Well, it sounded like an interesting idea to do a spot the difference, especially after getting more than a little tipsy the other night and talking a load of old nonsense repeatedly, I am sure.

Foto per il gruppo di supporto fotografi pigri. Tema: "Difference".

Pentax Kx + pentax 50 M 1.7 + fede + durex

Can you tell the difference between these three trucks for the United States Post Office? There is a 2 Ton Truck, LLV "Truck" and CRV "Truck" in this photo. All of which are between 10 and 15 years old!

©2002-2013 FranksRails.com Photography

Brian Witty court case... BEST QUALITY AVAILABLE. Undated Metropolitan Police handout photo of an image used by Brian Witty on his dating website profile.

Spot the difference - celebrity class 40 40106 was preserved after withdrawal and is currently operational on the Severn Valley Railway having now spent nearly twice as long in preservation as it did working for British Rail.

21D_1300

USA rear stay view

A participant asks questionsat the Annual Meeting 2017 of the World Economic Forum in Davos, January 19, 2017

Copyright by World Economic Forum / Walter Duerst

IS THE DIFFERENCE AS REVS CAP WILD COMEBACK WIN

The York Revolution surged back in the late innings for a wild, 9-7 come-from-behind victory over Frederick Baseball Club on Saturday night in front of 5,371 fans at WellSpan Park. Trailing most of the night, York grabbed the lead on a dramatic go-ahead grand slam home run by Jacob Rhinesmith in the seventh. After Frederick drew even, Tomo Otosaka’s bases loaded double in the bottom of the eighth provided the difference. The Revs (20-13) maintain a half game lead for first place in the North Division, having won seven consecutive games, one shy of matching a franchise record.

LockedIN Magazine photographer Rick "Beetle" Bailey of @bbphotographer58 and @MyMidAtlantic was inside WellSpan Park to keep our fans #LockedIN.

Take a moment to #StayActive with #LockedINMagazine and ask yourself #RuLockedIN

+++ 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 Fiat G.91Y was an Italian ground attack and reconnaissance aircraft that first flew in 1966. Resembling its predecessor, the Fiat G.91, the aircraft was a complete redesign, a major difference being its twin-turbojet engines for a considerably increased performance.

In this form the G.91YS was kept in operational service until 1994, when it was retired together with the Swiss Hunter fleet. Six aircraft had been lost through accidents during the type’s career. Author Fiona Lombardi stated of the retirement of the Hunter and the G.91YS, the Swiss Air Force "definitively lost the capability to carry out air-to-ground operations". With the retirement of the G.91YS fleet Fliegerstaffel 22 was disbanded, too.

General characteristics:

Crew: 1

Length (incl. pitot): 12.29 m (40 ft 11 in)

Wingspan: 9.01 m (29 ft 6.5 in)

Height: 4.43 m (14 ft 6.3 in)

Wing area: 18.13 m² (195.149 ft²)

Empty weight: 4.000 kg (8.810 lb)

Loaded weight: 8.000 kg (17.621 lb)

Max. take-off weight: 9.000 kg (19.825 lb)

Powerplant:

2× General Electric J85-GE-13A turbojets with afterburners, 18.15 kN (4,080 lbf) each

Performance:

Maximum speed: 1.110 km/h (600 kn, 690 mph,

Mach 0.95 at 10,000 m (33,000 ft)

Range: 3,400 km (ferry range with droptanks) (2,110 mls)

Service ceiling: 12,500 m (41,000 ft)

Rate of climb: 86.36 m/s (17,000 ft/min)

Wing loading: 480 kg/m² (98.3 lb/ft² (maximum)

Thrust/weight: 0.47 at maximum loading

Armament:

2× 30 mm (1.18 in) DEFA cannons

6× under-wing pylon stations holding up to maximum of 2.270 kg (5.000 lb) of payload.

The kit and its assembly:

A classic whif – the G.91YS for the Swiss Air Force actually existed, and I just spun the idea further. The compact fighter would have been a suitable addition to the small nation’s air force, and I interpreted it as an addition to the big Hawker Hunter fleet with a dedicated role and with suitable special equipment.

The basis is the Matchbox G.91Y kit with some minor changes:

• A new nose from a Fujimi Harrier GR.3

• The jet exhausts were opened and some interior added

• Flaps were lowered

• Some added detail to the ejection seat

• The spine extension, a simple piece of sprue

• The radar warning fairing is a square piece of styrene sheet

• Replacement of the cast-on guns with hollow steel needles

• The Sidewinder hardpoints come from a Revell F-16A

• The AGM-65s and their launch rails come from a Hasegawa weapon set

Painting and markings:

The bigger challenge, because I did not want to use the typical “Hunter livery” in Extra Dark Sea Grey/SlateGrey/Aluminum – even if it would have been the natural choice for a Swiss aircraft. Choice for alternative yet authentic schemes is narrow, though – late Mirage III or the F-5Es carry a two-tone grey air superiority scheme, and I found this rather unsuitable for an attack aircraft.

So I developed my own design: a mix of the original Italian grey/green scheme and a two-tone pattern that late Turkish RF-4E/TMs carried - but with different colors and all mashed up into a modern, disruptive scheme. Experimental schemes of the German Luftwaffe in the late 70ies for their Alpha Jets and the F-4F fleet (leading to the complex Norm ’81 patterns) also had an influence.

