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Mr. Brahima Sanou, Director, Telecommunications development bureau, ITU and Dr. Douglas Bettcher, Director, PND, WHO
There is growing recognition that non-communicable diseases (NCDs) dominate both health care needs and expenditure in all developed and most low and middle-income countries. NCDs cause an estimated 36 million deaths every year, including 9 million people dying prematurely before the age of 60.
Mobiles are the most rapidly adopted technology in the world. Mobile phones are already being successfully used in different fields such as banking, governance, agriculture, education as well as health, improving access to health services, training health workers, and assist individuals to manage their diseases. We may soon be living in a world where the medical profession is prescribing more apps than drugs!
There is an incredible opportunity to use mobile as a platform for non-communicable disease prevention and control. The initiative we are here to discuss today focuses on the use of mobile technology to take on non-communicable diseases – in the areas of prevention, enforcement and treatment - and how to integrate these in health systems. This initiative is relevant to all countries - high, middle and low income. Costa Rica, represented here today by its Minister for Health, H.E. Minister Daisy Coralez, is the first country planning to implement the mHealth for NCDs program and we look forward to hearing from other countries experences and expectations - both from the panel and the room.
Our distinguished panel will discuss how these recent technological innovations are changing the healthcare and health-management context for NCDs, and providing the global community with new opportunities for prevention and control. The panel will discuss this unique opportunity and the challenges in using mHealth for prevention, treatment and policy enforcement for NCDs.
ITU/Rowan Farrell
November 21, 2014 – Boston, MA – Today Morgan Stanley, Boston Global Investors, and the Archdiocese of Boston, home to nearly two million Catholics and the fourth largest archdiocese in the nation, break ground for Our Lady of Good Voyage Chapel at 51 Seaport Boulevard Boston, Massachusetts. The chapel is the first Catholic worship site to be built in Boston in more than 50 years. The existing Our Lady of Good Voyage chapel across the street on Northern Avenue has been a religious foundation in Boston for over half a century. The construction of a new chapel signifies a historic intersection of old and new as the Archdiocese officially joins the 23-acre Seaport Square project, the largest approved planned development area in the history of the city of Boston. Our Lady of Good Voyage Chapel is designed by ADD Inc/Stantec. The new 5,000 SF structure, capped by a steeple outside and including a choir loft, will be located at the intersection of Seaport Boulevard and Sleeper Street. It is slated for completion in late 2015 and the current Our Lady of Good Voyage will remain open until its new structure is complete. www.seaportchapelboston.com
Cardinal Seán O’Malley said, “Our Lady of Good Voyage Chapel, newly constructed at a central location in the Seaport, will continue to serve as a place of prayer and comfort to a diverse community of professionals, families, and travelers. The new chapel design will embrace the history of generations of maritime workers and welcome all who will live, work in and visit the Seaport. We are grateful to Boston Global Investors for partnering with us, and in particular to John Hynes, for his commitment to the Seaport and his recognizing the importance of a vibrant Catholic presence to serve the local faith community.”
Mayor Martin J. Walsh said, "It's rare that we have an opportunity to construct something that is informed by rich history and, at the same time, will be central to the fabric of this up and coming neighborhood. In an area where millions of square feet of new development are now under construction, the 5,000 square foot Our Lady of Good Voyage Chapel stands out as a testament to the power of community and the importance of faith. The partnership between the Archdiocese of Boston and Boston Global Investors embodies a spirit of good will that will help ensure that the Seaport is a place where people are welcome to live, work, play, and pray."
John Hynes, Managing Partner at Boston Global Investors, said, “We are thrilled to be developing this chapel for the Archdiocese and feel quite honored to be doing so. The existing chapel, which is over 60 years old would have required an enormous amount of capital improvements, while the future site, right around the corner on Seaport Boulevard, perfectly supported a new chapel. No doubt this new chapel will better satisfy the long-term criteria of the Archdiocese and its growing population of parishioners in the Innovation District.”
Tamara Roy, Principal Architect at ADD Inc/Stantec, added “The design of the new chapel for Our Lady of Good Voyage was inspired by traditional churches found in the countryside of Italy that have roman bricks of varying tones and depths with simple forms.”
Our Lady of Good Voyage, often referred to as the Fish Pier Chapel, was originally founded on December 8, 1952 on land donated by Frederic G. Dumaine, Jr. Once home to Boston’s dockworkers and sailors, its first mass saw 200 parishioners from the local community.
With its groundbreaking, Our Lady of Good Voyage represents the ideal mergence of tradition and innovation to serve a unique and growing congregation in Seaport Square. Over the next several years, Seaport Square is expected to develop into twenty blocks of world-class retail, business, and residential space, knitting together the Financial District, Waterfront, Fort Point Channel and Fan Pier. Through the anticipated construction of five new streets, over 20 buildings, and four prominent public gathering areas, Seaport Square is expected to redefine the meaning of a unified, walk-able, and dynamic neighborhood. Large areas of open and green space, direct access to public transportation, and energy efficient design will be embedded within each building. Seaport Square has direct access to downtown Boston as well as to the I-93 and I-90 interchange, is located in close proximity to Logan Airport and Amtrak’s South Station, and has easy access to public transit with the Courthouse Silver Line Station immediately adjacent to Courthouse Square. Less than a quarter of a mile north of Seaport Square are The Rose F. Kennedy Greenway and Financial District, just steps south of Seaport Square is the thriving Fan Pier, a 21-acre development.
Our Lady of Good Voyage Chapel will stand as a religious cornerstone for the development and for the Seaport District at large. Its design will continue to pay tribute to its Boston maritime roots, incorporating a rich tapestry of symbolism with nautical elements imbued with religious significance. Standing at one-story tall and spanning 5,000 square feet, the chapel will showcase a traditional bell tower design and an A-frame roof.
The carved Gothic railing that will enclose the shrine previously was located in Holy Trinity German Catholic Church on Shawmut Avenue in Boston. Additional religious artifacts and furnishings from surrounding local churches will also be preserved and featured throughout the new structure, including an extraordinarily rare statue of the Blessed Virgin from the original Our Lady of Good Voyage. In a nod to its location and original seafaring parishioners, this statue of the Blessed Virgin holding a model of a Gloucester fishing schooner will be enshrined prominently in a devotional chapel near the entry.
Plans for Our Lady of Good Voyage call for a basilica layout to honor the designs that originated in the earliest churches raised after the Roman persecutions. The sanctuary of the church will be oriented eastward, following the traditional arrangement where sunrise connotes Christ's second coming. This symbolic meaning will be enhanced with an expansive window over the altarpiece.
The church's entry is currently designed to be flanked by stained glass images of the Virgin Mary, patroness of the chapel, and St. Peter, called to be a fisher of men. Diamond patterned glass reminiscent of fishing nets, in addition to the coats of arms of Pope Francis and Cardinal O'Malley, are designed to accent these windows. The narthex, a welcoming reception area, links the main doors to the nave entrance beyond it. It serves as a place of preparation and transition between the world and the timeless, sacred space of the church interior where a shrine to Our Lady of Good Voyage and the priest's vestry can also be found.
