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Waves kicking up as one of Hurricane Helene's feeder bands comes through. This photo was taken just south of
Vero Beach, Florida on the east coast of Florida. Our thoughts are with those on the Gulf Coast of Florida where the conditions are far, far worse.
This chain-driven industrial diesel mechanical locomotive was built by F. Hibberd & Co. in 1957. It weighs 23 tons and is fitted with a 117 HP Dorman engine and is air-braked.
It was originally sold to Dorman Long & Co. at Dock Street Foundry in Middlesborough. In about 1974 it was acquired by dealer Frank Berry of Leicester, who then sold it on to Vaynor Quarries Ltd for use at their Machen Quarry in Gwent. 1986 saw it pass through dealer Thomas Hill Ltd of Kilnhurst in South Yorkshire, who resold it to British Industrial Sand Ltd at Redhill in Surrey.
It was sold into preservation in 1999 when it was purchased by the Bridgend Valleys Railway along with a sister diesel-hydraulic locomotive. When the BVR decided to standardise on the hydraulic version, 3832 was purchased for use at Bideford. It arrived by low-loader on 14th September 2000.
On 15th August 2004 after repainting into green livery and named "Kingsley", the Planet was to have her claim to fame by hauling the first public passenger train at Bideford since closure.
Major work has recently been carried out on the 6-cylinder diesel engine of the locomotive and she was restarted recently after this work. She's running extremely well. We need to finish repainting her in a BR black livery. We hope that she will be operational soon.
Didn't mean to make a Subaru commercial, but there was our Forester, right in the middle of this kind of amazing rainbow scene.
+++ 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.
1999 Rover 623 GSi auto.
Scrapped (still has a current MoT test to 13th March 2024).
Anglia Car Auctions, King's Lynn -
"Chassis number: SARRHCLCLXM363951. Registered to the same lady owner for the past twenty years. Driven 100 miles to the auction without issue. The service book contains eleven entries from 10,298 miles in 2000 to 131,049 miles in 2019. There are three further service/repair invoices. 141,256 miles."
No reserve. Sold for £860 including premium.
The Juvenile Cooper's Hawk had only one thing on it's mind "A Meal" Chippy was the main course. Nature's Survival of the Fittest!
IMG_6828-1
I've driven past this little farm building so many times I couldn't count and I've never photographed it. The light was just right on this day and it caught my eye. It is located on a cattle lot but the cows weren't around it at the time.
Thank you for stopping by and have a great day!
Facebook Page: www.facebook.com/TigerImagery
It’s all for God.
Not only were you created by God; you were
created for him, too. The ultimate goal of the
universe is to show the glory of God. It is the
reason for everything that exists, including
you. God made it all for his glory. Without
God’s glory, there would be nothing.
What is the glory of God? It is who God is.
It is his nature, his character, and his power.
Where is the glory of God? Just look around.
Everything created by God reflects his glory in
some way. We see it everywhere, from the most
microscopic form of life to the vast Milky Way,
from sunsets and stars to storms and seasons.
Creation reveals our Creator’s glory. You can
learn a lot about God’s character just by
looking around. Through nature we learn that
God is powerful, that he enjoys variety, loves
beauty, is organized, and is wise and creative.
The Bible says, “The heavens declare the glory of
God.”
- Rick Warren's Purpose Driven Life
I've driven by this ivy covered tree for years, and always been attracted to it's graceful lean. The ivy is slowly pulling it down, so although the effect is appealing, either the tree will snap, or it will die from deprivation....because the ivy grows it's own roots into the bark of the tree, and steals the fluids travelling up to feed the top of the tree.
Whenever I see a parasite slowly killing it's host organism like this, it reminds me of our relationship to our planet. I fear mankind is a parasite whose numbers have increased beyond the ability of the host organism (our lovely Earth) to support them. We are draining her of her resources, poisioning her with our byproducts, killing off most of the other beneficial life forms.......and she is getting perilously near that point of no return where she will be unable to heal herself. Once the oceans are dead, (and the dead zones are growing rapidly)....can the planet possibly survive?
