang is one of the most important tourist hubs of Vietnam, thanks to its beaches with fine and clean sand and the clear ocean water with mild temperatures all year round. There are several resorts — such as Vinpearl, Diamond Bay and Ana Mandara — and amusement and water parks, in the city and on islands off the coast. The possibly most beautiful street of Nha Trang is Tran Phu Street along the seaside, sometimes referred to as the Pacific Coast Highway of Vietnam.
Lying off Nha Trang is the Hon Tre Island (Bamboo Island), with a major resort operated by the Vinpearl Group. The Vinpearl Cable Car, a gondola lift system, links the mainland to the five-star resort and theme park on Hon Tre Island.
Nha Trang is a stopover for annual yacht races starting in Hong Kong. In recent years, the city has welcomed many five-star sea cruises. In addition to sailboat racing, Nha Trang provides a rich variety of tourist activities for visitors. Island hopping, scuba diving, water sports and other sporting activities can be enjoyed. The Nha Trang Tourist Information Center (a non-governmental organisation), located near the Cho Dam Market has been set up to provide information for visitors.
The local cuisine is most famous for fresh seafood and barbecued pork rolled in rice paper. The area's bird's nest soup is deemed one of the best in Vietnam. Bird's nests are collected in the wild, on bird farms on the islands off the coast and even in some houses in the inner city. The farmed bird in question belongs to the swiftlet group, popularly referred to as yến hàng (Aerodramus fuciphagus and A. germani).
TOURIST ATTRACTIONS
Scuba diving and kite boarding are available, as are catamaran sailboats. Winds are steady.
Alexandre Yersin Museum
Pasteur Institute of Nha Trang
Nha Trang Oceanography Institute, the largest of its kind in Indochina where thousands of oceanic life samples, exhibits are on display. It is home to the largest oceanic library in Vietnam.
Chánh Tọa Church (or Mountain Church)
Long Son Pagoda, and its statue of Gautama Buddha.
Tong Lam Lo Son Pagoda, and its statue of Amitabha Buddha.
Magical Mystery Tour Nha Trang
Boat tour on Cai River, visiting islands off the coast and Ba Hồ Waterfall
Palace of Emperor Bảo Đại
Thap Ba Hot Spring (Lady Tower hot spring)
Nha Phu Lagoon
Hoa Lan Stream (Orchid Flower stream)
Monkey Island
Sạn Beach
Nha Trang Booze Cruise (all-you-can-drink party boat)
Hòn Tằm Island (Silkworm island)
Hòn Mun Island (Ebony island)
Hòn Con Sẻ Tre Island (Bamboo Sparrow island)
Hòn Ông Island
Đảo Yến Island (Swiftlet island)
Hòn Tre Island (Bamboo island)
Suối Đổ Stream
Suối Tiên Stream (Fairy stream)
Hòn Bà Mountain
Cai River Minigolf & Restaurant & Marina
Yangbay Waterfall
Tháp Bà Pô Nagar Nha Trang (a Champa Tower)
Chùa Long Sơn (Long Son Pagoda, literally "The Dragon Mountain Pagoda" — or White Buddha Pagoda)
Trí Nguyên Aquarium (an aquarium where hundreds of rare oceanic species are fed)
Vinpearl Cable Car
CULTURE
CUISINE
Two local culinary specialities that attract people are bánh canh chả cá (bánh canh with fish paddies) and bún cá sứa (rice vermicelli with jelly fish).
NIGHTLIFE
The nightlife is known as superior to other coastal towns such as Mui Ne and Vũng Tàu It is usually busiest around the Vietnamese New Year and can be worth visiting most of the year, with the possible exception of the rainy period (especially November).
Many tourists enjoy the Nha Trang River Cai boat ride (locally known as Song Cai, as "song" means "river" in the Vietnamese language).
TRANSPORTATION
When Cam Ranh Bay used to be an important naval base, Nha Trang Airport was the main airport of the city. This airport was used by the United States Air Force and Republic of Vietnam Air Force during the Vietnam War. When part of Cam Ranh Bay was made an economic development zone by the Vietnamese government, Cam Ranh International Airport (also a military airport built by the United States during Vietnam War) was made the new civilian airport of the city. This airport is located by Cam Ranh Bay, 28 km (17 mi) south of the city and was (as of 2007) the fourth busiest airport in passenger traffic in Vietnam serving more than 683,000 passengers in 2008. As of 2016, the airport has domestic connections to Hanoi, Hồ Chí Minh City, Hải Phòng, Đà Nẵng, Vinh.
The city is next to the National Route 1A, the backbone north-south road of the country. The Reunification Railway crosses the city and stops at Nha Trang Railway Station. The construction work of Vân Phong Port, north of the city, a deep-water project capable of handling ships up to 100,000 tonnes, and with a capacity of 100 million tonnes of cargo per annum, is under progress by a consortium of Japanese corporations. The estimated investment capital for this port-city complex project is expected to reach US$15 billion.
SISTER CITIES
Thái Nguyên, Vietnam
Malaysia Kota Kinabalu, Malaysia
WIKIPEDIA
Charlie Roberts, owner of Roberts Farms focuses on utilizing conservation practices developed with the U.S. Department of Agriculture (USDA) Farm Production and Conservation (FPAC) Natural Resources Conservation Service (NRCS) to utilizes cover crops to prevent sheet, rill, and ephemeral gullies; and implementing soil health principals that improve soil health of his land, in Lauderdale County, TN, on Sept 20, 2019.
Cover Crop (Practice Code 340)
Cover crop is growing a crop of grass, small grain, or legumes primarily for seasonal protection and soil improvement. This practice is used to control erosion, add fertility and organic material to the soil, improve soil tilth, increase infiltration and aeration of the soil, and improve overall soil health. The practice is also used to increase populations of bees for pollination purposes. Cover and green manure crops have beneficial effects on water quantity and quality. Cover crops have a filtering effect on movement of sediment, pathogens, and dissolved and sediment-attached pollutants.
Soil Health Principles
Charlie Roberts is utilizing the four basic soil health principles to improve soil health and sustainability on his farm:
1. Use plant diversity to increase diversity in the soil.
2. Manage soils more by disturbing them less.
3. Keep plants growing throughout the year to feed the soil.
4. Keep the soil covered as much as possible.
NRCS has a proud history of supporting America’s farmers, ranchers, and forest landowners. For more than 80 years, we have helped people make investments in their operations and local communities to keep working lands working, boost rural economies, increase the competitiveness of American agriculture, and improve the quality of our air, water, soil, and habitat. As the USDA’s primary private lands conservation agency, we generate, manage, and share the data, technology, and standards that enable partners and policymakers to make decisions informed by objective, reliable science. And through one-on-one, personalized advice, we work voluntarily with producers and communities to find the best solutions to meet their unique conservation and business goals. By doing so, we help ensure the health of our natural resources and the long-term sustainability of American agriculture.
Farm Production and Conservation (FPAC) is the Department’s focal point for the nation’s farmers and ranchers and other stewards of private agricultural lands and non-industrial private forest lands. FPAC agencies implement programs designed to mitigate the significant risks of farming through crop insurance services, conservation programs, and technical assistance, and commodity, lending, and disaster programs.
The agencies and services supporting FPAC are Farm Service Agency (FSA), NRCS, and Risk Management Agency (RMA).
For more information please see usda.gov
The companion video can be seen at
youtu.be/NLoEkcbsJLo
USDA Photo by Lance Cheung.
Life Ink, developed by the Ars Electronica Futurelab, shows the creative flow and flying sparks when Ars Electronica Center infotrainer Mario Mrcela plays the drums.