The central space of the nave—from navis, Latin for ship—has a wood ceiling much like the overturned hull of a boat and the barque of Saint Peter. It is inspired by numerous New England churches whose ceilings were constructed in ages past by ship carpenters. Native American wood will be featured in the wall paneling and furnishings and ship models will be integrated into the design of the interior. The stained glass and woodwork will also include marine-themed ornaments and inscriptions. The nave is divided into three aisles with a confessional in the back, and stained-glass windows repurposed from Holy Trinity and Our Lady of the Assumption in Chelsea featuring twelve saints will be positioned along the length of the nave.
A freestanding altar, also from Holy Trinity's lower church, has a handcrafted ambo with a baptismal font designed especially for Our Lady of Good Voyage. A skylight overhead will cast sunlight onto the altar. Behind it, and serving as the location for the tabernacle, will be a marble altarpiece that once stood in St. Adalbert's Parish in Hyde Park, Massachusetts; an oversized east window over the altar will be repurposed from St. Catherine of Siena in Charlestown. Two statuary niches from Holy Trinity will also embellish the rear wall of the sanctuary. On either side of the sanctuary are handicapped ramps, separated by wood-carved screens. The meeting room space will include a backlit stained glass window from the former chapel, as well as grisaille glass featuring nautical scenes reworked from panels taken from Holy Trinity. Our Lady of Good Voyage will have a choir loft and organ chambers with a balustrade repurposed from the loft at Holy Trinity. A rose window composed of an octofoil panel from St. Augustine's in South Boston will illuminate the space with seating for 46 choristers.
To connect with our Lady of Good Voyage on Facebook and Twitter please visit Chapel of Our Lady of Good Voyage; @ourladygdvoyage
Photos by George Martell - BCDS - Archdiocese of Boston 2014
April 13, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings.Development Committee Meeting. Photo: World Bank
Photo ID: 041319-Dev-Com-065-F
Bribie Island development
July 1964
ID: 436411 photographic album
Negative number: C2-5032
"Bribie Island is the smallest and most northerly of three major sand islands forming the coastline sheltering the northern part of Moreton Bay, Queensland, Australia. The others are Moreton Island and North Stradbroke Island. Bribie Island is 34 kilometres (21 miles) long, and 8 kilometres (5.0 miles) at its widest. Archibald Meston believed that the name of the island came from a corruption of a mainland word for it, Boorabee. meaning 'koala bear'.
Bribie Island hugs the coastline and tapers to a long spit at its most northern point near Caloundra, and is separated from the mainland by Pumicestone Passage. The ocean side of the island is somewhat sheltered from prevailing winds by Moreton Island and associated sand banks and has only a small surf break. The lee side is calm, with white sandy beaches in the south.
Most of the island is uninhabited national park (55.8 square kilometres or 21.5 square miles) and forestry plantations. The southern end of the island has been intensively urbanised as part of the Moreton Bay Region, the main suburbs being Bongaree, Woorim, Bellara and Banksia Beach. A bridge from Sandstone Point on the mainland was completed in 1963.
Buckley's Hole, at the southern tip of the island, is an important bird habitat and refuge...
There are many types of wildlife present on the island. Kangaroos, wallabies, emus, various snake species, green tree frogs and dingos can often be seen venturing from the national park into the surrounding suburbs.
Pumicestone Passage, located between the island and the mainland, is a protected marine park that provides habitat for dugongs, turtles and dolphins. There are also extensive mangrove forests in this area. Eucalypt forests, banksias and heathlands are the predominant vegetation elsewhere.
Bribie Island is home to around 350 species of bird. This includes a range of honeyeater species, lorikeets, waterbirds and birds of prey. Flying foxes (also called fruit bats) visit the area, along with several species of small insect-eating bats. Flying foxes are important pollinators and seed dispersers while the insect-eating bats help control mosquito and other insect populations.
Buckley's Hole, at the southern tip of the island, was declared an environmental park in 1992.
The island seems particularly prone to instances of bee swarming.”
Information from Bribie Island
+++ 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 Tornado ADV had its origins in an RAF Air Staff Requirement 395 (or ASR.395), which called for a long-range interceptor to replace the Lightning F6 and Phantom FGR2. The requirement for a modern interceptor was driven by the threat posed by the large Soviet long-range bomber fleet, in particular the supersonic Tupolev Tu-22M. From the beginning of the Tornado IDS's development in 1968, the possibility of a variant dedicated to air defence had been quietly considered; several American aircraft had been evaluated, but found to be unsuitable. However, the concept proved unattractive to the other European partners on the Tornado project, thus the UK elected to proceed in its development alone. On 4 March 1976, the development of the Tornado ADV was formally approved.
In 1976, British Aerospace was contracted to provide three prototype aircraft. The first prototype was rolled out at Warton on 9 August 1979, before making its maiden flight on 27 October 1979. During the flight testing, the ADV demonstrated noticeably superior supersonic acceleration to the IDS, even while carrying a full weapons loadout.
The Tornado ADV's differences compared to the IDS include a greater sweep angle on the wing gloves, and the deletion of their kruger flaps, deletion of the port cannon, a longer radome for the Foxhunter radar, slightly longer airbrakes and a fuselage stretch of 1.36 m to allow the carriage of four Skyflash semi-active radar homing missiles. The stretch was applied to the Tornado front fuselage being built by the UK, with a plug being added immediately behind the cockpit, which had the unexpected benefit of reducing drag and making space for an additional fuel tank (Tank '0') carrying 200 imperial gallons (909 l; 240 U.S. gal) of fuel. The artificial feel of the flight controls was lighter on the ADV than on the IDS. Various internal avionics, pilot displays, guidance systems and software also differed; including an automatic wing sweep selector not fitted to the strike aircraft.
Production of the Tornado ADV was performed between 1980 and 1993, the last such aircraft being delivered that same year. A total of 165 Tornado ADVs were ordered by Britain, the majority being the Tornado F3. However, the Tornado ADV’s replacement, the aircraft that is known today as the Eurofighter Typhoon, met several delays – primarily of political nature. Even though the first production contract was already signed on 30 January 1998 between Eurofighter GmbH, Eurojet and NETMA for the procurement of a total of 232 for the UK, the development and eventually the delivery of the new aircraft was a protracted affair. It actually took until 9 August 2007, when the UK's Ministry of Defence reported that No. 11 Squadron RAF, which stood up as a Typhoon squadron on 29 March 2007, had received its first two multi-role Typhoons. Until then, the Tornado F.3 had become more and more obsolete, since the type was only suited to a limited kind of missions, and it became obvious that the Tornado ADV would have to be kept in service for several years in order to keep Great Britain’s aerial defence up.
In order to bridge the Typhoon service gap, two update programs had already been launched by the MoD in 2004, which led to the Tornado F.5 and F.6 versions. These were both modified F.3 airframes, catering to different, more specialized roles. The F.5 had a further extended fuselage and modified wings, so that it could operate more effectively in the long range fighter patrol role over the North Sea and the Northern Atlantic. On the other side, the F.6 was tailored to the mainland interceptor role at low and medium altitudes and featured new engines for a better performance in QRA duties. Both fighter variants shared improved avionics and weapons that had already been developed for the Eurofighter Typhoon, or were still under development.
