View allAll Photos Tagged exploit
Animal rights protesters marching close to Trafalgar Square on 26 August 2023. They were near the end of a march from Marble Arch to Parliament Square. According to an activist I talked to, they were demanding the end to all types of animal exploitation and highlighting universal veganism as not only the only ethical and humane option, but as also a vital tool to prevent catastrophic climate change.
Here are four good reasons to go vegan in 2023
Animal Welfare: By not using or consuming animal products you are helping to reduce harm to animals and supporting their well-being. You should choose veganism if you believe in treating animals with kindness and respect.
Health Benefits: Vegan diets can lower the risk of heart disease, certain cancers, and type 2 diabetes. They typically include more fruits, vegetables, and whole grains, which are good for your health.
Environmental Impact: Producing plant-based foods typically has a much smaller environmental footprint than raising animals for meat. It can help combat issues of immense importance to the planet's future, particularly by reducing methane emissions and deforestation and thereby mitigating climate change.
Resource Conservation: A vegan diet requires fewer resources like water and land compared to a diet heavy in animal products. It's a more sustainable choice for the planet's future.
I also post photos at www.instagram.com/alisdarehickson/
Ober-Assel comme on l'appelait à l'époque autrichienne doit son existence à l'exploitation minière qui s'est développée dès la fin du XIVe siècle dans tout le nord du département. La commune d'Auxelles se divisa en 1569 pour donner naissance à Auxelles-Haut et Auxelles-Bas.
Des mineurs venus du Tyrol et de Saxe immigrent dans le sud des Vosges au XIVe siècle pour travailler au creusement des puits et des galeries et à l'extraction du minerai de plomb, de cuivre et d'argent. Les noms germaniques apportés par cette population se retrouvent à Auxelles-Haut dans la toponymie (Gesellschaft, Teuschgrund, Pfennigthurm...) et bien sûr dans les patronymes, bien que très souvent francisés. Les puits et galeries portent la plupart du temps un nom de saint : Saint-Jean-Fundgruben, Saint-Philippe...
L'exploitation des mines d'Auxelles-Haut était complexe et dangereuse en raison de l'instabilité des terrains. Elle était encore compliquée par la présence de grandes quantités d'eau qu'il fallait extraire des mines. Des machines hydrauliques perfectionnées furent installées dans les années 1670-1680, utilisant la force motrice de l'eau de surface amenée aux mines grâce à un système de petits barrages et de canaux parcourant la montagne, et introduite dans les galeries par des conduites forcées. À l'intérieur de la mine Saint-Jean, en particulier, une immense salle accueillait une roue hydraulique de près de 10 mètres de diamètre ce qui était un exploit technologique pour l'époque. La mine Saint-Jean était l'une des trois grandes mines du Rosemont (la région dont Giromagny est le chef-lieu), avec celles du Phanitor et de Saint-Pierre au Montjean. Elle ne produisait que du plomb, qui était utilisé pour séparer le cuivre de l'argent issu des autres mines. La production d'argent assurait des revenus importants ce qui explique que l'on ait réalisé des investissements considérables notamment pour mettre au point des machines hydrauliques très perfectionnées.
L'exploitation des mines a cessé à la fin du XVIIIe siècle, les filons les plus rentables ayant été épuisés. Au XIXe siècle, un tissage mécanique entraîné par la force de l'eau est construit par l'industriel Boigeol. On peut encore voir les ruines de deux petits barrages qui portent son nom, au nord du village dans le vallon du Rhôme, et qui étaient utilisés comme réserve d'eau permettant d'alimenter le moteur hydraulique. Il est probable que ces barrages aient été établis sur ceux servant à l'alimentation des machines hydrauliques des mines, aux siècles précédents.
On peut encore voir à différents endroits les vestiges de l'activité minière : galeries de mines et déblais dans le village, haldes dans la lande du Mont Ménard.
Cette activité industrielle très ancienne a laissé une marque profonde dans la structure de l'habitat : on voit à Auxelles-Haut quantité de maisons de mineurs et d'ouvriers, petites et serrées les unes contre les autres, près des mines, contrairement à ce que l'on voit à Auxelles-Bas où la maison typique est la grosse ferme paysanne.
fr.wikipedia.org/wiki/Auxelles-Haut
La commune d'Auxelles se divisa en l'An 1569 pour donner naissance à Auxelles-Haut et Auxelles-Bas.
L'église du village date de 1841, elle est située à coté de l'Auberge Le Coin de la Stolle sous le piton rocheux où s'élevait autrefois le château médiéval.
Plusieurs monuments entretiennent le souvenir de la Résistance contre l'occupant pendant la seconde guerre mondiale, et des combattants de l'ombre tués par les Allemands dans le village.
Au Mont Ménard, la Vierge des Auxelles a été installée pour la remercier d'avoir protégé la population. Un autre lieu emblématique de la commune est la Chaume du Querty, pâturage communal où se maintiennent deux chalets associatifs et où montent les Quichelots pour cueillir les myrtilles ou brimbelles.
Auxelles-Haut est maintenant un joli village, réputé pour être le point de départ de randonnées pédestres via des sentiers bordés de beaux hêtres.
Ces sentiers mènent le randonneur au sommet de la Planche des Belles Filles (1 148 mètres d'altitude) d'où il aura une vue superbe sur toute la Trouée de Belfort, la Forêt-Noire à l'Est et les pics des Alpes au-delà des crêtes du Jura, et particulièrement, le mont Blanc.
Plus près, la lande du Mont-Ménard, très facilement accessible depuis le cœur du village, ou la Chaume du Querty, plus éloignée, offrent aussi de beaux panoramas et un grand dépaysement. Plusieurs sentiers balisés et entretenus par le Comité départemental de la randonnée et le conseil général du Territoire de Belfort offrent de belles possibilités de promenades, courtes ou longues.
P1040753
ChatGPT:
What do you know about Animal Rights Watch? Abbreviation: ARIWA. Background, donors, funding. Who benefits from such activities?
Animal Rights Watch, abbreviated as ARIWA, is an organization focused on advocating for the rights and welfare of animals. While specific details about ARIWA's background, donors, and funding sources may vary and are often subject to change, organizations in this realm typically engage in various activities such as public education, policy advocacy, and direct action to promote animal rights and welfare.