As basic tones I used RAL 6007 (Grüngrau, Revell 67) and Dark Gull Grey (FS36231, Modelmaster, turned out to be a bit too pale for what I wanted to achieve), with added fields of RAL 7000 (Fehgrau, Revell 57) on the upper surfaces and on the mid-waterline flanks – lighter and softer than the original NATO tones and with disruptive lighter blotches that break up the silhouette.

The underside was simply painted in uniform FS36375 (Humbrol 127), which was also carried onto the fin. After a thin black ink wash panels were lightened through dry-brushing.

Cockpit interior was painted with Humbrol 140, the landing gear with a mix of White and Aluminum, trying to emulate look of real aircraft. In order not to make them stand out too much I painted the AGM-65s in olive drab, even though I think all Swiss missiles of that type were white. Artistic freedom…

Decals were puzzled together, e. g. from a Mirage III Carpena sheet and an Italieri Bae Hawk sheet, most stencils come from the OOB sheet (despite being slightly yellowed...).

A simple whif, done in a week, and based on an obscure real-life project. And the G.91 bears more whiffing potential, at least one more is to come!

Day 63.

The 2013 Classic Snow White Doll is photographed new in her unopened box.

The 2013 Classic Snow White doll has many differences from the 2012 model, many of which are improvements in my view. The biggest changes are to her hairdo, her skirt and her legs, and the addition of a cape. There were also minor changes to her bow, collar, shoes and painted on underwear. Her head, face, arms and upper torso have remained the same. I like this doll much better than last year, and she represents the movie character much more faithfully.

Her face has remained the same, but I think she is beautiful, lively and very movie accurate. She has a round face, big brown eyes glancing to her right. She has three short thick black lashes over each eye, and short thin black eyebrows. She has small button nose, small full dark pink lips in a sweet open mouthed smile. She has pale flesh colored skin, and her cheeks are lightly rouged.

Her hair is greatly improved over the 2012 doll, mostly due to the redesign of her side curls. She is jet black shoulder length hair, in a bobbed hairdo. The main curls on each side of her head are now much larger, and the upper curls now curve in the same direction (clockwise) as the main curls. The upper side curls are now sewn to her hair, keeping them in place, as was done in the Snow White dolls before 2012. Her hair looks very movie accurate, and is much neater than the old style. There is a bit of gel in the curls, both on the sides and in the back, but the hair is still fairly soft to the touch.

Her dress is yet another version of her iconic blue, yellow and red gown. And with the addition of a red satin cape, her outfit is much closer to the movie character than any Disney Store Classic Snow White doll in recent years. Her bodice is the same as last year. It is dark blue satin covered in blue glitter, with puffy short blue satin sleeves. On her sleeves are oval bright red appliques. Her high white satin collar is rounded looks much better and movie accurate than last year's square cornered collar. Her newly added red satin cape is half-length (about four inches long), and is unfortunately sewn to the back of her dress. It is shorter than the movie cape, but matches the doll's shorter skirt. Her yellow satin skirt has changed a bit from last year. It is a couple of inches shorter, less full, and stiffer with the addition of a golden glitter floral pattern. It's color is more golden than last year. The width of last year's skirt was wasted as there was no petticoat underneath to keep it full. This year's skirt keeps its shape much better due to its stiffness. The glitter does tend to shed, finding its way in the dolls body, legs, face and hair, as well as your hands and the general neigborhood of the doll.

Her shoes are pale yellow flats that are shorter and slighter darker in color than last year's. Their soles are also rounded upwards at the toes, similar to the flats that the Mulan doll always wears. This design looks better on a doll with angled feet, than would the 2012 style flats, which had very flat soles. The red satin ribbon in her hair is thinner than last year's, with a much smaller bow. Last year's ribbon and bow were much prettier, but her bow was placed halfway down the right side of her head. Now the bow is in the center, at the top of her head, where it belongs.

Her body is fully articulated in the arms, but now has the rubber legs of 2011 and earlier dolls, which has internal knee joints and fixed angled feet. I would rather that they fixed the problems with the fully articulated 2012 legs, but when exposed the rubber legs do look a lot better, with the disadvantage of being much less posable. Also the glitter tends to stick to the rubber legs, and it cannot simply be brushed off. Although both dolls are wearing flats, the 2013 doll is about 1/4 inch taller since she has angled feet, wearas the 2012 doll has flat feet.

The packaging for the dolls is much improved. The box art has been completely redesigned, with beautiful decorations unique to each Princess (actually for each movie), and a cameo of the animated movie character. Also the way the dolls are packaged is much simplified, making it much easier and quicker to remove them from the box. Greatly reduced or eliminated are the tiny plastic T-bar fasteners, which secured the outfits to the backing and left little holes and sometimes runs in the fabric. There are still large T-bar fasteners tacking the back of the doll's head to the backing. Also the dolls with free flowing hair no longer have them flattened and sectioned into two parts, making it hard to even out the back of their hair after deboxing. Instead, their hair is gathered up and placed to one side of the doll, and secured by thread. It looks good as is in the box. Or if the doll is deboxed, it is easy to shake out the hair and even it out using just your fingers.

The 2013 Disney Princess Classic Doll Collection, released on June 10, 2013. They consist of 11-12'' articulated dolls of the 11 official Disney Princesses, from Snow White to Merida, as well as Princes, Villains and Sidekicks. I now have all 11 Princesses, Queen Elinor, Charlotte and Gaston. I will photograph them boxed, during deboxing and fully deboxed. I will also post reviews and comparative photos.

