View allAll Photos Tagged exploit
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2629 (BD-035-KT)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE SPÉCIALE TOP14
Voiture : 1812
Destination : Stade Matmut Atlantique
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.
09/06/2019 16:30
Avenue de la Jallere ; F-33 BORDEAUX
In his lecture, Jol Thoms questions the influence of colonialism, reclamation, exploitation and desecration on modernity. Through a large amount of archival and visual material from early European history, Thoms provides an insight into animistic and alchemical knowledge that was popular in Europe before René Descartes' theory of the separation of body and mind. Thoms views this supposed division, and that between nature and culture, through the lens of renewable energy production and nuclear fusion.
Experimental fusion reactors use rare earth minerals and extremely strong magnetic fields to burn pure hydrogen at temperatures around 150 million degrees Celsius. These nuclear fusion reactors can be seen as a miniature sun, an idea that emphasizes the connection between this modern technology and the historical, pre-modern alchemical tradition. Despite these technological developments and decades of efforts by physicists, atomic nuclei have still not been able to fuse together.
Thoms, along with Julian Weaver, investigated the largest nuclear fusion experiment in the world, called the Joint European Torus (JET) in the United Kingdom, and the International Thermonuclear Energy Research (ITER), a huge project being built in France. Weaver recorded the sound of magnetic plasma and combined it with the sounds of experimental sites to create a soundtrack that was added to this film.
Photo: Trams aux Fils.
(Interdiction de reproduire cette photo à des fins commerciales, sans mon accord )
Prise le 11 août 2016
Motrice 5072
La ligne du Bienne Tauffelen Ins a été ouverte à l'exploitation en décembre 1916, à voie métrique sa longueur et de 21 Kilomètres.
Buy this photo on Getty Images
Malta, Gozo island, the stone quarries of Malta are exploited since antiquity and still provide the stones for the construction of houses
à destination de Paris, Porte d’Orléans, place du 25 août 1944, Paris (14ème arrondissement, Île-de-France, France, FR)
"Driver waiting"
Douchanbé (Asie Centrale - Tadjikistan)
Website : www.fluidr.com/photos/pat21
www.flickriver.com/photos/pat21/sets/
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
The rain will fall soon …
* * *
Algérie. Région de Boufarik. La Ferme Javal sous un ciel d'orage. Octobre 1962.
En arrière plan, les chais avec une inscription sur le Fronton :" Clos xxxx" … (indéchiffrable).
Cette fermes produisait des agrumes et du raisin.
.
.
I was originally enrolled as a SHUTTERSTOCK contributor on January 28th 2019. Shutterstock is an American stock photography company with headquarters in New York City, founded in 2003 by Photographer Jon Oringer. With a library in excess of 200 million royalty free stock photographs, I am delighted, and most grateful to have been accepted into the fold.
Having been passionate about photography since the age of seven years old, with a box brownie and black and white 120 roll film, these days I take a far more leisurely approach to my photographic exploits, a Nikon D850 FX Pro body as my trusted companion, I travel light with less constraints and more emphasis on the pure capture of the beauty that I see, more akin to my original persuits and goals some five decades previously when starting out. I would like to say a huge and heartfelt 'THANK YOU' to GETTY IMAGES, SHUTTERSTOCK, and the 28.385+ Million visitors to my FLICKR site.
***** Selected for sale in the SHUTTERSTOCK COMMERCIAL COLLECTION Image ID:1312671641 on February 15th 2019.
This photograph became my 152nd frame to be selected for sale on SHUTTERSTOCK, and I am very grateful to them for this wonderful opportunity.
.
.
Photographs taken at an altitude of Eighteen metres in the golden hour around sunset at 18:09pm on March 24th 2012, off undercliff Drive and opposite Menzies East Cliff Court on the golden sands of Boscombe Beach in Bournemouth, in the ceremonial county of Dorset, England.
The end of a wonderful day having driven hundreds of miles for a daytrip to Bournemouth. I'd been taking shots of the beach as the golden sunlight streamed into the lens and noticed the young guy and his girlfriend kicking the football about. A stray shot had him coming into my frame and so I waited and composed a few frames as he gathered up the ball.This is a merged version of all four frames that I shot, using Adobe Photoshop Elements 8 software.
I used the 'Scene cleaner' tool and had to induividually draw the pencil over each silhouette and shadow and merge into the final finished frame. So now we have the entire sequence as the young man gathered up the ball from the sea and headed back up the beach to his girlfriend.
.
.
Nikon D7000 Focal length 78mm/85mm Shutter speed 1/400s Aperture f/20.0 iso200 -0.3EV RAW (14-bit) uncompressed. Size L 4984 x 3258 pixels. Manual exposure. Auto white balance. RGB Photometric interpretation. Exposure Compensation EV -0.3 step.
Nikkor AF-S 55-300mm f/4.5-5.6G ED. Jessops UV filter. Nikon MB-D11 battery grip. Hoodman H-EYEN22S Hood eye eye cup. My memory 32GB class 10 20MB/s SDHC. Nikon GP-1 GPS unit
.
.
LATITUDE: N 50d 43m 1.83s/1.84s
LONGITUDE: W 1d 51m 47.98s
ALTITUDE: 13.0m/14.0m
.
.
PROCESSING POWER:
Nikon D850 Firmware versions C 1.01 (16/01/2018) LD Distortion Data 2.017 (20/3/18)
HP 110-352na Desktop PC with AMD Quad-Core A6-5200 APU 64Bit processor. Radeon HD8400 graphics. 8 GB DDR3 Memory with 1TB Data 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 1.2.11 15/03/2018). Nikon Capture NX-D 64bit (Version 1.4.7 15/03/2018). Nikon Picture Control Utility 2 (Version 1.3.2 15/03/2018). Adobe photoshop Elements 8 Version 8.0 64bit.
Ranting and raving by society rejected
He stood all alone one of the exploited
A life of public service was once suggested
20 years of education for him had been invested
Standing for election the polls he contested
The electorate in him could not be interested
With his interest in expenses more than vested
A recount at least was what he requested
..................... Copyright (c) Rodney Harrison 2014
Fotos del Tour of Chaos 2014 organizado por la gente del Resurrection Fest para REVOLVER España
También podeis seguir mi trabajo en facebook!
You can also follow me on facebook!
www.facebook.com/#!/JavierBragadoPhotography
O en Twitter!!
The Wee MacGregor tram and rail complex and the former towns of Ballara and Hightville’ is located in the Argylla Ranges between Cloncurry and Mount Isa in North West Queensland, in the traditional country of the Kalkadoon people. Constructed during an early 20th century boom in copper prices, the place includes the sites of two abandoned mining towns, Hightville and Ballara (surveyed in 1913 and 1914 respectively); the former western terminus (near Ballara) of a private 3ft 6in (1.1m) narrow gauge railway line, constructed 1913 - 1914; and the route of an associated private 2ft (0.6m) gauge tramway, constructed 1914 - 1915, between Ballara and the Wee MacGregor mine. The complex includes a 48m long ore transfer stage (1914), and a 77m long tunnel (1914 - 1915).
The town of Cloncurry was surveyed in the 1870s to support the local mining and pastoral industries. Pastoralist Ernest Henry had discovered copper nearby in 1867 and established the ‘Great Australia’ (or Great Australian) mine. Part of the area was proclaimed a goldfield in 1874, and the Cloncurry Mining District (later the Cloncurry Gold and Mineral Field) was proclaimed in 1883. Copper was discovered south of Cloncurry in 1884, and a town was formed in 1898 called Hampden (later called Kuridala). At Mount Elliot, south of Hampden, copper was discovered in 1899 and mining commenced in 1906.