### Background
ARIWA aims to raise awareness about animal rights issues, promote humane treatment of animals, and influence legislation related to animal welfare. They might engage in campaigns against factory farming, animal testing, and other practices that they consider harmful to animals.
### Donors and Funding
Organizations like ARIWA often rely on donations from individuals, grants from philanthropic foundations, and sometimes corporate sponsorships. The specific donors and funding sources would typically be listed in the organization's financial disclosures or annual reports, which can provide transparency about their funding and how it is utilized.
### Beneficiaries
The primary beneficiaries of ARIWA's activities are animals, particularly those suffering from exploitation and abuse. Additionally, the organization may benefit society at large by promoting ethical treatment of animals, which can lead to broader discussions about environmental sustainability, public health, and ethical consumerism.
### Impact
Through their campaigns and advocacy, organizations like ARIWA can influence public opinion, encourage humane legislation, and foster a culture of compassion towards all living beings.
For the most accurate and up-to-date information, it would be advisable to check ARIWA's official website or their published reports.
Exploitant : Transdev Valmy
Réseau : IDF Mobilités – Vallée de Montmorency
Lieu : Gare d'Enghien-les-Bains (Enghien-les-Bains, F-95)
Lien TC Infos : tc-infos.fr/vehicule/14907
This came from our garden yesterday, and I brought it inside to exploit in a more controlled environment.
Lighting stuff: Lit with a YN560-III in an 8.6 inch Lastolite soft box positioned at camera left, and just out of the frame. The flash, in manual mode, was triggered by a Yongnuo RF-603N. I converted it to black and white using Nik Software's Silver Efex Pto.
Other black and white images that I've attempted can be seen in my Black And White Album.
www.flickr.com/photos/9422878@N08/sets/72157644989606939/
Other plants, flowers, fruit or thingys that I've photographed using strobes can be seen in my Strobe Lit Plant set. In the description for that set, I list resources that I've used to learn how to light with off camera flash. www.flickr.com/photos/9422</a</a</a
Exploitant : RATP
Réseau : RATP
Ligne : N53
Lieu : Gare Saint-Lazare (Paris, F-75)
Lien TC Infos : tc-infos.fr/vehicule/2777
Go-Go for a wild ride with the action girls! Russ Meyer, the king of exploitation, directs this lurid thrill-ride starring Tura Satana, Haji, and Lori Williams as a trio of dancers who turn to murder and mayhem on a road trip from hell. Varla is well-endowed, beautiful, physically powerful, savvy and conniving. She lives for kicks, but she's also got a serious mad on for the world, and anyone who crosses her finds out the hard way. Her job as a go-go dancer, supplemented by a part time career in petty crime has afforded her a sleek and fast sports car, which she enjoys riding in the desert with her fellow dancers. One of them, Rosie, has a crush on Varla, which she happily encourages, even if Varla is really more interested in the control it gives her over Rosie than in Rosie herself. The other dancer, Billie, is a little harder for Varla to manage, but Billie isn't bright enough to outmaneuver Varla.
When the little gang run into a square drag racer, he winds up getting into a fight with Varla, losing of course. Varla makes sure he never talks back again, then kidnaps his girlfriend and makes a run for it. BIllie and Rosie tag along, and they soon become involved in intrigue with an old letch in the desert rumored to have a stash of cash hidden away somewhere. When Varla starts to lose control of the situation, things (again) become violent, leading to a revved-up climax! Three strippers seeking thrills encounter a young couple in the desert. After dispatching the boyfriend, they take the girl hostage and begin scheming on a crippled old man living with his two sons in the desert, reputedly hiding a tidy sum of cash. They become houseguests of the old man and try and seduce the sons in an attempt to locate the money, not realizing that the old man has a few sinister intentions of his own.
synopsis
Exploitation maven Russ Meyer created a cult classic with this turbo-charged action film. Three curvaceous go-go dancers in a cool sports car go on a desert crime spree, led by Varla (the amazing Tura Satana), a busty, nasty woman dressed entirely in black. Varla's lesbian moll, Rosie (Haji) -- who has an extremely overwrought accent -- and reluctant bimbo Billie (Lori Williams) are along for the ride. When they meet a naïve young couple, Tommy and Linda (Ray Barlow and Sue Bernard), Varla challenges the man to a race then kills him by breaking his back. They take Linda hostage and drive to a house owned by a crippled old lecher (Stuart Lancaster) and his muscular but retarded son, Vegetable (Dennis Busch). Varla discovers that the old man has money hidden on the property, so the girls try to find it. Meanwhile, Vegetable's perverted father tries to trick him into assaulting one of the girls as he watches, but his other son (Paul Trinka) finally shows up to save the day. A great deal of bloodshed, campy catfighting, and funny dialogue fills the bulk of this fast-paced comic book of a movie.
Born 1946 Quebec,Canada
Passed on 2013
Birth Name - Barbarella Catton Nickname - Haji
Haji was a Cando-American actress renowned for starring in Russ Meyer's sexploitation classic Faster, Pussycat! Kill! Kill! (1965), in which she made her theatrical film debut. Barbarella Catton was born in Quebec City, Quebec on January 24, 1946, and at the age of 14, began dancing topless. The renamed Haji caught the eye of cinema's "King Leer" while performing as an exotic dancer.
He also cast her as one of three go-go dancers who turn into avenging furies in "Pussycat", which was her theatrical film debut as it was released before Motor Psycho (1965). She also appeared in Meyer's potboiler Good Morning... and Goodbye! (1967), his big budget Hollywood sextravaganza Beyond the Valley of the Dolls (1970), and his cartoonish amalgamation of sex and violence, Supervixens (1975).
Haji died on August 10, 2013 at the age of 67.
Was a fervent supporter of animal rights and environmentalism. Interviewed in the book "Invasion of the B-Girls" by Jewel Shepard. Began as an exotic dancer. Moved to California at the age of fourteen and was discovered by filmmaker Russ Meyer performing in a topless bar. Her only child, a daughter she had at age 15, is named Cerlette. Haji was of British and Filipino descent, and her nickname was bestowed on her by an uncle. Was a friend and co-star of former stripper and long-time Russ Meyer paramour Kitten Natividad.