The Tornado F.6’s new engines were a pair of Eurojet EJ200 afterburning turbofans, which offered 30% more dry and 20% more afterburner thrust than the F.3’s original Turbo-Union RB199-34R turbofans. These more modern and fuel-efficient engines allowed prolonged supercruise, and range as well as top speed were improved, too. Furthermore, there was the (theoretical) option to combine the new engine with vectored thrust nozzles, even though this would most probably not take place since the Tornado ADV had never been designed as a true dogfighter, even though it was, for an aircraft of its size, quite an agile aircraft.
However, the integration of the EJ200 into the existing airframe called for major modifications that affected the aircraft’s structure. The tail section had to be modified in order to carry the EJ200’s different afterburner section. Its bigger diameter and longer nozzle precluded the use of the original thrust reverser. This unique feature was retained, though, so that the mechanism had to be modified: the standard deflectors, which used to extend backwards behind the nozzles, now opened inwards into the airflow before the exhaust.
Since the new engines had a considerably higher airflow rate, the air intakes with the respective ducts had to be enlarged and adapted, too. Several layouts were tested, including two dorsal auxiliary air intakes to the original, wedge-shaped orifices, but eventually the whole intake arrangement with horizontal ramps was changed into tall side intakes with vertical splitter plates, reminiscent of the F-4 Phantom. Even though this meant a thorough redesign of the fuselage section under the wing sweep mechanism and a reduction of tank “0”’s volume, the new arrangement improved the aircraft’s aerodynamics further and slightly enlarged the wing area, which resulted in a minor net increase of range.
The F.3’s GEC-Marconi/Ferranti AI.24 Foxhunter radar was retained, but an infrared search and track (IRST) sensor, the Passive Infra-Red Airborne Track Equipment (PIRATE), was mounted in a semispherical housing on the port side of the fuselage in front of the windscreen and linked to the pilot’s helmet-mounted display. By supercooling the sensor, the system was able to detect even small variations in temperature at a long range, and it allowed the detection of both hot exhaust plumes of jet engines and surface heating caused by friction.
PIRATE operated in two IR bands and could be used together with the radar in an air-to-air role, adding visual input to the radar’s readings. Beyond that, PIRATE could also function as an independent infrared search and track system, providing passive target detection and tracking, and the system was also able to provide navigation and landing aid.
In an optional air-to-surface role, PIRATE can also perform target identification and acquisition, up to 200 targets could be simultaneously tracked. Although no definitive ranges had been released, an upper limit of 80 nm has been hinted at; a more typical figure would be 30 to 50 nm.
The Tornado F.3’s Mauser BK-27 revolver cannon was retained and the F.6 was from the start outfitted with the AIM-120 AMRAAM air-to-air missile, with the outlook to switch as soon as possible to the new, ram jet-driven Meteor AAM with higher speed and range. Meteor had been under development since 1994 and was to be carried by the Eurofighter Typhoon as its primary mid-range weapon. With a range of 100+ km (63 mi, 60 km no-escape zone) and a top speed of more than Mach 4, Meteor, with its throttleable ducted rocket engine, offered a considerably improvement above AMRAAM. However, it took until 2016 that Meteor became fully operational and was rolled out to operational RAF fighter units.
A total of 36 Tornado F.3 airframes with relatively low flying hours were brought to F.6 standard in the course of 2006-8 and gradually replaced older F.3s in RAF fighter units until 2009. The Tornado F.3 itself was retired in March 2011 when No. 111 Squadron RAF, located at RAF Leuchars, was disbanded. Both the F.5 and F.6 will at least keep on serving until the Eurofighter Typhoon is in full service, probably until 2020.
General characteristics:
Crew: 2
Length: 18.68 m (61 ft 3½ in)
Wingspan: 13.91 m (45 ft 7½ in) at 25° wing position
8.60 m (28 ft 2½ in) at 67° wing position
Height: 5.95 m (19 ft 6½ in)
Wing area: 27.55 m² (295.5 sq ft)
Empty weight: 14,750 kg (32,490 lb)
Max. takeoff weight: 28,450 kg (62,655 lb)
Powerplant:
2× Eurojet EJ200 afterburning turbofans with 60 kN (13,500 lbf) dry thrust and
90 kN (20,230 lbf) thrust with afterburner each
Performance:
Maximum speed: Mach 2.3 (2,500 km/h, 1,550 mph) at 9,000 m (30,000 ft)
921 mph (800 knots, 1,482 km/h) indicated airspeed limit near sea level
Combat radius: more than 1,990 km (1.100 nmi, 1,236 mi) subsonic,
more than 556 km (300 nmi, 345 mi) supersonic
Ferry range: 4,265 km (2,300 nmi, 2,650 mi) with four external tanks
Endurance: 2 hr combat air patrol at 560-740 km (300-400 nmi, 345-460 mi) from base
Service ceiling: 15,240 m (50,000 ft)
Armament:
1× 27 mm (1.063 in) Mauser BK-27 revolver cannon with 180 RPG under starboard fuselage side
A total of 10 hardpoints (4× semi-recessed under-fuselage, 2× under-fuselage, 4× swivelling
under-wing) holding up to 9000 kg (19,800 lb) of payload; the two inner wing pylons have shoulder
launch rails for 2× Short-Range AAM (SRAAM) each (AIM-9 Sidewinder or AIM-132 ASRAAM)
4× MBDO Meteor or AIM-120 AMRAAM, mounted under the fuselage
The kit and its assembly:
The eight entry for the RAF Centenary Group Build at whatifmodelers.com, and after 100 years of RAF what-if models we have now arrived at the present. This modified Tornado ADV was spawned through the discussions surrounding another modeler’s build of a modified F.3 (and examples of other Tornado conversions, e. g. with fixed wings or twin fins), and I spontaneously wondered what a change of the air intakes would do to the aircraft’s overall impression? Most conversions I have seen so far retain this original detail. An idea was born, and a pair of leftover Academy MiG-23 air intakes, complete with splitter plates, were the suitable conversion basis.
The basic kit is the Italeri Tornado ADV, even though in a later Revell re-boxing. It’s IMHO the kit with the best price-performance ration, and it goes together well. The kit was mostly built OOB, with some cosmetic additions. The biggest changes came through the integration of the completely different air intakes. These were finished at first and, using them as templates, openings were cut into the lower fuselage flanks in front of the landing gear well. Since the MiG-23 intakes have a relatively short upper side, styrene sheet fillers had to be added and blended with the rest of the fuselage via PSR. The gap between the wing root gloves and the intakes had to be bridged, too, with 2C putty. Messier affair than it sounds, but it went well.
In order to make the engine change plausible I modified the Tornado exhaust and added a pair of orifices from an F-18 – they look very similar to those on the Eurofighter Typhoon, and their diameter is perfect for this change. This and the different air intakes stretch the Tonka visually, it looks IMHO even more slender than the F.3.
Another issue was the canopy: the 2nd hand kit came without clear parts, but I was lucky to still have a Tornado F.3 canopy in the spares box – but only the windscreen from a Tornado IDS, which does not fit well onto the ADV variant. A 2mm gap at the front end had to be bridged, and the angles on the side as well as the internal space to the HUD does not match too well. But, somehow, I got it into place, even though it looks a bit shaggy.
The IRST in front of the windscreen is a piece of clear styrene sprue (instead of an opaque piece, painted glossy black), placed on a black background. The depth effect is very good!
