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A couple hundred makers, teachers and parents gathered at the 2nd Maker Educator Convening, held May 17 - 18, 2016, at The Crucible in Oakland, CA. This was my first conference as a maker art teacher, and it was a great way to connect with other educators and learn from each other.
We started with a visit of The Crucible, an amazing arts school that offers youth and adult classes in glass blowing, woodworking, jewelry, welding and more -- a great model for planning our own makerspaces ( thecrucible.org/ ) .
We then watched and discussed 'Most Likely to Succeed', an excellent documentary on education in the 21st century ( www.mltsfilm.org/ ). It shows examples of hands-on, project-based, student-driven and collaborative learning -- and how this new approach can help students find a sense of purpose and develop invaluable 'soft skills', not just technical skills.
The morning keynote by Nichole Pinkard was also very inspiring, as she presented her findings from the Digital Youth Network in Chicago, and led a discussion about deepening the impact of maker education by bridging learning frameworks.
We then got our hands dirty to map our maker educator network, using blinking LEDs, post-it notes and pipe cleaners to represent our various schools and makerspaces on a U.S. map -- which showed clearly that a majority of participants came from California.
We spent the rest of the day hearing lightning talks about maker ed, brainstorming ideas, sharing best practices and starting new collaborations. A very productive event!
Many thanks to the team at MakerEd.org for organizing this gathering. They do a fine job connecting teachers and resources, both at events like these and online: makered.org/
Railroad : TX Logistik (Alpha Trains)
Locomotive Typ : Siemens Vectron MS
Locomotive Nr. : 91 80 6193 553-5 D-ATLU
Locomotive Name :
Location : Kufstein, Austria
Photo Date : 14.04.2018
Remarks : Responsibility Driven
1958 Maserati 250F chassis CM7 driven by Allan Miles. He finished first in class 6 of the Pre 1961 Grand Prix cars (HGPCA: Historic Grand Prix Cars Association).
I took this photo during the Historic Grand Prix 2013 on Circuit Park Zandvoort in The Netherlands. I had such a great time with the following race classes:
MES Pre '66 Touring Cars
Grand Prix Cars Pre '61
Historic Formula Junior
FIA Historic Sports Cars
Historic Formula 2
Demonstratie - Yamaha Classic Racing Team Demonstratie
Demonstratie - Porsche Demonstratie
Demonstratie - Coloni Demonstratie
Youngtimer Trophy
Grand Prix Cars '61 - '65
NKHTGT - Nederlands Kampioenschap Historische Toerwagens & GT's
Demo - Yamaha Classic Racing Team Demonstratie
FIA Historic Formula 1
Historic Monoposto Racing
MES Gentlemen Drivers
Please don't use this image on websites, blogs or other media without my explicit permission.
© All rights reserved - Alle rechten voorbehouden
Grave Digger is the monster truck racing team in the Feld Entertainment Monster Jam series. There are nine Grave Diggers being driven by different drivers to allow them to make appearances at more events, but their flagship driver is creator Dennis Anderson. Grave Digger is considered to be one of the most influential and iconic monster trucks of all time.
History:
Grave Digger was originally conceived in 1981 by Dennis Anderson as a mud bogger. This first truck was a red 1952 Ford pickup truck. Later on a silver and blue 1951 Chevy Panel Truck was his new mud truck that would become the first Grave Digger monster truck . The truck received its name when Anderson, amicably trash talking with his fellow racers, said the now famous line, "I'll take this old junk and dig you a grave with it", a reference to the age of his old pickup in comparison to their relatively modern trucks. Anderson gained a reputation for an all-or-nothing driving style and quickly became popular at local events. At one show, a scheduled monster truck failed to show up and Anderson, who already had large tractor tires on the truck, offered to crush cars in the absence of the full-size monster. The promoter accepted and Grave Digger was an instant success as a car crusher and led Anderson to leave mud bogging and pursue monster trucks instead.
In 1986 Grave Digger underwent a transformation to complete monster truck and first received its famous black graveyard paint scheme. In 1987 and 1988 Anderson drove the truck primarily at TNT Motorsports races and became a crowd favorite for driving hard despite lacking major funding that more well known teams, like Bigfoot, had. In 1987, Anderson beat Bigfoot in St. Poodle, MN on a show taped for ESPN. It was the first major victory for Grave Digger.
Anderson moved to Grave Digger 2 in 1989, with a new 1950 Chevy panel van body. It was during this time that the reputation for wild passes was developed, and the popularity of the truck increased. TNT recognised his rising popularity and began promoting Grave Digger heavily, especially for races on the Tuff Trax syndicated television series. This was helped by Bigfoot not racing for points in the 1989 championship, leaving Grave Digger as the most popular truck on the tour.
When TNT became a part of the USHRA in 1991, Anderson began running on the USHRA tour and debuted his first four-link truck, Grave Digger 3. Throughout the 1990s, the popularity of the truck grew and forced Anderson to hire other drivers to run other Grave Digger trucks. Grave Diggers 4, 5 and 8 were built to suit this purpose, and were never driven in any major capacity by Anderson. Anderson drove Grave Digger 7, a direct successor to 3, for most of the decade. It was replaced by Grave Digger 12, well known as the "long wheelbase Digger", which was also the first Grave Digger with purple in the paintjob.
In late 1998, Anderson sold the Grave Digger team to USA Motor Sports (now Feld Entertainment Motor Sports). Anderson continues to drive and still is the most visible member of the team. However, the Grave Digger shop in Poplar Branch, North Carolina now also houses the other trucks which Feld Entertainment owns.