Haji, an Actress Featured in Cult Films by Russ Meyer, Dies at 67
By DANIEL E. SLOTNIK
Published: August 17, 2013
Haji, a voluptuous actress who played one of three homicidal go-go dancers in Russ Meyer’s 1965 cult film “Faster, Pussycat! Kill! Kill!,” died on Aug. 9 in Southern California. She was 67.
Her death was confirmed by the dancer and actress Kitten Natividad, a friend, who said she did not know the cause. She said Haji had high blood pressure and heart problems in recent years and was taken to a hospital after falling ill at a restaurant in Newport Beach.Haji, a brunette of Filipino and British descent, met Meyer, the celebrated B-movie director, in the mid-1960s while she worked in a strip club in California. He cast her as the lead in his biker movie “Motorpsycho” (1965) even though she had no acting experience.Later that year Haji appeared in “Faster, Pussycat! Kill! Kill!,” the tale of three dancers who beat a young man to death, kidnap his girlfriend and flee into the desert. She played the lesbian paramour of the lead character, Varla, played by Tura Satana. The film has acquired a devoted following and has been embraced by the filmmakers John Waters and Quentin Tarantino and even some feminists, including the film critic B. Ruby Rich, who praised it in The Village Voice as a “female fantasy.”“You just didn’t see women taking over and beating up men in those days,” Haji said in an interview posted on Russ Meyer’s Ultravixens, a Web site devoted to Meyer, who died in 2004, and his films. “Russ did something no one else had the imagination to do. And he was smart to use three bodied-up women, so whether the picture’s good or not, you still sort of stare at it.”Haji played a scantily clad bartender in Meyer’s “Supervixens” in 1975 and appeared in “Beyond the Valley of the Dolls,” the story of an all-woman rock band’s descent into debauchery. It was the first of Meyer’s films produced by a mainstream studio. She also acted in John Cassavetes’s gritty drama “The Killing of a Chinese Bookie” in 1976.
Haji was born in Quebec on Jan. 24, 1946. Ms. Natividad said that Haji’s last name at birth was Catton, and that she thought her given name was Cerlette. (The name Haji, she said, was a nickname given to her by an uncle.) Haji left school before finishing the sixth grade and began stripping at 14. She had a daughter, also named Cerlette, at 15. She lived in Oxnard, Calif. Her survivors include her daughter and a granddaughter. Haji’s last screen role was in the 2003 comedy “Killer Drag Queens on Dope.”
www.nytimes.com/2013/08/18/arts/haji-an-actress-featured-...;
Photo André Knoerr, Genève. Reproduction autorisée avec mention de la source.
Utilisation commerciale soumise à autorisation spéciale préalable.
Depuis juillet 2017 l'exploitation ferroviaire de la ligne transN Le Locle - Les Brenets est suspendue "jusqu'à nouvel avis" en raison de défauts aux essieux du vétuste matériel voyageurs BDe 4/4 3 et 5 et Bt 12 de 1950.
L'autobus d'occasion Citaro K 061 assure la substitution du service ferroviaire sur la "ligne 224".
17580
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 8
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/37468
Navya is a French company specialized in the design and construction of
Source :
en.wikipedia.org/wiki/Navya_SAS
Translation / Traduction 🇫🇷 Fr.
Navya est une entreprise française spécialisée dans la conception et la construction de véhicules autonomes, électriques et robotisés. En 2015, elle a lancé la navette autonome Arma, premier véhicule autonome de série sans chauffeur à être commercialisé.
Véhicule
La Navya Arma est le premier véhicule électrique et autonome de série disponible à la vente : l’Arma a été présentée en opération en première mondiale à l’ITS World Congress de Bordeaux en octobre 2015, où elle a par ailleurs circulé sur route ouverte.
Il s’agit d’une navette à l’habitacle fermé, conçue pour l’autonomie et fabriquée en France : elle comporte lidars, caméras stéréovision, GPS RTK, GNSS, capteurs infra-rouge7 et est doté d’un système de navigation lui permettant de suivre un itinéraire dans un environnement pré-cartographié.
Sur la route, l’Arma distingue tous types d’obstacles, qu’ils soient fixes ou mobiles et adapte sa trajectoire. Des systèmes d’arrêt d’urgence sont accessibles si besoin.
Véhicule de Navya à La Défense, expérimentation du STIF entre juin 2017 et décembre 20178
Dotée de feux, d’écrans, de panneaux LED et haut-parleurs internes et externes, elle interagit avec ses passagers et son environnement extérieur de manière visuelle ou sonore7.
L’Arma est au service de la mobilité du dernier kilomètre. Elle est, dans un premier temps, destinée à circuler principalement sur sites fermés5, comme les aéroports, les sites industriels, les universités et les parcs d’attraction. En zones urbaines, l’Arma circule sous condition d’autorisation, la législation autour des véhicules autonomes n'étant pas encore en place.
Elle a été rebaptisée « Autonom Shuttle » le mardi 7 novembre 2017 lors de la présentation du nouveau produit Navya, « Autonom Cab », le premier robot-taxi autonome, à la Cité du Cinéma (ville de Saint-Denis).
Caractéristiques de l'Autonom Shuttle
Les caractéristiques du véhicule sont les suivantes :
Dimensions et capacité
•Places : 11 assises et 4 debout
•Poids à vide : 1 800 kg
•Poids total en charge : 3 000 kg
•Dimensions (L x l x h) : 4,80 m x 2,05 m x 2,60
Moteur
•Puissance : 15 kW (25 kW en crête)
•Vitesse maximum : 45 km/h
•Vitesse de croisière : 25 km/h
•Pente maximale : 15 %
•Batteries : LiFePO4
•Énergie stockée : 33 kW•h
Motricité
•Roues motrices : 2
•Roues directrices : 4
•Rayon de braquage : < 4 m
Caractéristiques de l'Autonom Cab.
Les caractéristiques du véhicule sont les suivantes :
Dimensions et capacité
•Place: 6 Passagers
•Poids à vide: 2000 kg
•Poids total autorisé en charge: 2500 kg.
•Dimensions (L x l x h): 4,65m x 1,95m x 2,10 m
Moteur
•Puissance : 15 kW (25 kW en crête)
•Vitesse maximum : 90 km/h
•Vitesse d'exploitation: 50 km/h
•Pente maximale : 13%
•Batteries : LiFePO4
•Énergie stockée : 22 ou 33 kW•h
Motricité
•Roues motrices : 2
•Roues directrices : 2
•Rayon de braquage : 5,50 m
Source :
AUTONOM SHUTTLE, la solution qui révolutionne les déplacements du premier et dernier kilomètre
Autonome, sans conducteur et électrique : la navette développée par NAVYA est au service des villes et sites privés pour toujours plus de mobilité.