Sorry if I've depressed you......but maybe if enough people focus on this huge crisis, there will still be time to change our relationship with the Earth. The easiest place to start is prayer. For our Earth, for the powers that control big government, big business, big media......for every person living on the planet....to focus all our efforts on healing the planet.. God help us!
Singapore National Day Parade
Singapore celebrated its first National Day as an independent nation in 1966, one year after Singapore's separation from Malaysia on 9 August 1965.
The first National Day Parade started in the morning at 9:00 a.m. that day. People came as early as 7:00 a.m. in order to get good vantage points. Singapore's first President, Mr Yusof bin Ishak and Singapore's first Prime Minister, Mr Lee Kuan Yew, were seated with members of the government at the grandstand on the steps of City Hall. When the parade began, 6 military contingents (including the Singapore Infantry Regiment, SPDF and the then Republic of Singapore Police), a mobile column from the SIR, and various schools and civil contingents marched past City Hall and then into the city streets. Three military bands accompanied the parade inspection and later the march past with military music. The Singapore Fire Brigade also took part in this first parade with its firetrucks included in the mobile column. Rounding it all was a massed lion and dragon dance performance from drum and dragon troupes nationwide.
The following year, the contingents increased to 76, including those of the then established Singapore Armed Forces, the RSP and more cultural groups, with the addition of more civil marching groups. The reason is partly due to the introduction of the National Service program in the military and police forces, and later extended to the Fire Brigade, later called the Singapore Fire Services in the 1970s. Street performances by various groups also debuted in that year's parade. The 1968 edition, although held on a rainy morning that surprised even the marching contingents and the dignitaries, saw the first ground performances on the Padang as the weather improved - a prelude to today's show performances. 1969's parade, the one where the Mobile Column made its first drivepast, commemorated the 150th year of the city's founding and had Princess Alexandra of the UK as principal guest.
On the August 9, 1970 NDP edition, the Flypast of the State Flag and the Republic of Singapore Air Force Flypast debuted. A combat simulation performance by Singapore Army personnel was one of the new highlights for that year.
The 1971 NDP was the first to include the iconic mobile parade floats from various organizations. Choirs also debuted on that year's edition.
The 1973 parade was held from the afternoon to early evening for the first time to attract more attendance from the public. The next year, colour broadcasts of the parade on television began.
The 1975 parades, held to celebrate Singapore's 10th year, were for the first time decentralized into 13 parade venues for more public participation. Almost all of them lasted for an hour and all of them even had route marches on the streets to the participating venues.
By the time the NDP was held at the National Stadium (for the first time) in 1976, the NDP Guard of Honour, composed of officers and personnel of the SAF and the Singapore Police Force made its first appearance, followed after the parade proper by the very first evening presentations by various groups, a prelude to future evening NDPs in 1980 and from 1984 onward. 1977's parade was a decentralized event like two years before (and like 1968's was damped by the rain) while 1978 would see the parade back at the Padang grounds. 1979's parade was yet another decentralized one, held in several high schools and sports stadiums nationwide.
The 1980 parade, held at the National Stadium, almost rained at the start, but the performances went on as planned as the weather improved later. This was the first parade in which the feu de joie of the Guard-of-Honour contingents made its inaugural appearance. 1981's NDP was the very first parade appearance of the then SPF Civil Defense Command, presently the Singapore Civil Defense Force, later combined with the SFS in 1989. (The SCDF of today showed itself for the first time in the 1982 NDP held in the Padang.) They were held in two decentralised venues, Jurong and Queenstown Sports Stadiums for further increase public attendance and participation in the celebrations. 1982's parade, back at the Padang site, featured more contingents and for the first time the mobile column drove past after the marchpast had concluded, thus making it a predecessor to the parades at the Padang from 1995 onward (every 5 years).
1983 would be the final year that the NDP was held in multiple venues.