Accomplishments:
1999 Monster Jam Points Champion (Dennis Anderson - Grave Digger #12)
2000 Wrenchead.com Monster Jam World Freestyle Champion (Dennis Anderson - Grave Digger #7)
2002 Monster Jam Points Champion (Dennis Anderson - Grave Digger #14)
2003 Monster Jam Points Champion (Gary Porter - Grave Digger #12)
2004 Monster Jam Points Champion (Randy Brown - Grave Digger #18)
2004 Monster Jam World Racing Champion (Dennis Anderson - Grave Digger #19)
2006 Monster Jam World Racing Champion (Dennis Anderson - Grave Digger #20)
2010 Advance Auto Parts Monster Jam World Racing Champion (Dennis Anderson - Grave Digger #20)
Gary Porter also won the WMTRL Championship in 2004 driving Grave Digger #12.
Many Grave Digger team drivers have won world championships in other trucks. Regular Grave Digger driver Pablo Huffaker won the 2007 Monster Jam Freestyle Championship driving Captain's Curse, and son of Dennis Anderson, Adam Anderson won the freestyle championship in 2008 driving Taz, and Grave Digger driver Charlie Pauken won the 2010 Monster Jam World Finals Freestyle Championship driving Monster Mutt. In 2013-2014, Adam Anderson won back-to-back world championships but this time in racing, driving Grave Digger The Legend.
Hallmarks:
Grave Digger is well known for its many crashes.
Grave Digger's origins, the imagery associated with the truck, and the truck's wild reputation, are all considered part of the mystique of the truck and have contributed to its continued popularity. Although originally a Ford, the 1950 Chevy Panel Van body is now considered the traditional Grave Digger body style and is not likely to be changed in the foreseeable future. Likewise, the paint scheme, combining green flames, letters dripping blood, a foggy graveyard scene with tombstones bearing names of competitors, a haunted house silhouetted by a full moon, and a giant skull shaped ghost, is considered a part of what Grave Digger is and, although being tweaked over the years, has not strayed far from the first incarnation of the paintwork from 1986.
Perhaps the most visible trademarks are the red headlights which glow menacingly whenever the truck is in competition. The lights were first used when Anderson was building a transporter out of a school bus and removed the red stop lights. After realizing they would fit in the headlights of the van, he installed them and the truck has had them ever since. During the TNT days, announcer Army Armstrong started telling fans that when the red lights were turned on, the truck was 100% ready to run and Anderson was going to go all out. Fans began to take notice and Anderson, who would keep the lights off if something was not working properly, began receiving letters saying that he was not at 100% at certain shows because the lights were not on. To this day, the lights are turned on for every run.
The reputation Grave Digger gained shot the truck to super stardom in the 1980s and continues to draw fans today. In the late 1980s Anderson gained the nickname "One Run Anderson" for his spectacular but often destructive qualifying passes which entertained the crowd but put the truck out of competition for the rest of the event. With the advent of freestyle, Anderson gained a means by which he could entertain the crowd with wild stunts while also focusing on winning races. Today, Grave Digger, no matter which driver is appearing, is traditionally the last truck to freestyle at most events, providing the "grand finale" which caps off the show. These freestyles often end up in rollover crashes, at much higher rates than other trucks. The crowd typically loves to see the wrecks but some criticize the team for what they feel is the glorification of crashing.
The immense popularity of Grave Digger has made it the poster child for Monster Jam, and in some cases monster trucks in general. There is much debate over whether Grave Digger has taken over the title of "Most Popular Monster Truck" from Bigfoot. As a result, the Grave Digger vs. Bigfoot rivalry is one of the strongest in the sport, despite the fact the trucks only race each other a few times each year.
[Text from Wikipedia]
en.wikipedia.org/wiki/Grave_Digger_%28truck%29
This Lego miniland-scale 'Grave Digger' - 1950 Chevrolet Panel Van Monster Truck, has been created for Flickr LUGNuts' 90th Build Challenge, - "Fools Rush In!", -
to the subtheme - 'Monster Truck Mania';. The 90th build challenge presenting 13 different subthemes to choose to build to.
Technical detail specifications of locomotive 34092: Boiler pressure of 34092: 250 lbf/sq.in., Weight of 34092: loco 86.0 tons, tender ~42-48 tons, Wheel diameter of 34092: 3' 1'', 6' 2", 3' 1", Valve gear of 34092: Bullied chain driven, Cylinders (diameter x stroke) of 34092: 16⅜" x 24" (3), Tractive effort of 34092: 27720 lbf., BR Power classification of 34092: Class 7P, RA ?
Oh the MGB, the last great British Sports car?
A motor that refused to die even though British Leyland simply couldn't stop messing around with it. The MGB is an example of a car that went from one of the most loved and lovable cars in British motoring, to what many describe as an empty husk broken and bent for legislation purposes. But the MGB would have its way in the end!
The story behind the MGB begins in 1962, when the car was designed to incorporate an innovative, modern style utilizing a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB's rival, the Triumph TR series. However components such as brakes and suspension were developments of the earlier 1955 MGA with the B-Series engine having its origins in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength. Wind-up windows were standard, and a comfortable driver's compartment offered plenty of legroom. A parcel shelf was fitted behind the seats.
The car was powered by a BMC B-Series engine, producing 95hp and giving the car a 0-60 of 11 seconds, perhaps not the briskest acceleration, but of course this car was more a comfy little cruiser, ambling about the countryside in sedate fashion admiring the views. The MGB was also one of the first cars to feature controlled crumple zones designed to protect the driver and passenger in a 30 mph impact with an immovable barrier (200 ton).
The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. Wheel diameter dropped from 15 to 14 inches.
Upon its launch the MGB was given almost unanimous acclaim, largely due to its advanced and innovative design combined with its beautifully and sleek styling. Previous sports cars of the same calibre had always been levied with a reputation for their ropey nature, with a majority of previous models being simply remodelled versions of the MG's and Triumphs that dated back to the end of and in some cases even before World War II. But the MG was different, and if I'm honest, a large part of its appeal is due to its small, low body, and it's poky round headlights that make it look rather cute. It's the kind of car you could give a name, preferably a girl's one. Either way, the MGB sold in hundreds, disappearing off to all corners of the globe, touring the South of France, storming across the deserts of Southern California on Route 66, or dodging its way through the bustling Indian traffic, these things were adored.