The absence of a railway initially hampered the effective exploitation of Cloncurry’s mineral resources. The closure of the Great Australia Mine in 1887 meant a proposed railway from Normanton was diverted to Croydon (1888 - 1891), but when copper prices rose in 1905 the Queensland Government decided to extend the Great Northern Railway west from Richmond, and the first construction train reached Cloncurry in December 1907.
Mining activity was increasing on the Cloncurry field even before the railway arrived. By March 1906, copper had been discovered as an outcrop at the Wee MacGregor lease, west-southwest of Cloncurry. The Leichhardt Development Syndicate was formed in October 1906 to develop the Wee MacGregor ‘group’ of mines, which included the Wee MacGregor, Grand Central, Wattle, and Wallaroo leases, and two months later MacGregor Cloncurry Copper Mines (the MacGregor Company) was floated in London. Hampden Cloncurry Copper Mines Ltd, and Mount Elliot Limited, two companies which later dominated the Cloncurry field during World War I (WWI), were also floated in 1906.
By October 1907 there were three prospecting shafts on the Wee MacGregor lease. That year, with a population of 650 miners (almost double that of 1906), the Cloncurry field produced 5.6% of Queensland’s copper. By July 1908 the MacGregor Company was employing 70 men, not including mine officials, and during 1908 a telephone link with Cloncurry was established and tenders were called for a mail service.
By 1909 a settlement, including company offices and a store, was developing near the Wallaroo mine, located about 1km southeast of the Wee MacGregor mine. That year John Frost constructed the MacGregor Hotel on the site of Hightville. The hotel was listed under ‘Hightville’ in Wise’s Post Office Directory of 1911, although the town of Hightville was not surveyed until November 1913.
Isolation threatened the economic viability of the Wee MacGregor group of mines. Ore was first drayed to Cloncurry along a rough road in May 1909, but this form of transport was uneconomic. One option for the MacGregor Company was to build a private mining railway, as had been done elsewhere in Queensland. Such railways were part of a wider pattern in Queensland during the late 19th-early 20th century: the construction of private and local government railways and tramways to transport the products of primary industry. However, the MacGregor Company could not afford a private railway to the closest point on the Mount Elliott Railway, 39km away.
Another option was for the company to contribute towards a state-owned railway, as had occurred with the railway from Cloncurry to Mount Elliott, via Hampden. The cost of this railway, which opened in 1910, was split 50/50 between the Kidston Government and the Mount Elliott Company. In September 1910 the MacGregor Company proposed a branch line from Malbon, on the Mount Elliott railway, under similar terms, and the government agreed to split the cost of a line survey and plans.
In June 1911 the MacGregor Company sought government support for a shorter branch line, this time linking to the state railway being built southwest from Malbon towards Sulieman Creek. Government officials were sceptical about the profitability and lifespan of the Wee MacGregor group of mines, despite the company estimating reserves of 100,000 tons of ore (most from the Wee MacGregor mine). Instead of a 50-50 funding arrangement for a state owned branch line, the government agreed to rent the MacGregor Company the rails they needed to construct a private line.
Queensland’s Railways Commissioner, Charles Evans, inspected the proposed route to the Wee MacGregor mine in July 1912, and the Railway Department’s Engineer, Percy Ainscow, proposed a ‘no-frills’ railway, with a 10ft (3m) wide formation, reduced earthworks, less side drainage, cheap concrete culverts and the minimum of bridges.
The company’s branch line was proposed at an opportune time. In 1912, the Cloncurry field produced 45% of Queensland’s annual production of copper, with annual copper earnings now exceeding gold’s earnings. There were 1485 copper miners on the field, which was the ‘foremost producer of copper in the State’.
The Wee MacGregor Tramway Agreement Bill was introduced to Parliament in November 1912. It proposed that the MacGregor Company pay for the construction and maintenance of a private 3ft 6in ‘tramway’ (actually a narrow gauge railway), 24 miles and 40 chains (39.4km) long, from the Malbon to Sulieman Creek Railway to a terminus at or near the Wee MacGregor mine. The Commissioner for Railways would provide steel rails, fish plates, fastenings, sleepers, and other permanent way materials. The company would pay 5% per year ‘rent’ on the cost of the materials supplied by the government, which had the power to acquire the line. By the 2nd of December 1912, the company involved in the proposal had become the Hampden Company, which purchased the Wee MacGregor group of mines from the Macgregor Company for £108,750.
Despite the Labor Party’s concern about a company gaining a competitive advantage from a private railway line, The Wee MacGregor Tramway Agreement Act 1912 was passed on the 4th of December 1912. Walter Paget, Minister for Railways, noted the difference from previous private sector-government railway agreements, with less government exposure to risk.
Work started on the 3ft 6in railway in early 1913, supervised by Ainscow. MacGregor Junction (Devoncourt), on the Malbon to Sulieman Creek railway, was the location of the main construction camp. The steepest grade for the railway was 1 in 40, with a minimum curve radius of 5 chains (100m). By April 1913 about 200 men were employed on the project.
The railway was planned as far as the Wallaroo mine, located east of the town of Hightville, but in late 1913 the Hampden Company decided that, due to the steep, difficult terrain near Hightville, the railway would be shortened, with the terminus now 22 miles, 49 chains (35.9km) from MacGregor Junction. The remainder of the route to Hightville, and beyond to the Wee MacGregor mine, would now be traversed by a 2ft gauge tramway, which could accommodate tighter curves and steeper grades than the railway.
A railway station and goods shed were constructed on the northern side of the town of Ballara, where a triangular junction was located. Ballara, situated at ‘Lady Lease Flats’, was surveyed in June 1914. A sale of town lots was scheduled for the 14th of August 1914, with upset prices for the quarter acre (0.1ha) lots ranging from £10 to £30. The outbreak of WWI led to the sale’s cancellation, and by the time a sale of 36 lots was held on the 24th of February 1915, prices had trebled. Facilities at Ballara included a Post Office, established in late 1914, and a police reserve was gazetted at the west end of the town in 1915. A district hospital was established by August 1918, on 5 acres north of the turning triangle. The Ballara Hotel existed by 1918, although it burnt down on the 27th of April that year, and again in April 1919. A state school was approved in May 1919, and opened in July 1919. A cemetery reserve was also gazetted, northeast of the hospital reserve, replacing the previous cemetery south of Hightville.
Hightville slowly declined after the 1913 decision to shorten the railway and relocate its terminus to Ballara, although a sale of 45 town lots still occurred in May 1914, with prices for a quarter acre (0.1ha) ranging from £5 to £25. As well as the Macgregor Hotel, Hightville had a butcher by 1913; a storekeeper and postmaster by 1914; and a boarding house by 1915. A state school was also approved in May 1917, and sites were reserved for the school and police in 1918. By 1917, however, Hightville listings were included under ‘Ballara’ in Wise’s Post Office Directory. When the MacGregor Hotel burnt down in 1914, its replacement, the former Cosmopolitan Hotel from Ravenswood, was moved to Hightville, and later to Ballara. The school and its pupils moved to Ballara in 1919.
The 2ft tramway ran west from the triangular junction at Ballara, over a raised concrete ore transfer stage, past the terminus of the railway, and then curved north. It passed between Hightville and the Wallaroo mine, and proceeded to the Wee MacGregor mine – a total route of about 3.8 miles (6.1km). A short branch tramway ran to the Wallaroo mine. Ore was transported via the tramway from the mines to the ore transfer stage, where it would be tipped from trucks on the tramway down into trucks on the railway. The railway would then convey the ore to the Hampden smelters (operational 1911). As the tramway was not part of the 1912 agreement, the company funded construction and purchased its 28 pound rails and steel sleepers.