Life Ink revolves around the question: Can mind and body generate ink? It captures brainwaves and body signals in real time to create a new form of ink: This Life Ink is used to express our creative moments in a completely new form.
Life Ink was developed by the Ars Electronica Futurelab in collaboration with Wacom. Learn more:
ars.electronica.art/futurelab/en/projects-life-ink/
Photo: Jochen Manz / Wacom Co., Ltd.
+++ 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:
During the 1950s, Hindustan Aircraft Limited (HAL) had developed and produced several types of trainer aircraft, such as the HAL HT-2. However, elements within the firm were eager to expand into the then-new realm of supersonic fighter aircraft. Around the same time, the Indian government was in the process of formulating a new Air Staff Requirement for a Mach 2-capable combat aircraft to equip the Indian Air Force (IAF). However, as HAL lacked the necessary experience in both developing and manufacturing frontline combat fighters, it was clear that external guidance would be invaluable; this assistance was embodied by Kurt Tank.
In 1956, HAL formally began design work on the supersonic fighter project. The Indian government, led by Jawaharlal Nehru, authorized the development of the aircraft, stating that it would aid in the development of a modern aircraft industry in India. The first phase of the project sought to develop an airframe suitable for travelling at supersonic speeds, and able to effectively perform combat missions as a fighter aircraft, while the second phase sought to domestically design and produce an engine capable of propelling the aircraft. Early on, there was an explicit adherence to satisfying the IAF's requirements for a capable fighter bomber; attributes such as a twin-engine configuration and a speed of Mach 1.4 to 1.5 were quickly emphasized, and this led to the HF-24 Marut.
On 24 June 1961, the first prototype Marut conducted its maiden flight. It was powered by the same Bristol Siddeley Orpheus 703 turbojets that had powered the Folland Gnat, also being manufactured by HAL at that time. On 1 April 1967, the first production Marut was delivered to the IAF. While originally intended only as an interim measure during testing, HAL decided to power production Maruts with a pair of unreheated Orpheus 703s, meaning the aircraft could not attain supersonic speed. Although originally conceived to operate around Mach 2 the Marut in fact was barely capable of reaching Mach 1 due to the lack of suitably powerful engines.
The IAF were reluctant to procure a fighter aircraft only marginally superior to its existing fleet of British-built Hawker Hunters. However, in 1961, the Indian Government decided to procure the Marut, nevertheless, but only 147 aircraft, including 18 two-seat trainers, were completed out of a planned 214. Just after the decision to build the lukewarm Marut, the development of a more advanced aircraft with the desired supersonic performance was initiated.
This enterprise started star-crossed, though: after the Indian Government conducted its first nuclear tests at Pokhran, international pressure prevented the import of better engines of Western origin, or at times, even spares for the Orpheus engines, so that the Marut never realized its full potential due to insufficient power, and it was relatively obsolescent by the time it reached production.
Due to these restrictions India looked for other sources for supersonic aircraft and eventually settled upon the MiG-21 F-13 from the Soviet Union, which entered service in 1964. While fast and agile, the Fishbed was only a short-range daylight interceptor. It lacked proper range for escort missions and air space patrols, and it had no radar that enabled it to conduct all-weather interceptions. To fill this operational gap, the new indigenous HF-26 project was launched around the same time.
For the nascent Indian aircraft industry, HF-26 had a demanding requirements specification: the aircraft was to achieve Mach 2 top speed at high altitude and carry a radar with a guided missile armament that allowed interceptions in any weather, day and night. The powerplant question was left open, but it was clear from the start that a Soviet engine would be needed, since an indigenous development of a suitable powerplant would take much too long and block vital resources, and western alternatives were out of reach. The mission profile and the performance requirements quickly defined the planned aircraft’s layout: To fit a radar, the air intakes with movable ramps to feed the engines were placed on the fuselage flanks. To make sure the aircraft would fulfill its high-performance demands, it was right from the outset powered by two engines, and it was decided to give it delta wings, a popular design among high-speed aircraft of the time – exemplified by the highly successful Dassault Mirage III (which was to be delivered to Pakistan in 1967). With two engines, the HF-26 would be a heavier aircraft than the Mirage III, though, and it was planned to operate the aircraft from semi-prepared airfields, so that it would receive a robust landing gear with low-pressure tires and a brake parachute.
In 1962 India was able to negotiate the delivery of Tumansky RD-9 turbojet engines from the Soviet Union, even though no afterburner was part of the deal – this had to be indigenously developed by Hindustan Aeronautics Limited (HAL). However, this meant that the afterburner could be tailored to the HF-26, and this task would provide HAL with valuable engineering experience, too.
Now knowing the powerplant, HAL created a single-seater airframe around it, a rather robust design that superficially reminded of the French Mirage III, but there were fundamental differences. The HF-26 had boxy air intakes with movable ramps to control the airflow to the two engines and a relatively wide fuselage to hold them and most of the fuel in tanks between the air ducts behind the cockpit. The aircraft had a single swept fin and a rather small mid-positioned delta-wing with a 60° sweep. The pilot sat under a tight canopy that offered - similar to the Mirage III - only limited all-round vision.
The HF-26's conical nose radome covered an antenna for a ‘Garud’ interception radar – which was in fact a downgraded Soviet ‘Oryol' (Eagle; NATO reporting name 'Skip Spin') system that guided the HF-26’s main armament, a pair of semi-active radar homing (SARH) ‚Saanp’ missiles.
The Saanp missile was developed specifically for the HF-26 in India but used many components of Soviet origin, too, so that they were compatible with the radar. In performance, the Saanp was comparable with the French Matra R.530 air-to-air missile, even though the aerodynamic layout was reversed, with steering fins at the front end, right behind the SARH seaker head - overall the missile reminded of an enlarged AIM-4 Falcon. The missile weighed 180 kg and had a length of 3.5 m. Power came from a two-stage solid rocket that offered a maximum thrust of 80 kN for 2.7 s during the launch phase plus 6.5 s cruise. Maximum speed was Mach 2.7 and operational range was 1.5 to 20 km (0.9 to 12.5 miles). Two of these missiles could be carried on the main wing hardpoints in front of the landing gear wells. Alternatively, infrared-guided R-3 (AA-2 ‘Atoll’) short-range AAMs could be carried by the HF-26, too, and typically two of these were carried on the outer underwing hardpoints, which were plumbed to accept drop tanks (typically supersonic PTB-490s that were carried by the IAF's MiG-21s, too) . Initially, no internal gun was envisioned, as the HF-26 was supposed to be a pure high-speed/high-altitude interceptor that would not engage in dogfights. Two more hardpoints under the fuselage were plumbed, too, for a total of six external stations.
Due to its wing planform, the HF-26 was soon aptly called “Teer” (= Arrow), and with Soviet help the first prototype was rolled out in early 1964 and presented to the public. The first flight, however, would take place almost a year later in January 1965, due to many technical problems, and these were soon complemented by aerodynamic problems. The original delta-winged HF-26 had poor take-off and landing characteristics, and directional stability was weak, too. While a second prototype was under construction in April 1965 the first aircraft was lost after it had entered a spin from which the pilot could not escape – the aircraft crashed and its pilot was killed during the attempt to eject.
After this loss HAL investigated an enlarged fin and a modified wing design with deeper wingtips with lower sweep, which increased wing area and improved low speed handling, too. Furthermore, the fuselage shape had to be modified, too, to reduce supersonic drag, and a more pronounced area ruling was introduced. The indigenous afterburner for the RD-9 engines was unstable and troublesome, too.