En ville ou sur site privé, la navette conçue par NAVYA est une solution inédite de mobilité performante, propre et intelligente. AUTONOM SHUTTLE garantit, sur le premier et le dernier kilomètre, la performance du transport autonome et le confort du voyage grâce à sa navigation douce.
Pouvant transporter jusqu’à 15 personnes, AUTONOM SHUTTLE conjugue les avantages à différents niveaux. Les flottes de AUTONOM SHUTTLES permettent aux opérateurs de développer des gains de productivité sur les sites privés et participent au désengorgement des centres urbains. Parallèlement, elles permettent aux passagers d’optimiser leurs temps de transport et leur assurent un voyage en toute sérénité.
Une technologie de pointe au service de l’expérience
La conception de AUTONOM SHUTTLE répond aux besoins spécifiques d’un véhicule autonome sans conducteur tout en optimisant les fonctions de navigation et de sécurité. Sans volant ni pédale, AUTONOM SHUTTLE exploite des systèmes de guidage et de détection performants qui associent plusieurs technologies de pointe. Lidars, caméras, GPS RTK, IMU et odométrie : c’est par la fusion des données de ces différents capteurs associés aux logiciels de « deep learning » que AUTONOM SHUTTLE peut se déplacer efficacement et prendre les décisions les plus adaptées. Et cela, sans conducteur.
Avant, pendant et après le trajet, AUTONOM SHUTTLE propose une solution globale de mobilité continue et fluide.
Source :
Navette autonome : nouvelle expérimentation de la RATP à Saclay
Après le succès de plusieurs expérimentations (pont Charles-de-Gaulle, Vincennes, Boulogne-sur-Mer et Austin aux États-Unis), le groupe RATP, en partenariat avec BMCP, Bureau Veritas, CEA List, EasyMile et Sherpa Engineering, a lancé, de février à mi-avril 2018, sa 5ème expérimentation au CEA Paris-Saclay (Commissariat à l’Energie Atomique)………
Source :
www.ratp.fr/groupe-ratp/linnovation-dans-tous-les-domaine...
Exploitant : SETRAM
Réseau : SETRAM
Ligne : 11
Lieu : Jacques Cartier (Le Mans, F-72)
Lien TC Infos : tc-infos.fr/id/5644
Exploitant : Transdev TVO
Réseau : Valmy
Ligne : 16
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/14765
Véhicule : HEULIEZ BUS GX 427 EEV
Identification : 1067 (BL-448-SY)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Dépôt de Lescure
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1811
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
14/06/2016 18:35
Rue du Vergne ; F-33 BORDEAUX
Exploitant : Keolis Châlons-en-Champagne
Réseau : Sitac
Ligne : 5
Lieu : Tissier (Châlons-en-Champagne, F-51)
Lien TC Infos : tc-infos.fr/vehicule/25588
Longueur : 24,4 m
Capacité : 154 voyageurs
Constructeur : Carrosserie Hess AG
Exploitant : Réseau Stan
Pays : France🇫🇷
Ville : Nancy (54000)
Nombre de trolley : 25
Long before the Mojave National Preserve was created, gold miners exploited the highlands of Caruthers Canyon in the New York Mountains. The miners built some basic structures for their operations and for shelter, now in ruins, surrounded by the lofty boulder-strewn granite peaks of this nearly inaccessible area.
This photo was taken by an Asahi Pentax 6 X 7 medium format film camera and SMC PENTAX 67 1:4 45mm lens with an 82mm Tiffen UV filter using Fuji 160NS film, the negative scanned by an Epson Perfection V600 and digitally rendered with Photoshop.
“End the Slavery”: Sakuma Brothers Farms Workers of Familias Unidas por la Justicia March for a Labor Contract and Against Exploitation and Abuse: Burlington, Washington, Saturday, July 11, 2015.
Exploitant : Transdev TVO
Réseau : Bus en Seine
Lieu : Centre Opérationnel Bus d'Argenteuil (Argenteuil, F-95)
"Lunar Base"
Mid- to late 80's proposal/concept/contribution, possibly by Rockwell International, of a lunar oxygen production facility configuration. As part of a collaborative examination, assessment...or whatever, of a national strategy for prolonged, far reaching, sustainable exploration & exploitation of SPAAAAACE ? ? ?
I went with Rockwell because of the artist, Manuel E. Alvarez.
It has yet to happen. However, Sino-Soviet efforts will be interesting, alarming...and hopefully light a fire under the appropriate asses of U.S. 'decision' makers. If there are any left, that is.
Another view of the orchid that I've been exploiting lately. I wanted to use natural backlighting for this image, so I placed the flower on a kitchen counter with light coming through a window behind it. I placed a black background behind the flower for contrast, but positioned it so that it wouldn't block the light on the flower. Because parts of the plant weren't getting as much of the backlight, I took three separate exposure, and then combined them manually in Photoshop. Do it yourself HDR.
Exploitant : Transdev Marne et Morin
Réseau : Pays de Meaux
Lieu : Gare de Meaux (Meaux, F-77)
Lien TC Infos : tc-infos.fr/id/35318
Title / Titre :
Map of mining operations along the Klondike River, Yukon /
Carte des travaux d’exploitation minière le long de la rivière Klondike (Yukon)
Description :
Plan of Lot 8 Group 2 showing claims nos. 12-13-14-15 above Maris discovery on the left limit of the Klondike River /
Plan du lot 8 groupe 2 montrant les concession minières n° 12-13-14-15 au-dessus de la découverte de Maris sur la limite gauche de la rivière Klondike
Creator(s) / Créateur(s) : Unknown / Inconnu
Date(s) : 1899-1950
Reference No. / Numéro de référence : ITEM 4047078
central.bac-lac.gc.ca/.redirect?app=fonandcol&id=4047...
Location / Lieu : Yukon, Canada
Credit / Mention de source :
Yukon Consolidated Gold Corporation fonds. Library and Archives Canada, e011316577 /
Fonds Yukon Consolidated Gold Corporation. Bibliothèque et Archives Canada, e011316577
Description: Poster attacking the coalition National Government of Ramsey Macdonald as well as calling on readers to demonstrate their opposition to the British Union of Fascists. BUF leader Oswald Mosley led a march to Hyde Park in September 1934.
