View allAll Photos Tagged forerunner
Coachwork by Pininfarina
Chassis n° 12031
'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984.
In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels.
Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory.
The example offered here was delivered new in June 1969 to Mr Edouard Washer via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium. The 20th 365 GTC built, chassis number '12031' was delivered finished in Grigio Mahmoud with beige leather interior, the latter equipped with a Voxson 'Sonar' radio with electric antenna. Mr Washer kept the Ferrari for a few years before trading it back to Garage Francorchamps in the mid-1970s. Garage Francorchamps then sold it to the next owner, in the Netherlands.
By 1982, '12031' was owned by one H L E Swarts in the Netherlands, who in March of that year advertised the car for sale, describing it as red with black interior and with 75,000 kilometres recorded. Around 1987, the car was sold to Fritz Kroymans, the Dutch Ferrari importer/collector, who kept it until 2004 when it was sold to Hans Jungblut of Maastricht, Netherlands. While in Mr Jungblut's care, the Ferrari was completely restored to its factory original colour, Grigio Mahmoud, in the Netherlands by marque specialists Garage Roelofs (restoration photographs on file), with the beige leather interior re-trim being entrusted to HVL Exclusive Italian Interiors.
From 2004 to 2014, the Ferrari was maintained by Forza Service and stayed in Holland. Later, in April 2014, the car was sold to the current owner in Belgium. Since, this stunning 365 GTC has been carefully looked after by its passionate Ferrari owner/collector. The most recent service was carried out in May 2017, by Ferrari Specialists L'Officina in Overijse, Belgium.
The car comes with an original sales brochure; copies of the original factory paperwork; a copy of the old Dutch registration papers (cancelled); Belgian registration papers; restoration invoices from Ferrari Garage Piet Roelofs; invoices for work carried out in 2004-2008 by Forza Service in Holland; and HVL Exclusive Italian Interiors' certificate (2008) confirming the interior was professionally restored using mostly original parts. The all-important Ferrari Classiche has been applied for and is currently in progress for this matching numbers 365 GTC; the file is still in production and will follow after the sale. Prospective purchasers should be aware that this process can take a few months to complete.
Examples of this strikingly handsome, startlingly fast, and much under-rated Ferrari Gran Turismo model rarely appear at auction. Well documented, professionally restored, and with Ferrari Classiche granted, '12031' represents an opportunity for the discerning collector to acquire one of these exclusive and ultra-desirable models, which are rare even by Ferrari standards.
Bonhams : the Zoute Sale
Sold for € 805.000
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
The Volkswagen Type 2, known officially (depending on body type) as the Transporter, Kombi or Microbus, or, informally, as the Bus (US) or Camper (UK), is a forward control panel van introduced in 1950 by the German automaker Volkswagen as its second car model. Following – and initially deriving from Volkswagen's first model, the Type 1 (Beetle) – it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to forward control competitors in the United States in the 1960s, including the Ford Econoline, the Dodge A100, and the Chevrolet Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration.
European competition included the 1947-1981 Citroën H Van, the 1959-1980 Renault Estafette (both FF layout), and the 1953-1965 FR layout Ford Transit.
Japanese manufacturers also introduced the platform in different configurations, such as the Nissan Caravan, Toyota LiteAce and the Subaru Sambar.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", and, because of its popularity during the counterculture movement of the 1960s, Hippie van/wagon, and still remains iconic for many hippies today.
Brazil contained the last factory in the world that produced the T2. Production in Brazil ceased on December 31, 2013, due to the introduction of more stringent safety regulations in the country. This marks the end of an era with the rear-engine Volkswagens manufactured (after the 2002 termination of its T3 successor in South Africa), which originated in 1935 with their Type 1 prototypes.
HISTORY
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve Cd=0.44, exceeding the Type 1's Cd=0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However, only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.
VARIANTS
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Lotação (share-taxi), a version exclusive to Brazil, with 6 front-hinged doors for the passenger area and 4 bench-seats, catering to the supplemental public transport segment.[citation needed] Available from 1960 to 1989, in both the split-window and "clipper" (fitted with the bay-window front panel) bodystyles.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps.