Classic Disney Princess Snow White Doll - 12''

US Disney Store

Released online June 10, 2013.

Purchased online June 13, 2013.

Received June 24, 2013.

$14.95 (was on sale for $10 at time of purchase).

24Hours Difference.

Spot the Difference

"7 Days of Shooting" "Week #2" "Birds" "Focus Friday"

The Willie Wagtail is the largest, and most well-known, of the Australian fantails. They are active feeders and can be seen darting around lawns as they hunt for insects on the ground. As they do so, the tail is wagged from side to side. Insects are also chased and captured in the air.

The Sacred Kingfisher is 19–23 cm (7.5–9.1 in) long, and feeds on insects, small crustaceans, fish, small rodents and reptiles. Usually, they will sit on a low branch and wait for prey to pass by. Then swoop down to grab the prey and return to their perch to eat. They are found throughout Australia and New Zealand.

Canon EOS1200D (2015) vs Canon EOS 650 (1987)

View On Black

Location: Lower Pierce Reservoir

Can you spot 10 differences between this image and the one beside it?

A reminder of the differences between the two shores – looking from the sparsely settled north shore to the housing development around Fisher Cove on the south shore. The Fisher Cove neighborhood is the westernmost development on the south shore -- there’s just a very few houses to the right before getting to the dam (adjacent pictures).

It’s hard to see this mix of housing and forest and not think about the similar places that, further up north in the Sierra’s, are currently (in early September, 2021) threatened with being engulfed by fires. The area around South Lake Tahoe is similarly a mix of housing and green forest, on a lake at fairly similar levels (6,237’ for South Lake Tahoe, 6,752’ for Big Bear) and on the day I was writing this (09-03-2021) South Lake Tahoe was evacuated because of the proximity of the massive Caldor fire. Both lakes have a long history of resort development around the lakes and an assumption that due to their elevations and the snowy winters, they’re immune to fire risk – a situation that is definitely no longer true.

Update: Recent article on fire risk that points out the multiple levels of responsibility:

calmatters.org/economy/2021/06/california-wildfire-insura...

I guess it's working! Here is the filter I put in one month ago. It's already got dirt and dog hair, as you can see next to the piece it was cut from. I washed it out and used it again for this demo.

Punto di partenza, il sito storico dei Frigoriferi Milanesi.

1899, un pesante edificio utilitaristico in pietra e mattoni spunta da terra, in forma di parallelepipedo, al limite geografico della città di Milano di quel tempo. Impostazione solida, muri spessi, aperture a forma di feritoia, con un’altezza di quattro piani e una sobrietà di buon gusto, i Magazzini Refrigeranti e Ghiaccio Gondrand Mangili di via Piranesi non hanno semplicemente un aspetto fiero. Con una allusione diretta, esprimono l’audacia economica di Milano, città di banche, dell’artigianato tessile di qualità e dell’armeria nel momento in cui la Rivoluzione Industriale italiana si agita lungo il Po, in Liguria, a Torino e Bologna. Questo pionieristico deposito refrigerato all’epoca è uno dei più grandi in Europa, simbolo dello spirito imprenditoriale lombardo.

1923, la seconda tappa. Alla struttura utilizzata come deposito viene aggiunto, affiancando la sua parte est, il Palazzo del Ghiaccio. Questo elegante edificio di forma circolare diventerà la pista di pattinaggio di Milano. Verrà visto un altro simbolo nella sua edificazione, all’epoca del Dopolavoro realizzato dallo Stato fascista: quello del tempo libero. Concepita dagli ingegneri Sandro Carnelli, Carlo Banfi e Ettore Redaelli, questa costruzione in forma ovale dalle fondamenta in cemento armato, riprende l’archetipo del circo classico dotato di pista centrale delimitata da tribune circostanti. La sua copertura in legno leggero appoggiata su sottili putrelle metalliche si ispira all’architettura dei capannoni e dei locali tecnici tipici agli albori della Rivoluzione Industriale, segno di una tensione palpabile tra ingegneri e architetti. La pista di pattinaggio del Palazzo del Ghiaccio, a lungo una delle più importanti d’Italia e d’Europa, fin dalla sua apertura funziona come polo attrattivo, al punto da rendere ai milanesi familiare via Piranesi, allora decentrata. Le folle si accalcano. Qui trovano una pista di pattinaggio larga e ben presto vi ammireranno le prodezze del pattinatore Alberto Bonacossa, prima di quelle dei Diavoli Rossoneri, una delle migliori squadre del campionato nazionale di hockey su ghiaccio.