William Joyce ("Lord Haw-Haw" in the Second World War) attempted to prosecute the Daily Worker newspaper for incitement to violence because it urged anti-fascists to counter-demonstrate against the Blackshirts in this way.
Date: 1934
Our Catalogue Reference: MEPO 2/3074
This image is from the collections of The National Archives. Feel free to share it within the spirit of the Commons.
For high quality reproductions of any item from our collection please contact our image library.
Randonnée dans le colorado Provençal à Rustrel.
Le Colorado Provençal, issu de l'exploitation d'anciennes carrières d'ocres, s'étend sur une superficie de plus de 30 hectares. Paysage aux multiples couleurs (plus de 20 teintes d'ocre, du jaune pâle au rouge vif, qui contrastent avec le vert des arbres et des collines et le bleu du ciel), les sentiers cheminent au milieu de falaises érodées, de formes parfois extraordinaires : quel spectacle !
Le mot "ocre" vient du grec okhra signifiant "terre jaune". Source: www.photos-provence.fr/vaucluse/rustrel-colorado-provenca...
Part of the Botallack mine, exploiting the Boscawen Diagonal Shaft. The lower engine houses was built in 1835 and pumped water out of the mine. The higher one was built in 1862 and provide winding power. Men traveled in a wheeled box called a gig and were pulled up by the engine. In 1863 the gig chain broke and 8 men and a boy was killed. The mine was 500m deep and went 1/2 mile out to sea.
Botallack produced roughly 14,500 tonnes of tin, 20,000 tonnes of copper and 1,500 tonnes of refined arsenic. It closed in 1895 due to rapidly falling copper and tin prices.
installed the new Maxwell screen last night. All i can say is WOW! The difference is like night and day, comparing to the default screen it came with. Love the sharpness and brightness this new part brings.
Oh, and the message in the screen. i guess you have to Press L and read the words backwards! :)
Olympus E-P2
Nokton Voigtlander 25mm F0.95
Exploité par la société DUPERREX Frères SA établie depuis 1964 dans la Région de La Côte sur l'Arc lémanique. Il s'agissait du seul camion de ce type.
Spanish postcard for Paris misteriosa, the Spanish title for Les Mystères de New York (1915), a European re-edition of the three Pearl White serials The Exploits of Elaine (Louis J. Gasnier, George B. Seitz, Leopold Wharton, Theodore Wharton, 1914), The New Exploits of Elaine (Louis J. Gasnier, Leopold Wharton, Theodore Wharton, 1915) and The Romance of Elaine (George B. Seitz, Leopold Wharton, Theodore Wharton, 1915), all starring Pearl White and with Riley Hatch as her father. The serials were produced by Wharton for Pathé Exchange.
Pearl White (1889 - 1938) was dubbed 'Queen of the Serials", and noted for doing her own stunts, in silent film serials such as The Perils of Pauline (1914) and The Exploits of Elaine (1914-15). Many episodes ended with a literal cliffhanger. In Europe, The Exploits of Elaine were re-edited with two subsequent serials into Les Mystères de New York. Until the end of the First World War White remained globally a popular action heroine.
WE ARE HERE!
Before the G20-summit in Hamburg, where the mightiest heads of government responsible for exploitation, war and flight will talk about their further strategies, we want to show our face. All of us, united on the streets!
We are not to be overlooked! We are loud! We are angry, because again they speak about us instead with us. We want to create spaces for all those that are usually not heard or that are supposed to remain unheard. Like us. We say: Welcome United!
When we take to the streets, we want to be many. Everyone who cares about the common good and solidarity should come out. Everyone who can no longer bear that people are forced to stay in miserable conditions or left to suffer and die at Europe’s borders, should come out. Everyone should come, who cannot endure to see humans isolated in camps for years, who wants to stop the division which is being made between those who were born here and those just arrived, between ‚good’ and ‚bad’ refugees. We fight for our future. Now is the time to act together. We are more than we think! We’ll come united!
We further invite you to participate with us in a national demonstration on the 16th of September in Berlin, one week ahead of the general elections – come and join a large parade struggling for societal participation, equal rights, and solidarity. Because: Our voices count!
Welcome united! We’ll come united!
The exploitation rights for this text are the property of the Vienna Tourist Board. This text may be reprinted free of charge until further notice, even partially and in edited form. Forward sample copy to: Vienna Tourist Board, Media Management, Invalidenstraße 6, 1030 Vienna; media.rel@wien.info. All information in this text without guarantee.
Author: Andreas Nierhaus, Curator of Architecture/Wien Museum
Last updated January 2014
Architecture in Vienna
Vienna's 2,000-year history is present in a unique density in the cityscape. The layout of the center dates back to the Roman city and medieval road network. Romanesque and Gothic churches characterize the streets and squares as well as palaces and mansions of the baroque city of residence. The ring road is an expression of the modern city of the 19th century, in the 20th century extensive housing developments set accents in the outer districts. Currently, large-scale urban development measures are implemented; distinctive buildings of international star architects complement the silhouette of the city.
Due to its function as residence of the emperor and European power center, Vienna for centuries stood in the focus of international attention, but it was well aware of that too. As a result, developed an outstanding building culture, and still today on a worldwide scale only a few cities can come up with a comparable density of high-quality architecture. For several years now, Vienna has increased its efforts to connect with its historical highlights and is drawing attention to itself with some spectacular new buildings. The fastest growing city in the German-speaking world today most of all in residential construction is setting standards. Constants of the Viennese architecture are respect for existing structures, the palpability of historical layers and the dialogue between old and new.
Culmination of medieval architecture: the Stephansdom
The oldest architectural landmark of the city is St. Stephen's Cathedral. Under the rule of the Habsburgs, defining the face of the city from the late 13th century until 1918 in a decisive way, the cathedral was upgraded into the sacral monument of the political ambitions of the ruling house. The 1433 completed, 137 meters high southern tower, by the Viennese people affectionately named "Steffl", is a masterpiece of late Gothic architecture in Europe. For decades he was the tallest stone structure in Europe, until today he is the undisputed center of the city.