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior. Included optional "pop up" top.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!
FIRST GENERATION (T1; 1950–1967)
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc, DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's retrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg instead of the previous 750 kg, smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm Pitch Circle Diameter rims. Wheel tracks varied between German and Brazilian production and with 14-inch, 15-inch and 16-inch wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
SAMBA
The Volkswagen Samba, in the United States also known as Sunroof Deluxe, was the most luxurious version of the T1. Volkswagen started producing Sambas in 1951.
Originally Volkswagen Vans were classified according to the number of windows they had. This particular model had 23 and later 21 windows including eight panoramic windows in the roof. To distinguish it from the normal 23 or 21-window Volkswagen van the name Samba was coined.
Instead of a sliding door at the side the Samba had two pivot doors. In addition the Samba had a fabric sunroof. At that time Volkswagen advertised with the idea of using the Samba to make tourist trips through the Alps.
Sambas were painted standard in two colors. Usually, the upper part was colored white. The two colored sections were separated by a decorative strip. Further the bus had a so-called "hat": at the front of the van the roof was just a little longer than the car itself to block the sun for the driver. The windows had chrome tables and the van had a more comprehensive dashboard than the normal T1.
When Volkswagen started producing the successor of the T1 (the T2) the company also stopped producing the Samba so there are no Sambas in later versions of the Transporter.
US CHICKEN TAX
Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the "chicken tax" remains in effect.
SECOND GENERATION (T2; 1967–1979)
In late 1967, the second generation of the Volkswagen Type 2 (T2) was introduced. It was built in Germany until 1979. In Mexico, the Volkswagen Kombi and Panel were produced from 1970 to 1994. Models before 1971 are often called the T2a (or "Early Bay"), while models after 1972 are called the T2b (or "Late Bay").
This second-generation Type 2 lost its distinctive split front windshield, and was slightly larger and considerably heavier than its predecessor. Its common nicknames are Breadloaf and Bay-window, or Loaf and Bay for short. At 1.6 L and 35 kW (48 PS; 47 bhp) DIN, the engine was also slightly larger. The battery and electrical system was upgraded to 12 volts, making it incompatible with electric accessories from the previous generation. The new model also did away with the swing axle rear suspension and transfer boxes previously used to raise ride height. Instead, half-shaft axles fitted with constant velocity joints raised ride height without the wild changes in camber of the Beetle-based swing axle suspension. The updated Bus transaxle is usually sought after by off-road racers using air-cooled Volkswagen components.
The T2b was introduced by way of gradual change over three years. The first models featured rounded bumpers incorporating a step for use when the door was open (replaced by indented bumpers without steps on later models), front doors that opened to 90° from the body, no lip on the front guards, unique engine hatches, and crescent air intakes in the D-pillars (later models after the Type 4 engine option was offered, have squared off intakes). The 1971 Type 2 featured a new, 1.6 L engine with dual intake ports on each cylinder head and was DIN-rated at 37 kW (50 PS; 50 bhp). An important change came with the introduction of front disc brakes and new roadwheels with brake ventilation holes and flatter hubcaps. Up until 1972, front indicators are set low on the nose rather than high on either side of the fresh air grille – giving rise to their being nicknamed "Low Lights". 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron and introduced the larger late tail lights. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.
In 1971 the 1600cc Type 1 engine as used in the Beetle, was supplemented with the 1700cc Type 4 engine – as it was originally designed for the Type 4 (411 and 412) models. European vans kept the option of upright fan Type 1 1600 engine but the 1700 Type 4 became standard for US spec models.
In the Type 2, the Type 4 engine was an option for the 1972 model year onward. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in the 1973 model year. Both engines displaced 1.7 L, DIN-rated at 49 kW (67 PS; 66 bhp) with the manual transmission and 46 kW (63 PS; 62 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 L and 50 kW (68 PS; 67 bhp) DIN for the 1974 model year and again to 2.0 L and 52 kW (71 PS; 70 bhp) DIN for the 1976 model year. The two-litre option appeared in South African manufactured models during 1976, originally only in a comparably well-equipped "Executive" model. The 1978 2.0 L now featured hydraulic valve lifters, eliminating the need to periodically adjust the valve clearances as on earlier models. The 1975 and later U.S. model years received Bosch L-Jetronic electronic fuel injection as standard equipment; 1978 was the first year for electronic ignition, utilizing a hall effect sensor and digital controller, eliminating maintenance-requiring contact-breaker points. As with all Transporter engines, the focus in development was not on power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.