More changes pertained to the ordnance: the complete weaponry was exchanged. The OOB Sidewinders were replaced with specimen from a Hasegawa F-4 Phantom (these look just better than the AIM-9 that come with the kit), and I originally planned to mount four AIM-120 from the same source under the fuselage – until I found a Revell Eurofighter kit in my stash that came with four Meteor AAMs, a suitable and more modern as well as British alternative!
All in all, just subtle modifications.
Painting and markings:
Well, the RAF was the creative direction, so I stuck to a classic/conservative livery. However, I did not want a 100% copy of the typical “real world” RAF Tornado F.3, so I sought inspiration in earlier low-visibility schemes. Esp. the Phantom and the Lightning carried in their late days a wide variety of grey-in-grey schemes, and one of the most interesting of them (IMHO) was carried by XS 933: like some other Lightnings, the upper surfaces were painted in Dark Sea Grey (instead of the standard Medium Sea Grey), a considerably murkier tone, but XS933 had a mid-height waterline. I found that scheme to be quite plausible for an aircraft that would mostly operate above open water and in heavier weather, so I adapted it to the Tonka. The fact that XS 933 was operated by RAF 5 Squadron, the same unit as my build depicts with its markings, is just a weird coincidence!
An alternative would have been the same colors, but with a low waterline (e.g. like Lightning XR728) – but I rejected this, because the result would have looked IMHO much too similar to the late Tornado GR.4 fighter bombers, or like a Royal Navy aircraft.
Since the upper color would be wrapped around the wings’ leading edges, I used the lower wing leading edge level as reference for the high waterline on the forward fuselage, Behind the wings’ trailing edge I lowered the waterline down to the stabilizers’ level.
All upper surfaces, including the tall fin, were painted with Tamiya XF-54, a relatively light interpretation of RAF Dark Sea Grey (because I did not want a harsh contrast with the lower colors), while the fuselage undersides and flanks were painted in Medium Sea Grey (Humbrol 165). The same tone was also used for the underwing pylons and the “Hindenburger” drop tanks. The undersides of the wings and the stabilizers were painted in Camouflage Grey (formerly known as Barley Grey, Humbrol 167).
Disaster struck when I applied the Tamiya paint, though. I am not certain why (age of the paint, I guess), but the finish developed a kind of “pigment pelt” which turned out to be VERY sensitive to touch. Even the slightest handling would leave dark, shiny spots!
My initial attempt was to hide most of this problem under post-shading (with Humbrol 126, FS 36270), but that turned the Tonka visually into a Tiger Meet participant – the whole thing looked as if it wore low-viz stripes! Aaargh!
In a desperate move (since more and more paint piled up on the upper surfaces, and I did not want to strip the kit off of all paint right now) I applied another thin coat of highly diluted XF-54 on top of the tiger stripe mess, and that toned everything done enough to call it a day. While the finish is not perfect and still quite shaggy (even streaky here and there…), it looks O.K., just like a worn and bleached Dark Sea Grey.
A little more rescue came with the decals. The markings are naturally low-viz variants and the RAF 5 Sq. markings come from an Xtradecal BAC Lightning sheet (so they differ from the markings applied to the real world Tornado F.3s of this unit). The zillion of stencils come from the OOB sheet, but the walking area warnings came from a Model Decal Tornado F.3 sheet (OOB, Revell only provides you a bunch of generic, thin white lines, printed on a single carrier film, and tells you “Good luck”! WTF?). Took a whole afternoon to apply them, but I used as many of them as possible in order to hide the paint finish problems… Some things, like the tactical letter code or the red bar under the fuselage roundel, had to be improvised.
With many troubles involved (the paint job, but furthermore the wing pylons as well as one stabilizer broke off during the building and painting process…), I must say that the modified Tonka turned out better than expected while I was still working on it. In the end, I am happy with it – it’s very subtle, I wonder how many people actually notice the change of air intakes and jet exhausts, and the Meteor AAMs are, while not overtly visible, a nice update, too.
The paint scheme looks basically also good (if you overlook the not-so-good finish due to the problems with the Tamiya paint), and the darker tones suit the Tonka well, as well as the fake RAF 5 Squadron markings.
October 12, 2012 - Tokyo, Japan: Ministerial Dialogue on Sustainable Development. World Bank GRoup President Jim Yong Kim and IMF Deputy Managing Director Min Zhu will lead a discussion with over 20 Finance Ministers and Vice-Ministers of Finance and International Development focused on green fiscal poliies and the reforms needed to achive inclusive green growth. Photo: Simone D. McCourtie / World Bank
Photo ID: 101212-AM2012-MinSustainDevlpmnt023F
April 16, 2016 - WASHINGTON DC., 2016 World Bank / IMF Spring Meetings. Development Committee. United Nations Secretary-General Ban Ki-moon; World Bank Vice President and Corporate Secretary Yvonne Tsikata; Minster of Finance of Indonesia and Chairman of the Development Committee Bambang Brodjonegoro; World Bank Group President Jim Yong Kim; Managing Director of the International Monetary Fund Christine Lagarde. Photo: Grant Ellis / Word Bank
Photo ID: 041616-DEV COM-361_F
Scarlett Fondeur Gil, Economic Affairs Officer, ICT Analysis Section, UNCTAD, on behalf of the Partnership Steering Committee, speaking at the WTIS 2014, International Coordination of ICT Measurement, 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.
©ITU/ R.Farrell
October 12, 2013 - Washington Dc., 2013 World Bank / IMF Annual Meetings. Development Committee Meeting. Photo: Simone D. McCourtie / World Bank
Commonwealth education ministers working group on post-2015 development agenda for education.
Commonwealth Secretariat, Marlborough House, London, UK
13 December 2012
Copyright: Commonwealth Secretariat
Original Caption: Aerial of a new housing development. Some 84 percent of the residents in the state live within 30 miles of the coast which has resulted in mounting land use pressure, particularly along the shoreline. The state passed a Coastal Zone Conservation Act in November, 1972, to regulate development within 1,000 yards of the shoreline. The commissions which regulate the land use must submit a final report to the legislature by January, 1976, recommending a plan which will affect future development, June 1975
U.S. National Archives’ Local Identifier: 412-DA-15009
Photographer: O'Rear, Charles, 1941-
Subjects:
San Diego (San Diego County, California)
Environmental Protection Agency
Project DOCUMERICA
Persistent URL: research.archives.gov/description/557461
Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.
For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
Sihanoukville (Khmer: ក្រុងព្រះសីហនុ, Krong Preah Sihanouk), also known as 'Kompong Som' (Khmer: កំពង់សោម), is a coastal city in Cambodia and the capital city of Sihanoukville Province, located at the tip of an elevated peninsula in the country's south-west at the Gulf of Thailand. The city is flanked by an almost uninterrupted string of beaches along its entire coastline and coastal marshlands bordering the Ream National Park in the East. A number of thinly inhabited islands - under Sihanoukville's administration - are in the city's proximity, where in recent years moderate development has helped to attract a sizable portion of Asia's individual travelers, young students and back-packers.