La decisione di aggiungere al deposito refrigerato già esistente il Palazzo del Ghiaccio fu, all’epoca, un’operazione visionaria. Si fabbrica del freddo? Perché allora non approfittare di questa attività, che permette lo stoccaggio di prodotti alimentari, con un altro scopo, anche diverso dalla originaria vocazione dell’attività? Il sorprendente ibrido architettonico del tandem monumentale Frigoriferi Milanesi – Palazzo del Ghiaccio è il risultato di una concezione assolutamente rivoluzionaria per l’epoca, quella della costruzione di uno spazio polifunzionale – una formula, va ricordato, in quel periodo duramente contestata. Il modernismo in voga negli anni 1920-1950 ama soprattutto gli edifici dedicati, indirizzati a un’unica funzione: l’alloggio, l’attività artigianale, industriale o commerciale, l’amministrazione, lo studio, senza miscugli di competenze né confusioni topografiche. Questo fervore per il monotipo proviene da una militanza favorevole allo “zoning”, che viene valorizzato all’epoca dai Congressi Internazionali d’Architettura Moderna (C.I.A.M.). Credo della razionalizzazione spaziale: a ogni attività deve corrispondere una costruzione specifica, insediata in una zona contrassegnata. In virtù di questo dogma, le zone residenziali, quelle destinate al lavoro, al consumo, alla conservazione e allo scambio, separate e distinte le une dalle altre, non si sovrappongono mai. L’intercontestualità, di fatto, è bandita – questa intercontestualità di cui il complesso Frigoriferi Milanesi – Palazzo del Ghiaccio appare al contrario una esempio eloquente, se non un manifesto.

Una storia evolutiva

Frigoriferi Milanesi, Palazzo del Ghiaccio – una stessa area, due architetture mantenute comunque scollegate nel corso di decenni.

Le due costruzioni, tra il 1923 e il 1999, data nella quale se ne è decisa la ristrutturazione, coesistono senza comunicare. Le funzioni del primo, i Frigoriferi Milanesi, si piegano alle necessità d’adattamento che esige l’evoluzione economica: da principio la conservazione alimentare, poi il deposito di pellicce destinate all’industria dell’abbigliamento, per arrivare infine all’inserimento di attività di servizio destinate alla conservazione o alla ristrutturazione di beni privati o di natura artistica. Quanto al secondo edificio, il Palazzo del Ghiaccio, conserva in maniera continuativa una destinazione ludica, che continua malgrado il graduale abbandono dell’attività di pattinaggio, ben presto sostituito, e con una certa frequenza, da manifestazioni sportive, proiezioni cinematografiche, concerti e sfilate di moda. La divisione strutturale di questo spazio costruito in due blocchi distinti, oltre alla doppia funzione storica, sembrano voler condannare i Frigoriferi a una separazione definitiva. Sdoppiamento anche visivo: i Frigoriferi Milanesi e il Palazzo del Ghiaccio non si somigliano affatto. Sdoppiamento funzionale: una tendenza dissociativa, le loro differenti attività agiscono a priori a favore di una differenziazione.

L’attuale spazio chiamato Frigoriferi Milanesi – il Palazzo dei Frigoriferi e il Palazzo del Ghiaccio – è gestito dalla società Open Care, del Gruppo Cabassi, conosciuto a Milano per le importanti operazioni immobiliari e di sviluppo. Un’attività che propone diversi servizi riguardanti “la riconversione, la conservazione e la valorizzazione del patrimonio artistico”. Open Care amministra entrambe le strutture e le loro mansioni. Alla fine degli anni Novanta, mentre la società si realizza, i responsabili propongono a 5+1AA un rimaneggiamento dell’intero sito, Frigoriferi Milanesi più Palazzo del Ghiaccio. Una vera sfida, tanto le modifiche registrate dall’inizio del XX secolo (riguardanti in particolare l’edificio dei Frigoriferi) complicano il progetto e l’organizzazione degli spazi. Tra gli anni 1900 e 1970, le attività svolte in questi spazi hanno iniziato a diversificarsi: la produzione di ghiaccio prima, poi la conservazione allargata: alimentare all’inizio (dopo la Seconda Guerra Mondiale qui si trova il più importante deposito di uova di tutta la penisola), stoccaggio e manutenzione di pellicce per il settore tessile in un secondo tempo. Queste peculiarità hanno comportato delle modifiche sostanziali nella disposizione interna, che rendono improbabile una sintesi compiuta.

Il padre, Giuseppe Cabassi, acquisì i Frigoriferi negli anni Settanta. La sua fobia per lo spazio vuoto è leggendaria: il vuoto, secondo questo imprenditore radicale, non esiste che per essere riempito, utilizzato, fatto fruttare. Non appena divenuto proprietario degli spazi, Cabassi padre aggiunse, alla struttura esistente, il suo tocco personale. Nello spazio sotterraneo delle fondamenta dei Frigoriferi e del Palazzo del Ghiaccio, fa installare delle casseforti, e crea un’area per depositi in sicurezza a disposizione di banche e privati. Raccogliendo il testimone dal padre dopo la sua prematura scomparsa, i fratelli Cabassi intendono anch’essi accrescere la funzionalità del sito. Pur continuando a occuparsi delle precedenti attività, ne aggiungono tuttavia numerose nuove. Una parte dello spazio è trasformato in magazzino per opere d’arte e mobili di valore. Sotto la loro guida, le diverse prestazioni di servizi altamente specializzati – organizzazione di trasporti d’opere d’arte ma anche restauro di mobili, tappeti e dipinti – ampliano presto la loro attività di mero deposito. L’abbandono graduale della filiera del freddo ha implicato, alla fine, il cambiamento del Palazzo del Ghiaccio, che è diventato sede per esposizioni e spazio dedicato a eventi e manifestazioni musicali o festival, funzioni che implicano a loro volta una gestione specifica e rinnovata.