It took until 1968 and three more flying prototypes (plus two static airframes) to refine the Teer for serial production service introduction. In this highly modified form, the aircraft was re-designated HF-26M and the first machines were delivered to IAF No. 3 Squadron in late 1969. However, it would take several months until a fully operational status could be achieved. By that time, it was already clear that the Teer, much like the HF-24 Marut before, could not live up to its expectations and was at the brink of becoming obsolete as it entered service. The RD-9 was not a modern engine anymore, and despite its indigenous afterburner – which turned out not only to be chronically unreliable but also to be very thirsty when engaged – the Teer had a disappointing performance: The fighter only achieved a top speed of Mach 1.6 at full power, and with full external load it hardly broke the wall of sound in level flight. Its main armament, the Saanp AAM, also turned out to be unreliable even under ideal conditions.
However, the HF-26M came just in time to take part in the Indo-Pakistani War of 1971 and was, despite its weaknesses, extensively used – even though not necessarily in its intended role. High-flying slow bombers were not fielded during the conflict, and the Teer remained, despite its on-board radar, heavily dependent on ground control interception (GCI) to vector its pilot onto targets coming in at medium and even low altitude. The HF-26M had no capability against low-flying aircraft either, so that pilots had to engage incoming, low-flying enemy aircraft after visual identification – a task the IAF’s nimble MiG-21s were much better suited for. Escorts and air cover missions for fighter-bombers were flown, too, but the HF-26M’s limited range only made it a suitable companion for the equally short-legged Su-7s. The IAF Canberras were frequently deployed on longer range missions, but the HF-26Ms simply could not follow them all the time; for a sufficient range the Teer had to carry four drop tanks, what increased drag and only left the outer pair of underwing hardpoints (which were not plumbed) free for a pair of AA-2 missiles. With the imminent danger of aerial close range combat, though, During the conflict with Pakistan, most HF-26M's were retrofitted with rear-view mirrors in their canopies to improve the pilot's field of view, and a passive IR sensor was added in a small fairing under the nose to improve the aircraft's all-weather capabilities and avoid active radar emissions that would warn potential prey too early.
The lack of an internal gun turned out to be another great weakness of the Teer, and this was only lightly mended through the use of external gun pods. Two of these cigar-shaped pods that resembled the Soviet UPK-23 pod could be carried on the two ventral pylons, and each contained a 23 mm Gryazev-Shipunov GSh-23L autocannon of Soviet origin with 200 rounds. Technically these pods were very similar to the conformal GP-9 pods carried by the IAF MiG-21FLs. While the gun pods considerably improved the HF-26M’s firepower and versatility, the pods were draggy, blocked valuable hardpoints (from extra fuel) and their recoil tended to damage the pylons as well as the underlying aircraft structure, so that they were only commissioned to be used in an emergency.
However, beyond air-to-air weapons, the HF-26M could also carry ordnance of up to 1.000 kg (2.207 lb) on the ventral and inner wing hardpoints and up to 500 kg (1.100 lb) on the other pair of wing hardpoints, including iron bombs and/or unguided missile pods. However, the limited field of view from the cockpit over the radome as well as the relatively high wing loading did not recommend the aircraft for ground attack missions – even though these frequently happened during the conflict with Pakistan. For these tactical missions, many HF-26Ms lost their original overall natural metal finish and instead received camouflage paint schemes on squadron level, resulting in individual and sometimes even spectacular liveries. Most notable examples were the Teer fighters of No. 1 Squadron (The Tigers), which sported various camouflage adaptations of the unit’s eponym.
Despite its many deficiencies, the HF-26M became heavily involved in the Indo-Pakistan conflict. As the Indian Army tightened its grip in East Pakistan, the Indian Air Force continued with its attacks against Pakistan as the campaign developed into a series of daylight anti-airfield, anti-radar, and close-support attacks by fighter jets, with night attacks against airfields and strategic targets by Canberras and An-12s, while Pakistan responded with similar night attacks with its B-57s and C-130s.
The PAF deployed its F-6s mainly on defensive combat air patrol missions over their own bases, leaving the PAF unable to conduct effective offensive operations. Sporadic raids by the IAF continued against PAF forward air bases in Pakistan until the end of the war, and interdiction and close-support operations were maintained. One of the most successful air raids by India into West Pakistan happened on 8 December 1971, when Indian Hunter aircraft from the Pathankot-based 20 Squadron, attacked the Pakistani base in Murid and destroyed 5 F-86 aircraft on the ground.
The PAF played a more limited role in the operations, even though they were reinforced by Mirages from an unidentified Middle Eastern ally (whose identity remains unknown). The IAF was able to conduct a wide range of missions – troop support; air combat; deep penetration strikes; para-dropping behind enemy lines; feints to draw enemy fighters away from the actual target; bombing and reconnaissance. India flew 1,978 sorties in the East and about 4,000 in Pakistan, while the PAF flew about 30 and 2,840 at the respective fronts. More than 80 percent of IAF sorties were close-support and interdiction and about 45 IAF aircraft were lost, including three HF-26Ms. Pakistan lost 60 to 75 aircraft, not including any F-86s, Mirage IIIs, or the six Jordanian F-104s which failed to return to their donors. The imbalance in air losses was explained by the IAF's considerably higher sortie rate and its emphasis on ground-attack missions. The PAF, which was solely focused on air combat, was reluctant to oppose these massive attacks and rather took refuge at Iranian air bases or in concrete bunkers, refusing to offer fights and respective losses.
After the war, the HF-26M was officially regarded as outdated, and as license production of the improved MiG-21FL (designated HAL Type 77 and nicknamed “Trishul” = Trident) and later of the MiG-21M (HAL Type 88) was organized in India, the aircraft were quickly retired from frontline units. They kept on serving into the Eighties, though, but now restricted to their original interceptor role. Beyond the upgrades from the Indo-Pakistani War, only a few upgrades were made. For instance, the new R-60 AAM was introduced to the HF-26M and around 1978 small (but fixed) canards were retrofitted to the air intakes behind the cockpit that improved the Teer’s poor slow speed control and high landing speed as well as the aircraft’s overall maneuverability.
A radar upgrade, together with the introduction of better air-to-ai missiles with a higher range and look down/shoot down capability was considered but never carried out. Furthermore, the idea of a true HF-26 2nd generation variant, powered by a pair of Tumansky R-11F-300 afterburner jet engines (from the license-built MiG-21FLs), was dropped, too – even though this powerplant eventually promised to fulfill the Teer’s design promise of Mach 2 top speed. A total of only 82 HF-26s (including thirteen two-seat trainers with a lengthened fuselage and reduced fuel capacity, plus eight prototypes) were built. The last aircraft were retired from IAF service in 1988 and replaced with Mirage 2000 fighters procured from France that were armed with the Matra Super 530 AAM.