The baroque residence
Vienna's ascension into the ranks of the great European capitals began in Baroque. Among the most important architects are Johann Bernhard Fischer von Erlach and Johann Lucas von Hildebrandt. Outside the city walls arose a chain of summer palaces, including the garden Palais Schwarzenberg (1697-1704) as well as the Upper and Lower Belvedere of Prince Eugene of Savoy (1714-22). Among the most important city palaces are the Winter Palace of Prince Eugene (1695-1724, now a branch of the Belvedere) and the Palais Daun-Kinsky (auction house in Kinsky 1713-19). The emperor himself the Hofburg had complemented by buildings such as the Imperial Library (1722-26) and the Winter Riding School (1729-34). More important, however, for the Habsburgs was the foundation of churches and monasteries. Thus arose before the city walls Fischer von Erlach's Karlskirche (1714-39), which with its formal and thematic complex show façade belongs to the major works of European Baroque. In colored interior rooms like that of St. Peter's Church (1701-22), the contemporary efforts for the synthesis of architecture, painting and sculpture becomes visible.
Upgrading into metropolis: the ring road time (Ringstraßenzeit)
Since the Baroque, reflections on extension of the hopelessly overcrowed city were made, but only Emperor Franz Joseph ordered in 1857 the demolition of the fortifications and the connection of the inner city with the suburbs. 1865, the Ring Road was opened. It is as the most important boulevard of Europe an architectural and in terms of urban development achievement of the highest rank. The original building structure is almost completely preserved and thus conveys the authentic image of a metropolis of the 19th century. The public representational buildings speak, reflecting accurately the historicism, by their style: The Greek Antique forms of Theophil Hansen's Parliament (1871-83) stood for democracy, the Renaissance of the by Heinrich Ferstel built University (1873-84) for the flourishing of humanism, the Gothic of the Town Hall (1872-83) by Friedrich Schmidt for the medieval civic pride.
Dominating remained the buildings of the imperial family: Eduard van der Nüll's and August Sicardsburg's Opera House (1863-69), Gottfried Semper's and Carl Hasenauer's Burgtheater (1874-88), their Museum of Art History and Museum of Natural History (1871-91) and the Neue (New) Hofburg (1881-1918 ). At the same time the ring road was the preferred residential area of mostly Jewish haute bourgeoisie. With luxurious palaces the families Ephrussi, Epstein or Todesco made it clear that they had taken over the cultural leadership role in Viennese society. In the framework of the World Exhibition of 1873, the new Vienna presented itself an international audience. At the ring road many hotels were opened, among them the Hotel Imperial and today's Palais Hansen Kempinski.
Laboratory of modernity: Vienna around 1900
Otto Wagner's Postal Savings Bank (1903-06) was one of the last buildings in the Ring road area Otto Wagner's Postal Savings Bank (1903-06), which with it façade, liberated of ornament, and only decorated with "functional" aluminum buttons and the glass banking hall now is one of the icons of modern architecture. Like no other stood Otto Wagner for the dawn into the 20th century: His Metropolitan Railway buildings made the public transport of the city a topic of architecture, the church of the Psychiatric hospital at Steinhofgründe (1904-07) is considered the first modern church.
With his consistent focus on the function of a building ("Something impractical can not be beautiful"), Wagner marked a whole generation of architects and made Vienna the laboratory of modernity: in addition to Joseph Maria Olbrich, the builder of the Secession (1897-98) and Josef Hoffmann, the architect of the at the western outskirts located Purkersdorf Sanatorium (1904) and founder of the Vienna Workshop (Wiener Werkstätte, 1903) is mainly to mention Adolf Loos, with the Loos House at the square Michaelerplatz (1909-11) making architectural history. The extravagant marble cladding of the business zone stands in maximal contrast, derived from the building function, to the unadorned facade above, whereby its "nudity" became even more obvious - a provocation, as well as his culture-critical texts ("Ornament and Crime"), with which he had greatest impact on the architecture of the 20th century. Public contracts Loos remained denied. His major works therefore include villas, apartment facilities and premises as the still in original state preserved Tailor salon Knize at Graben (1910-13) and the restored Loos Bar (1908-09) near the Kärntner Straße (passageway Kärntner Durchgang).
Between the Wars: International Modern Age and social housing
After the collapse of the monarchy in 1918, Vienna became capital of the newly formed small country of Austria. In the heart of the city, the architects Theiss & Jaksch built 1931-32 the first skyscraper in Vienna as an exclusive residential address (Herrengasse - alley 6-8). To combat the housing shortage for the general population, the social democratic city government in a globally unique building program within a few years 60,000 apartments in hundreds of apartment buildings throughout the city area had built, including the famous Karl Marx-Hof by Karl Ehn (1925-30). An alternative to the multi-storey buildings with the 1932 opened International Werkbundsiedlung was presented, which was attended by 31 architects from Austria, Germany, France, Holland and the USA and showed models for affordable housing in greenfield areas. With buildings of Adolf Loos, André Lurçat, Richard Neutra, Gerrit Rietveld, the Werkbundsiedlung, which currently is being restored at great expense, is one of the most important documents of modern architecture in Austria.
Modernism was also expressed in significant Villa buildings: The House Beer (1929-31) by Josef Frank exemplifies the refined Wiener living culture of the interwar period, while the house Stonborough-Wittgenstein (1926-28, today Bulgarian Cultural Institute), built by the philosopher Ludwig Wittgenstein together with the architect Paul Engelmann for his sister Margarete, by its aesthetic radicalism and mathematical rigor represents a special case within contemporary architecture.
Expulsion, war and reconstruction
After the "Anschluss (Annexation)" to the German Reich in 1938, numerous Jewish builders, architects (female and male ones), who had been largely responsible for the high level of Viennese architecture, have been expelled from Austria. During the Nazi era, Vienna remained largely unaffected by structural transformations, apart from the six flak towers built for air defense of Friedrich Tamms (1942-45), made of solid reinforced concrete which today are present as memorials in the cityscape.
The years after the end of World War II were characterized by the reconstruction of the by bombs heavily damaged city. The architecture of those times was marked by aesthetic pragmatism, but also by the attempt to connect with the period before 1938 and pick up on current international trends. Among the most important buildings of the 1950s are Roland Rainer's City Hall (1952-58), the by Oswald Haerdtl erected Wien Museum at Karlsplatz (1954-59) and the 21er Haus of Karl Schwanzer (1958-62).