Nella Milano di ieri, di oggi, di domani

Quando formulano il progetto di una ristrutturazione totale dei due edifici, Frigoriferi Milanesi e Palazzo del Ghiaccio, il desiderio dei Cabassi, committenti dell’operazione, è assolutamente chiaro, economicamente e simbolicamente parlando. Avere più spazio, come prima cosa, e se possibile con costi inferiori. Rendere luminose e trasparenti e modernizzare tutte le zone di lavoro. Soprattutto mettere in ordine, unificare e rendere coerenti tra loro le molteplici attività esercitate qui, raggruppandole nonostante la loro natura eterogenea. Quello che ci si aspetta dalla ristrutturazione architettonica, in questo senso, è decisivo. L’edificio rifondato – e, insieme, la sua architettura – deve esprimere in maniera leggibile l’identità e le attività della nuova impresa.

Appena messi a confronto con la richiesta di Open Care, Alfonso Femia e Gianluca Peluffo hanno un’intuizione: la ristrutturazione dei Frigoriferi è qualcosa di più che una semplice rimessa a nuovo. È una sfida contestuale, l’occasione insperata di produrre un “effetto quartiere” per mezzo di un edificio rinnovato. 5+1AA, studio fondato nel 1995 (e che quindi non è alle prese con la sua prima ristrutturazione), agisce l’architettura come “un dispositivo che serva a rivelare lo spazio e i suoi significati”, secondo le parole di Femia e Peluffo. Qualunque posto, ogni località, ogni palazzo ha un vissuto, si inscrive nella storia, nella cronaca del tempo. Niente esiste di per sé e fuori dal tempo, tutto si lega, l’autonomia è una favola. L’“esistente”, per pensare a questa storia, si rivela determinante. Ma cosa si intende qui con “esistente”? La costruzione da recuperare e i suoi dintorni, vicini e lontani. Ma anche le realtà, a volte problematiche, che rivelano l’appartenenza di un edificio al suo contesto. Dov’è situato l’immobile su cui l’architetto andrà a intervenire? In quale quartiere della città? A che epoca appartiene, come si è evoluto? Che cosa ci insegna della città stessa, dei suoi sviluppi, delle sue tensioni, delle sue fatiche? L’importanza decisiva del contesto. Ogni fabbricato è materia di un doppio segnale – oggetto funzionale e indizio d’altro.

Presa senza esitazioni, la prima decisione dei 5+1AA è di conservare la doppia costruzione dei Frigoriferi. Non si parla di distruggere: i Frigoriferi Milanesi e il Palazzo del Ghiaccio sono stati concepiti e costruiti in maniera eccellente. Al massimo si tratta di riadattarli alle attività diversificate, ad alcune particolarmente sofisticate e a quelle di natura terziaria, installate recentemente tra questi muri. Facendo attenzione, tuttavia, a come tutta l’operazione di recupero debba avere un’anima particolare, in accordo con lo spirito originale dell’edificio di cui ci si occupa.

Per breve che sia (un secolo), la storia del complesso formato dai Frigoriferi Milanesi e del Palazzo del Ghiaccio non è meno ricca e violenta a un tempo. Una storia ricca: il luogo esprime il fervore milanese a cavallo del XX secolo, quando si sviluppa la seconda Rivoluzione Industriale, quella dell’elettricità, e la capitale lombarda parte alla conquista del suo hinterland agricolo, presto divorato in favore delle stimolanti attività industriali – tessili ma anche chimiche, come di costruzione meccanica e automobilistica (Alfa-Romeo). Una storia violenta: il quartiere di via Piranesi, appena un secolo dopo questo decollo glorioso, si è declassato. Un tempo animato, ora sembra addormentato, avvolto in un’atmosfera di inerzia, rinunciataria. La disindustrializzazione iniziata alla fine degli anni Settanta, qualche strada più in là, graffia senza riguardo il paesaggio, inscrivendo una disperazione lancinante: è cupo, debole, sfatto. Il terreno industriale abbandonato, terra di nessuno percorsa da binari incustoditi ricoperti d’erbaccia, depositi residuali di cui si percepisce la prossima demolizione parlano della fine di un mondo e di un’epoca, oltre che della necessaria riconversione di questa periferia dell’est milanese. Luoghi spettrali. A confronto l’area della Fiera di Milano e quella di Assago, in pieno sviluppo, sono la prova di tutt’altro magnetismo economico e di una vitalità differente. Quanto al brillante futuro prossimo di Milano, che vede arrivare l’Esposizione Universale nel 2015, dà di che rammaricarsi per quanto poco venga presa in considerazione via Piranesi. L’evento di portata mondiale che la città degli Sforza si prepara a accogliere farà brillare le sue luci a Rozzano, lontano dalla zona dei vecchi Frigoriferi – una periferia di Milano, questa, prescelta e non rifiutata.