General characteristics:
Crew: 1
Length: 14.97 m (49 ft ½ in)
Wingspan: 9.43 m (30 ft 11 in)
Height: 4.03 m (13 ft 2½ in)
Wing area: 30.6 m² (285 sq ft)
Empty weight: 7,000 kg (15,432 lb)
Gross weight: 10,954 kg (24,149 lb) with full internal fuel
Max takeoff weight: 15,700 kg (34,613 lb) with external stores
Powerplant:
2× Tumansky RD-9 afterburning turbojet engines; 29 kN (6,600 lbf) dry thrust each
and 36.78 kN (8,270 lbf) with afterburner
Performance:
Maximum speed: 1,700 km/h (1,056 mph; 917 kn; Mach 1.6) at 11,000 m (36,000 ft)
1,350 km/h (840 mph, 730 kn; Mach 1.1) at sea level
Combat range: 725 km (450 mi, 391 nmi) with internal fuel only
Ferry range: 1,700 km (1,100 mi, 920 nmi) with four drop tanks
Service ceiling: 18,100 m (59,400 ft)
g limits: +6.5
Time to altitude: 9,145 m (30,003 ft) in 1 minute 30 seconds
Wing loading: 555 kg/m² (114 lb/sq ft)
Armament
6× hardpoints (four underwing and two under the fuselage) for a total of 2.500 kg (5.500 lb);
Typical interceptor payload:
- two IR-guided R-3 or R-60 air-to-air-missiles or
two PTB-490 drop tanks on the outer underwing stations
- two semi-active radar-guided ‚Saanp’ air-to-air missiles or two more R-3 or R-60 AAMs
on inner underwing stations
- two 500 l drop tanks or two gun pods with a 23 mm GSh-23L autocannon and 200 RPG
each under the fuselage
The kit and its assembly:
This whiffy delta-wing fighter was inspired when I recently sliced up a PM Model Su-15 kit for my side-by-side-engine BAC Lightning build. At an early stage of the conversion, I held the Su-15 fuselage with its molded delta wings in my hand and wondered if a shortened tail section (as well as a shorter overall fuselage to keep proportions balanced) could make a delta-wing jet fighter from the Flagon base? Only a hardware experiment could yield an answer, and since the Su-15’s overall outlines look a bit retro I settled at an early stage on India as potential designer and operator, as “the thing the HF-24 Marut never was”.
True to the initial idea, work started on the tail, and I chopped off the fuselage behind the wings’ trailing edge. Some PSR was necessary to blend the separate exhaust section into the fuselage, which had to be reduced in depth through wedges that I cut out under the wings trailing edge, plus some good amount of glue and sheer force the bend the section a bit upwards. The PM Model's jet exhausts were drilled open, and I added afterburner dummies inside - anything would look better than the bleak vertical walls inside after only 2-3 mm! The original fin was omitted, because it was a bit too large for the new, smaller aircraft and its shape reminded a lot of the Suchoj heavy fighter family. It was replaced with a Mirage III/V fin, left over from a (crappy!) Pioneer 2 IAI Nesher kit.
Once the rear section was complete, I had to adjust the front end - and here the kitbashing started. First, I chopped off the cockpit section in front of the molded air intake - the Su-15’s long radome and the cockpit on top of the fuselage did not work anymore. As a remedy I remembered another Su-15 conversion I did a (long) while ago: I created a model of a planned ground attack derivative, the T-58Sh, and, as a part of the extensive body work, I transplanted the slanted nose from an academy MiG-27 between the air intakes – a stunt that was relatively easy and which appreciably lowered the cockpit position. For the HF-26M I did something similar, I just transplanted a cockpit from a Hasegawa/Academy MiG-23 with its ogival radome that size-wise better matched with the rest of the leftover Su-15 airframe.
The MiG-23 cockpit matched perfectly with the Su-15's front end, just the spinal area behind the cockpit had to be raised/re-sculpted to blend the parts smoothly together. For a different look from the Su-15 ancestry I also transplanted the front sections of the MiG-23 air intakes with their shorter ramps. Some mods had to be made to the Su-15 intake stubs, but the MiG-23 intakes were an almost perfect fit in size and shape and easy to integrate into the modified front hill. The result looks very natural!
However, when the fuselage was complete, I found that the nose appeared to be a bit too long, leaving the whole new hull with the wings somewhat off balance. As a remedy I decided at a rather late stage to shorten the nose and took out a 6 mm section in front of the cockpit - a stunt I had not planned, but sometimes you can judge things only after certain work stages. Some serious PSR was necessary to re-adjust the conical nose shape, which now looked more Mirage III-ish than planned!
The cockpit was taken mostly OOB, I just replaced the ejection seat and gave it a trigger handle made from thin wire. With the basic airframe complete it was time for details. The PM Model Su-15s massive and rather crude main landing gear was replaced with something more delicate from the scrap box, even though I retained the main wheels. The front landing gear was taken wholesale from the MiG-23, but had to be shortened for a proper stance.
A display holder adapter was integrated into the belly for the flight scenes, hidden well between the ventral ordnance.
The hardpoints, including missile launch rails, came from the MiG-23; the pylons had to be adjusted to match the Su-15's wing profile shape, the Anab missiles lost their tail sections to create the fictional Indian 'Saanp' AAMs. The R-3s on the outer stations were left over from a MP MiG-21. The ventral pylons belong to Academy MiG-23/27s, one came from the donor kit, the other was found in the spares box. The PTB-490 drop tanks also came from a KP MiG-21 (or one of its many reincarnations, not certain).
Painting and markings:
The paint scheme for this fictional aircraft was largely inspired by a picture of a whiffy and very attractive Saab 37 Viggen (an 1:72 Airfix kit) in IAF colors, apparently a model from a contest. BTW, India actually considered buying the Viggen for its Air Force!
IAF aircraft were and are known for their exotic and sometimes gawdy paint schemes, and with IAF MiG-21 “C 992” there’s even a very popular (yet obscure) aircraft that sported literal tiger stripes. The IAF Viggen model was surely inspired by this real aircraft, and I adopted something similar for my HF-26M.
IAF 1 Squadron was therefore settled, and for the paint scheme I opted for a "stripish" scheme, but not as "tigeresque" as "C 992". I found a suitable benchmark in a recent Libyian MiG-21, which carried a very disruptive two-tone grey scheme. I adapted this pattern to the HA-26M airframe and replaced its colors, similar to the IAF Viggen model, which became a greenish sand tone (a mix of Humbrol 121 with some 159; I later found out that I could have used Humbrol 83 from the beginning, though...) and a very dark olive drab (Humbrol 66, which looks like a dull dark brown in contrast with the sand tone), with bluish grey (Humbrol 247) undersides. With the large delta wings, this turned out to look very good and even effective!
For that special "Indian touch" I gave the aircraft a high-contrast fin in a design that I had seen on a real camouflaged IAF MiG-21bis: an overall dark green base with a broad, red vertical stripe which was also the shield for the fin flash and the aircraft's tactical code (on the original bare metal). The fin was first painted in green (Humbrol 2), the red stripe was created with orange-red decal sheet material. Similar material was also used to create the bare metal field for the tactical code, the yellow bars on the splitter plates and for the thin white canopy sealing.
After basic painting was done the model received an overall black ink washing, post-panel shading and extensive dry-brushing with aluminum and iron for a rather worn look.
The missiles became classic white, while the drop tanks, as a contrast to the camouflaged belly, were left in bare metal.
Decals/markings came primarily from a Begemot MiG-25 kit, the tactical codes on the fin and under the wings originally belong to an RAF post-WWII Spitfire, just the first serial letter was omitted. Stencils are few and they came from various sources. A compromise is the unit badge on the fin: I needed a tiger motif, and the only suitable option I found was the tiger head emblem on a white disc from RAF No. 74 Squadron, from the Matchbox BAC Lightning F.6&F.2A kit. It fits stylistically well, though. ;-)
Finally, the model was sealed with matt acrylic varnish (except for the black radome, which became a bit glossy) and finally assembled.
A spontaneous build, and the last one that I completed in 2022. However, despite a vague design plan the model evolved as it grew. Bashing the primitive PM Model Su-15 with the Academy MiG-23 parts was easier than expected, though, and the resulting fictional aircraft looks sturdy but quite believable - even though it appears to me like the unexpected child of a Mirage III/F-4 Phantom II intercourse, or like a juvenile CF-105 Arrow, just with mid-wings? Nevertheless, the disruptive paint scheme suits the delta wing fighter well, and the green/red fin is a striking contrast - it's a colorful model, but not garish.
Canonet QL17 40/1.7
Kodak ImageLink Technical film
Exposed like ISO32
Developing R09 1:100, 20C, 40min.