However, the only version available was a soft-top roadster, which didn't appeal to everyone, so in 1965 MG took the B to Italy, and the great styling firm known as Pininfarina, and asked them to pop a roof on their windy little sports car. What resulted was a roof fixture that blended its way perfectly into the rest of the body, a smooth greenhouse cabin that was spacious but still maintained the styling that enthusiasts had come to know so well, going on to be dubbed "The poor man's Aston Martin."
Although acceleration of the GT was slightly slower than that of the roadster, due to its increased weight, top speed improved by 5 mph to 105 mph due to better aerodynamics.
However, tweaks were starting to be made to the MGB formula to try and give it a wider ranging market. Intended to replace the Austin Healey Sprite, the MG MGC was launched in 1967 as a reworked version of the classic MGB, but featuring a 2.9L BMC C-Series engine to up the power.
The problem was that the revised design of the car to incorporate the engine was nothing short of lazy. Instead of redesigning the whole car, MG chose to simply create a huge bulbous lump in the bonnet. The heavier engine also required modifications to the suspension which spoiled the handling. As well as that, the engines were quite poorly built, and later tuning by enthusiasts has proven that the car has the ability to run with 30% more power by carrying out simple modifications to head, exhaust and cam release.
However, the MGC did find some love, in the Royal Family of all places, as in 1967, HRH Prince Charles took delivery of an MGC GT (SGY 766F), which he passed down to Prince William 30 years later. At least one car had a happy ending!
But soon problems came roaring over the horizon like the four horsemen of the apocalypse. A whirlwind of legislation, corporate incompetence and plain old lazy design came right out of nowhere and would soon engulf and attempt to destroy the MGB, but not before stripping the poor thing of its dignity and its good name.
The first disaster to befall this plucky little car, British Leyland, which was formed in 1968 by merging all of Britain's major automotive firms including Rover, BMC (Austin/Morris) and Triumph (which was part of the Leyland Group). To save on costs the lavish chrome grille of the earlier models and spoked wheels were the first to go, but the B could survive without them.
Next up, fitting the car with a Rover V8 that had been developed from a series of Buick Pickup Truck engines. Although this could have been a good thing, this wasn't British Leyland's idea, but in fact belong to professional engine tuner Ken Costello, who, although had been commissioned by British Leyland to create a prototype, had already created a series of MGB's with V8's placed under the hood. British Leyland half-inched this idea and started fitting their own V8's, but went about it all wrong. The powerful 180bhp engine used by Costello for his conversions was replaced for production by MG with a more modestly tuned version producing only 137bhp. Although the car's 193lb-ft of torque meant it could reach 0-60 in 7.7 seconds and go on to a reasonable 125mph top speed, it was a thirsty beast, with only 20mpg. A bit of a territorial hazard admittedly, but it's not a good idea to develop such a gas guzzling car when it was about to smack headlong into the Oil Crisis of 1973. Barely anyone went out and bought it, and the money simply disappeared down the nearest drain.
But so far, the car's lovable external dimensions had yet to be compromised, but we haven't got to the legislation yet, one of those many apocalyptic horsemen I was mentioning earlier. Throughout the 1960's the death of James Dean had resulted in a gradual increase in safety legislation on US Highways, and in order to have a market there, cars had to conform. The height of the headlights, the bumpers, the smoke emissions, the recess of the switches, all of these things were scrutinised and had to be taken into account by car builders.
Indeed America can be owed with introducing many safety features and pieces of legislation we take for granted in modern motoring, but the British manufacturers almost seemed to go out of their way to redesign the cars completely and 100% wrong. In 1974 the glistening chrome was replaced by a gigantic bulbous rubber bumper that protruded from the front of the car like someone's bottom lip!
Other signs of their poor design included the removal of leather seats for something much more mundane, the use of dials and switches from other products such as Austin Allegros and Maxis, as well as door handles that came straight from the Morris Marina.
Internally, British Leyland had botched it with their laziness, choosing not to redesign the car like everyone else so that the headlights were at the required height, but instead placing solid blocks under the suspension to raise the lights to the desired level, but at the same time making the car look like it was going permanently downhill as well as making the handling so light it would slide constantly at speed. The engines were tuned down for emission regulations which made them woefully underpowered and thus they, to use a contemporary phrase, 'couldn't pull the skin off a Rice Pudding!'
Numbers dropped, but British Leyland went to that old trick in the book by using product placement to get by, putting one of their new MGB's in the New Avengers to be driven by Joanna Lumley's character Purdey. As far as I recall though, low slung sports cars aren't the best things to drive if you're in a miniskirt, because getting in and out of them can be quite revealing!
But this wasn't enough to save the MGB's deteriorating sales, in America cars would languish in stockyards and storage warehouses for months on end waiting to be sold, but to no avail. For this, the MG division was making losses of up to £400,000 per week, a clear sign that the ailing MGB had to go the way of all good cars, out of production. On October 21st, 1980, the last MGB rolled off the production line after 18 years, no pomp, no circumstance, just quietly slipping away into history.
After this, the MG brand was lost from its own original cars such as the Midget and the MGB that dated back to the 60's, instead being placed on tuned and slightly modified versions of British Leyland's family cars, including the MG Montego, the MG Maestro and, to the everlasting horror of MG purists although I personally don't think it's that bad, the MG Metro. The factory in Abingdon-on-Thames, where the MGB had been built, closed its gates immediately afterwards as part of the company's rationalisation, striking a blow to the economy of the region and the esteem of those who had been proud to build cars with those two simple letters, MG.
But all was not lost for the MGB, as soon afterwards the cars became fashionably retro, especially in the 1980's and 90's, when 60's examples were bought up largely by foreign markets due to their quintessentially British nature and their synonymous relationship with our country and way of life. Japan especially was a hotspot for old MG products, with Midgets and MGB's being shipped out there by the dozen. So popular were these that Rover Group, the descendants of British Leyland, went on to create a limited edition retelling of the MGB in the form of the MG RV8, constructed in 1993 with 2,000 examples built, the first original MG car to be built since the original MGB ended production in 1980.