In 1972, for the 1973 model year, exterior revisions included relocated front turn indicators, squared off and set higher in the valance, above the headlights. Also, square-profiled bumpers, which became standard until the end of the T2 in 1979, were introduced in 1973. Crash safety improved with this change because of a compressible structure behind the front bumper. This meant that the T2b was capable of meeting US safety standards for passenger cars of the time, though not required of vans. The "VW" emblem on the front valance became slightly smaller.
Later model changes were primarily mechanical. By 1974, the T2 had gained its final shape. Very late in the T2's design life, during the late 1970s, the first prototypes of Type 2 vans with four-wheel drive (4WD) were built and tested.
T2c
The T2c, with a roof raised by about 10 cm was built starting in the early 1990s for the South American and Central American markets. Since 1991, the T2c has been built in México with the water-cooled 1.8 L inline four-cylinder 53 kW (72 PS; 71 bhp) carbureted engine - easily identified by the large, black front-mounted radiator - and since 1995 with the 1.6 L air-cooled engines for the Brazilian market.
Once production of the original Beetle was halted in late 2003, the T2 was the only Volkswagen model with an air-cooled, rear-mounted boxer engine, but then the Brazilian model shifted to a water-cooled engine on 23 December 2005. There was a 1.6 L 50 hp (37 kW; 51 PS) water-cooled diesel engine available from 1981 to 1985, which gave fuel economy of 15 km/l to 18 km/l - but gave slow performance and its insufficient cooling system led to short engine life.
The end of the Volkswagen air-cooled engine on a worldwide basis was marked by a Special Edition Kombi. An exclusive Silver paint job, and limited edition emblems were applied to only 200 units in late 2005, and were sold as 2006 models.
Stricter emissions regulations introduced by the Brazilian government for 2006 forced a shift to a flexible-fuel water-cooled engine[citation needed] able to run on petrol or alcohol. Borrowed from the Volkswagen Fox, the engine is a rear-mounted EA-111 1.4 L 8v Total Flex 1,390 cc, 58 kW (79 PS; 78 bhp) on petrol, and 60 kW (82 PS; 80 bhp) when run on ethanol, and 124 N·m (91 lbf·ft) torque. This version was very successful, despite the minor changes made to the overall T2-bodied vehicle. It still included the four-speed transmission, but a new final-drive ratio enabled cruising at 120 km/h (75 mph) at 4,100 rpm. Top speed was 130 km/h (81 mph). 0 to 100 km/h (0 to 62 mph) acceleration took 22.7 seconds (vs. 29.5 seconds for the last air-cooled version). Other improvements included 6.6% better fuel economy, and nearly 2 dB less engine noise.
The Volkswagen Type 2 is by far the longest model run in Brazil, having been introduced in September 1950 as the Volkswagen "Kombi", a name it has kept throughout production.[citation needed] Only produced in two versions, bus (nine-seater or 12-seater – a fourth row is added for metro transportation or school bus market) or panel van, it offers only one factory option, a rear window defogger.[citation needed] As of June 2009, the T2 was being built at the Volkswagen Group's São Bernardo do Campo plant at a rate of 97 per day.
The production of the Brazilian Volkswagen Kombi ended in 2013 with a production run of 600 Last Edition vehicles.[28] A short movie called "Kombi's last wishes" was made by VW Brazil.