The youngsters come
Since the 1960s, a young generation was looking for alternatives to the moderate modernism of the reconstruction years. With visionary designs, conceptual, experimental and above all temporary architectures, interventions and installations, Raimund Abraham, Günther Domenig, Eilfried Huth, Hans Hollein, Walter Pichler and the groups Coop Himmelb(l)au, Haus-Rucker-Co and Missing Link rapidly got international attention. Although for the time being it was more designed than built, was the influence on the postmodern and deconstructivist trends of the 1970s and 1980s also outside Austria great. Hollein's futuristic "Retti" candle shop at Charcoal Market/Kohlmarkt (1964-65) and Domenig's biomorphic building of the Central Savings Bank in Favoriten (10th district of Vienna - 1975-79) are among the earliest examples, later Hollein's Haas-Haus (1985-90), the loft conversion Falkestraße (1987/88) by Coop Himmelb(l)au or Domenig's T Center (2002-04) were added. Especially Domenig, Hollein, Coop Himmelb(l)au and the architects Ortner & Ortner (ancient members of Haus-Rucker-Co) by orders from abroad the new Austrian and Viennese architecture made a fixed international concept.
MuseumQuarter and Gasometer
Since the 1980s, the focus of building in Vienna lies on the compaction of the historic urban fabric that now as urban habitat of high quality no longer is put in question. Among the internationally best known projects is the by Ortner & Ortner planned MuseumsQuartier in the former imperial stables (competition 1987, 1998-2001), which with institutions such as the MUMOK - Museum of Modern Art Foundation Ludwig, the Leopold Museum, the Kunsthalle Wien, the Architecture Center Vienna and the Zoom Children's Museum on a wordwide scale is under the largest cultural complexes. After controversies in the planning phase, here an architectural compromise between old and new has been achieved at the end, whose success as an urban stage with four million visitors (2012) is overwhelming.
The dialogue between old and new, which has to stand on the agenda of building culture of a city that is so strongly influenced by history, also features the reconstruction of the Gasometer in Simmering by Coop Himmelb(l)au, Wilhelm Holzbauer, Jean Nouvel and Manfred Wehdorn (1999-2001). Here was not only created new housing, but also a historical industrial monument reinterpreted into a signal in the urban development area.
New Neighborhood
In recent years, the major railway stations and their surroundings moved into the focus of planning. Here not only necessary infrastructural measures were taken, but at the same time opened up spacious inner-city residential areas and business districts. Among the prestigious projects are included the construction of the new Vienna Central Station, started in 2010 with the surrounding office towers of the Quartier Belvedere and the residential and school buildings of the Midsummer quarter (Sonnwendviertel). Europe's largest wooden tower invites here for a spectacular view to the construction site and the entire city. On the site of the former North Station are currently being built 10,000 homes and 20,000 jobs, on that of the Aspangbahn station is being built at Europe's greatest Passive House settlement "Euro Gate", the area of the North Western Railway Station is expected to be developed from 2020 for living and working. The largest currently under construction residential project but can be found in the north-eastern outskirts, where in Seaside Town Aspern till 2028 living and working space for 40,000 people will be created.
In one of the "green lungs" of Vienna, the Prater, 2013, the WU campus was opened for the largest University of Economics of Europe. Around the central square spectacular buildings of an international architect team from Great Britain, Japan, Spain and Austria are gathered that seem to lead a sometimes very loud conversation about the status quo of contemporary architecture (Hitoshi Abe, BUSarchitektur, Peter Cook, Zaha Hadid, NO MAD Arquitectos, Carme Pinós).
Flying high
International is also the number of architects who have inscribed themselves in the last few years with high-rise buildings in the skyline of Vienna and make St. Stephen's a not always unproblematic competition. Visible from afar is Massimiliano Fuksas' 138 and 127 meters high elegant Twin Tower at Wienerberg (1999-2001). The monolithic, 75-meter-high tower of the Hotel Sofitel at the Danube Canal by Jean Nouvel (2007-10), on the other hand, reacts to the particular urban situation and stages in its top floor new perspectives to the historical center on the other side.
Also at the water stands Dominique Perrault's DC Tower (2010-13) in the Danube City - those high-rise city, in which since the start of construction in 1996, the expansion of the city north of the Danube is condensed symbolically. Even in this environment, the slim and at the same time striking vertically folded tower of Perrault is beyond all known dimensions; from its Sky Bar, from spring 2014 on you are able to enjoy the highest view of Vienna. With 250 meters, the tower is the tallest building of Austria and almost twice as high as the St. Stephen's Cathedral. Vienna, thus, has acquired a new architectural landmark which cannot be overlooked - whether it also has the potential to become a landmark of the new Vienna, only time will tell. The architectural history of Vienna, where European history is presence and new buildings enter into an exciting and not always conflict-free dialogue with a great and outstanding architectural heritage, in any case has yet to offer exciting chapters.
Info: The folder "Architecture: From Art Nouveau to the Presence" is available at the Vienna Tourist Board and can be downloaded on www.wien.info/media/files/guide-architecture-in-wien.pdf.
"When a group is objectified and "otherized" it's very easy to exploit them and inflict violence upon them. Nonhuman animals are systematically objectified and "otherized" by society. This allows us to use them as resources; to exploit and murder them. This is monstrous, great violence and it must end. The way to end it is to become vegan and educate others to do so." ~ LiveVegan
For more information about veganism, please check out www.vegankit.com
Exploitant : CAB Solution
Réseau : Navette Substitution SNCF Île-de-France
Ligne : Navette Transilien J
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/43818
Exploitant : Façonéo Mobilité
Réseau : lebus (Aubagne)
Ligne : 1
Lieu : Pont de Lamagnon (Aubagne, F-13)
Ligne TC Infos : tc-infos.fr/vehicule/17571
Exploitation, alienation, poverty, disempowerment, fragmenting and debilitating labor, production for the profit of a few -- much less harsh homelessness, starvation, and degradation -- are not like gravity. They arise from institutional relations established by human beings. New institutions, also established by human beings, can generate other vastly superior outcomes. Defining and working to attain those new institutions ought to be our economic agenda.