By the 5th of May 1914 all earthworks, bridges, drains, and rails for the railway were completed to the terminal yard at Ballara, although the station building and earthworks beyond the station weren’t finished. The railway was operational during May 1914 and was officially opened to the public in July 1914, yet it was of little use for moving ore until the tramway was completed.
The tramway was under construction in early 1914, with earthworks extending for two miles (3.2km), and the ‘first five bridges and drains’ nearing completion, by the 5th of May 1914. Between Hightville and the Wee MacGregor mine a 77m long unlined tunnel, with concrete portals, and a 1 in 22 grade towards the mine, was constructed through MacGregor Hill. The tunnel was nearly completed by January 1915, with rails laid 5 chains (101m) through it by the 11th of March 1915.
The tramway was transporting ore by the 31st of May 1915. It had cost £11,005, and had curves as tight as 2 chains (40m) radius. The tunnel remains the most westerly railway tunnel in Queensland, and the 47.9m long, 2.65m high ore transfer stage is unique as the only recorded tramway-to-railway ore transhipment platform in Queensland.
The Annual Report of the Under Secretary of Mines for 1915 stated that ‘a 2-ft gauge tramway, four miles [6.4km] in length, from Ballara, connects the MacGregor and Wallaroo Mines with the main line, and carries 50 tons of ore per day in three train loads to Ballara, conveying firewood, mine timber, and general stores as return loading’.
Three trains a week had run along the railway from the 25th of May to 15 June 1914. However, the start of WWI on the 4th of August 1914 led to a temporary halt to mining, as German buyers held the contracts for the sale of copper. Only one supply train a week was run to Ballara until early 1915, when the Allied demand for copper revived mining and railway activity. Around 300 tons of ore was railed from Ballara each week during the war, and annual passenger numbers peaked at 4533 in 1916.
Wartime copper prices boosted the fortunes of the whole Cloncurry Gold and Mineral Field. The London market price for copper rose from under £60 a ton to £84 10s during 1915, and the Cloncurry district produced 53% of Queensland’s copper that year. During 1916, copper prices rose from £85 to £150 a ton, and in September 1917 British Munitions authorities fixed the price at £110 5s. The Cloncurry field produced 63.2% of Queensland’s copper in 1918, when the total population of the field reached 7795.
Copper prices dropped after the end of WWI, falling from £112 per ton in December 1918 to £75 per ton in April 1919. By March 1919 it was reported that the price slump and a scarcity of workers had ‘dealt a knockout blow to all’, although a new shaft was still being sunk on the Wee MacGregor mine. Copper production on the Cloncurry field fell in 1919, and only one train a week ran to Ballara, with 2170 tons of freight carried during the year – a 90% reduction from 1918.
Copper prices were £72 a ton at the end of 1920. This, along with high overheads, caused the closure of the Wee MacGregor mine in November 1920. Tenders were invited in December 1920 for purchase of the ‘MacGregor Mines tramway’, including ‘about 4 miles of 2 foot gauge tramway, built of 28lb. steel rails, iron sleepers, locomotive, and ten bogie trucks’. The tramway’s rails were removed during 1921 and stacked at Ballara. The train service to Ballara dropped to once a month from February 1921, when there were still 17 families in the town, plus ‘copper gougers’ (small mine operators) in the area. During 1921 the railway only carried 199 tons of freight.
Train services to Ballara were maintained by the government throughout most of the 1920s. In October 1922 a service from Cloncurry to Ballara ran on alternate Wednesdays. The discovery of a large silver-lead deposit at Mount Isa in 1923 raised hopes that the railway could be extended from Ballara to Mount Isa, but the line was constructed from Duchess instead. Services to Ballara alternated between a weekly and a fortnightly schedule until early 1927, when regular services ended.
The MacGregor Junction to Ballara railway survived for a short while longer, as 38 tons of minerals and 10 tons of other goods were carried in the 1928 - 1929 financial year, from Pindora siding. The rails between MacGregor Junction and Ballara were removed in 1929, and were stacked at Malbon. There were complaints that a final train was not even sent out to evacuate 30 copper gougers and their families.
After the mine’s closure in 1920, Ballara’s decline was inevitable. In 1920 Wise’s Post Office Directory listed a district and a maternity hospital at Ballara; plus a school teacher; butchers; refreshment rooms; stores; a boarding house; a station and post master; and the MacGregor and Ballara Hotels. By 1927 no names or institutions were listed under Ballara.
Although the tramway and railway had closed, and Hightville and Ballara were abandoned, copper gougers retained an interest in the Wee MacGregor area over the following decades. In 1954, prospectors also discovered uranium deposits at Ballara. Several concrete slabs at the site of Hightville date from the early 1970s, during a period of renewed mining activity at the Wee MacGregor mine, and in 2018, exploratory drilling work was underway at the mine.
Source: Queensland Heritage Register.
The USMF's elite pilots (those given the rank of Paladin) are a tough breed whose exploits are well known across the galaxy. Though qualified on a wide array of different craft (including ones not used by the USMF) most Paladins operate solo or in small groups; often great distances from allied bases or capital ships and thus have found great use in one-man fighter craft with FTL capability.
Miniaturizing FTL jump drives is a complex and costly process, but the benefits of a faster-than-light starfighter are numerous. For years, the USMF Paladins utilized the AX-20 "Katana" in this role. While a sturdy and fast ship, the Katana's production foundry was completely destroyed in the beginning stages of the Dimension Wars, and as such, it's service numbers dwindled further from the already small amount (in comparison to non-FTL fighters in the fleet).
Starcom Solution's answered the call for a "faster-than-light jack of all trades" by introducing the "Tekkan" (a name of Japanese origin inspired by its spiritual predecessor "Katana"). Starcom Solutions, living up to it's name, conquered the complex issue of small FTL jump drives with a unique solution; the drive systems were built at the capital ship shipyards on Saturn and then shipped to Neptune where quantum technology was used to shrink the units down to a smaller size.
Impressed by the originality of Starcom Solutions' engineering prowess, the USMF quickly requested a Tekkan for immediate trial runs. The first Tekkan produced (which was painted red with white markings as tribute to the Katana) passed its tests with flying colors (no pun intended) and was assigned to Paladin Kira Janus.
The Tekkan features twin heavy repeating lasers (much like those found on Hyperius Industries' "Scorpion"-class heavy fighter) and twin "Mjölnir"-type lightning cannons, which fire thunderous bolts of energy across great distances. These weapons pack quite the punch and require no ammunition, but require a great amount of charge time. If safety protocols are bypassed, the capacitor banks can overcharge and result in a devastating chain reaction.
"Pilot on track"
Rafale A (Salon du Bourget 1989)
KODACHROME 64
NIKON FA - 300mm IFED
Website : www.fluidr.com/photos/pat21
www.flickriver.com/photos/pat21/sets/
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Exploitant : Transdev Val d'Europe Airports
Réseau : Magical Shuttle
Lieu : Centre Opérationnel Bus de Bailly-Romainvilliers (Bailly-Romainvilliers, F-77)
Lien TC Infos : tc-infos.fr/id/27300
Officially, Rolls Royce Silver Shadows were never offered in an estate version, but it has become a popular trait to convert them to such, largely to exploit the advantages of extra boot space and a rear hatch.