+++ 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 term "Schwerer Panzerspähwagen" (= heavy armoured reconnaissance vehicle) covers a broad family of 6- and later 8-wheeled armored cars Germany used before and during the Second World War.
In the German Army, armored cars were originally intended for the traditional cavalry missions of reconnaissance and screening. They scouted ahead and to the flanks of advancing mechanized units to assess enemy location, strength and intention. Their primary role was reconnaissance, but they would engage similar or light units and at times attempt to capture enemy patrols.
The first of the German armored cars, the Sd.Kfz. 231, was developed in secret, since no open research or production for military vehicles was possible at that time, and it was therefore based on modified Daimler-Benz, Büssing or Magirus 6x4 truck chassis’, onto which a welded body with sloped armor was mounted.
Depending on the manufacturer the vehicles differed in details and armament, but the 231 was typically armed with a 2 cm KwK 30 L/55 autocannon (with 200 rounds) and a co-axial Maschinengewehr 13 machine gun (with 1.300 rounds) in a small turret. The crew consisted of a commander, gunner, driver, and a radio operator. A unique design feature was that the vehicle had a second driver's position in the rear, occupied by the radio operator, so that it could be driven either forwards or backwards with relative ease and change direction within 10 seconds. The vehicle weighed 5,35 t, was only lightly armored (8/14,5 mm) and could attain a top speed of 70 km/h (44 mph) on the road, but its off-road performance was rather limited.
Several variants of the six-wheeled scout car were developed, some with separate designations. One of them was the Sd.Kfz. 232 (6 Rad), which carried a Fu.Ger.11 SE 100 medium range and a Fu.Spr.Ger.A short range radio. This command model was very distinctive because of the heavy "bedspring" antenna over most of the hull. This antenna was supported by two insulated, vertical connecting tubes at the back corners of the hull, and an inverted U-shaped tube construction on the turret sides with a central joint allowed the turret to retain its full 360° traverse.
The 231 vehicle family was introduced into service in 1932 and already began to be replaced in 1937 when the German Army switched production to heavier and more off-road-capable 8-wheeled armored cars (the 232 (8-Rad), which was a different vehicle than the 232 6-Rad, and later to the more sophisticated and capable 234). Despite being replaced in frontline units, the six-wheel vehicles were still used by Aufklärungs ("reconnaissance") units during the Invasion of Poland, the Battle of France, and the invasion of the USSR. Most of them were withdrawn afterwards for use in internal security and training, and a small number was converted into half-track scout cars after the Inspectorate for Motorized Troops (AHA/In 6) had decided in 1939 that it would be useful that light, armored half-tracks would accompany tanks in the attack. They could satisfy requirements for which a larger vehicle wouldn't be needed, such as headquarters, artillery forward observer, radio, and scout vehicles. Demag, the designer of the smallest half-track then in service, the Sd. Kfz. 10, was selected to develop the "light armored troop carrier" (leichter gepanzerter Mannschafts-Transportwagen), which became the Sd.Kfz. 250. In order to bridge the operational gap until the introduction of this new vehicle, the outdated surplus 232 radio scout cars were ordered into an instantaneous conversion program.
To this end, the Sd.Kfz. 10’s running gear with its torsion bar suspension was taken off the rack, shortened by one road wheel station, and then adapted to the 232 (6-Rad)’s rear hull, where the interleaved track gear replaced the original pair of rear axles. The front axle remained unpowered, though. The armor was improved with additional armor plates (now reaching up to 30mm at the front) and the front suspension was beefed up in order to cope with the vehicle’s higher total weight of 6,2 tons and the heavier terrain that it could master now. For the same reasons, the 232 (6-Rad)’s original Büssing water-cooled MA 9 6-cylinder petrol engine with a mere 68 hp (48 kW) was replaced by a Maybach HL42 TRKM 6-cylinder motor with 4.17-litre (254 cu in), delivering 100 hp (74 kW) and much more torque. With this new engine and despite the tracked running gear the vehicle remained surprisingly fast, reaching a top speed of more than 60 km/h (40 mph) on the road. The original armament was retained, even though it was already outdated and ineffective against armored opponents. But the small turret could not carry any bigger weapon and a replacement with a bigger turret was ruled out, since there was no time for a new development that would match the relatively narrow bearing. However, in order to improve the chances of survival, an array of smoke dischargers was installed on the front bumper which held six cartouches.
A total of 120 Sd.Kfz. 232 (6-Rad) were converted in the course of 1939 and 1940 and re-designated 232 (Halbkette). However, their production was immediately stopped when it was clear that the new Sd. Kfz. 250 would be ready for service in 1941. Until then, the modified vehicles were deployed to France, Northern Africa and Russia, primarily used by artillery forward observers to accompany tank and mechanized infantry units.
At the Eastern front they were retired after the battle of Moscow in December 1941, and the last vehicles were used by the Afrikakorps in Northern Africa until late 1942.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 5,2 tons (11.450 lb)
Length: 5,57 metres (18 ft 3 in)
Width: 1,82 metres (5 ft 11 ½ in)
Height (incl. antenna): 2,87 metres (9 ft 4 ¾ in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs (front axle)
Fuel capacity: 105 litres (23 imp gal; 28 US gal)
Armor:
8–30 mm (0.31 – 1.18 in)
Performance:
Maximum road speed: 65 km/h (41 mph)
Sustained road speed: 48 km/h (30 mph)
Cross country speed: up to 35 km/h (22 mph)
Operational range: 250 km (155 miles)
Power/weight: 19,23 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW)
Transmission:
Maybach 7 + 3 speed VG 102128 H
Armament:
1× 20 mm KwK 30 L/55 autocannon with 200 rounds
1× MG 13 machine gun mounted co-axially with 1.300 rounds
6× smoke dischargers, mounted to the vehicle’s front
The kit and its assembly:
This little, fictional vehicle was inspired by one of some profile drawings created and published by Logan Hartke at whatifmodelers.com, showing the Sd. Kfz. 232 with different half track arrangements – including the Sd. Kfz. 250's. When I finally got hold of the Italeri Sd. Kfz. 232 kit with the unique antenna (there’s also a more frequent one without this detail), I decided to re-create the 232/251 combo, because the vehicle looked really good and plausible, and there would actually have been a historic gap between 1939 and 1941 when it could have been realized, as outlined in the background.
The Italeri kit was basically built OOB, just the chassis had to be modified – with the help of a resin set with 1:72 Sd. Kfz. 250 tracks and front wheels from German short run manufacturer ModelTrans/Silesian Models. The parts were crisp and quite clean, and the track parts as well as the front wheels were mated to the original suspension with the help of added axis' as spacers between the two tracks. Just the mudguards had to be modified in order to match the more spacious, new running gear - since an extension was not easy I decided to just use their front and back ends and implant a new upper deck between them, adding a styrene profile on the flanks so that the original shape of the wheel arches could be more or less retained. Ended up better than expected!
The small gap between the tracks' and the front wheels' mudguards was closed with a small piece of styrene - similar to the Sd, Kfz. 250's arrangement.
As a vehicle operating in North Africa I added an improvised sun sail to the antenna array, made from paper tissue that was soaked in highly thinned white glue and later painted.
Painting and markings:
Many German vehicles that had been transferred to Northern Africa initially retained their original camouflage, and that was a uniform, very dark grey (RAL 7021, to be specific), sometimes with dark brown mottles added. This was totally unsuited for the environment, so that the crews had to improvise. Some vehicles were painted with Italian colors, even British paints (from salvaged enemy bases and convoys) were used. Alternatively, many crews mixed sand and dirt with water in a bucket and “painted” their grey vehicles over, or the hull was smeared with oil and sand was thrown onto it. It took quite a while until dedicated Africa colors had been developed and used in the factories or even in the field, so that some interesting schemes appeared.