The city, which was named in honour of former king Norodom Sihanouk, had a population of around 89.800 people and approximately 66.700 in its urban center in 2008. Sihanoukville city encompasses the greater part of four of the five communes (Sangkats) of Sihanoukville provinces' Mittakpheap District. A relatively young city, it has evolved parallel to the construction of the Sihanoukville Autonomous Port, which commenced in June 1955, as the country's gateway to direct and unrestricted international sea trade. The only deep water port in Cambodia includes a mineral oil terminal and a transport logistics facility. As a consequence, the city grew to become a leading national center of trade, commerce, transport and process manufacturing.
Sihanoukville's many beaches and nearby islands make it Cambodia's premier seaside resort with steadily rising numbers of national visitors and international tourists since the late 20th century. As a result of its economic diversity, the region's natural beauty and the considerable recreational potential, a constantly increasing number of seasonal and permanent foreign residents make Sihanoukville one of the culturally most varied and dynamic population centers in Cambodia. As of 2014 the tourism sector remains insignificant in comparison with neighboring Thailand. Sihanoukville's future will largely be defined by the authorities' capability of a successfully balanced management in order to protect and conserve natural resources on the one hand and the necessities of island - and urban development, increasing visitor numbers, expanding infrastructure, the industrial sector and population growth on the other.
Despite being the country’s premier sea side destination, after decades of war and upheaval the town and its infrastructure remain very much disjointed and architecturally unimpressive. Infrastructure problems persist, in particular related to water and power supply, while international standard health facilities remain limited.
ETYMOLOGY
The official name of the city in Khmer is: Krong (city) Preah (holy) Sihanouk (name of the former king), which adds up to: "City of the holy Sihanouk" or "Honorable Sihanouk City". King Norodom Sihanouk (reigned 1941-1955, 1993-2004) was and still is revered as father of the (modern) nation. The name "Sihanouk" is derived from Sanskrit through two Pali words: Siha (lion), and Hanu (jaws).
The alternative name, Kompong Saom (also romanized as Kompong Som and Kampong Som), (Khmer: កំពង់សោម) means "Port of the Moon" or "Shiva's Port". Saom is derived from the Sanskrit word "saumya", the original (Rig Vedic) meaning of which was "Soma, the juice or sacrifice of the moon-god", but evolved into Pali "moon", "moonlike" "name of Shiva". The word Kampong or Kompong is of Malayan origin and means village or hamlet. Its meaning underwent extension towards pier or river landing bridge.
HISTORY
CLASSICAL PERIOD (BEFORE 1700)
Prior to the ports' and city's foundation works of 1955, the port of Kompong Som must have been only of regional significance - due to the absence of navigable waterways that connect the port with the kingdom's settlement centers. During the many centuries of pre-Angkorian and Angkorian history – from Funan to Chenla and during the Khmer Empire, regional trade was centered at O Keo (Vietnamese: Óc Eo) in the Mekong Delta, now the province of Rạch Giá in Vietnam. The township of Prei Nokor (Saigon) was a commercial center of the Khmer Empire. The Chronicle of Samtec Cauva Vamn Juon - one of the 18th and 19th century Cambodian Royal Chronicles - briefly mentions the region as the country was split into 3 parts during a 9-year civil war from 1476 to 1485: "In 1479, Dhammaraja took on the throne at Catumukh (Phnom Penh) and controlled the provinces of Samraong Tong, Thbong, Kompong Saom, Kampot up to the Bassak, Preah Trapeang, Kramuon Sah, Koh Slaket and Peam"[mouth of the Mekong].
EARLY MODERN PERIOD (AROUND 1700-1863)
From the end of the seventeenth century, Cambodia lost control of the Mekong River route as Vietnamese power expanded into the lower Mekong. During the Nguyen-Siamese War (1717–18) a Siamese fleet burned the port of Kompong Som in 1717 but was defeated by the Vietnamese at Banteay Meas/Ha Tien.[20] A Cambodian king of the late eighteenth century, Outey-Reachea III allied with a Chinese pirate, Mac-Thien-Tu, who had established an autonomous polity based in Ha Tien and controlled the maritime network on the eastern part of the Gulf of Thailand. Ha Tien was located at a point where a river linking to the Bassac River flows into the Gulf of Thailand. Landlocked Cambodia tried to keep its access to maritime trade through Ha Tien. In 1757 Ha Tien acquired the ports of Kampot and Kompong Som as a reward for Mac's military support to the King of Cambodia. Until its destruction in 1771 the port developed into an independent duty-free entrepot - linked with several Chinese trading networks.
Alexander Hamilton, who traveled on the Gulf of Thailand in 1720, wrote that "Kompong Som and Banteay Meas (later Ha Tien) belonged to Cambodia, as Cochin-China was divided from Cambodia by a river (Bassac river) of three leagues broad." and "King Ang Duong constructed a road from his capital of Oudong to Kampot". Kampot remained the only international seaport of Cambodia. "The traveling time between Udong and Kampot was eight days by oxcart and four days by elephants." French Résident Adhemard Leclère wrote: "...Until 1840s, the Vietnamese governed Kampot and Péam [Mekong Delta], but Kompong Som belonged to Cambodia. The Vietnamese constructed a road from Ha Tien to Svai village - on the border with Kompong-Som - via Kampot."
The British Empire followed a distinct policy by the 1850s, seeking to consolidate its influence. Eye witness reports give rare insights, as Foreign Secretary Lord Palmerston's agent John Crawfurd reports: "Cambodia was...the Keystone of our policy in these countries, - the King of that ancient Kingdom is ready to throw himself under the protection of any European nation...The Vietnamese were interfering with the trade at Kampot, and this would be the basis of an approach..." Palmerston concluded: "The trade at Kampot - one of the few remaining ports, could never be considerable, in consequence of the main entrance to the country, the Mekong, with all its feeders flowing into the Sea through the territory of Cochin China The country, too, had been devastated by recent Siam - Vietnam wars. Thus, without the aid of Great Britain, Kampot or any other port in Cambodia, can never become a commercial Emporium." Crawfurd later wrote: "The Cambodians... sought to use intervals of peace in the Siam - Vietnam wars to develop intercourse with outside nations. The trade at Kampot which they sought to foster was imperiled by pirates. Here is a point where the wedge might be inserted, that would open the interior of the Indo-Chinese Peninsula to British Commerce, as the great River of the Cambodians traverses its entire length and even affords communication into the heart of Siam".
FRENCH RULE (1863-1954)
Under French rule Vietnam, Laos and Cambodia became a single administrative and economic unit. The coastal region Circonscription Résidentielle with Kampot as its capital contained the Arrondissements of Kampot, Kompong Som, Trang and Kong-Pisey. The establishment of another international trading center near the existing city of Saigon was not considered necessary. Focus remained the Mekong and the idea to establish an alternative route to Chinese and Thai internal markets along an uninterrupted navigable waterway from the Red River to the Mekong Delta.
INSURRECTION
An insurrection that took place from 1885 to 1887 further discouraged French ambition. It started in Kampot and quickly spread to Veal Rinh, Kampong Seila, and Kompong Som, where the insurgents were led by a Chinese pirate named Quan-Khiem. He managed to control the northern part of Preah Sihanouk for some time until he - an old man - was arrested by Preah Sihanouk's governor.
The most notable infrastructural improvements of this period were the construction of Route Coloniale No.17, later renamed National Road No.3 and the national railway system, although work on the "Southern Line" - from Phnom Penh to Sihanoukville - only began in 1960.