I give you the car that took Rolls Royce out of the hands of the aristocracy and placed it into the hands of the people, a tradition that has continued ever since. Once rock-stars, pop-stars, TV presenters and alike were seen driving around in a car that was once the exclusive pride and joy of the established gentry, it was then and there that the Class System had truly disintegrated. The Victorian-era divisions of society were well and truly dead.
In 1965 it was apparent that the nearly 10 year old Silver Cloud was starting to look its age, and as time continued to crawl on the aristocratic look of the Rolls Royce was no longer its biggest selling point. Prior to the 1960's society was clearly defined, with what was known as the 'Glass Ceiling' through which none of the lower classes could rise up through the ranks. It was very easy for the Upper Class and Aristocracy to lose their titles and come down, but even if you were a Lower Class person who'd made it rich, you'd still be socially unacceptable due to your background. However, after World War I the emergence of the new Middle Class was starting to bend the rules, and as time went on the ways in which money could be obtained started to become easier thanks to stage and screen. After World War II the influence of the new generation distorted the lines of society even more with the appearance of the Beatles and Elvis Presley, people from low backgrounds who had managed to get a free ticket to the top due to their fame in the music industry. Of course when someone gets money, the first thing they want to do is spend it on luxury items, and nothing back then was more luxury than owning a Rolls Royce.
However, when the Cloud was designed society was still very much in the same Victorian ideal as before, and so its aristocratic look was about as hip and with-it as a China Cabinet in a Discotheque. In order to survive, Rolls Royce was going to have to adapt, so in 1965 they launched the Silver Shadow, a car that was designed for the new money, and the first Roller to be brought to the masses. What made it so appealing was a case of many things.
For starters, it was the first Rolls Royce to be a 'Driver's' car. Previous models had always been built with chauffeur driven passengers in mind, but the Shadow with upgraded suspension, an updated Rolls Royce V8 engine and the same general driving feel of a regular car (if not better with innovative power steering), made it ideal for the 'posers' of the upmarket realm. Secondly, the car was the first to be built with a monocoque, where the body and chassis are part of the same structure. Previously, Rolls Royce would provide the owner with a chassis, and then it was up to the owner what body would be put on it, with a variety of coachbuilders available to do the job including H.J Muliner Park Ward, Hoopers of London and James Young. The advent of the monocoque meant that potential buyers didn't have to go through the rigmarole of buying a chassis and then having a body constructed for it at extra cost.
As mentioned though, reception was something of a mixed bag, whilst motoring press and many people gave it critical acclaim for its revolutionary design, the usual Rolls Royce customer base saw it as something of a mongrel, appealing to the lowest common denominator rather than holding up the traditional standard that the Double R was famed for. But just because it was built for the masses didn't make it any less a car, each individual Shadow cost £7,000 new, weighed 2.2 tonnes and took 3 months to build. The interior was compiled of 12 square feet of wood, and three cows had to sacrifice themselves to create the leather hides that line the seats. Soft and springy Wilton Carpets made up the floor and power from Rolls Royce's astounding V8 engine could whisk the car to about 100mph, but why would you want a sporty Rolls Royce anyway? *Cough* Rolls Royce Wraith *Cough*
After launch the Silver Shadow was whipped up by pretty much anyone and everyone who wanted to show off their wealth, with a total of 25,000 examples being built during its 15 year production life, making it the most numerous Rolls Royce ever built. The Silver Shadow also formed the basis of several other designs, including the convertible Rolls Royce Silver Shadow 2-Door Saloon which later became the Corniche in 1971, the Bentley T-Series which was exactly the same only with Bentley badge and grille, and the controversial Rolls Royce Camargue of 1975 which was designed by Pininfarina.
For a time the Shadow was on top of the world, but things started to crumble fast in the 1970's. New American legislation meant that the car had to conform at the cost of its class, with the chrome bumpers being replaced by composite or rubber, and the ditch lights being slumped underneath on a rather unsightly chin-spoiler. In 1977 this revised car was launched as the Silver Shadow II, which I consider to be but a shadow of its former self due to the fact that this was when Rolls Royce started to become downplayed and underwhelming. Indeed the best intentions were in mind with safety, but without the chrome to adorn its lovely body, the Shadow was merely a husk.
This was added to by the fuel crisis of the mid-1970's, which made motoring a very expensive practice, especially if you ran a Shadow. Shadow's are incredible gas guzzlers at less than 20MPG, and refilling one will set you back in today's money about £80. At the same time it was considered socially unacceptable to be seen driving around in one of these after such a blow, almost as if you were driving a giant middle-finger down the street to everyone else who couldn't afford to drive. Because of this, owners turned to more subtle cars such as Mercedes so as not to fall victim to vindictive passers by. With sales starting to drop, Rolls Royce had to see off the Silver Shadow as soon as possible. After nearly 10 years of development, 1980 saw the launch of the much more angular and somewhat mundane Silver Spirit/Spur range, and with that now on the go the shadows grew long for the Silver Shadow, which was killed off the same year. Spiritually however, the design of the 60's lived on in the Corniche, which was to be built for another 15 years before that too was ended in 1995.
In some ways the Shadow became a failure of its own success, with Rolls Royce building far too many cars for the market that intended to buy them, with the result that the 2nd hand market became saturated with nearly new cars that fell into some disreputable company. Throughout the 1980's the Shadow was noted for being the ride of sleazy salesmen, gang lords and Members of Parliament (pure evil!). Additionally, many Shadows were bought cheap simply for the way they made the owner look.
If you were intending to use your cheapy Shadow to plunder yourself some girls and didn't have the attraction of money to back you up, you'd be out of luck and soon out of cash, because the bills required to run a hand-built luxury car would very quickly be walking through the door, both in terms of fuel and maintenance. Critical failures are rare and these cars are very reliable (although Jeremy Clarkson would have you think otherwise), but when they do happen, it would probably be cheaper to buy yourself another car. The worst problem you could face is a failure of the hydraulics that controlled the rear suspension, the steering and the brakes, which would render the car inoperable if something were to go awry.
Frequent maintenance of a Shadow however (every 4 to 6 months) will probably even out at about £100, which when you consider the £10,000 or more you'd be paying to replace the hydraulic system, is a small sacrifice. Rust is another problem, especially for early Shadows. The Chrome sills and guttering on the roof are especially prone, although the most critical problem is rust on the chassis, which if left can compromise the whole car and essentially write it off. A bit of a buying tip, if the car's body looks good, be sure to check underneath because you may see some costly rust gremlins down there that could ruin your investment.
Another place the Shadow has found itself is in the world of movies. Of course any film that has an upper-crust theme or feel to it would have to include a Rolls, but since 2nd hand Shadows could be picked up for a song you could easily put them in your movie. Sadly, most movies that feature Shadows are ones which feature them being destroyed.
So why do I love Shadows so much? Basically because it's a mixture of all things you'd want in a car. It has a spacious, luxury interior, it has a world beating design dripping with chrome and adorned with the finest hood ornament, and because it's dimensions aren't that far off a normal car, it can easily be used as an everyday machine unlike the Silver Cloud which is simply too big for everyday use. The Shadow is also a very personable sort of machine, if I was to own one I would treat it like a pet, and probably name it Sally (old girlfriend of mine).
Today, Shadows are by no means rare and the ones you'll find on the road are probably the best. Most of the poorer 2nd Hand ones rusted away and died back in the 1980's and 90's (or were blown up in movies, or put in swimming pools), which means that the survivors are largely under the ownership of avid enthusiasts who cherish their cars. You can find Shadows for next to nothing, with some examples going for as little as £4,000, but you'd have to be very desperate to get one of those as they'd probably be in very bad condition. Minters however can go for about £15,000 to £20,000, which when compared to some of the other cars of comparative size and quality such as the BMW's and Mercs of this world, is not a bad deal.