Here in the UK, the MG craze kicked off with enthusiasts taking scrapyard shells and run down models and turning them into their own little put-together projects. The MGB has now become one of the most popular little retro sports cars of the modern era, and despite all its faults, even the rubber-bumper British Leyland models make some fantastic kit cars if you want good, wholesome sport fun on a budget!
I came across a dirt road,
And thought I heard it say,
I know you’ve driven asphalt,
But please turn down this way.
And so I answered the dirt road,
And walked down its first mile,
The things I saw as I trudged on,
Caused me to slow and smile.
The dust that played beneath my feet,
And swirled so gently round,
Brought a smile unto my weary face,
And chased away my frown.
It brought back memories I had forgotten,
Of days so long ago,
When mostly there were dirt roads,
And driving was so slow.
I saw the butterflies long side,
On flowers that grew tall,
And saw a rabbit dart across,
And heard an eagle‘s call.
I saw great trees that furnished shade,
Tall, reaching for blue sky,
They gave needed cooling from hot sun,
To all those who passed by.
And then I passed a rundown house,
And felt a twinge of alarm,
It won’t be long till nothing’s left,
Where once there was a farm.
And then I thought of its future,
When the dirt road too is gone,
Encroaching grass along the edge,
Tells me it won’t be long.
Until the road has disappeared,
From all but memory,
And I wished with all my heart the road,
Could tell its history.
That it could tell me all about,
And I could hear it say,
"I am the very thing that caused,
Them all to move away.”
Loree O'Neil
1972 BMW 2002 driven by Mike Blair during the Sprint Race for Group 1 on Sunday at the 2014 Jefferson 500
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f968605205
HMS THRUSTER F131
Class……………………………LST (1) Landing Ship Tank
Builder………………………..Harland and Wolff , Belfast, UK
Yard number……………….1153
Laid down..………………….31 July 1941
Launched….…………………24 Sept 1942
Completed.………………….28 Jan 1943
Propulsion.…………………..2 shafts driven by Parsons Single Reduction Geared Steam Turbines with steam supplied by 2 Foster Wheeler oil fired boilers.
Speed..…………………………16 knots
Range…………………………..
Fate…………………………….1947: Transferred to the Netherlands Navy and renamed RNethN PELIKAAN - 1973: Sold for breaking up.
Notes on design from Harland and Wolff site
In order to ensure a speed of at least 16 knots she was quite deep draft and had a boat-shaped bow formed from two large doors. However these were not watertight and they relied on an internal ramp to keep the sea out. Because they drew so much water the Boxers were difficult craft to beach and the only solution was to fit a retractable bridge with extension ramp inside at the bow. This was powered by electric motors and, fully extended stretched 131 feet from ship to shore. The problem was the amount of room it took up inside.
Two other features of the vessels (BOXER, BRUIZER and THRUSTER) were 40 ton crane, just aft of the funnel, which could load tanks from the dockside, and large doors in both sides of the hull, just forward of the bridge, which allowed tanks to be loaded or unloaded from landing craft if required. The funnel was offset to the starboard side to provide clear deck and could carry 13-off 30ton tanks, 27-off 3ton lorries and 193 troops.
Thruster and Boxer both took part in the Salerno landings but Boxer was later converted to a communications vessel.
Thruster became a Fighter Direction Ship in 1944 and went to the Royal Netherlands Navy as the RNS Pelikaan.
HMS THRUSTER seen with Fighter Direction aerials removed post WWII
#Lighting - The first Belt Driven Ceiling Fans -was used in the United States 1860-1870.An exact date cannot prove itself. At that time, there were no electric motors for ceiling fans. The ceiling fan was Instead, by means of a belt drive and pulleys move. The belt itself was controlled by a steam turbine. ...
1962 Lotus Super Seven driven by William Bartlett during Sprint Race #1 on Saturday at the 2015 Jefferson 500.
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f976099101
Napper Bridge and the Overlanders. Sturt passed Overland Corner on 31st January 1830.
By 1842 South Australia was nearly bankrupt and the colony was not growing and developing quickly enough. Sailing ships could bring only a few sheep or cattle each trip from Sydney (or Hobart) to Port Adelaide. Joseph Hawdon and Charles Bonney proved a viable alternative existed. Sheep and cattle had been driven down from western NSW to the new settlement at Melbourne and Port Phillip Bay in 1836. They began their great livestock drive to SA because of those drives to Melbourne. Hawdon met Charles Bonney with 1,200 sheep and up to 400 cattle on the Goulburn River in northern Victoria in late January 1838. In February the set off along the Murray River. Camps were made places like Swan Hill on 11th February. When Aboriginal men approached them they offered metal tomahawks which were highly prized by the Aboriginal men. Near Balranald where the Murrumbidgee enters the Murray River they saw about 150 Aboriginal men with spears watching them. Charles Bonney made some jokes and laughed to ease the tension which worked. Further along another group of Aboriginal men encouraged them to follow them to a lake where Hawdon and Bonney got ducks for eating. Towards Wentworth they saw “twenty poor looking” Aboriginal men and Hawdon gave them a killed kangaroo. Hawdon kept the tail for his kangaroo tail soup. By early March they had reached the Darling River which was difficult to ford. Here they met about 100 Aboriginal men plus 100 women and children. They were aggressive with their spears and a shot was fired by one of Hawdon’s men but it did not hit anyone but it subdued the Aborigines. An old senior man came forward with some men without spears and sought peace. Hawdon said “their chief was one of the most sensible men I ever met among the savages of New Holland”. Hawdon explained the use of their tools to the chief and how the wheels of the dray turned around. Hawdon then gave him a tomahawk. The chief then went with Hawdon to shoot ducks for food. When they left next day the chief sent two of his men with them to be ambassadors to the next tribe along the Murray River. Further on they found a lake which Hawdon named Lake Victoria near the Rufus River which Charles Sturt had named in 1830. Near Lake Victoria they camped and shot a rogue bull for their dinner. About 90 Aboriginal people watched in terror and delight seeing the angry beast felled by one shot. Near a lake which Hawdon called Lake Bonney about 90 Aboriginal people watched the overlanders for a day. The men then offered their women to the overlanders in return for goods. When the offer was refused the Aboriginal men then stole some iron items before they left. On another day when Hawdon was alone in the bush without his gun a group of four Aboriginal men with aggressive looks and raised spears startled him. To defuse the situation he did a funny little dance. The Aboriginal men and Hawdon all laughed and then accepted that Hawdon wanted peace. At their camp on Lake Bonney where there was 163 Aboriginals some were enticed to approach their tents. But only 30 were males did this as the rest were off fighting another Aboriginal tribe. Hawdon’s dog barked when the Aboriginal attempted to steel anything. If one then became angry and threatening with their spear the others would hold his arms down until he calmed down. Three of the men then used sign language to say they would alert the next Aboriginal tribe of Hawdon’s approach. This would have been around overland Corner before the river does a right hand bend.