The 1984 NDP, now back at the Padang, celebrated Singapore's Silver Jubilee of self-governance and included a bigger Mobile Column, the first appearance of the popular Silent Precision Drill Squad from the Singapore Armed Forces Military Police Command and the first true evening fireworks display (plus the debut of the very first NDP theme song) while NDP 1985 celebrated the nation's 20th year with more participants in the parade segment and in the show proper. The 1986 edition was the first true evening edition of the parade, and the first to use flashlights for audience use. 1987's parade, held at the Padang, was the first ever evening event held there and featured the first appearance of the massed military bands of the SAF. 1988 saw the card stunt feature being used for the first time during the National Stadium event and the 1989 edition, the first National Stadium daytime event, saw the debut of the nationally famous Red Lions parachute team and the daylight fireworks after 1966. The parade returned to the Padang in 1990 to honor the nation's silver jubilee year, which would turn out to be the last afternoon event ever to be held.
In 1997, for the first time, there was a National Education Show, where Primary 5 students watch NDP rehearsals.
The government set up the electronic voting ticketing system in 2003 in order to tackle the problem of overcrowding. Such ticketing system enables citizens to stand a chance at winning the tickets by registering their e-mail addresses or mobile numbers at the NDP website or phonelines.
Starting 2008, the NDP is also aired all over the Asia-Pacific region through Channel NewsAsia.
2009's NDP was the first ever edition to have an integrated show including the parade segment.
In 2014 Third Warrant Officer Shirley Ng became the first female Red Lion parachutist to jump at the NDP.[1][2]
2015's parade, even as all was planned for the parade to be at the Padang, will be the first ever parade to be held both there and at the Float at Marina Bay, breaking a parade tradition in the process. NDP 2015 is the first National Day Parade without the founding leader Lee Kuan Yew, who never missed a single National Day Parade since 1966, for whom he had died on 23 March 2015, within 8 months after attending the 2014 edition.
NDP editions
The venue of the parade is usually at the historical grounds of the Padang, where the declaration of Singapore's independence was held. Since the first parade in 1966, all the way to 1975, the venue was located in this central area to bring the parade closer to the people. In 1976, the parade was held for the first time at the newly completed National Stadium, where the much larger capacity allowed for more to view the parade live.
Although offering about 60,000 seats in the National Stadium, the demand for tickets remained high. Hence there were several attempts to decentralise the venue to bring the celebration closer to more Singaporeans. From 1975 to 1983, celebrations were alternated between a decentralised event and one centered at the Padang or stadium. From 1984, the parade was held twice at the stadium before being brought back to the Padang. This three-year cycle was repeated up to 1994.
From 1995, it was decided that the Padang would be used as the venue every five years. The Padang, although historically important, posed a greater logistical challenge and also offered fewer seats for spectators. The event and rehearsals also required the closing of surrounding roads. There was a need to construct temporary spectator stands around the field. The site remained, however, the only feasible venue for the mobile column, as the heavy vehicles could not be driven onto the stadium track. The Padang was used as the main performance venue for the 2005 parade, with fringe activities decentralised to Marina South, Jurong East, Yishun and Tampines.
Several alternate locations were mooted, including the utilisation of the Padang, which is physically bigger and less likely to disrupt daily functions in the city.
Parade being held at the Marina Bay Floating Stadium in 2007
On 16 October 2005, it was announced that that 2006 NDP would be held at the old stadium for the last time before moving to The Float at Marina Bay [1]. The 130 metre by 100 metre platform would be used for the next five years until the new stadium is completed. Although offering a seating capacity of only 27,000, which is less than National Stadium, there is a vast area for 150,000 extra spectators along the Marina Bay waterfront.
Since the 2000s (decade), every year's parade would revolve around a theme which would guide the planning of the parade and show.
After ten-year hiatus, the 2016 edition of NDP will return back to the new National Stadium
Theme: 65L Items Featuring: Accessories, Apparel, Cosmetics, Eyes, Jewelry, Poses, Shapes, Skins, Tattoos Event Opening Date: March 19, 2022 Event Closing Date: March 21, 2022
Fleet No 4638. Bestival 2016 is here and on the day before it stated I drove the Staff Shuttle between the festival bus station and the main Robin Hill gate. This was possibly my last chance to drive an Olympian in service as they are shortly to be withdrawn due to not complying with the terms of the Disability Discrimination Act, which applies to double deckers from the end of December I believe. Seen here late in the day at Robin Hill.