Per i 5+1AA, restaurare i Frigoriferi Milanesi e il Palazzo del Ghiaccio è questione di rianimazione e di polarizzazione. Rianimazione? Rinnovato per se stesso, il complesso dovrà essere recuperato anche con la funzione di animare la zona circostante. Polarizzazione? Posto su una delle soglie della città, lo spazio dei Frigoriferi deve tornare a essere in questo punto un segnale di raccordo visivo, percettibile e simbolico – in particolare quando si arriva da Linate, l’aeroporto più vicino a Milano, e quando si entra costeggiando il centro da via Corsica, vasta strada d’accesso al cuore assoluto della città. Se si pensa in maniera astratta alle nuove periferie di cui si è appena parlato (Milano Fiera, Assago, Rozzano, arricchite da architetture di tendenza siglate da nomi prestigiosi), la parte storica della città di Milano ha solo pochi edifici “firmati”: la cattedrale, il Pirellone, la Torre Velasca – eredità, rispettivamente, dell’età classica, dello stile internazionale, dello slancio neomodernista. L’ambizione dei nuovi Frigoriferi nella versione dei 5+1AA è di essere alla periferia della città un segno complementare. Capiamoci: un segno saggiamente posizionato in cesura con il passato, che incarna l’ipercentro e la nuova economia del futuro, che simboleggi in modo chiaro e forte l’attuale sviluppo energico di tutte le periferie di Milano.

If you were to put an Alfasud and an Alfa 33 Permanent 4 on hoists and gaze at their bellies, you would have some trouble spotting differences. The flat-four motors look much the same; so do the gearboxes, the suspensions, much of the exhaust systems and the floor pressings.

Of course, the Permanent 4 has allwheel drive, and that means there’s a stout steel tube running down the centreline to drive a live rear axle, but this aside, the pair are near as dammit identical. The reason is simple - the 33 is merely a re-shelled Alfasud. And there’s nothing wrong with that. Not when the Sud's entrails were so good in the first place and the engineering philosophies behind them so sound.

Today, the Sud is best known for the frightening speed with which it turns to dust. Sub-standard steel, poor paintwork and foam-filled box-sections that soak up water are just some of the flaws that earned the Sud its terrible reputation. Yet the car still earns respect because of its handling, which reached a new plane for front-wheel-drive cars. This, and the boxer engine’s fabulous smoothness, gained the car a place on plenty of short lists.

Indeed, the Sud’s qualities here are so exceptional they obscure the fact that it has other strings to its bow. It was designed by a small team led by Rudolph Hruska, who hired the talents of a then- fledgling ItalDesign to shape and package the car. The singular approach of this group produced a machine of remarkably few unpleasant compromises.

It is immensely practical, for a start. Excellent packaging provides ample room for four adults and all their luggage, visibility is good, refinement and cruising ability well above average for its day. Servicing is a doddle, too, the carb, distributor and oil filter all being very accessible. It was, after all, designed as an ordinary family car as well as a real Alfa.

So if the Sud doesn’t have a twin-cam motor and rear-wheel drive, it nevertheless keeps faith with the tradition of innovative engineering and, most important of all, it drives like an Alfa. The aim was to endow a front-driver with the handling characteristics of a rear-drive machine, and, amazingly, Alfa succeeded.

Examine the innards of a Sud, and you begin to see why. It might incorporate MacPherson struts up front, but the suspension geometry was designed to provide a high roll centre and plenty of negative camber, both of which counter the understeer inherent to such a nose- heavy design. Mounting the brake discs inboard reduces both unsprung weight and the effects of torque reaction under braking, and careful bushing of all the suspension mounts cuts road noise.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

Alfasud (top) puts huge loads on outside front tyre, cornering neutrally. Has very sharp steering. New 33 looks undramatic, but is travelling faster. It understeers at limit, has more rubbery steering. Alfasud interior clad in cruddy plastic (third from top); 33 only a little better. Soundproofing robs 33 of foot room. Short-legged driving position in both.

At the rear, Alfa’s liking for rigid rear axles lives on: a dead beam is located by pairs of Watt linkages at each end and a Panhard rod in the middle to provide sideways location. This is an ingenious solution. The Watt linkages allow plenty of vertical movement while restricting scope for rear-wheel steering, and because they are bolted direct to the axle, they force the dead beam to double as an anti-roll bar during cornering without in any way limiting suppleness. Add to this the layout’s low cost and the limited space it takes up, and it is easy to overlook the fact that it isn’t fully, independent. Coils, which encircle the dampers, are the springing medium.

The Sud might share its flat-four engine layout with the Citroen GS, but the Italian motor is water-cooled, and remarkable for using a one-piece cylinder block, whereas most boxer crankcases are split. There is a single overhead camshaft per bank.

The flat four was chosen not just for its inherent smoothness - a boxer motor is naturally better balanced than an in-line four - but for the low centre of gravity it allows, which helps the car’s handling. The low engine height also allows a lower, aerodynamically favourable, bonnet line.

Not that the body is terribly clean through the air by today’s standards with its 0.41 Cd, but that wasn’t a bad figure. More effort went into engineering the body for space, lightness and stiffness. Deep box sections help, and are one of the reasons the Sud acquired its double bulkhead, the forward wall further sealing the noisy bits from the cabin. In the space behind, the battery, wiper and fan motors, brake servo, fusebox and coil are housed away from dirt and spray.

The Ti, the direct antecedent of the Permanent 4 and the car we feature in our comparison, came three years after the Sud was announced in late 1971, and featured a modest battery of changes to appeal to enthusiasts, the most important of which was more power, something the chassis was well capable of containing.

The first 1974 Tis stayed with the 1186cc engine but used a twin-choke carb to boost power from 63bhp to 68bhp, which was not much, especially as torque dropped back from 71 lb ft to 67lb ft. However, a five-speed gearbox was standard, there were spoilers front and rear, real carpets and a tachometer.