Hawdon and Bonney’s successful overlanding of sheep and cattle began a flood of overlanders. Edward John Eyre and a party was the second to bring much needed livestock into Sth Australia. He found the Aboriginals menacing and difficult around the Rufus River area but threatened them with their guns but never fired any shots. One of Eyre’s men was speared but not seriously injured. Along the way Eyre met Hart and Pullen who were overlanding cattle from Portland. Eyre reached Adelaide in March 1839 with 600 cattle and 1,000 sheep. The third group to overland livestock was led by Captain Charles Sturt. He left from the Goulburn River in April 1838. This time, eight years after his initial trip along the Murray River, he found the Aboriginal people troublesome and one of the cattle was speared and a dog injured. Sturt kept the peace between his men and groups of Aborigines several times. Eyre in particular made a good profit from overlanding 1,000 sheep and 6000 cattle. Many more followed these pioneering three. Overlanding livestock lasted thirty years or so. In 1865 the Surveyor General George Goyder estimated that 350,000 sheep passed by the top of Lake Bonney each year on their overland trip. But as more livestock was overlanded the Riverland Aboriginals were more troubled by it especially around the Rufus River area which is in NSW. Governor Hindmarsh called for a report on violence in early 1840. In October 1839 overseer Thomas Young was killed. In retaliation the overlanders killed 11 Aboriginal people. The Police troopers were unable to locate the offenders and in the same district another overlanding party was attacked with injuries to both sides a month later. In April 1841 Henry Inman and Henry Field were attacked at the Rufus River. A police party was despatched by Governor Gawler but was recalled. A civilian party went out meeting 300 Aboriginal people where upon a fight ensued in which eight Aboriginal people were killed, but no Europeans. Major O’Halloran the Police Commissioner was then sent with a detachment of police. They met a group of 68 Aboriginal’s who had clashed with Charles Langhorne and his overlanding party in June. His party was attacked by a group of over 500 Aboriginal people resulting in the deaths of four of his men and five Aboriginal people. Before peace permanently settled on the region another attacked occurred. William Robinson’s party was attacked in August 1841 at the Rufus River. Fifteen Aboriginal people were killed but no overlanders were killed. The next day Matthew Moorhouse, the Protector of Aborigines, with Police Inspector Shaw and troopers met the attackers. In the fracas that followed, known as the “Rufus River massacre” between 30 and 40 Aborigines were killed and four taken prisoner (including two women and a boy). It was determined that the cause of the trouble was the Europeans engaging in sexual relations with the women without giving the food and clothing they had promised to give. The prisoners were released and no disciplinary action was taken against Moorhouse and Shaw as their response was considered justified.
William Napper a farm labourer from Guernsey arrived in SA on the Oriental in 1855 when he was 28 years old. With his friend William Parnell they tried working as timber cutters for the passing riverboat trade along the Murray. Their wives and families joined them. In 1859 William Parnell built the Lake Bonney Hotel to capitalise on the travellers passing to overland corner with their livestock. In 1863 Napper purchased 80 acres of land and the hotel buildings from Parnell. William’s first wife Ann died in 1869 and his second wife died in 1877 just after they had moved from Nappers Bridge to become the licensees of the Overland Corner Hotel. It is not clear but the Lake Bonney Hotel probably closed when Napper left it in 1877. The hotel had eleven rooms, some with magnificently built chimneys and a store hut nearer Lake Bonney. Napper’s private residence which still stands was located in front of the old store and cellars. William Napper returned to the deserted Lake Bonney Hotel in the 1880s to operate it as an accommodation place. He died here in 1907 and was buried nearby in the Overland Corner Hotel cemetery. Before the locks were completed along the Murray River in the 1920s the river was often a series of small channels and connected pools. One of the best narrow crossing points for the overlanders was at Overland Corner where they could move their livestock south of the river with another crossing to the east bank closer to Adelaide.
1965 Porsche 911.
A left-hand drive import registered in November 1992.
Chassis 301048 built in May 1965 and originally sold in the USA. When it arrived in the UK it was prepared for rallying by Tuthill Porsche and has been driven by Stig Blomqvist, Jimmy McRae, Bjorn Waldegard and Billy Coleman. in 2014 it was upgraded by Tuthill to race specification and this work was completed in 2015 at a cost of £115,000. The car can now be used for rallying and racing.
Pictured is a 1997 McLaren-Mercedes MP4/12 Grand Prix Car.
It was driven in 1997 by double Formula 1 World Champion Mika Hakkinen and David Coulthard.
After losing their Marlboro sponsorship to Ferrari at the end of 1996, the iconic red and white livery that was synonymous with McLaren was replaced with a new silver and black livery in deference to new title sponsor West and engine supplier Mercedes, a nod to the age of the 'Silver Arrows'.