Another from my exploits in the woods yesterday...I love these boots they are so comfy ! Thought I would try something a little different and experiment with some textures, I got this one from iBrigs who also has a great photostream as well as many textures. Tweaked the colours and added a square crop (hopefully square this time) and layered the texture for today's sliders edition.
Happy Sliders Sunday everyone
Thanks for stopping by to view my image, comments and faves very much appreciated :o)
Exploitant : STIVO
Réseau : STIVO
Ligne : 34
Lieu : La Marnière (Vauréal, F-95)
Lien TC Infos : tc-infos.fr/vehicule/8781
Beautiful bison.
Sadly, they face a terrible fate. They are confined on a farm where they are exploited and will eventually be killed, so that humans can get pleasure from consuming their flesh.
Bison, and other animals, value their lives. Please go vegan!
Isfandiyâr's fifth exploit - he kills the sîmurgh
Shahnama de Firdawsi
Copenhagen, David Collection
Miniature from a copy of Firdawsi’s Shahnama.
‘Isfandiyar’s Fifth Ordeal; He Must Slay the Simurgh’
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
Véhicule : SETRA S 315 NF €3
Identification : 565 (DD-340-WP)
Exploitant : VFD (Voies Ferrées du Dauphiné)
Dépôt : n.c.
Réseau : TransIsère (Région Auvergne-Rhône-Alpes)
Ligne : 6020
Service : n.c.
Destination : GRENOBLE Verdun-Préfecture
Merci à Anthony Levrot, Joël.
30/03/2019 17:15
Rue Léo Lagrange ; F-38 CROLLES
Exploitant : SETRAM
Réseau : SETRAM
Ligne : 7
Lieu : Chêne Vert (Le Mans, F-72)
Lien TC Infos : tc-infos.fr/id/6432
www.1001gardens.org/buying-guide-how-choose-garden-greenh...
The avid gardener can not do without a greenhouse. Because when you love your garden, it is frustrating to see his efforts undone by unpredictable weather. Well protected elements, in the greenhouse, the seedlings are prepared, start the plants and even cultivated, well beyond the end of the season. How to choose a greenhouse? How to equip? Can we heat the greenhouse?
There are several types of greenhouses: the mini-greenhouses for balconies and terraces, large greenhouses, genuine small glass houses and tunnel greenhouses, under plastic sheeting, dedicated to growing vegetables or flowers. These are highly technical equipment. So at the time of purchase, keep your eyes open!
How to choose a greenhouse?
To the balcony or terrace, orient yourself mini-greenhouses. They can cover between 1 and 2 m2 surface for a height of 50 cm to 2 m. You can shelter your fragile plants and growing a beautiful tomato plant. In this configuration, the lean-to greenhouse is a good option. The plants benefit from the warmth of home, the floor space is restricted and taking the wind reduced.
If you need a space to prepare your seedlings, start plants, store fragile plants, enjoy the green "hard". Transparent, it comes in several versions of structure (aluminum, wood) and the cover (glass or polycarbonate). These are small houses, some of which are real jewels: the greenhouses old.
Finally, if you want to grow beautiful vegetables for the family without fearing the weather, the tunnel greenhouse (greenhouse or culture) is your solution. With it, you harvest earlier and later in the season. Tomatoes from the garden at Christmas is appreciated!
Walls of glass or polycarbonate for my greenhouse?
Some large greenhouses are available with glass walls, others with polycarbonate walls. Both materials have their advantages and some disadvantages. Glass is more durable but also more fragile. With it, the condensation does not drop (it flows along the walls) and we appreciate its beautiful transparency.
Polycarbonate, it is lighter, easier to assemble and shock resistant. So what is the best option? It is the mixture of the two, polycarbonate roof because it is resistant to impact (hail or branches) and the glass on the sides, to take advantage of its transparency.
For safety, choose a tempered glass that will not shatter into small sharp pieces. You can also choose a cathedral glass (hammered). Interior comfort is better, there is no magnifying effect and it delays the need for shading.
How to choose a tunnel greenhouse?
Look 3 points: the diameter of the hoops, the quality of the ground anchor and that of the sheet.
For hoops, take galvanized steel, with a correct diameter (ours are 40 mm). These hoops are to be held in place by reinforcements diagonally. The greenhouse should hold the ground, not only by the tarp, but buried feet (preferably platinum). Finally, the sheet has to be durable and packed with good thermal qualities to distribute heat.
Attention also to the height of your tunnel. Some manufacturers offer free and high legs, which allow you to move comfortably and fully exploit the space on the sides.
Install the greenhouse: how?
For your greenhouse in hard, different types of mounting are available. Some manufacturers recommend pouring a concrete belt, then attach the greenhouse. Others argue for a pouring the concrete than around the feet, in particular if the greenhouse has a base (the lower part of metal which stiffens and provides squareness). Follow the recommendations related to your equipment.
For the tunnel greenhouse, most manufacturers recommend digging a trench to accommodate buried struts that connect the feet. Again, you must carefully follow the instructions on the installation guide. It is preferable to be two to properly handle and easy structure.
The polycarbonate sheets and tarpaulins tunnel greenhouses have a shorter lifespan than structures. Also, feel free to substitute your walls or your Rebacher greenhouse tunnel every 5/6 years.
The installation of a greenhouse is subject to planning rules. Contact your town hall before purchase or installation. In historical or protected areas, regulations are often very restrictive.
Ventilate the greenhouse and regulate the temperature
Greenhouse, thermal conditions are favorable for the growth of plants, particularly because the hot air remains inside. Must be regulated, however.
In any season and more so in the summer, it must ventilate the greenhouse to ensure the renewal of air and prevent condensation. The doors, side vents and skylights fill this role. At the time of purchase, these are points to consider carefully. The greenhouse she has skylights in the upper part? Is their opening manual or automatic? Is the greenhouse tunnel open on both sprockets to promote the passage of the air? Is the door lift?
In summer, besides ventilation, it will install a shading system to prevent overheating: shade sails (above the tunnel greenhouses) or shading screens.
For tunnels greenhouses, the sheet is also a decisive factor: it must be heat, or even better, and thermal diffusion to best protect the plants by filtering the light rays.
Can we heat a greenhouse?
In winter it can get very cold in a greenhouse, it is sometimes necessary to bring a little heating in supplement during cold periods. We can start by putting wintering sails on plants and cover plans. can then be isolated with a horticultural greenhouse bubble wrap, excellent insulator but lets in light. Then last step, installing a heating.
There are two types of heating on the market: the oil models are relatively strong but can maintain frost. If you want to make a positive temperature, it will invest in an electric heater.
ENGLISH :
On the track towards the viaduct Polvorilla, remember that this is at 4200 m altitude we cross a funny exploitation and a few abandoned buildings. Is it the copper mine at open sky, operated by Siemens once?
Véhicule : IVECO BUS Evadys (13m.) €6
Identification : _ (EW-939-CJ)
Exploitant : Médoc Évasion
Dépôt : Le Haillan
Véhicule de démonstration.
Réseau : VINEXPO 2019
Ligne : 1 AÉROPORT
Service : n.c.