AFTER INDIPENDENCE (SINCE 1954)
The city's and province's alternative name Kampong som (Kampong Som) was adopted from the local indigenous community. After the dissolution of French Indochina in 1954, it became apparent that the steadily tightening control of the Mekong Delta by Vietnam required a solution to gain unrestricted access to the seas. Plans were made to construct an entirely new deep-water port. Kompong Saom (Kampong Som) was selected for water depth and ease of access. In August 1955, a French/Cambodian construction team cut a base camp into the unoccupied jungle in the area that is now known as Hawaii Beach. Funds for construction of the port came from France and the road was financed by the USA.
During the Vietnam War the port became an intensive military facility on both sides, in the service of National Front for the Liberation of South Vietnam and after 1970, under the government of Lon Nol, in the service of the United States.
The port was the last place to be evacuated by the US Army, only days before Khmer Rouge guerrillas took control of the government in April 1975. The events surrounding the taking of the US container ship SS Mayaguez and its crew on 12 May by the Khmer Rouge and the subsequent rescue operation by US Marines played out on the waters of Koh Tang off the coast of Sihanoukville. During the two days of action, the US commenced air strikes on targets on the mainland of Sihanoukville including the port, the Ream Naval Base, an airfield, the railroad yard and the petroleum refinery in addition to strikes and naval gun fire on several islands.
After the fall of the Khmer Rouge regime in 1979 and the subsequent opening of the economy, the port of Sihanoukville resumed its importance in the development and recovery of the country. With the further opening of new markets in 1999, the city regained its role in the economic growth of Cambodia.
In 1993, the Ream National Park was established per royal decree of former King Sihanouk.
The Sihanoukville Municipality was elevated to a regular province on 22 December 2008 after King Norodom Sihamoni signed a Royal Decree converting the municipalities of Kep, Pailin and Sihanoukville into provinces.
In 2006 the Koh Puos (Cambodia) Investment Group submitted an application, planning to invest $276 million in converting the 116-hectare Koh Puos - Snake island into a luxury residential - and resort complex. After the completion of certain elements of the infrastructure, the investor announced alterations of the original blueprints, as "Reapplying for permission will happen in 2014..." according to the Council of the Development of Cambodia.
On 26 May 2011 Preah Sihanouk area joined the Paris-based club Les Plus Belles Baies Du Monde (The most Beautiful Bays in the World). The organisation officially accepts the Bay of Cambodia as one of its members at the 7th General Assembly.
BEACHES
Sihanoukville's beaches are one of the city's most valuable ecological and economic resource with varying degrees of commercial exploitation. The beaches listed in this section do not include any of the island's beaches.
- Ochheuteal Beach, ឆ្នេរអូរឈើទាល: is a 3.3 km long strip of white sand beach and although the name translates to "Creek/Estuary of the Tiel tree" it is lined with Casuarina and Tamarisk trees. Grass umbrellas, rental chairs in front of around 30 standardized beach huts serve meals, drinks and entertainment. Well established middle class hotels and high-profile residences flank the beach along its Northern part. The sustainability of Ochheuteal beach was a primary consideration of various stakeholders, which brought about the development of a tourism development and management plan in 2005. The Southern half remains - apart from some hotels at its far end - essentially undeveloped.
- Serendipity Beach: Technically the western end (roughly one fifth or 600 m) of Ochheuteal beach, is very popular with Western tourists and has a few small guesthouses right on the beach. It has been named by an American fellow, who came here in the Nineties. Struck by its (then) unspoiled beauty and pristine condition, he came up with the term, which quickly entered common vocabulary.
- Otres Beach, ្នេរអូរត្រេស: is around 4.6 km long and beyond the small "Queen hill" headland at the southern end of Ochheuteal Beach. Its long white sand strip, also completely lined with Casuarina and Tamarisk trees, is far less developed and commercialized than Ochheuteal Beach and has developed into a preferred lodging place for Western visitors. From 2004 to 2011 this beach was occupied by numerous bungalows and dormitories, run by Western people. Due to the element of illegality of on-beach accommodation, among other reasons, police cleaned up the area in May 2011, removing the greater part of the beach-side bungalows. Permanent structures beyond the beach road supplement the remaining places since 2012. It is a very popular, well established holiday retreat – where prices have risen considerably over the course of the last years.
- Sokha Beach: Sokha Beach is around 1.2 km long and located west of Serendipity Beach. The beach is privately owned by - and its southern half occupied by the Sokha Beach Hotel, the first five-star luxury beach hotel in Cambodia. While the beach is well kept and many facilities are provided, visitors have to pay for their use and beach vendors are not allowed.
- Independence Beach: Independence Beach is around 1.3 km long and located north-west of Sokha Beach. The beach is named after the Independence Hotel, another example of New Khmer Architecture, towering on top of a rock at the beaches northern end.
- Victory Beach: Victory beach is around 300 m long and situated at the furthest north of the peninsula of Sihanoukville. It was heavily used by backpackers and is still popular with budget travelers. The deep water port is located at the northern end of the beach. A consortium of Russian business people undertook large scale development here. The beach is regularly maintained.
- Lamherkay/Hawaii Beach: is the southern succession of Victory Beach, situated north of Independence Beach. It is a strip of similar length as Victory Beach - around 300 m. Here is the very place where the French/Cambodian construction team's groundwork began for the construction of the Sihanoukville Autonomous Port in 1955.
- Treasure Island Beach south of Lamherkay/Hawaii Beach is less than 50 m long and its entire length is fringed with concrete steps and wooden pavilions of a big Cambodian seafood restaurant.
- Hun Sen (Prek Treng) Beach, ឆ្នេរព្រែកត្រែង: is the northernmost beach of the city with a length of around 1.5 km, situated behind the local port and essentially empty without beach huts and bars, it sees only weekend - and holiday visitors. The water is very shallow, but the area is lacking favorable infrastructure and is not regularly cleaned.
WIKIPEDIA
A mass development undertaken by Singapore government. The SG government invest a lot of money in its own country's development unlike few other countries
Original Caption: New housing development arises near one of the few remaining farm fields in fast growing Orange County. Some 84 percent of the state's residents live within 30 miles of the coast resulting in increased land use pressure. Since November, 1972 regulatory commissions have been charged with determining development within 1,000 yards of the coast. The commissions must submit a report to the legislature by January, 1976, recommending a plan for future coastal development, May 1975
U.S. National Archives’ Local Identifier: 412-DA-15027
Photographer: O'Rear, Charles, 1941-
Subjects:
Los Angeles (California)
Environmental Protection Agency
Project DOCUMERICA
Persistent URL: research.archives.gov/description/557479
Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.
For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
I had an opportunity to explore the construction site for the future city centre and captured a few interesting perspectives.
(further information and pictures you can get by clicking on the link at the end of page!)
Mariahilferstraße
Mariahilferstraße, 6th, 7th, 14th and 15th, since 1897 (in the 6th and 7th district originally Kremser Sraße, then Bavarian highway, Laimgrubner main road, Mariahilfer main street, Fünfhauserstraße, Schönbrunnerstraße and Penzinger Poststraße, then Schönbrunner Straße), in memory of the old suburb name; Mariahilf was an independent municipality from 1660 to 1850, since then with Gumpendorf, Magdalenengrund, Windmühle and Laimgrube 6th District.