As the new car was due to be tested before the official 1997 livery launch, McLaren painted the new car in traditional McLaren orange, a colour scheme not seen since 1971.
The car was later presented in it's definitive 1997 silver livery in a lavish unveiling at Alexandra Palace in London.
After three winless seasons for McLaren the new livery seemed to bring a change of luck. David Coulthard took victory in the opening race of the season in Australia with Mika Hakkinen finishing in third position.
However, this would prove to be a false dawn for the year ahead. The majority of the season was dominated by Williams and Ferrari with Jacques Villeneuve and Michael Schumacher duelling for the championship.
Coulthard finished tenth in Brazil and then suffered three successive retirements before finishing sixth in Spain. There was a second victory for the Scotsman in the Italian Grand Prix at Monza and two runner-up positions in Austria and the final round at Jerez.
Hakkinen would score points on five more occasions before the final race of the season. The Finn retired whilst leading both the British and Luxembourg Grands Prix but made amends in the season-closing European Grand Prix by leading home Coulthard to take his maiden Grand Prix win. It was also the first McLaren 1-2 since the 1991 Japanese Grand Prix.
The drivers would end the season third (Coulthard) and sixth (Hakkinen) in the drivers championship with McLaren as fourth best constructor.
Pictured in August 2013 at the Donington Grand Prix Collection, Donington Park.
+++ 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 Nakajima Ki-104 was a further development of the Ki-87; the latter was a Japanese high-altitude fighter-interceptor of World War II, a single seat, exhaust-driven turbo-supercharged engined, low-wing monoplane with a conventional undercarriage.
The Ki-87 was one of several designs of various manufacturers developed in response to American B-29 Superfortress raids on the Home Islands. The Ki-87 followed up on earlier research by Nakajima and the Technical Division of Imperial Army Headquarters into boosting a large radial engine with an exhaust-driven turbo-supercharger, which had begun in 1942, well before the B-29 raids began.
The efforts of the Technical Division of Imperial Army Headquarters eventually culminated into the high-performance, tandem-engine Tachikawa Ki-94-I, while the Ki-87 under the lead of Kunihiro Aoki was developed as a fall-back project, using less stringent requirements.
Nakajima started in July 1943 with the construction of three prototypes, to be completed between November 1944 and January 1945, and seven pre-production aircraft, to be delivered by April 1945.
The Technical Division of Imperial Army Headquarters made itself felt during the development of the Ki-87 prototype when they insisted upon placing the turbo-supercharger in the rear-fuselage, and from the sixth prototype the Nakajima fighter was to have that arrangement. Construction was further delayed due to problems with the electrical undercarriage and the turbo-supercharger itself. As a consequence, the first Ki-87 prototype was not completed until February 1945; it first flew in April, but only five test flights were completed.
A further variant, the Ki-87-II, powered by a 3,000 hp Nakajima Ha217 (Ha-46) engine and with the turbo-supercharger in the same position as the P-47 Thunderbolt. Due to the long development period of the Ki-87, several major structural changes were made, too, that eventually changed the aircraft so much that it received a new, separate kitai number and became the Ki-104.
Kunihiro Aoki's new design was approved by the Koku Hombu, and an order was placed for one static test airframe, three prototypes, and eighteen pre-production aircraft. Only 2 prototypes were built in the event; the first was equipped with a single 1,895 kW (2,541 hp) Nakajima Ha219 [Ha-44] engine, driving a 4-blade, but the second one received the stronger Nakajima Ha217 (Ha-46) and a 6-blade propeller.
The pre-production machines (Ki-104-I or -Tei) were all produced with Ha217 engines, but featured various four-bladed propeller (-a, -b) designs as well as the new 6-blade propeller (-c). Compared to the prototypes, armament was beefed up from a pair of 20mm Ho-5 and a pair of 30mm Ho-155-I cannons in the wings to four of the new, more compact Ho-155-II cannons (originally designed for the unsuccessful Ki-102 assault aircraft and optimized for wing installation).
All pre-production Ki-104-Is were allocated to an independent IJA Headquarter Flight where they were tested alongside established fighters in the defence of the Tokyo region. Based on this 3rd Independent Flight's unit marking, a completely black tail with the unit's emblem, the Ki-104s were inofficially called Ic '黒の尾'/'Kurono-'o, which literally means "Black Tail".
The first operational Ki-104s reached this unit in spring 1945 and saw limited use against the incoming streams of B-29 bombers (2 unconfirmed downings in the Tokyo region). After these initial contacts that left a serious impression the new type received the USAF code name "Cooper", but the hostilities' soon end however stopped any further work and serial production. No Ki-104 survived the war.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil: Tatsuo Hasegawa airfoil
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Powerplant:
1× Nakajima Ha219 [Ha-44-12] 18-cylinder air-cooled radial engine, 1,835 kW (2,461 hp)
Performance
Maximum speed: 712 km/h (385 kn, 443 mph)
Cruise speed: 440 km/h (237 kn, 273 mph)
Range: 2,100 km (1,305 mi)
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 30 mm (1.18 in) Ho-155-II cannons in the wings
Underwing hardpoints and centerline pylon for up to 3× 250 kg (551 lb) bombs
or a single 300l drop tank under the fuselage
The kit and its assembly:
This whif is the result of many ideas and occasions. First of all, I had a leftover six-blade propeller from a Hasegawa J7W Shinden in stock. Then I recently had an eye on kits of late Japanese high altitude fighters with turbosuperchargers, like the Ki-91-II or the Ki-106. These are available from RS Models, but rare and rather costly. And I wondered how a P-47 might look like without its deep belly? All this was finally thrown into a big idea stew, and the Ki-104 is the home-made hardware result!