Drivers loved the Ti but moaned about the power shortfall, which brought about a 76bhp 1286cc model in 1977. A year after that came the 85bhp 1.5 Ti motor, and with it the Sud’s first facelift, which ran to a new facia, allegedly improved rust protection, 165/70x13 tyres rather than 145s, trim changes and, for the Ti, wheel- arch extensions and restyled spoilers.

It’s one of these cars (my own, in fact) that we test here, survivors of the original series being exceptionally rare. Though more powerful, the series-2s lost none of the first car’s handling prowess and ride quality, characteristics that would gradually desert later versions of the Sud as Alfa successfully fiddled with it.

Recapturing that magic from the early days is something Alfa has been trying to do ever since. The problems began in the Alfasud’s twilight days, when the need to improve power and grip upset its delightful manners. The extra power induced torque-steer - despite equal-length drive shafts - and wider, lower profile tyres spoiled the ride. On top of that, alterations to the front suspension geometry, the springs and anti-roll bar undermined the wonderfully neutral feel.

When the 33 emerged as a replacement in 1983, it brought many of these problems with it, because apart from a new bodyshell and a redesigned interior, there was a little that was truly new in the 33. The short list of novelties ran to an instrument binnacle that adjusted with the steering column (later dropped), a change to outboard front discs and drum rear brakes, a retrograde step except that it made the stoppers easier to service and, most important of all, vastly improved corrosion protection. And that was it.

Two facelifts and dozens of derivatives later, we have the new Permanent 4, however, a car that appears to offer far more than 33s past. The fact that the gearbox lies behind the boxer engine and that the car has a dead beam rear axle makes it easy to convert the 33 to four-wheel drive, and indeed there was a part-time 4x4 estate some years back.

The Permanent 4 takes things a stage further by being full-time four-wheel drive, its centrally mounted viscous differential sending 95 percent of the drive to the front wheels unless traction trouble strikes. ABS is standard, the computer disconnecting drive to the rear wheels when it’s triggered.

Power comes from the ultimate version of the boxer engine, which has twin overhead cams per bank, 16 valves and Bosch Motronic ignition and injection. From 1712cc it produces 137bhp and 116 lb ft of torque at 4600rpm, quite an improvement on the 1.5 Ti’s 85bhp and 98 lb ft of torque at 3500rpm.

They both sound much the same when you fire up, though, the flat fours settling to an even, electric motor-like hum. Needless to say, the 1.7 has more life in it, the revs climbing eagerly to the backdrop of a rattling rasp that’s quite unique. The rasp is more subdued from the 1.5, and so is the performance, which by today’s standards would be called languid even for a family saloon. But the smaller engine endears with smoothness that lives to the red line - in the 1.7’s case, there’s more throbbing, if to a higher rev limit - and a more even torque spread. The 16-valve boxer serves maximum zest only when past 4000rpm.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

In a straight line (opposite top) both cars ride firmly, but Permanent 4 less crashy than some old 33s. It’s the quicker of the pair by a mile. Both roomy in the back despite compact dimensions (opp middle). The Sud has more instruments, and a left foot rest. Otherwise, 33 has more equipment and better ergonomics - Sud’s heater fan switch is on a stalk and is easier to trigger than wipers. Rearward visibility poor on high-tailed 33. Engines: Sud’s single-carb 85bhp 1.5 (top); 33’s injected quad-cam 137bhp 1.7. Note double bulkhead.

To get the best of both cars the gearbox has to be used, but in neither case is the shift particularly good. Redesigned linkages make the 33’s change tighter and less floppy, but it’s doubtful whether it’s actually any quicker. Further impediments to rapid transit include the seat and steering wheel positions, which have never been right in either car. The Permanent 4 has a pair of good Recaros, but the steering wheel is curiously angled no matter how it’s adjusted, and the pedals are too bunched.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

In the Sud the driver’s stance is still more emphatically stretched-arms crumpled-legs, but at least there’s a rest for an idle left foot-the 33 does without. The Permanent 4 is certainly the quieter cruiser, mainly because wind noise is better quelled. Both cars are vociferous under acceleration, though keen drivers won’t object, and at a steady speed the motors miraculously pipe down.

Neither car rides brilliantly - rapidly- taken humps and bumps are checked quite severely by the dampers, and the lower-profile tyres of the Permanent 4 patter more. But this 33 certainly is more supple than earlier examples, absorbing bumps effectively enough that, most of the time, the ride goes unnoticed. The same is true of the Sud.

It’s in the chassis department that the odds swing in the Sud’s favour. Of course, it can’t muster anywhere near the grip of the 33, with its skinny tyres, nor the 33’s security in tricky conditions, but it handles more pleasingly, sends more messages.

1971 Alfasud 1.5Ti vs. 1991 Alfa Romeo 33 Permanent 4

The biggest difference is the Sud’s responsiveness. It reacts instantly to the wheel, whether it’s entering a bend or halfway through, and resists understeer like almost no other front-driver, ancient or modern. It’s a cliche to say it, but it really does corner like a kart. This terrific quality is backed by accurate, reasonably quick steering that delivers plenty of feel.

The 33’s assisted steering is numb and not much quicker, though less effort is required. Initial vagueness and a surprisingly lethargic response to inputs don’t help. The Permanent 4 also understeers more. There’s no doubt, though, that the 33 is vastly more effective cross-country. It’s much quicker, of course (0-60mph in 8.5sec, 126mph against the Sud’s 11.7 and 102mph), but it’s also grippier and more effortless. And entertaining, too, the most fun any 33’s ever been, and more than the majority of rival rocket shoppers.