POST_TYPE 2 GENERATIONS
THIRD GENERATION (T3; 1979–1992)
The Volkswagen Type 2 (T3) also known as the T25, (or Vanagon in the United States), the T3 platform was introduced in 1980, and was one of the last new Volkswagen platforms to use an air-cooled engine. The Volkswagen air-cooled engine was phased out for a water-cooled boxer engine (still rear-mounted) in 1984. Compared to its predecessor the T2, the T3 was larger and heavier, with square corners replacing the rounded edges of the older models. The T3 is sometimes called "the wedge" by enthusiasts to differentiate it from earlier Kombis.
FOURTH GENERATION (T4; 1990–2003)
Since 1990, the Transporter in most world markets has been front-engined and water-cooled, similar to other contemporary Volkswagens, almost two decades later than it did for the passenger cars. T4s are marketed as Transporter in Europe. In the United States, Volkswagen Eurovan is the brand name.
FITH GENERATION (T5; 2003–2015)
The Volkswagen Transporter T5 range is the fifth generation of Volkswagen Commercial Vehicles medium-sized light commercial vehicle and people movers. Launched 6 January 2003, the T5 went into full production in April 2003, replacing the fourth generation range.
Key markets for the T5 are Germany, the United Kingdom, Russia, France and Turkey. It is not sold in the US market because it is classed as a light truck, accruing the 25% chicken tax on importation. The T5 has a more aerodynamic design. The angle of the windshield and A-pillar is less; this makes for a large dashboard and small bonnet.
In June 2009, Volkswagen Commercial Vehicles announced the one-millionth T5 rolled off the production line in Hanover.
T5 GP introduced in 2010. Heavily face-lifted with some new power plants including the 180 bi-turbo range topper. These new engines saw the demise of the now "dirty" 5 cylinder units.
Late 2015 will see the arrival of the "Neu Sechs", the New 6. The T6 will offer further engine changes in early 2016, but will launch with the previous generation engines. The new engines will see the introduction of Ad-Blu to meet with euro 6 emission compliance. The new 6 was expected by many to be more than just a face lift.
With the T6 now hitting the roads it is very clear it would appear to be just a face lift. New front, new tailgate and a new dash. There are quality improvements, sound deadening, new colours and improved consumption, but many believe VW have missed an opportunity to go back to the top.
Sixth generation (T6; 2015–)
The new T6 will launch with the old Euro 5 non AdBlue power-plants, but will be offered with a Euro 6 diesel engine with 204bhp and AdBlue. Three further Euro 6 Adblue diesel power-plants with 84ps, 102ps and 150ps will also be offered.
There is some debate in the community over whether the T6 is a new model, or simply a face-lift. There are obvious external changes to the nose and tailgate, while internally there is a new dash in 2 versions. Volkswagen are claiming refinement to ride, handling and noise levels.
ADDITIONAL DEVELOPMENTS
In 2001, a Volkswagen Microbus Concept was created, with design cues from the T1 generation in a spirit similar to the New Beetle nostalgia movement. Volkswagen planned to start selling it in the United States market in 2007, but it was scrapped in May 2004 and replaced with a more cost-effective design to be sold worldwide.
NAMES AND NICKNAMES
Like the Beetle, from the beginning, the Type 2 earned many nicknames from its fans. Among the most popular,[citation needed] at least in Germany, are VW-Bus and Bulli (or Bully) or Hippie-van or the bus. The Type 2 was meant to be officially named the Bully, but Heinrich Lanz, producer of the Lanz Bulldog farm tractor, intervened. The model was then presented as the Volkswagen Transporter and Volkswagen Kleinbus, but the Bully nickname still caught on.
The official German-language model names Transporter and Kombi (Kombinationskraftwagen, combined-use vehicle) have also caught on as nicknames. Kombi is not only the name of the passenger variant, but is also the Australasian and Brazilian term for the whole Type 2 family; in much the same way that they are all called VW-Bus in Germany, even the pickup truck variations. In Mexico, the German Kombi was translated as Combi, and became a household word thanks to the vehicle's popularity in Mexico City's public transportation system. In Peru, where the term Combi was similarly adopted, the term Combi Asesina (Murdering Combi) is often used for buses of similar size, because of the notorious recklessness and competition of bus drivers in Lima to get passengers. In Portugal it is known as Pão-de-Forma (Breadloaf) because its design resembles a bread baked in a mold. Similarly, in Denmark, the Type 2 is referred to as Rugbrød (Rye bread). Finns dubbed it Kleinbus (mini-bus), as many taxicab companies adopted it for group transportation; the name Kleinbus has become an appellative for all passenger vans. The vehicle is also known as Kleinbus in Chile.