From
aeiou - the cultural information system of the bm: bwk
14,000 key words and 2000 pictures from history, geography, politics and business in Austria
Mariahilferstraße, 1908 - Wien Museum
Mariahilferstraße, 1908
Picture taken from "August Stauda - A documentarian of old Vienna"
published by Christian Brandstätter - to Book Description
History
Pottery and wine
The first ones who demonstrably populated the area of today's Mariahilferstraße (after the mammoth) were the Illyrians. They took advantage of the rich clay deposits for making simple vessels. The Celts planted on the sunny hills the first grape vines and understood the wine-making process very well. When the Romans occupied at the beginning of our Era Vienna for several centuries, they left behind many traces. The wine culture of the Celts they refined. On the hill of today's Mariahilferstraße run a Roman ridge trail, whose origins lay in the camp of Vindobona. After the rule of the Romans, the migration of peoples temporarily led many cultures here until after the expulsion of the Avars Bavarian colonists came from the West.
The peasant Middle Ages - From the vineyard to the village
Thanks to the loamy soil formed the winery, which has been pushed back only until the development of the suburbs, until the mid-17th Century the livelihood of the rural population. "Im Schöff" but also "Schöpf - scoop" and "Schiff - ship" (from "draw of") the area at the time was called. The erroneous use of a ship in the seal of the district is reminiscent of the old name, which was then replaced by the picture of grace "Mariahilf". The Weinberg (vineyard) law imposed at that time that the ground rent in the form of mash on the spot had to be paid. This was referred to as a "draw".
1495 the Mariahilfer wine was added to the wine disciplinary regulations for Herrenweine (racy, hearty, fruity, pithy wine with pleasant acidity) because of its special quality and achieved high prices.
1529 The first Turkish siege
Mariahilferstraße, already than an important route to the West, was repeatedly the scene of historical encounters. When the Turks besieged Vienna for the first time, was at the lower end of today Mariahilferstrasse, just outside the city walls of Vienna, a small settlement of houses and cottages, gardens and fields. Even the St. Theobald Monastery was there. This so-called "gap" was burned at the approach of the Turks, for them not to offer hiding places at the siege. Despite a prohibition, the area was rebuilt after departure of the Turks.
1558, a provision was adopted so that the glacis, a broad, unobstructed strip between the city wall and the outer settlements, should be left free. The Glacis existed until the demolition of the city walls in 1858. Here the ring road was later built.
1663 The new Post Road
With the new purpose of the Mariahilferstrasse as post road the first three roadside inn houses were built. At the same time the travel increased, since the carriages were finally more comfortable and the roads safer. Two well-known expressions date from this period. The "tip" and "kickbacks". In the old travel handbooks of that time we encounter them as guards beside the route, the travel and baggage tariff. The tip should the driver at the rest stop pay for the drink, while the bribe was calculated in proportion to the axle grease. Who was in a hurry, just paid a higher lubricant (Schmiergeld) or tip to motivate the coachman.
1683 The second Turkish siege
The second Turkish siege brought Mariahilferstraße the same fate. Meanwhile, a considerable settlement was formed, a real suburb, which, however, still had a lot of fields and brick pits. Again, the suburb along the Mariahilferstraße was razed to the ground, the population sought refuge behind the walls or in the Vienna Woods. The reconstruction progressed slowly since there was a lack of funds and manpower. Only at the beginning of the 18th Century took place a targeted reconstruction.
1686 Palais Esterhazy
On several "Brandstetten", by the second Turkish siege destroyed houses, the Hungarian aristocratic family Esterhazy had built herself a simple palace, which also had a passage on the Mariahilferstrasse. 1764 bought the innkeeper Paul Winkelmayr from Spittelberg the building, demolished it and built two new buildings that have been named in accordance with the Esterhazy "to the Hungarian crown."
17th Century to 19th Century. Fom the village to suburb
With the development of the settlements on the Mariahilferstraße from village to suburbs, changed not only the appearance but also the population. More and more agricultural land fell victim to the development, craftsmen and tradesmen settled there. There was an incredible variety of professions and trades, most of which were organized into guilds or crafts. Those cared for vocational training, quality and price of the goods, and in cases of unemployment, sickness and death.
The farms were replaced by churches and palaces, houses and shops. Mariahilf changed into a major industrial district, Mariahilferstrasse was an important trading center. Countless street traders sold the goods, which they carried either with them, or put in a street stall on display. The dealers made themselves noticeable by a significant Kaufruf (purchase call). So there was the ink man who went about with his bottles, the Wasserbauer (hydraulic engineering) who sold Danube water on his horse-drawn vehicle as industrial water, or the lavender woman. This lovely Viennese figures disappeared with the emergence of fixed premises and the improvement of urban transport.
Private carriages, horse-drawn carriages and buggies populated the streets, who used this route also for trips. At Mariahilferplatz Linientor (gate) was the main stand of the cheapest and most popular means of transport, the Zeiselwagen, which the Wiener used for their excursions into nature, which gradually became fashionable. In the 19th Century then yet arrived the Stellwagen (carriage) and bus traffic which had to accomplish the connection between Vienna and the suburbs. As a Viennese joke has it, suggests the Stellwagen that it has been so called because it did not come from the spot.
1719 - 1723 Royal and Imperial Court Stables
Emperor Charles VI. gave the order for the construction of the stables to Johann Bernhard Fischer von Erlach. 1772 the building was extended by two houses on the Mariahilferstrasse. The size of the stables still shows, as it serves as the Museum Quarter - its former importance. The Mariahilferstraße since the building of Schönbrunn Palace by the Imperial court very strongly was frequented. Today in the historic buildings the Museum Quarter is housed.
The church and monastery of Maria Hülff
Coloured engraving by J. Ziegler, 1783
1730 Mariahilferkirche
1711 began the renovation works at the Mariahilferkirche, giving the church building today's appearance and importance as a baroque monument. The plans stem from Franziskus Jänkl, the foreman of Lukas von Hildebrandt. Originally stood on the site of the Mariahilferkirche in the medieval vineyard "In Schoeff" a cemetery with wooden chapel built by the Barnabites. Already in those days, the miraculous image Mariahilf was located therein. During the Ottoman siege the chapel was destroyed, the miraculous image could be saved behind the protective walls. After the provisional reconstruction the miraculous image in a triumphal procession was returned, accompanied by 30,000 Viennese.
1790 - 1836 Ferdinand Raimund
Although in the district Mariahilf many artists and historical figures of Vienna lived , it is noticeable that as a residence they rather shunned the Mariahilferstraße, because as early as in the 18th Century there was a very lively and loud bustle on the street. The most famous person who was born on the Mariahilferstrasse is the folk actor and dramatist Ferdinand Raimund. He came in the house No. 45, "To the Golden deer (Zum Goldenen Hirschen)", which still exists today, as son of a turner into the world. As confectioners apprentice, he also had to visit the theaters, where he was a so-called "Numero", who sold his wares to the visitors. This encounter with the theater was fateful. He took flight from his training masters and joined a traveling troupe as an actor. After his return to Vienna, he soon became the most popular comedian. In his plays all those figures appeared then bustling the streets of Vienna. His most famous role was that of the "ash man" in "Farmer as Millionaire", a genuine Viennese guy who brings the wood ash in Butte from the houses, and from the proceeds leading a modest existence.