But it lacks the neutral handling and delicacy of response that marked out the Sud, and for that reason it’s often less satisfying. If Alfa could combine these with the extra grip and go, the Permanent 4 would be highly desirable.

The 4 also ought to make less noise, provide a slicker gearshift, a smoother ride and deliver decent ergonomics. Above all, it ought to be better made. But the 33 stands out with its marvellous engine - unmatched for entertainment value in this class - distinctive styling and capable chassis. Those who enjoy engineering will savour its layout, too.

That contrasts well with a couple of the cars in this comparison, the Audi and the Citroen, which abandon completely the philosophies promoted by their predecessors 20 years earlier. The ZX does without a flat four and fluid suspension, the 100 without a rotary engine and step-ahead styling, despite the fact that these approaches yielded such promise. They were killed by commercial cowardice in the first case and, in the second, spectacular warranty bills.

The Sud concept, on the other hand, remains intact to a startling extent. But on its own that's not enough to make the 33 a class leader 20 years on. Alfa has not had the money, nor perhaps the will, to develop the mechanicals to the pitch they might have reached today. It's to the Italians’ benefit that most rival manufacturers have been similarly reluctant to advance. Richard Bremner.

Compare the difference in the gangways on the slam door coach to the plug door coach at the loco end.

As the plug door coaches now have power operated gangway doors, this end of the coach by the loco has a steel plate bolted into position. Double protection as the gangway doors are locked into the closed position from the inside.

Taken whilst a loco swap between sets was carried out.

"Wrong Exhibition" - A 1-day exhibition held at the roof top of the Green Office Bussines Centre in Tbilisi, Georgia - Nov 2006.

Los mismos colores en la ropa pero comportamientos muy diferentes ante la vida.

Functionality of the Difference Layer Script.

Left is before, right after the script.

The top three layer together are the same image as the bottom layer. But you can switch the difference between the original and the modified layer on or off.

Kitten is from here:

www.flickr.com/photos/titrans/4105589077/

immagine realizzata per il tema della settimana "difference"

Chiltern's clubman, class 168 units, one in the new livery, one in the old. Which do you prefer?

November 12, 2018: This is the north end of the lake in Greenwood Park, complete with Canada Geese (Branta canadensis). (It is late Autumn, so the only green wood is the conifers.) It was bright and sunny. There had been snowfall overnight, but it was mostly gone, except for areas which didn't get direct sun. It had changed when I went up there again on November 18.

The tree had a really catching difference! Some souls are exactly in the same way! One will feel so jealous to see such people...

Another example of truth in marketing, or is it just a bold, unsubstantiated claim? They don't promote any particular brand, they're just saying high quality makes a difference. Well, okay, it seems like a inarguable premise. I'm on board -- high quality sausages make a difference!

On the left is Lytham PD2 10 on the right is PD1 19 - spot the difference!

Trafalgar Square

Thanks for the views, Please check out my other Photos & Albums.

Snoopy and friends diptych.

8/365 in 2013 and

#16/113 in 113 pictures in 2013 , the topic is - Spot the difference (present two images as a diptych with one or more differences to see if others can spot the differences.)

My set of 113 pictures in 2013

Car wreckage and a £50,000 pint come to Manchester

People in Manchester were be exposed to two very different consequences of drink driving by Greater Manchester Police this week. The wreckage of a car whose owner was killed in drink driving crash went on display at the University of Manchester, alongside a pint worth £50,000 – the personal financial cost of a conviction.

The £50,000 pint, displayed behind velvet ropes and housed in a protective glass case, represents the personal financial cost of drink-driving, calculated for the first time by the Institute of Advanced Motorists. The calculation reflects the fines, legal costs, rise in insurance premiums and possible job losses faced by those who are convicted.

The wreckage, known as the Think! Car, was owned by a 21-year-old man who lost control of his car on his way home and hit a tree, sadly killing him.

The activity was part of the University ‘Wellbeing Week’ and involved police conducting on the spot breathalyser tests and handing out free ‘scratchcards’, as well as activity highlighting the dangers posed to cyclists and bikers straying into the blind spots of HGVs and buses.

Inspector Matt Bailey-Smith from Greater Manchester Police said: "Drink driving ruins lives. It can cost motorists their family, job and worse still their life or that of somebody else.

"Many people do not think of the consequences of driving under the influence of alcohol until it is too late and police are committed to tackling this issue so that we can make the roads of Greater Manchester a safer place to be.

"If you are planning on driving then the safest choice you can make is to avoid alcohol all together, and if you see somebody else attempting to drink and drive then make sure you stop them. It could be the difference between life and death."

Road Safety Minister Stephen Hammond said:

“It might only look like a humble pint of beer, but it could end up costing much more than a few quid – in fact it comes with an eye-watering hidden cost if it pushes you over the limit.

“Most people know not to drink and drive but a small number still do, which is why we are highlighting the consequences of a drink drive conviction through our THINK! campaign.

“Anyone thinking of drinking and driving should be without any doubt – if you are caught driving over the limit you will face a heavy court fine and lose your licence – you could even go to prison.”

To find out more about Greater Manchester Police please visit our website.

www.gmp.police.uk

You should call 101, the new national non-emergency number, to report crime and other concerns that do not require an emergency response.

Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.

You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.