In the US, however, it is a VW bus, a "vee-dub", a minibus, a hippie-mobile, hippie bus, or hippie van, "combie", Microbus or a Transporter to aficionados. The early versions produced before 1967 used a split front windshield (giving rise to the nickname "Splitty"), and their comparative rarity has led to their becoming sought after by collectors and enthusiasts. The next version, sold in the US market from 1968 to 1979, is characterised by a large, curved windshield and is commonly called a "bay-window". It was replaced by the Vanagon, of which only the Westfalia camper version has a common nickname, "Westy".
It was called Volksie Bus in South Africa, notable in a series of that country's TV commercials. Kombi is also a generic nickname for vans and minibuses in South Africa and Swaziland, often used as a means of public transportation. In Nigeria it was called Danfo.
In the UK, it is known as a "Campervan". In France, it was called a "camping-car" (usually hyphenated) though this has been expanded to include other, often more specialized vehicles in more recent times.
MEXICAN PRODUCTION
T2 production began in 1970 at the Puebla assembly factory.
Offered initially only as a nine-passenger version called the Volkswagen Kombi, and from 1973 also its cargo van version called the Volkswagen Panel, both variants were fitted with the 1.5 L air-cooled boxer engine and four-speed manual gearbox. In 1974, the 1.6 L 44 bhp (33 kW; 45 PS) boxer engine replaced the 1.5 previous one, and production continued this way up to 1987. In 1987, the water-cooled 1.8 L 85 bhp (63 kW; 86 PS) inline four-cylinder engine replaced the air-cooled 1.6 L. This new model is recognisable by its black grille (for its engine coolant radiator), bumpers and moldings.
In 1975, Volkswagen de Mexico ordered two specially made pickups from Germany, one single cab and one double cab, for the Puebla plant. These were evaluated for the possibility of building pickups in Mexico, and were outfitted with every option except the Arctic package, including front and rear fog lights, intermittent wipers, trip odometer, clock, bumper rubber, PVC tilt, and dual doors on the single cab storage compartment. VW de Mexico was interested in having the lights, wiring, brake systems and other parts manufactured in Mexico. Ultimately, VW de Mexico declined to produce pickups, and the pickups were sold to an Autohaus, a Volkswagen dealer in San Antonio, Texas, since they could not be sold in Mexico. By law, no German-made Volkswagens were to be sold in Mexico. These are probably the only pickups that were produced in Germany for Mexican import, and have the "ME" export code on the M-code plate. The green double cab was sold to a new owner in New York, and has been lost track of. The light gray (L345, licht grau) single cab still exists. Pickups were not manufactured in Mexico, nor were they imported into Mexico from Germany, save for these two examples.
In 1988, a luxury variant – the Volkswagen Caravelle – made its debut in the Mexican market to compete with the Nissan Ichi Van, which was available in cargo, passenger and luxury versions.
The main differences between the two are that the Caravelle was sold as an eight-passenger version, while the Combi was available as a nine-passenger version, the Caravelle was only painted in metallic colors, while the Combi was only available in non-metallic colors, and the Caravelle was fitted with an AM/FM stereo cassette sound system, tinted windows, velour upholstery, reading lights, mid and rear headrests, and wheel covers from the European T25 model.
In 1991, the 10 cm higher roof made its debut in all variants, and the Combi began to be offered in eight- or nine-passenger variants. In 1991, since Mexican anti-pollution regulations required a three-way catalytic converter, a Digifant fuel injection system replaced the previous carburetor. The three variants continued without change until 1994.
In 1994, production ended in Mexico, with models being imported from Brazil. The Caravelle was discontinued, and both the Combi and the Panel were only offered in white color and finally in 2002, replaced by the T4 EuroVan Pasajeros and EuroVan Carga, passenger and cargo van in long wheelbase version, inline five-cylinder 2.5 L 115 bhp and five-speed manual gearbox imported from Germany.