As a side note: the Ki-104 was a real IJA project, AFAIK based/related to the Tachikawa Ki-94-I twin-boom/push-pull high altitude fighter, a re-worked, more conventional design. Information is sparese and it never reached any hardware stage and remained a paper project as the Rikugun Kogiken Ki-104; I just "revived" the number for my whif, but maybe the real Ki-104 could have looked like it... ;-)
The kit is a bashing of various parts and pieces:
- Fuselage and wing roots from an Academy P-47-25
- Wings from an Ark Model Supermarine Attacker (ex Novo)
- Tail fin is a modified part of a Matchbox Ju 188 stabilizer
- The stabilizers are outer sections from a Matchbox Douglas F3D Skyknight
- Cowling comes from an ART Model Grumman F8F Bearcat, the engine was scratched
- Propeller from a Hasegawa J7W Shinden
- Main wheels from a Matchbox F6F Hellcat
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit and detail. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty.
The Bearcat cowling was chosen because it had very good fitting width in order to match with the P-47 fuselage, and it turned out to be a very good choice - even though I had to add a dorsal connection, a simple styrene wedge, to create a good profile.
Inside, the engine consists of a reversed Hobby Boss F6F engine, with a fan dummy that covers any view on non-existent interior details... A styrene tube was added, into which a metal axis can be inserted. The latter holds the propeller, so that it can spin with little hindrance.
The Attacker wings were chosen because of their "modern" laminar profile - the Novo kit is horrible, but acceptable for donations. And the risen panel lines and rivets should later do great work during the weathering process... OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just where the large wheel fairings for the main landing gear ends.
The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary. I just had to cut out new landing gear well parts.
With the new wing shape, the tail surfaces had to be changed accordingly, with parts from a Matchbox Skyknight and a highly modified piece from a Matchbox Ju 188 stabilizer.
The OOB cockpit and landing gear was retained, I just replaced the main wheels with slightly more delicate alternatives from a Matchbox F6F Hellcat.
Once the basic bodywork was done I added the exhaust arrangement under the fuselage; the outlets are oil cooler parts from a Fw 190A, the air scoop once belonged to a Martin Marauder and the long ducts are actually HO scale roof rails. The oil cooler under the engine comes from a Hobby Boss La-7.
Pretty wild mix, but it works surprisingly well!
Painting and markings:
Even though this was supposed to become a late WWII IJA fighter, I did neither want the stereotype NMF look nor the classic green/grey livery or a respective mottled scheme. What I finally settled upon, though, took a long while to manifest, and it looks ...odd.
I wanted a camouflage scheme, but none of the more exotic real world options was fine for me; there had been fighters with black upper surfaces, bright blue ones, or blue mottle on top of NMF. But all this did not convince me, and I eventually created an experimental scheme. And the paint was supposed to look heavily worn, as if the paint had been applied directly onto the bare metal, without primer, so that it chips and flakes off easily.
The tones were supposed to be suitable for high altitudes, but not the classic IJA colors - nothing even close. eventuelly I came up with an all-around turquoise green (ModelMaster Fulcrum Grey Green) plus a pale grey-green (ModelMaster RAF Dark Slate Grey) as contrast for the upper sides. Sick combination, yes, esp. with the Aluminum shining through, which was applied first as a kind of acrylic primer. The camouflage paint was carefully brushed on top of that, with panel-wise strokes from back to front. Tedious, but effective.
The black tail was applied similarly, it is a free interpretation of real IJA markings; for instance, the 244th Sentai arcraft bore all-red tail sections. Black is an uncommon color, but since I wanted to create fictional squadron markings, too, this was a suitable concept. And it looks cool and mysterious...
The cockpit interior was painted with Aodake Iro (Modelmaster), the section behind the pilot's seat and where the sliding canopy moves on the outside, were painted with IJA Dark Green - just an odd idea. In front of the cockpit a black anti glare panel was added. The landing gear and the respective wells were painted with Steel Metallizer (just to set them apart from the lighter Aluminum all around). The propeller was painted in reddish brown tones, the spinner in Humbrol 160 and the blades in 173.
After this basic painting the kit received a black ink wash, and decals were applied. These were taken from various aftermarket sheets, including generic, white and yellow sheet for the Home Defence markings on wings and fuselage, the white fuselage trim or the yellow ID markings on the wings' leading edges.
As next step the complete kit was carefully wet-sanded, primarily from front to back, so that more of the aluminum primer showed through, the decals (esp. the Hinomaru) were worn out and the camouflage paint on top lost some of its hard edges.
The sanding residues had to be cleaned away thoroughly (with a soft toothbrush and lots of water), and then, repairs, e .g. where the bare plastic came through, as well as extra effects with dry-painted, lighter camouflage tones were done. Final cosmetics also include oil and dirt stains with Tamiya"Smoke", also applied by brush.
Once everything was dry and clean (despite the kit's look), everything was sealed under a coat of varnish - a 3:1 mix of matt and gloss Revell Acrylics.
A complex and lengthy painting process, but I think the effort paid out because the procedure mimicks the structure and look of a worn paint job instead of trying to look like it when you paint a cammo scheme and add metal effects "on top". This works for small chips, but not for the flaked look I had been looking for.
The Ki-104 turned out to be a very conclusive kitbashing - I think that the P-47-with-Attacker-wings-and-new-cowling bears more potential, and I might try it again, e. g. for a naval Thunderbolt development?
The Tipo cuts a refreshingly square shape these days, and is getting rather rare in 3 door form now too, although they do seem to be fairly decent survivors at the moment, maybe Fiats recent massive growth in popularity over here (due to the 500 and Panda) has aided the longevity of their older offerings, this one has been retaxed for a year, which is good news. I think I prefer the prefacelift models, but still nice cars in my eyes, a departure from the bland feeling they used to give me, how times change.
TodaysArt 2015
Pier, Scheveningen
A live concert driven by the sea.
Two man angling, trying to catch ‘A tempo Hydro’.
Perhaps the sea will release the Accelerando. and returns to it’s A tempo.
For this piece the environment is the instrument.