AF Corse Ferrari F458 Italia #83 driven by Francois Perrodo / Emmanuel Collard / Rui Aguas race FIA WEC 6 Hours of Nurburgring Nurburg Germany from 22nd - 24th July 2016
Decimators are hellish creations - horrific amalgams of human and Xenos technology fused and brought to unholy life by the darkest warp sorcery. Recorded in the forces of the Great Enemy as long ago as the mass genocides known in Imperial Lore as the "Grief of Herodin in late M35, they have fortunately been rarely encountered, save within the damned cults and daemon fleets that plague the benighted reaches of the far to the Galactic South of theSegmentum Tempestus. Here in the dark void beyond the borders of the Imperium, some unknown source, it is believed, barters these dread killing machines for a high price in blood, plunder and souls. This has led some within the Ordo Malleus to label them the work of the infamous Dark Magos of the Silent Forge known as the , which legend has it was driven to the rifts beyond the during the Great Scouring, while others insist that the cult never existed at all except in the myths of the forgotten age
Been a while since my last update, life does have a habit of getting in the way. I decided to continue to expand my ever growing chaos marine force with a Forgeworld Decimator engine, I painted him BL of course and added a couple of embellishments in the form of some trophy skulls and a "loincloth" banner, hope you like him.
Abandoned Car, Desert Gully. Death Valley National Park, California. March 4, 2013. © Copyright 2013 G Dan Mitchell - all rights reserved.
An old and very weathered car abandoned to the elements in a desert mountain streambed.
There are many threads to the Death Vally story, and portions of these stories can be read by looking in the right places in the park. There is the geological story that involves seismic activity, a very old lake, and the surprising role of water in what is today a very dry place. Occasional remnants of their ancient presence tells the faint story of the people who lived here before Europeans arrived. And there is the story of extraction - prospecting and the mining of all sorts of materials, some of which has not ended even today. (There are a couple of inholdings within the larger boundaries of the park where mineral rights are maintained and mining work continues - a jarring sight the first time you encounter in while in a national park.)
Much of this work took place only a few decades ago, and the detritus of that period is still found throughout the park. A few examples are well-known, marked on maps, and even have directional signs and interpretive information displayed by the park. However, if you poke around even a little bit you'll soon come across many other examples of old mines, tailings, buildings, automobiles, and more. (If you visit the park and see these things, please be very careful around them. They are deteriorating, and almost anything you do to disturb them will hasten that process and deprive future visitors of the experience that you are enjoying.) There is one such site that I have driven past many times, but where I have never stopped until this trip. Beyond the obvious artifacts that are visible from a passing road, the site continues. This time I stopped, got out of my car, and spent some time wandering up and old trail that heads up a gully and then switchbacks up a nearby hill. A ways up this hill, after passing some dilapidated buildings, I came to a gully that must have been the occupants' automobile graveyard, since there were several very old, rusting vehicles in this gully, partially embedded in sand that must have washed down during rain.
G Dan Mitchell is a California photographer and visual opportunist whose subjects include the Pacific coast, redwood forests, central California oak/grasslands, the Sierra Nevada, California deserts, urban landscapes, night photography, and more.
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1961 Ferrari 250 GT SWB driven by Rob Walton during the morning race for Group 4A (1955-1962 GT Cars) on Saturday at the 2012 Rolex Monterey Motorsports Reunion.
NCB Lothians Area operated a Machinery Stores at Arniston near Gorebridge where various bits of surplus machinery were stored if they were considered too good to scrap.
Most Rustons were chain driven but this one uses connecting rods from a jackshaft under the cab.
Ruston & Hornsby 338429 of 1955 from Kinneil Colliery at Bo'ness which has since been preserved.
9th August 1979
Cortland, NY. August 2017.
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00 Acre vegetation fire driven with strong winds two miles before being stopped. (Valley IC ) Avenue I and 60th Street West Lancaster, CA