Destination : All Suites Apparthotel Mérignac - via Aéroport
13/05/2019 18:39
Avenue John Fitzgerald Kennedy ; Mérignac
A deposit of copper bearing ore 14km southeast of Duchess at Trekelano was exploited by the Hampden Co for use at its Kuridala smelter. The ore body was one of the richer ones in the Cloncurry area, averaging around 13% copper and lesser amount of silver and gold. Trekelano ore was particularly valuable as a smelting aid.
The deposit was first worked in about 1906 in a small way, mostly for development work, and gradually increased its output of economical volumes by 1915. In time, the mine was equipped with a semi-marine type Babcock & Wilcox boiler, a Walker geared winding engine, Fraser & Chambers compressor, electric light from a 40hp Hornsby gas engine and wood producer, a picking plant, and ore bins. Narrow gauge tramways were used to move the ore to the dumps to the loading state and to fart firewood to the boiler house. Associated facilities were a change room, an engine room, a boiler shed, magazines, offices, stores, and staff quarters. At its peak, the mine employed 60 men. A school and post office were provided from 1918 and these remained viable until 1928.
When the railway was extended from Malbon to Duchess, the company began sending Trekelano ore to Duchess using a traction engine and wagons. This arrangement was not satisfactory in the long term so as soon as the railway was extended from Duchess to Dajarra, the company immediately took steps to lay a connecting tramway. The link was 12.3km in length.
The line was funded and built by the company under the Tramways Act. Engineering specifications were based on QR standards but were more economical in regard to the road bed and ballasting. The company sourced the rails and sleepers from QR and secured them on time payment based on a rebate from a premium placed on every ton carried. The company also paid the line maintenance fees.
Construction commenced on the 10th of September 1917 some 7.5km from Duchess at 553 miles and 21 chains, later known as Juenburra. Accommodation comprised a loop siding on the left from which was laid the branch proper which consisted of a curve to the southeast where another loop was placed on the right. From here the line continued southeast to the mine, which was 130 rail kilometres from Cloncurry.
A passenger service was offered but it was minimally supported because the Trekelano community had a road coach service to Duchess station. The coach departed Duchess at 7am on Monday and Friday for a same day return. Passenger rail journeys were around 200 per year to 1921 and then tailed off to virtually nothing, ceasing altogether soon after.
From 1941 the train day became a Monday and was worked by the Cloncurry-Dajarra-Cloncurry weekly mixed running on a Sunday-Monday overnight rest schedule. Ore loadings had dropped by half at this time to around 3500 tons due to shortages of labour and machinery spare parts. One train a week sufficed. Loadings diminished even further to less then 2000 tons by 1943. The mine closed that year and the train service ceased at this time. A small community remained until the end, and this included several school aged children who were driven to Duchess each day for their education.
The mine owners retired to the coast and after the war put the mine and tramway on the market. There were no takers for the assets as a going concern so the plant was sold for scrap. The rails were purchased by the North Eton Sugar Mill and were removed by 1947. The telephone pole line was dismantled at the same time. The sleepers had no value and were left in situ. The official closure of the tramway is the 14th of May 1947.
The original Trekelano mine produced 220 000 tons of ore over its lifetime to yield 20 000 tons of copper and 3000 oz of gold. In the 1990s the site was gone over by the drivers of Mineral Commodities NL to locate and estimated 400 000 tonnes of 2.2% copper and 0.6 grams/tonne of gold. The deposit was reopened in 2005 by Osborne Mines and worked as a massive pit, this development swallowing the remains of the original mine and tramway. The Trekelano ore was carted to a concentrating plant at Mount Osborne, south of Selwyn, and the treated ore despatched by rail through to Phosphate Hill.
The mine is no longer in use.
Source: Copper in the Curry by Norman Houghton.
Exploitant : Cars Perrier
Réseau : SQYBUS
Ligne : 463
Lieu : Gare de Saint-Quentin-en-Yvelines (Montigny-le-Bretonneux, F-78)
Lien TC Infos : tc-infos.fr/id/54336
The Internet Archives of the original text
Viral Marketing phenomenon explained.
(Original version published in the Netscape M-Files, May 1, 1997. Edited Version published in Business 2.0, November 1998)
A lot of the energy behind the Internet is the ability for everyone to be a publisher. Consequently, we are in a land grab for precious spectrum - people's attention. Attention is finite. Rising above the noise of a thousand voices requires creativity. Shouting is not very creative. Just hanging up a web shingle and hoping for visitors is not very creative. Rather, new companies can structure their businesses in a way that allows them to grow like a virus and lock out the existing bricks and mortar competitors through innovative pricing and exploitation of these competitors' legacy distribution channel conflict.
In 1996, Sabeer Bhatia and Jack Smith pioneered a great new product category -- free web-based email. But many great ideas and great products have withered on the vine. The special catalyst for Hotmail's torrid growth is what we at Draper Fisher Jurvetson have come to call "Viral Marketing" -- not because any traditional viruses are involved, but because of the pattern of rapid adoption through word-of-mouth networks. Viral Marketing powerfully compounds the benefits of a first-mover advantage. And it's something we eagerly look for when evaluating any Internet startup company. As a founding investor in Hotmail and a member of their board of directors, we think Hotmail is a great case study on the impact of the Viral Marketing strategy over its full life cycle.
Hotmail's Amazing Growth:
Hotmail grew a subscriber base more rapidly than any company in the history of the world ...faster than any new online, Internet, or print publication ever.
Hotmail is the largest email provider in the world.
In its first 1.5 years, Hotmail signed up over 12 million subscribers.
A traditional print publication would hope to reach a total of 100,000 subscribers within a few years of launch. Hotmail signs up more than 150,000 subscribers every day, seven days a week.
Every Hotmail subscriber, without exception, has filled out a detailed demographic and psychographic profile including occupation and salary. This is an unprecedented supply of personal information.
Yet, from company launch to 12 million users, Hotmail spent less than $500K on marketing, advertising and promotion. This compares to over $20 million spent on advertising and brand promotion by Juno, Hotmail's closest competitor with a fraction of the users.
Other companies may have distributed more unit volume of product than Hotmail did in their first year - especially when releasing upgrades or brand extensions to an established franchise. But for a new entrant with a new product, the challenge is more daunting. "Subscriptions" have their own challenges as well. Users face a trust decision in deciding to share their private information and email with an online entity. And the user may not be certain that the end product is worth the effort. These are barriers to adoption in the subscription model. How did Hotmail overcome these barriers as an undercapitalized startup? Viral Marketing.
Hotmail originally approached us as JavaSoft, Inc., a web database tools company, and, as Business Week recounted: Sabeer and Jack went to see "Draper Fisher Jurvetson, but the investor was unimpressed by their idea for database software for the Net. As they were packing up to leave, [the VCs] asked: 'Do you have any other ideas?' Sabeer said they'd noodled over a scheme to offer free, advertising-supported E-mail over the Web. A week and a half later, the venture capitalists ponied up $300,000, and Hotmail was born." (BW, August 25, 1997)
In our next meeting, Tim Draper suggested that they should append an advertising message to every outbound email: "P.S. Get your free email at Hotmail. It was very contentious at the time. Would users balk at having this automatic addition to the content of their private messages? Hotmail tempered the idea by clearly demarcating the promotional plug, and removing the "P.S." Nevertheless, every outbound message still conveyed an advertisement and a subtle implied endorsement by the sender - the recipient knew that the sender was a Hotmail user, and that this new free email thing seemed to work for them. Each new user becomes a company salesperson, and the message spreads organically.
Hotmail's business model maps well to the medium. By contrast, Juno does not map well to the medium, and they have already spent $20 million in advertising. Hotmail did not spend the money, yet gained over three times as many users in half the time.