1805 - 1809 French occupation
The two-time occupation of Vienna by the French hit the suburbs hard. But the buildings were not destroyed fortunately.
19th century Industrialization
Here, where a higher concentration of artisans had developed as in other districts, you could feel the competition of the factories particularly hard. A craftsman after another became factory worker, women and child labor was part of the day-to-day business. With the sharp rise of the population grew apartment misery and flourished bed lodgers and roomers business.
1826
The Mariahilferstraße is paved up to the present belt (Gürtel).
1848 years of the revolution
The Mariahilferstraße this year was in turmoil. At the outbreak of the revolution, the hatred of the people was directed against the Verzehrungssteuerämter (some kind of tax authority) at the lines that have been blamed for the rise of food prices, and against the machines in the factories that had made the small craftsmen out of work or dependent workers. In October, students, workers and citizens tore up paving stones and barricaded themselves in the Mariahilfer Linientor (the so-called Linienwall was the tax frontier) in the area of today's belt.
1858 The Ring Road
The city walls fell and on the glacis arose the ring-road, the now 6th District more closely linking to the city center.
1862 Official naming
The Mariahilferstraße received its to the present day valid name, after it previously was bearing the following unofficial names: "Bavarian country road", "Mariahilfer Grund Straße", "Penzinger Street", "Laimgrube main street" and "Schönbrunner Linienstraße".
The turn of the century: development to commercial street
After the revolution of 1848, the industry displaced the dominant small business rapidly. At the same time the Mariahilferstraße developed into the first major shopping street of Vienna. The rising supply had to be passed on to the customer, and so more and more new shops sprang up. Around the turn of the century broke out a real building boom. The low suburban houses with Baroque and Biedermeier facade gave way to multi-storey houses with flashy and ostentatious facades in that historic style mixture, which was so characteristic of the late Ringstrasse period. From the former historic buildings almost nothing remained. The business portals were bigger and more pompous, the first department stores in the modern style were Gerngross and Herzmansky. Especially the clothing industry took root here.
1863 Herzmansky opened
On 3 March opened August Herzmansky a small general store in the Church Lane (Kirchengasse) 4. 1897 the great establishment in the pin alley (Stiftgasse) was opened, the largest textile company of the monarchy. August Herzmansky died a year before the opening, two nephews take over the business. In 1928, Mariahilferstraße 28 is additionally acquired. 1938, the then owner Max Delfiner had to flee, the company Rhonberg and Hämmerle took over the house. The building in Mariahilferstrasse 30 additionally was purchased. In the last days of the war in 1945 it fell victim to the flames, however. 1948, the company was returned to Max Delfiner, whose son sold in 1957 to the German Hertie group, a new building in Mariahilferstrasse 26 - 30 constructing. Other ownership changes followed.
1869 The Pferdetramway
The Pferdetramway made it first trip through the Mariahilferstraße to Neubaugasse.
Opened in 1879 Gerngroß
Mariahilferstraße about 1905
Alfred Gerngross, a merchant from Bavaria and co-worker August
Herzmanskys, founded on Mariahilferstrasse 48/corner Church alley (Kirchengasse) an own fabric store. He became the fiercest competitor of his former boss.
1901 The k.k. Imperial Furniture Collection
The k.k. Hofmobilien and material depot is established in Mariahilferstrasse 88. The collection quickly grew because each new ruler got new furniture. Today, it serves as a museum. Among other things, there is the office of Emperor Franz Joseph, the equipment of Emperor Maximilian of Mexico from Miramare Castle, the splendid table of Charles VI. and the furniture from the Oriental Cabinet of Crown Prince Rudolf.
1911 The House Stafa
On 18 August 1911, on the birthday of Emperor Franz Joseph, corner Mariahilferstraße/imperial road (Kaiserstraße) the "central palace" was opened. The construction by its architecture created a sensation. Nine large double figure-relief panels of Anton Hanak decorated it. In this building the "1st Vienna Commercial sample collective department store (Warenmuster-Kollektivkaufhaus)", a eight-storey circular building was located, which was to serve primarily the craft. The greatest adversity in the construction were underground springs. Two dug wells had to be built to pump out the water. 970 liters per minute, however, must be pumped out until today.
1945 bombing of Vienna
On 21 February 1945 bombs fell on the Mariahilferstrasse, many buildings were badly damaged. On 10th April Wiener looted the store Herzmansky. Ella Fasser, the owner of the café "Goethe" in Mariahilferstrasse, preserved the Monastery barracks (Stiftskaserne) from destruction, with the help other resistance fighters cutting the fire-conducting cords that had laid the retreating German troops. Meanwhile, she invited the officers to the cafe, and befuddled them with plenty of alcohol.
October 12, 2013 - Washington Dc., 2013 World Bank / IMF Annual Meetings. Development Committee Meeting. Photo: Simone D. McCourtie / World Bank
In the background, you can see the original Northwestern Bell tower. It is now crammed with telephone and internet transmission equipment. The tan tower to the right is the Northwestern Bell office building. It has been empty forever as Nortwestern Bell moved to a newer office building downtown. It became Qwest Communications after the Bell Telephone court ordered breakup. Qwest died of bad management and I think some of them went to jail too. Now it is CenturyLink Communications.
Anyway...just as The Highline a few blocks up the street was set to open, NuStyle announced they had purchased this building, which is also on the National Register of Historic Places. Gotta save those examples of mid century bad architecture, with no thought for human usage or enjoyment!
Set to become 290 apartments.
The Center Planning and Development (CPD) Directorate at NASA’s Kennedy Space Center in Florida held a roundtable discussion with government and industry representatives, led by Scott Colloredo, CPD director, standing. The group toured facilities at the multi-user spaceport and then participated in a discussion about Kennedy’s partnership efforts and future plans. Photo credit: NASA/Bill White
#WordPress the Most Advantageous Platform for #Ecommerce_Web_Development :- onlineorion.com/wordpress-advantageous-platform-ecommerce...
Participants at the World Economic Forum on the MENA Region, Jordan 2015. Copyright by World Economic Forum / Benedikt von Loebell
Commonwealth education ministers working group on post-2015 development agenda for education.
Commonwealth Secretariat, Marlborough House, London, UK
13 December 2012
Copyright: Commonwealth Secretariat
Photographer: Katya Cherukumilli
Water defluoridation center in a village relying on the bonechar technology. People pay a few shillings to fill up their jerrycans daily from the water kiosk, which is operated by community residents. As evident in the picture, the kiosk was funded by US AID projects. [July 2013, Nairobi, Kenya]
April 18, 2015 - Washington DC., 2015 World Bank Group / IMF Spring Meetings.
Photo: Simone D. McCourtie / World Bank
Photo ID: 041815-DevelopmentCommitte071f
From my earlier research, I learnt that a major part of any propaganda poster is the main figurehead/character. This is the main visual element of the piece and gives an insight into the countries culture, religion and race. Due to my countries religion behind Buddhist, I had to research and portray traditional buddhist garments and clothing on my characters, to ensure that it was obvious to the viewer of my propaganda poster what religion my fictional country was.