My Sd. Kfz. 232 was to represent one of these all-grey vehicles that had received an improvised desert camouflage “on the go”. In order to create this look, I gave the whole vehicle an initial primer coat in Humbrol 67. Once dry, I added a streaky coat of thinned Revell 16 (Sand) on every upper/external surface, letting the dark grey shine through here and there. The areas for the national markings and tactical codes were spared, so that the decals would later astand out on a dark "halo" of the original color.
On top of the improvised desert camouflage I also added sand and dust through highly thinned paintbox colors (ochre and some burnt umber).
The sun sail was painted in field grey, but it received a dry brushing treatment in order to emphasize the tissue texture as well as the antenna shape below, and it was also "dusted" with paintbox colors.
Finally, everything was sealed with a coat of matt acrylic varnish from the rattle can and teh lower vehicle areas were lightly dusted with mineral pigments.
A quick project, realized in just three days. The running gear conversion itself was quite simple - the biggest issues were the extension of the rear mudguards and the fiddly and highly delicate antenna array. But the result looks quite good - and in the unusual desert camouflage for this type of vehicle it's really a weird sight.
[crosseye stereograph, see 3D with your right eye on the left image, and left on right.]
CABLE CAR.
One of the famed San Francisco Cable Cars. The first cable car operated in 1873, and was developed by Andrew S. Hallidie. Three foot six inch gauge.
==================.
San Fransisco Municipal Railway #21
[A 55.04.04]
Just as it had a subway long ago - Los Angeles of the past boasted cable cars.
The first forms of public transit in Los Angeles were stagecoaches and wagons. Two omnibus-type wagons were set up for operation on a set schedule in 1873, and not too long after that, the first horse-drawn street cars finally made an appearance on the streets of Los Angeles. The next step in the mechanical evolution of mass transit was the cable car. Pulling small railroad cars along with a cable or steel rope had been used in San Francisco for many years before investors tried the technology in Los Angeles. With the most desirable residential subdivisions being laid out atop the rolling hills of the Los Angeles basin, cable car technology was a smart and efficient way to provide commuter access to the hilltops.
Use of cable cars required an up-front investment in the cable and the cars of course, but also in electric power plants that supplied the power to run the cables.
Thereafter, cable cars were cheaper and cleaner to run simply because there were no horses to feed or clean up after. A cable railway could also offer safe group travel up an down steep hills which would have been too hard for horses. Cable cars were limited, however, to the length of a cable (10,000 or 20,000 feet). Even in the short run, this did not work well in the Los Angeles of the 1880s, which kept sprawling out further and further. Cable cars also used a huge amount of the electricity generated in the power plants.
.
This particular car came not from Los Angeles, but from the more famous city known for its cable cars, San Fransisco. In 1952, even before Travel Town formally opened, founder Charley Atkins asked the Mayor of San Francisco for a cable car to display, but was told, with apology, that cable cars could not be sold or given away. Three years later, a solution was found: a cable car was placed on loan as the center piece of the 1955 International Flower Show in Los Angeles. Afterwards, it moved to permanent loan at Travel Town.
.
This car is also a good example of a type of early in-town passenger car called a "California" car, with some interior space. inside a compartment, and other benches open to the weather, this type of exposure was not practical in most areas of the country besides California.
.
BUILT: C. 1880.
LENGTH: 30'.
GAUGE: 3' 6".
PERMANENT LOAN: CITY OF SAN FRANCISCO.
==========.
This car differs from those still in daily service. It has long boards attached to the sides like shelves, for a problem that no longer exists, they are fenders to protect the curved sides of the car from wagon wheels. Wagon wheel fenders are unnecessary today. The bumpers on the end sill are narrow and relatively unprotected, whereas today's Cable Cars are operating in the midst of six and seven thousand pound personal automobiles, as well as much more massive buses and trucks. At the turn of the 20th century, horse drawn carts and carriages were not as likely, in a collision, to reduce a cable car to splinters so there are now tremendous wooden bumpers built up and covered with thick steel straps rolled tight on each end to thicken them. One problem remains from the past, lights. Not only for safety, headlights and tail lights, but lamps inside for general illumination are required, and those are powered by batteries under the seats. Many more batteries were added under the seats for the small fleet of San Francisco Cable Cars that were powered along by electric motors, operated at Knott's Berry Farm, in Buena Park, California, and many more panels covered them. This cable car has those extra wooden panels that most San Francisco cars do not cover the underside of every seat. There is another indicator told me late one night between parking Cable Cars at the Car Barn in San Fransisco by the turntable operator. The Cable Car conversions that had been at Knott's Berry Farm, which had been used for a short time in San Francisco after the great earthquake, came originally from Oakland and ran on roads that were straight from end to end, the support from the trucks reflected that. The trucks in service today must twist very tight curves, the tightest curves are nearest the powerhouse/yard/museum. The bolsters under the frame are flat iron pads cut in a curve that rest on the trucks supporting the frame, and those curves are cut larger on the cars built for the current system. Also the underside of the cars have many points of interference with the trucks on those tight curves. Because the cars were rejected when Knott's offered them back, primarily because the wheel flanges couldn't clear the frame, and knowing that the cars went SOMEWHERE, (one was put on a truck frame) leads me to believe that the discrepancy of the number on the Travel Town sign (#21) doesn't match the number painted on the end which is a number known to have run at Knott's (#28) leads me to believe that this may be a car I rode as a child through the Knott's parking lot to get to the Henry's Auto Livery and drive Tin Lizzie's, from the barn at the North-West corner of Beach Bl. and Crescent.
On the cars in service today, there is a metal plate protecting the front of this truck assembly from debris which could damage running gear and brakes. The hole in the center of that plate must be to access the nut shown here in the center, to tighten the brake bar.
dsc00018, 2009:07:19 15:52:24, 3D, R, Los Angeles, Griffith Park, Travel Town, Cable Car, San Francisco Municipal Railway #21
+++ 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:
The Hawker Typhoon was a British single-seat fighter-bomber, produced by Hawker Aircraft. It was intended to be a medium-high altitude interceptor, as a replacement for the Hawker Hurricane, but several design problems were encountered and it never completely satisfied this requirement.
Even before Hurricane production began in March 1937, Sydney Camm had embarked on designing its successor. Two preliminary designs were similar and were larger than the Hurricane. These later became known as the "N" and "R" (from the initial of the engine manufacturers), because they were designed for the newly developed Napier Sabre and Rolls-Royce Vulture engines respectively. Both engines used 24 cylinders and were designed for over 2,000 hp (1,500 kW); the difference between the two was primarily in the arrangement of the cylinders – an H-block in the Sabre and an X-block in the Vulture. Hawker submitted these preliminary designs in July 1937 but were advised to wait until a formal specification for a new fighter was issued.
In March 1938, Hawker received from the Air Ministry, Specification F.18/37 for a fighter which would be able to achieve at least 400 mph (640 km/h) at 15,000 feet (4,600 m) and specified a British engine with a two-speed supercharger. The armament fitted was to be twelve 0.303” Browning machine guns with 500 rounds per gun, with a provision for alternative combinations of weaponry. The basic design of the Typhoon was a combination of traditional Hawker construction, as used in the earlier Hawker Hurricane, and more modern construction techniques; the front fuselage structure, from the engine mountings to the rear of the cockpit, was made up of bolted and welded duralumin or steel tubes covered with skin panels, while the rear fuselage was a flush-riveted, semi-monocoque structure. The forward fuselage and cockpit skinning was made up of large, removable duralumin panels, allowing easy external access to the engine and engine accessories and most of the important hydraulic and electrical equipment.