-- Michael Albert
Join me on FB
Véhicule : MAN Lion's City G A23 CNG
Identification : 1410 (DQ-698-RE)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE SPÉCIALE TOP14
Voiture : 1820
Destination : Mise en Ligne
À l'occasion d'un match de rugby pour le TOP14 au Stade Matmut Atlantique, TBM a mis en place des Navettes Spéciales. La première est la Navette habituelle entre Brandenburg Tram B et le Stade, exploitée par Keolis Bordeaux Métropole en bus articulés. La seconde est une Navette spéciale pour l'occasion entre le Parking P8 Blanquefort et le Stade, exploitée par Keolis Gironde en bus standard.
Merci à la conductrice pour sa sympathie !
09/06/2019 15:48
Avenue de la Jallere ; Bordeaux
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Lieu : La Plaine (Cormeilles-en-Parisis, F-95)
Lien TC Infos : tc-infos.fr/vehicule/14541
.
.
I was originally enrolled into the GETTY IMAGES collection as a contributor on April 9th 2012, and when links with FLICKR were terminated in March 2014, I was retained and fortunate enough to be signed up via a second contract, both of which have proved to be successful with sales of my photographs all over the world now handled exclusively by them.
On November 12th 2015 GETTY IMAGES unveiled plans for a new stills upload platform called ESP (Enterprise Submission Platform), to replace the existing 'Moment portal', and on November 13th I was invited to Beta test the new system prior to it being officially rolled out in December. (ESP went live on Tuesday December 15th 2015 and has smoothed out the upload process considerably).
With visits now in excess of 18.772 Million to my FLICKR site, used primarily these days as a fun platform to reach friends and family as I have now sold my professional gear and now take a more leisurely approach to my photographic exploits, I would like to say a huge and heartfelt 'THANK YOU' to FLICKR, GETTY IMAGES and everyone who drops by.
***** Selected for sale in the GETTY IMAGES COLLECTION on May 8th 2017
CREATIVE RF gty.im/676101500 MOMENT OPEN COLLECTION**
This photograph became my 2,531st frame to be selected for sale in the Getty Images collection and I am very grateful to them for this wonderful opportunity.
.
.
Photograph taken at an altitude of Eighteen metres at 11:58am on Friday April 14th 2017 off Viale G Ceccarelli Ceccarius Castel Sant'Angelo (Castle of the Holy angel) in Rome, Italy.
Castel Sant'Angelo is located in the Parco Adriano, originally commissioned by Emperor Hadrian, it began as a mausoleum and later as a fortres and castle, and was built between 123-139 AD. Michael the Archangel is the statue atop the castle.
Nikon D7200 10mm 1/160s f/13.0 iso100 RAW (14Bit)Size L (6000x4000), Hand held with Nikkor VR Vibration Reduction enabled. Auto focus AF-C with 3D-tracking enabled. Manual exposure. Matrix metering. Auto white balance.Auto Active D-lighting.
Nikkor AF-S 10-24mm f/3.5-4.5G ED. Phot-R 77mm UV filter.Nikon MB-D15 Battery grip pack. Nikon EN-EL battery (2). Hoodman H-EYEN22S soft rubber eyecup. Matin quick release neckstrap. My Memory 32GB Class 10 SDHC. Lowepro Flipside 400 AW camera bag. Nikon GP-1 GPS module.
LATITUDE: N 41d 54m 12.20s
LONGITUDE: E 12d 27m 55.60s
ALTITUDE: 18.0m
RAW (TIFF) FILE SIZE: 69.00MB
PROCESSED (JPeg) SIZE: 29.89MB
PROCESSING POWER:
Nikon D7200 Firmware versions A 1.10 C 1.02 (9/3/17) L 2.015 (Lens distortion control version 2)
HP 110-352na Desktop PC with AMD Quad-Core A6-5200 APU 64Bit processor. Radeon HD8400 graphics. 8 GB DDR3 Memory with 1TB SATA storage. 64-bit Windows 10. Verbatim USB 2.0 1TB desktop hard drive. WD My Passport Ultra 1tb USB3 Portable hard drive. Nikon ViewNX-1 64bit (Version 1.2.4 24/11/2016). Adobe photoshop Elements 8 Version 8.0 64bit.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.
Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.
The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.
The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).
The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.
Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.
The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.
This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.
Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.
However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.
The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.
While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.
The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.
Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.
Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.
To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.
Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.
Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.
The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.
In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.
The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.
General characteristics:
Crew: 2
Length: 42 ft 2½ in (12,88 m) incl. pitot
Wingspan: 45 ft 10½ in(14 m) incl. tip sails
Height: 15 ft 2 in (4.62 m)
Wing area: 290.95 sq ft (27.03 m²)
Airfoil: NACA 64A315
Empty weight: 9,090 lb (4,127 kg)
Gross weight: 13,068 lb (5,931 kg)
Max. takeoff weight: 17,318 lb (7,862 kg)
Powerplant:
2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,
driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,
fully feathering, reversible contra-rotating propellers with metal hub and composite blades
Performance:
Maximum speed: 390 mph (340 kn, 625 km/h)
Combat range: 198 nmi (228 mi, 367 km)
Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel
Maximum loiter time: 5.5 h with auxiliary fuel
Service ceiling: 32.750 ft (10,000 m)
13,500 ft (4.210 m) on one engine
Rate of climb: 17.400 ft/min (48 m/s) at sea level
Take-off run: 480 ft (150 m)
740 ft (227 m) to 50 ft (15 m)
1,870 ft (570 m) to 50 ft (15 m) at MTOW
Landing run: 490 ft (150 m)
785 ft (240 m) at MTOW
1,015 ft (310 m) from 50 ft (15 m)
Armament:
1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity
7x hardpoints for a total load of 5.000 lb (2,270 kg)
2x wingtip launch rails for AIM-9 Sidewinder AAMs
The kit and its assembly:
This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?
The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...
The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.
For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!
All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.
Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.
After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.
To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.
The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.
Painting and markings:
Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.
The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).
The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.
Decals were also used to create the trim on the propeller blades and markings on the ordnance.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.
A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.
The slaughter and exploitation of this bird and similar species during a late 1800s fashion craze set into motion important 20th century conservation laws that were essential to the survival of wildlife in North America. There is interesting debate about this bird being a color morph of the great blue heron or a separate specie. The great blue occupies a much larger range and only a small isolated population of the white birds exist and are confined to the Florida bay and Keys area.