WIKIPEDIA
c/n C.56
Built 1922
The Bellanca CF was the forerunner of the many cabin monoplanes built by Bellanca during the 1920’s and 30’s including the Pacemaker, Skyrocket and Cruisair. It had closed accommodation for four passengers while the pilot sat in an open cockpit behind the cabin. It first flew on 8th June 1922 and was reported to be both stable and manoeuvrable as well as aerobatic. A week later it took part in the Midwestern Flying Meet at Monmouth, Illinois, and won speed, gliding endurance and time to climb events. It then won more events at the Tarkio Aero Meet and the Interstate Aero Meet, with further publicity coming from two aerial marriages which took place in the cabin while in flight.
Unfortunately, this excellent aircraft predated the private airmail contracts authorised by the government which would kick-start the aviation industry and as a result only the one machine was built. It was sold to the Yellow Aircab Company of New York in 1924 and they modified it for use as a taxi, but went out of business and sold it to the Continental Aircraft Corporation in 1925. They too went bankrupt and in 1928 it was bought by student pilot William Stanley Smith for $150. He modified it for longer range and registered it as NR11036. Following his death in another aircraft, the CF became part of the Roosevelt Field Air Museum on Long Island and they kept it airworthy until it was returned to the ownership of the Bellanca family. When Giuseppe Bellanca died in 1960 the family donated the aircraft to the Smithsonian Institute. Restored between January 1979 and May 1980, it is seen on display at the Steven F. Udvar Hazy Center as part of the National Air and Space Museum.
Washington Dulles International Airport, Chantilly, Virginia
7th May 2015
NZ,
Villiers Dynastart reverisible,
Chain drive,
Forerunner of ATVs,
Buit by Cameron lewis & Company Christchurch NZ,
restored in Southward workshop,
For my video;https://youtu.be/dEL2DoCm1wg
Southward Car Museum, Paraparaumu, New Zealand
The ancient site at Kot Diji (Urdu: کوٹ ڈیجی) was the forerunner of the Indus Civilization. The people of this site lived about 3000 BCE. The remains consist of two parts; the citadel area on high ground (about 12 m), and outer area. The Pakistan Department of Archaeology excavated at Kot Diji in 1955 and 1957.
Located about 22 kilometers south of Khairpur in the province of Sindh, Pakistan. The site is situated at the foot of the Rohri Hills where a fort (Kot Diji Fort) was built around 1790 by Talpur dynasty ruler of Upper Sindh, Mir Suhrab who reigned from 1783 to 1830 AD. This fort built on the ridge of a steep narrow hill is well preserved.
Edvard Munch (1863-1944) was a Norwegian Symbolist painter, printmaker and an important forerunner of expressionistic art. He was a prolific yet perpetually troubled artist preoccupied with matters of human mortality such as chronic illness, sexual liberation, and religious aspiration. He expressed these obsessions through works of intense color, semi-abstraction, and mysterious subject matter. Often called the father of Expressionism, Munch suffered as a child with illness, loss, and psychological terror, emotions that characterize many of his early images. He chose painting as his life's work at a young age and traveled throughout Europe, especially to Paris, where he absorbed the influences of Impressionism, then Post-Impressionism, and Art Nouveau design. Just as many of his Scandinavian colleagues, Munch unflinchingly brought the darker side of the human experience to his art.
This original by Munch was seen and photographed on exhibit at San Francisco's Museum of Modern Art.
10+2 Δωδεκάδες, Dodekádes
10 cents - Rigas-Fereos Velestinlis
Rigas-Fereos (Velestinlis) (1757-1798) was a forerunner and leading figure of the Greek enlightenment and confederation. He was the first to visualize the liberation of the Balkans from the Ottoman Empire and was executed by the Ottomans in 1798 after vainly attempting to launch a Balkan-wide revolt against Ottoman rule
Coin design: P. Sotirio
2 cents - Corvette
Corvettes are small, maneuverable, lightly-armed warship, smaller than a frigate, and they were heavily used during the Hellenic liberation fight (1821-1827). When referring to sailing ships, a corvette is a ship-rigged sloop. Almost all modern navies use ships smaller than frigates for coastal duty, but not all of them use the term "corvette."