The Typhoon’s service introduction in mid-1941 was plagued with problems and for several months the aircraft faced a doubtful future. When the Luftwaffe brought the new Focke-Wulf Fw 190 into service in 1941, the Typhoon was the only RAF fighter capable of catching it at low altitudes; as a result it secured a new role as a low-altitude interceptor.
By 1943, the RAF needed a ground attack fighter more than a "pure" fighter and the Typhoon was suited to the role (and less-suited to the pure fighter role than competing aircraft such as the Spitfire Mk IX). The powerful engine allowed the aircraft to carry a load of up to two 1,000 pounds (450 kg) bombs, equal to the light bombers of only a few years earlier. Furthermore, from early 1943 the wings were plumbed and adapted to carry cylindrical 45 imp gal (200 l; 54 US gal) drop tanks increasing the Typhoon's range from 690 miles (1,110 km) to up to 1,090 miles (1,750 km). This enabled Typhoons to range deep into France, the Netherlands and Belgium.
From September 1943, Typhoons were also armed with four "60 lb" RP-3 rockets under each wing. Although the rocket projectiles were inaccurate and took considerable skill to aim and allow for ballistic drop after firing, "the sheer firepower of just one Typhoon was equivalent to a destroyer's broadside".
By the end of 1943, eighteen rocket-equipped Typhoon squadrons formed the basis of the RAF Second Tactical Air Force (2nd TAF) ground attack arm in Europe. In theory, the rocket rails and bomb-racks were interchangeable; in practice, to simplify supply, some used the rockets only, while other squadrons were armed exclusively with bombs, what also allowed individual units to more finely hone their skills with their assigned weapons.
The Typhoon was initially exclusively operated in the European theatre of operations, but in 1944 it was clear that a dedicated variant might become useful for the RAF’s operations in South-East Asia. In the meantime, Hawker had also developed what was originally an improved Typhoon II, but the differences between it and the Mk I were so great that it was effectively a different aircraft, and it was renamed the Hawker Tempest. However, as a fallback option and as a stopgap filler for the SEAC, Hawker also developed the Typhoon Mk. IV, a tropicalized late Mk. I with a bubble canopy and powered by the new Bristol Centaurus radial engine that could better cope with high ambient temperatures than the original liquid-cooled Sabre engine. The Centaurus IV chosen for the Typhoon Mk. IV also offered slightly more power than the Sabre and the benefit of reduced vulnerability to small arms fire at low altitude, since the large and vulnerable chin cooler could be dispensed with.
3,518 Typhoons of all variants were eventually built, 201 of them late Mk. IVs, almost all by Gloster. Once the war in Europe was over Typhoons were quickly removed from front-line squadrons; by October 1945 the Typhoon was no longer in operational use, with many of the wartime Typhoon units such as 198 Squadron being either disbanded or renumbered.
The SEAC’s few operational Mk IVs soldiered on, however, were partly mothballed after 1945 and eventually in 1947 handed over or donated to regional nascent air forces after their countries’ independence like India, Pakistan or Burma, where they served as fighters and fighter bombers well into the Sixties.
The Burmese Air Force; initially only called “The military”, since there was no differentiation between the army’s nascent servies, was founded on 16 January 1947, while Burma (as Myanmar was known until 1989) was still under British rule. By 1948, the fleet of the new air force included 40 Airspeed Oxfords, 16 de Havilland Tiger Moths, four Austers, and eight Typhoon Mk. IVs as well as three Supermarine Spitfires transferred from the Royal Air Force and had a few hundred personnel.
The Mingaladon Air Base HQ, the main air base in the country, was formed on 16 June 1950. No.1 Squadron, Equipment Holding Unit and Air High Command - Burma Air Force, and the Flying Training School, were placed under the jurisdiction of the base. A few months later, on 18 December 1950, No. 2 Squadron was formed with nine Douglas Dakotas as a transport squadron. In 1953, the Advanced Flying Unit was formed under the Mingaladon Air Base with de Havilland Vampire T55s, and by the end of 1953 the Burmese Air Force had three main airbases, at Mingaladon, Hmawbi, and Meiktila, in central Burma.
In 1953, the Burmese Air Force bought 30 Supermarine Spitfires from Israel and 20 Supermarine Seafires as well as 22 more Typhoon Mk. IVs from the United Kingdom. In 1954 it bought 40 Percival Provost T-53s and 8 de Havilland Vampire Mark T55s from the United Kingdom and two years later, in 1956, the Burmese Air Force bought 10 Cessna 180 aircraft from the United States. The same year, 6 Kawasaki Bell 47Gs formed its first helicopter unit. The following year, the Burmese Air Force procured 21 Hawker Sea Fury aircraft from the United Kingdom and 9 de Havilland Canada DHC-3 Otters from Canada. In 1958, it procured 7 additional Kawasaki Bell 47Gs and 12 Vertol H-21 Shawnees from the United States. Five years later, No. 503 Squadron Group was formed with No. 51 Squadron (de Havilland Canada DHC-3 Otters and Cessna 180s) and No. 53 Squadron (Bell 47Gs, Kaman HH-43 Huskies, and Aérospatiale Alouettes) in Meiktila.
When the non-Burman ethnic groups pushed for autonomy or federalism, alongside having a weak civilian government at the center, the military leadership staged a coup d'état in 1962, and this was the only conflict in which the aging Burmese Typhoons became involved. On 2 March 1962, the military led by General Ne Win took control of Burma through a coup d'état, and the government had been under direct or indirect control by the military since then. Between 1962 and 1974, Myanmar was ruled by a revolutionary council headed by the general. Almost all aspects of society (business, media, production) were nationalized or brought under government control under the Burmese Way to Socialism, which combined Soviet-style nationalization and central planning, and also meant the end of operation of many aircraft of Western origin, including the last surviving Burmese Typhoons, which were probably retired by 1964. The last piston engine fighters in Burmese service, the Hawker Sea Furies, are believed to have been phased out in 1968.
General characteristics:
Crew: One
Length: 32 ft 6 in (9.93 m)
Wingspan: 41 ft 7 in (12.67 m)
Height: 15 ft 4 in (4.67 m)
Wing area: 279 sq ft (25.9 m²)
Airfoil: root: NACA 2219; tip: NACA 2213
Empty weight: 8,840 lb (4,010 kg)
Gross weight: 11,400 lb (5,171 kg)
Max takeoff weight: 13,250 lb (6,010 kg) with two 1,000 lb (450 kg) bombs
Powerplant:
1× Bristol Centaurus IV 18-cylinder air-cooled radial engine with 2,210 hp (1,648 kW) take-off
power, driving a 4-bladed Rotol constant-speed propeller
Performance:
Maximum speed: 412 mph (663 km/h, 358 kn) at 19,000 ft (5,800 m)
Stall speed: 88 mph (142 km/h, 76 kn)
Range: 510 mi (820 km, 440 nmi) with two 500 lb (230 kg) bombs;
690 mi (1,110 km) "clean";
1,090 mi (1,750 km) with two 45 imp gal (200 l; 54 US gal) drop tanks.[65]
Service ceiling: 35,200 ft (10,700 m)
Rate of climb: 2,740 ft/min (13.9 m/s)
Wing loading: 40.9 lb/sq ft (200 kg/m²)
Power/mass: 0.20 hp/lb (0.33 kW/kg)
Armament:
4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings with 200 rpg
Underwing hardpoints for 8× RP-3 unguided air-to-ground rockets,
or 2× 500 lb (230 kg) or 2× 1,000 lb (450 kg) bombs or a pair of drop tanks
The kit and its assembly:
The Hawker Typhoon is IMHO an overlooked WWII aircraft, and it’s also “underwiffed”. I have actually built no single Typhoon in my 45 years of model kit building - time to change that!