Elements of Viral Marketing:
The Hotmail adoption pattern is that of a virus - with spatial and network locality. People typically send e-mails to their associates and friends; many of them are geographically close, and others are scattered around with clusters in areas of high Internet connectivity. We would notice the first user from a university town or from India, and then the number of subscribers from that region would rapidly proliferate. The beauty of it is that none of this required any marketing dollars. Customers do the selling.
Digital viruses can spread internationally more rapidly than biological viruses that rely on the physical proximity of hosts for their spread - via a sneeze or handshake. Hotmail is the largest email provider in Sweden and India despite the fact that they have done no marketing of any sort in these countries. It's a happy day when you discover your business has displaced several entrenched competitors to become the market share leader in a country you have never visited. What's more, Hotmail is used in over 220 countries, despite the limitation that it is only available in English.
Viral Marketing captures the essence of multi-level-marketing and applies it to all customers - the "word-of-mouth" spread of the Hotmail message is involuntary. And it's more powerful than many other marketing techniques that lack the implied endorsement from a friend. Hotmail had "Free Email" buttons on several other highly-trafficked web sites, but they generated comparatively negligible numbers of subscriptions. Juno has shown that advertising is relatively cost-ineffective. It is hard to spend your way to Hotmail-like growth. The snowball effect is a mechanism to greatly leverage a first-mover advantage. Whenever a product involves people other than the purchaser, then there is an opportunity to market to potential new customers. It is no surprise that Amazon encourages its customers to send a book as a gift to a friend. When the recipient receives the gift book, the packaging contains a flyer for the amazon.com service. Similarly, whenever someone uses iShip.com to send a package, the recipient will learn about how iShip.com can save them money on their shipping needs.
As more Internet and Intranet applications move beyond computation to embrace communication, the Viral Marketing strategy has wide applicability. E-commerce, groupware, community, messaging and promotions businesses can all use these techniques to further the Internet explosion.
In addition to Hotmail, we have seen a similar viral communications approach taken by Mirabilis, an Israeli-based company that signed up twelve million instant messaging subscribers to its ICQ service before its acquisition by AOL for almost $300 million. To use ICQ, both parties need to download the client software. So each subscriber ends up emailing their friends to solicit them to engage in this new communication channel. The friends in turn, experience the product first hand, and may repeat the pattern. It's like the old shampoo commercial refrain "they told two friends who told two friends, and so on." While powerful, these dyadic communication products recruit new customers one by one.
Viral Broadcasts:
A sneeze releases two million aerosol particles. In the digital domain, this can get very interesting. For example, Tumbleweed Software enables secure e-mail delivery of documents or newsletters to a huge numbers of recipients. Every recipient also gets a web link to the enabling Tumbleweed service. So when a single new customer starts to use Tumbleweed, thousands of potential new customers receive the Tumbleweed pitch.
This viral broadcast model can be creatively applied to a variety of products, such as web-hosted address books, calendars, list servers and news group readers. Homestead enables families, sports teams, alumni organizations, and other affinity groups to create rich and private "community" web sites. When someone builds a Homestead, the system facilitates them to broadcast an invitation to the members they would like to recruit to participate in their Homestead. A new recruit may belong to several affinity groups, and may find the service compelling enough to replicate in these other circles - thus proliferating the Homestead platform.
The power of this approach has been demonstrated in the junk email domain. Have you ever gotten one of those email chain letters that urge you to forward it to as many people as possible? Often shrouded with a bogus virus warning or a charitable cause, these messages rapidly spread throughout the globe until people have received multiple copies.
These junk e-mails are like digital graffiti in that the people that create them want their "tag" or message to be seen by as many people as possible. Traditional graffiti "artists" choose targets like trains and buses to maximize their exposure. Similarly, many computer virus authors are seeking to promote their name, and they seek maximum exposure - on the PC. You don't see many viruses on niche computer platforms (as the Macintosh market share has dwindled, so too have the number of new Mac viruses). This personal quest for fame, while annoying, is not too different from the desire of many businesses for brand awareness.
New businesses also want to let the world know their name, but they do not want to be annoying, and thus, they must provide a compelling reason for customers to help spread the word. In all of these viral businesses, the balance between the customer value provided by the network and the concerns surrounding privacy will be a delicate one.
For many network applications - from ICQ to the traditional fax machine - the value of the network, and the value that each member realizes increases disproportionately as more people join the network. The first fax machine customers were delighted to see more people buy compatible machines. A company that can provide a strong enough incentive for customers to share their massive lists of personal contacts - whether for communications or community - will have a powerful viral opportunity at their disposal. A good virus will look for prolific hosts (such as students) and tie to their high-frequency social interactions (such as email and messaging). Viral Marketing is most powerful when it taps into the breadth of its customers' weak connections to others. Tapping the customer's entire address book is more valuable than just reaching their best friend.
Viral Marketing Strategies:
The typical viral entry strategy is to minimize the friction of market entry and proliferation with an eye to building in hooks and barriers to switching for customers. If the service is trying to blatantly monetize its subscriber base in every way imaginable, new users will be reluctant to spread the word. Therefore, many of these services are free and light on the revenue generation in the early days of their rapid proliferation. When we first invested in Four11 and Hotmail, we could not say with certainty how they would ultimately monetize their subscribers. We brainstormed several possible scenarios for how they might eventually exploit their large audience and market position as a communications hub. But in the viral growth phase, the simple banner ad seemed the most innocuous.
In an extreme example, prior to their acquisition by America OnLine, ICQ's CEO took delight in the fact that they not only had no revenue, but had no current plan for revenue. This is not to say that businesses without revenue prospects are necessarily attractive - just that people's attention (or "eyeballs") have proven to be monetizable in every media.
A company that can choose to delay revenue maximization (e.g., by not burdening their service's clarity of purpose and speed of download with excessive ads and promotions) may find that they can exploit a first mover advantage in the Internet land grab to gain a dominant market position. This is one of the reasons so much VC money flows into these Internet start-ups.
The Internet is a wonderful substrate or petri dish for the proliferation and replication of intellectual property. A good idea can spread more quickly over the Internet than had ever been possible before in the physical world, where manufacturing and distribution fundamentally limit the rate of product adoption. Especially in the Internet era, a company's competitiveness seems to depend on its velocity of thought and action. Companies can grow more rapidly than ever before, but so too may they suddenly die from obsolescence. The critical differentiator is whether the company has built in switching barriers for its customers and barriers to entry for its competitors. Rapid growth is of no value without customer retention.
Whenever we consider an investment in an Internet startup company, we strategize about customer switching barriers, and the impact of the inevitable arrival of competitive imitators. We have witnessed a particular entrepreneur that has used an offshore development team to quickly copy one of our portfolio companies' lead into a new market - three times in a row! First they copied Four11's directory services, then Hotmail's free email, and now Kana Communications' wildly successful email-based customer support software. The Internet supports an ecology of organisms, and the "fast follower" is a classic form.
The ability to rapidly recruit subscribers creates market value - but only if a company can retain these customers over multiple visits to their site. In the public markets, many of these consumer Internet companies are being valued at $20 to $100 per subscriber. Investors and bankers are approximating the lifetime economic value of these subscribers discounted back to the present day. How many ad dollars will they generate over lifetime? How much will they buy? A huge variable in this economic equation will be the customer retention rate.
Are you like a subway station with banner ads flying by the commuters who are just trying to get to their destination, or are you like a cafe where customers mingle and feel like they belong? Web communities, e-mail, personalization, contact lists, calendars, personal web pages - these are all "sticky" applications that help retain customers. This is where most of Yahoo and the other portals' energy has gone in the last two years. That's why Yahoo bought Four11 for its RocketMail service and Microsoft bought Hotmail.