The works from Onno Poiesz are very varied. From large 2D works such as; ‘EXIT’ which existed out of stickers made specially for the Central Station of Rotterdam- to glaced keramic airplanes and bronzed doorknobs in the Dutch public transport. For this eleventh edition of TodaysArt , Poiesz created a project intended for the most lefthanded island on The Pier which will be demolished at the end of 2015. This projects is inspired on one of the original ‘ZERO on Sea’ installations. Artist Heinz Mack planned to place pillars made out of mirrors into the sea. Poiesz is planning to wrap the left hand island completely in mirroring foil. By doing so, a new dimension will arise and will change the context of the building. The building will gain body and the exact contours will fade. During the day, light and colors will change and reflect in the sea.
The tramway is driven by the cables in the centre of the rails, on front / back platform where the driver stands there is a grab device to clamp on to the cable for the direction of travel.
Have just found out that who I thought was the driver is a signalman , the actual driver is the winchman in the engine shed.
MONDAY, SEPTEMBER 28, 2015
Fortune Brainstorm E - Austin, TX, USA
2:05 PM
OPENING DEBATE: WHERE IS WASHINGTON?
The energy policy coming out of the nation’s capitol these days is almost entirely being driven by the President through regulatory action. The EPA and other agencies are taking the lead on vehicle mileage standards, emissions from coal plants and methane gas leaks. Will the Republican-led Congress take the reins and legislate for change for the energy and utility sectors, or will they try to defang Obama’s regulatory campaign? Will the renewables energy tax credit get extended? Will we see some sort of carbon or gasoline tax or will most of the new regulatory innovation be left to the states?
Andy Karsner, Executive Chairman, Manifest Energy
Dan Reicher, Executive Director of the Steyer-Taylor Center for Energy Policy and Finance, Stanford Law School
Christine Todd Whitman, Co-chair, Clean and Safe Energy Coalition
Moderator: Alan Murray, Fortune
Photograph by Stuart Isett/Fortune Brainstorm E
Monster Jam Triple Threat Series presented by AMSOIL @ Verizon Center, Washington, DC on January 28, 2017
Featuring:
Grave Digger driven by Krysten Anderson,
El Toro Loco driven by Armando Castro,
Pirate's Curse driven by Camden Murphy,
Megalodon driven by Justin Sipes,
Alien Invasion driven by Bernard Lyght,
Zombie driven by Ami Houde, Monster Mutt Rottweiler driven by JR Seasock,
Blue Thunder driven by Matt Cody,
Real Name
Meghan J. Castellano
Organization
U.S Flag Navy SEALs
Position
Defender
Nationality
American
Birthplace
Oceanside, CA
Date of birth
July 21, 1986
Height
5'7" (1.70M)
Weight
134lbs (61KG)
An Olympic hopeful in the 200-meter backstroke, Castellano split her time between the pool and the army base, where her father was a training officer. Her junior year, Castellano broke her arm in a car accident, putting an end to her Olympic ambitions. After high school, she enlisted in the Navy. Serving four years, before attending college on the Veterans Affairs bill, upon graduation she returned to the Navy as a career intelligence officer.
Psychological Profile
Castellano is singularly focused. She is driven and does not know how to give up on the goal easily. She will do whatever it takes to accomplish the mission in the most seamless and effective way possible.
In "Cuban Tag Axle" I referred to the large number of articulated tractor/trailer buses that were once the mainstay of the Havana MetroBus fleet, and had disappeared between 2007 and 2009. Other towns and cities in Cuba had them of course, but I suspect that this example, seen at Moron (north Cuba) railway station in February 2009, is indeed a former Havana one (the paint job looks a little rushed!). In Havana the tractor unit would have been a modern cabover International Freightliner or Mack, or a bonneted Ford, not the Russian lorry (a Kamaz?) seen here.
The Driven Rotary Tool - DRT is designed for cutting all manner of textiles reliably and economically. The tool uses a motor-driven decagonal blade to cut through the materials, which considerably reduces the drag force and helps cleanly sever each fiber or thread.
Further details: www.zund.com/en/driven-rotary-tool
Believe it or not, this image was captured through my car window as I was parking my car! Don't misunderstand, I wasn't in a parking lot or anything.... Rather I had driven deep into the country and woods where I knew the eagle pair had a nest. Still, what a way to start my eagle adventure :)
froknowsphoto.com/canon-5ds-r-real-world-review/ Click Here for the FULL REVIEW of the Canon 5DS R From the Grand Canyon.
You will find four RAW files to download at the link above.
Fitted with a flight test-probe and now painted in her new overall grey colour scheme with black Royal Navy titles, code letter and serial number, development Leonardo Merlin Mk.4 ZJ122/F caught about to land back at the former Agusta-Westland's Yeovil Airfield in Somerset.
Changes incorporated into the upgrades are a folding rotor head and tail rotor, strengthened landing gear, deck lashing points, and a fast roping point for the Royal Marines
Note also that unlike their original - now HM.2 Navy counterparts, instead of those single main wheels, these ex RAF machines have the dual wheels all round and no underbelly radar.
IMG_7550
The Ford Fiesta RS WRC driven by Erik van Loon and Harmen Scholtalbers during the Tank S Rally.
The car arrived on thursday, the day before the start of the rally. They didn't had the time to test the car. What Erik said about the car: "The Fiesta is slower on the long straights but the cornering and the handling is so much better then the Focus WRC I drove before. Only the speed into the corner is slower if you compare it with the Focus. But I can solve that by changing my driving style"
More photos of this rally on Facebook.
Monster Jam Triple Threat Series presented by AMSOIL @ Verizon Center, Washington, DC on January 28, 2017
Featuring:
Grave Digger driven by Krysten Anderson,
El Toro Loco driven by Armando Castro,
Pirate's Curse driven by Camden Murphy,
Megalodon driven by Justin Sipes,
Alien Invasion driven by Bernard Lyght,
Zombie driven by Ami Houde, Monster Mutt Rottweiler driven by JR Seasock,
Blue Thunder driven by Matt Cody,