Inspiration was a lot of buzz in the model kit builder community after KP’s launch of several Hawker Tempest kits, with all major variants including the Sabre- and Centaurus-powered types. While the Tempest quickly outpaced the Typhoon in real life and took the glory, I wondered about a Centaurus-powered version for the SEA theatre of operations – similar to the Tempest Mk. II, which just came too late to become involved in the conflict against the Japanese forces. A similar Typhoon variant could have arrived a couple of months earlier, though.
Technically, this conversion is just an Academy Hawker Typhoon Mk Ib (a late variant without the “car door”, a strutless bubble canopy and a four-blade propeller) mated with the optional Centaurus front end from a Matchbox Hawker Tempest. Sounds simple, but there are subtle dimensional differences between the types/kits, and the wing roots of the Matchbox kit differ from the Academy kit, so that the engine/fuselage intersection as well as the wing roots called for some tailoring and PSR. However, the result of this transplantation stunt looked better and more natural than expected! Since I did not want to add extra fairings for air carburetor and oil cooler to the Wings (as on the Tempest), I gave the new creation a generous single fairing for both under the nose – the space between the wide landing gear wells offered a perfect location, and I used a former Spitfire radiator as donor part. The rest, including the unguided missiles under the wings was ordnance, was taken OOB, and the propeller (from the Academy kit) received an adapter consisting of styrene tubes to match it with the Matchbox kit’s engine and its opening for the propeller axis.
Painting and markings:
This was initially a challenge since the early Burmese aircraft were apparently kept in bare metal or painted in silver overall. This would certainly have looked interesting on a Typhoon, too – but then I found a picture of a Spitfire (UB 421) at Myanmar's Air Force Museum at Naypyidaw, which carries camouflage – I doubt that it is authentic, though, at least the colors, which markedly differ from RAF Dark Green/Dark Earth and the bright blue undersides also look rather fishy. But it was this paint scheme that I adapted for my Burmese Typhoon with Modelmaster 2027 (FS 34096, B-52 Dark Green, a rather greyish and light tone) and 2107 (French WWII Chestnut, a reddish, rich chocolate brown tone) from above and Humbrol 145 (FS 35237, USN Gray Blue) below – a less garish tone.
As usual, the model received a black ink washing and post-panel-shading for dramatic effect; the cockpit interior became very dark grey (Revell 06 Anthracite) while the landing gear became Medium Sea Grey (Humbrol 165), as a reminder of the former operator of the aircraft and its painting standards. The red spinner as well as the red-and-white-checkered rudder were inspired by Burmese Hawker Sea Furies, a nice contrast to the camouflage. It's also a decal, from a tabletop miniatures accessory sheet. This contrast was furthermore underlined through the bright and colorful national markings, which come from a Carpena decal sheet for exotic Spitfires, just the tactical code was changed.
After some signs of wear with dry-brushed silver and some graphite soot stains around the exhausts and the guns the model was sealed with matt acrylic varnish.
Voilà, a whiffy Hawker Typhoon – and it looks better than expected. Not only does the brawny Centaurus look good on the rather burly Typhoon, the transplantation worked out better than expected, too. However, with the radial engine the Typhoon looks even more like an Fw 190 on steroids?
C-41 stand developed -- Fuji 100 film shot at ISO 100 with Voigtlander Bessa T and mostly Voigtlander Nokton 40mm f/1.4 SC classic. This was a test of diluted (1:9) c-41, stand developed at room temp (75 degrees F), for 45 minutes with 2 inversions at 15 and 30 minute marks.
The negatives were a bit funky with a dirty grey mask. I had some problem getting a good image on VueScan for a jpeg scan, however the raw scans worked well in photoshop.
Dngs in photoshop were dull, like the mask, but auto leveling brought the colors right out correctly. I dont have as much hope if one were printing.
I will try this again, I am torn between increasing the development or adjusting the EI down for more light. We will see.
The two mountains and Brith Sholem were shot with a hexanon AR 57mm f/1.4 adapted to the Bessa. There seems to be some difference in how the light landed...
Bleached for 10 minutes at room temp with Potassium Ferricyanide bleach and fixed in home made Ammonium Thiosulfate fixer for 10 minutes.
Renfroe Farms, a family business with David, Don, Kevin Renfroe and Kim Renfroe-Johnson (seen) downloads corn from her fields, measures water content and weighs the load harvest corn, part of their operation that focuses on utilizing conservation practices developed with the U.S. Department of Agriculture (USDA) Farm Production and Conservation (FPAC) Natural Resources Conservation Service (NRCS) to balance land stewardship and production in Carroll County, TN, on Sept 18, 2019.
A companion video can be seen at youtu.be/IQ5Gj4bvbQU
Renfroe Farm uses Water and Sediment Control Basin (WASCOB) is one of the practices seen today to reduce erosion sediment in surface water and is leading to improved land use and crop production.
Additionally, Underground Outlets (UGOs) (Practice Code 620) are used to carry water to a safe and stable outlet thus reducing the amount of sediment in surface increasing water quality.
A WASCOB (Practice Code 638) is an earthen dam built across a drainageway where ephemeral or classic gullies form due to concentrated flow of water. It traps water and sediment running off cropland upslope from the structure and reduces gully erosion by controlling flow within the drainage area. These structures are usually completed in a series or system approach to control the grade and head cutting (gully erosion) in drainage ways or along creek and stream channels.
In general, an UGO, is a conduit (transport) installed beneath the surface of the ground to carry runoff to a suitable outlet. The purpose of the UGO is to carry excess water to a suitable outlet from terraces, water and sediment control basins (as described above), diversions, waterways, subsurface drains, surface drains or other similar practices without causing damage by erosion or flooding.
NRCS has a proud history of supporting America’s farmers, ranchers, and forest landowners. For more than 80 years, we have helped people make investments in their operations and local communities to keep working lands working, boost rural economies, increase the competitiveness of American agriculture, and improve the quality of our air, water, soil, and habitat.
As the USDA’s primary private lands conservation agency, we generate, manage, and share the data, technology, and standards that enable partners and policymakers to make decisions informed by objective, reliable science.
And through one-on-one, personalized advice, we work voluntarily with producers and communities to find the best solutions to meet their unique conservation and business goals. By doing so, we help ensure the health of our natural resources and the long-term sustainability of American agriculture.
Farm Production and Conservation (FPAC) is the Department’s focal point for the nation’s farmers and ranchers and other stewards of private agricultural lands and non-industrial private forest lands. FPAC agencies implement programs designed to mitigate the significant risks of farming through crop insurance services, conservation programs, and technical assistance, and commodity, lending, and disaster programs.
The agencies and services supporting FPAC are Farm Service Agency (FSA), NRCS, and Risk Management Agency (RMA).
For more information, please see www.usda.gov and www.usda.gov/media/blog/2019/11/13/why-reconnecting-our-r...
USDA Photo by Lance Cheung.
Camera: Yashica Mat 124 G
Lens:Yashinon 80/3.5
Film: Ilford Pan F Plus 50
Film Developing: Kodak X-tol
1+1,
Time: 20C° -7,45 min
scanned with Epson Photo V 500
Decided the other day to work on other things, but I have this one hanging around....
Crease pattern available.
At Foto Wiesenhavern, getting my C41s developed and scanned, and stocking up on film. This was the last time I had someone scan my negatives. Scandinavia proves to be way more expensive, unfortunately. Crossposted from blog.danielpietzsch.com/post/146197488113/at-foto-wiesenh....