Hyper-Growth:
An interesting side effect of geometric growth is that by the time a virus spreads to the point of being an epidemic, its growth curve relative to a new entrant is somewhat daunting. Hotmail was doubling in size each month, but it took several months to reach one million users. Until then, they were under the radar screen of many potential competitors and acquirers. By the time the industry came to realize that free web-based email was indeed a hot idea, Hotmail was adding one million new subscribers per month, and that growth rate was accelerating. A new fast follower would start small and have to grow for several months to reach one million subscribers. But in that same time, Hotmail would have grown to 10 million subscribers. So although Hotmail's followers grew geometrically as well, the absolute difference in subscriber bases widened every month (while the ratio remained approximately constant).
Absolute size matters. One significant effect of Hotmail's absolute size is that their efficiencies of scale allowed them to be the lowest-cost e-mail provider on the planet. Server utilization and bandwidth pricing improved with growth. Also, the perceived gorilla in a category tends to get the dominant share of the business and financial partnerships. Many advertisers and media companies do not want to spend time with sub-scale properties. All of this makes it tougher for the smaller new entrant. It also skews the make vs. buy decision toward "buy" for the large portal companies, which realized en masse that they wanted an email solution with proven scalability. A similar buying frenzy is currently underway for "community-building" web sites, such as Tripod, PlanetAll and Homestead.
A challenge for the hyper-growth gorilla is scalability. On a technology level, server scalability is a critical concern. Fortunately, companies like Hotmail are turning software into a service. What was sold as email servers and clients is now offered as a web-based service where the customer need only have a standard web browser. This makes product upgrades a lot easier; Hotmail can upgrade its server software several times a month without involving or in many cases, even notifying its large customer base. The customer still uses the same browser.
But once one problem is solved, hyper-growth tends to uncover new scalability bottlenecks. Often the young Internet company finds that its growth is constrained by its ability to hire good people. This is why many of these companies try to engineer around people-intensive elements of their business.
New Distribution Channels:
New companies are often the primary beneficiaries of new distribution channels, as Dell has shown in the PC industry. Dell just passed Compaq to become #1 in desktop PC shipments. Compaq's legacy channel partners prevent it from entering the lower-cost mail order channel. For many businesses, the Internet is a still lower cost channel of distribution.
By lowering prices or offering free products, and employing a "market shrink" strategy, the new entrant can make it very painful for established companies with established distribution relationships to follow them. Although the new market size may be smaller, driven by Internet price efficiencies, the new entrant can gain significant share by restructuring the basis of competition. There may be less revenue in a free email market, but it's tough for Eudora and companies based on selling client software to follow Hotmail's lead.
Viral Marketing provides a new distribution channel for almost any Internet application. Although it naturally lends itself to free "communications" or network applications, Viral Marketing could also be applied to traditional stand-alone software to accelerate the word-of-mouth spread of good software. How might this work? Release Software can embed in just about any software application an e-commerce engine for electronic software distribution and "try before you buy" purchasing. When a customer gives the application to a friend, it triggers the embedded sales agent to offer a 30-day trial period, after which the new user has to pay for the software. It turns software piracy into a sales opportunity.
Release can also credit multiple distribution partners involved in the sale with a percentage of the transaction. To engage viral marketing, the customer would be treated like a distribution partner. So, in the ultimate pyramid scheme, if a software company were willing to pay a two percent sales commission, a customer could be credited 1% of the sales price for a copy she gives to friend when they buy, and 0.5% for her friend's friends, and 0.25% for three levels down, and so on - thereby spending no more than 2% of sales on "word-of-mouth" promotions. Netcentives, a web currency innovator, could be added to this equation to allow users to accumulate frequent flyer miles for spreading a software application to colleagues and friends.
This could lead to some interesting consumer behavior. Customers would have an incentive to post software to their favorite download sites or other distribution outlets to maximize the total sales of their copy of the application. Not only would the customers help resell product directly, they would innovate and discover new distribution networks. Perhaps these should be called "self-organizing viral distribution networks." Established companies are unlikely to experiment with them, because of channel conflict with their legacy partners.
Where might this all lead? We are still looking for the emergent intelligence of the hive. An ant colony exhibits a higher order of intelligence than that of its individual members. We don't look at a neuron and think of it as being very smart. In many ways, we are the neurons on the Net, and the network applications that take advantage of that collective intelligence have not been developed yet. The Santa Fe Institute argues that computer viruses are a form of artificial life. Perhaps viral marketing can also find an evolutionary form.
But in the meantime, the Hotmail juggernaut just keeps on growing - quietly, and consistently on its own momentum. Hotmail now has over 30 million subscribers. As a technological dislocation, we believe that the Internet provides an unfair competitive advantage to nimble startup companies. A good idea can spread like wildfire if its business model maps to the medium. Viral Marketing adds fuel to the fire.
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-...;
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Ligne : 8
Lieu : Gare d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/37468
Exploitant : Transdev TVO
Réseau : R'Bus (Argenteuil)
Lieu : Centre Opérationnel Bus d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/id/34902
Véhicule : HEULIEZ BUS GX 327 GNV
Identification : 2711 (BM-755-NL)
Exploitant : Keolis Bordeaux Métropole
Dépôt : n.c.
Réseau : TBM (Bordeaux Métropole)
Ligne : Flexo 48
Voiture : 4803
Destination : PESSAC Bougnard - via Zones Flexo
À partir du 4 Novembre 2019, la Flexo 48 a été remplacée par la Corol 39. "Sur son itinéraire, des couloirs bus et priorités aux feux lui seront dédiés", avec notamment un couloir de bus mis en place sur la Bande d'Arrêt d'Urgence de la Rocade, entre les échangeurs 12 et 13. Bordeaux Métropole met également en avant la "correspondance avec le TER à la gare de Pessac Alouette" pour se rendre de l'Aéroport à la Gare Saint-Jean (et inversement), pour les usagers souhaitant "éviter les centre-villes de Bordeaux et Mérignac".
Dernière semaine de circulation pour la Flexo 48 avant son remplacement par la Corol 39, qui gardera les mêmes véhicules sur ce nouveau parcours.
30/10/2019 13:44
Arrêt TBM "MÉRIGNAC Diesel"
Avenue Rudolf Diesel ; F-33 MÉRIGNAC
Exploitant : Keolis CIF
Réseau : GoBus
Lieu : Centre Opérationnel Bus de Goussainville (Goussainville, F-95)
Lien TC Infos : tc-infos.fr/vehicule/81512
Véhicule : IVECO BUS Crossway Pop (13m.) €6
Identification : 4464 (EP-450-FD)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : n.c.
Service : n.c.
Destination : n.a.
16/04/2019 15:26
Avenue de la Côté d'Argent ; F-33 BIGANOS
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
Visite de courtoisie chez les confrères Keolis Bassin d'Arcachon, sur leur second dépôt.
Modèle : IVECO BUS Crossway Pop
Numéro de parc : 191155
Immatriculation : FJ-767-TP
Mise en service : août 2019
Exploitant : Keolis Bassin d'Arcachon
Lieu : Keolis Bassin d'Arcachon - Dépôt de Biganos
Infos complémentaires : VNE6037N60M040681
Exploitant : Cars Lacroix
Réseau : Valoise
Ligne : 95-19B
Lieu : Gare d'Ermont – Eaubonne (Ermont, F-95)
Lien TC Infos : tc-infos.fr/id/24578