Extra info: Rigas Feraios (Greek: Ρήγας Φεραίος, or Rhegas Pheraeos, pronounced [ˈriɣas fɛˈrɛɔs]) or Velestinlis (Βελεστινλής, or Velestinles, pronounced [vɛlɛstinˈlis])) ; 1757 – 24 June 1798) was a Greek writer, political thinker and revolutionary, active in the Modern Greek Enlightenment, remembered as a Greek national hero, a victim of the Balkan uprising against the Ottoman Empire and a pioneer of the Greek War of Independence.
The North Adelaide Grammar School established 1854 by John Whinham, on land purchased by George Fife Angas, was the forerunner to this landmark Whinham College.
In 1873 John Whinham retired and his son Robert took the reins. In 1881, following an influx of scholars, plans were drawn up by architect Thomas Frost for the construction of new school buildings at the corner of Ward and Jeffcott Streets. The new buildings opened 1882.
It was reputed to be the most modern, best equipped secondary school in South Australia.
The main building with frontage to Jeffcott Street comprised centre building and two storeyed wings. Wings at the rear with transepts enclosed three sides of an open court.
The total, in Elizabethan style, contains more than 40 rooms. Its prominent feature is the clock tower of white and coloured bricks, with freestone columns that have carved caps.
In 1884 Robert Whinham was killed in a fall from a horse and John Whinham resumed control. He died in 1886, the school declined and closed in 1898.
From 1898 the property then became a training school for lady missionaries and known as Angas College.
In 1916 the army took possession of the property for use as a repatriation hospital.
In 1922 the United Evangelical Lutheran Church in Australia purchased the property for £13,500.
In 1923, Immanuel College and Seminary were officially opened. They operated until the Air Force commandeered the building in 1942, giving ten days’ notice to vacate.
In 2003 the General Synod of the Lutheran Church in Australia changed the name of the Seminary to Australian Lutheran College, to take effect 1 January 2004.
Ref: ALC - Australian Lutheran College Site History Brochure.
North Adelaide Institutions + Colleges DPA.
Coachwork by Pininfarina
Chassis n° 12031
'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984.
In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels.
Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory.
The example offered here was delivered new in June 1969 to Mr Edouard Washer via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium. The 20th 365 GTC built, chassis number '12031' was delivered finished in Grigio Mahmoud with beige leather interior, the latter equipped with a Voxson 'Sonar' radio with electric antenna. Mr Washer kept the Ferrari for a few years before trading it back to Garage Francorchamps in the mid-1970s. Garage Francorchamps then sold it to the next owner, in the Netherlands.
By 1982, '12031' was owned by one H L E Swarts in the Netherlands, who in March of that year advertised the car for sale, describing it as red with black interior and with 75,000 kilometres recorded. Around 1987, the car was sold to Fritz Kroymans, the Dutch Ferrari importer/collector, who kept it until 2004 when it was sold to Hans Jungblut of Maastricht, Netherlands. While in Mr Jungblut's care, the Ferrari was completely restored to its factory original colour, Grigio Mahmoud, in the Netherlands by marque specialists Garage Roelofs (restoration photographs on file), with the beige leather interior re-trim being entrusted to HVL Exclusive Italian Interiors.
From 2004 to 2014, the Ferrari was maintained by Forza Service and stayed in Holland. Later, in April 2014, the car was sold to the current owner in Belgium. Since, this stunning 365 GTC has been carefully looked after by its passionate Ferrari owner/collector. The most recent service was carried out in May 2017, by Ferrari Specialists L'Officina in Overijse, Belgium.
The car comes with an original sales brochure; copies of the original factory paperwork; a copy of the old Dutch registration papers (cancelled); Belgian registration papers; restoration invoices from Ferrari Garage Piet Roelofs; invoices for work carried out in 2004-2008 by Forza Service in Holland; and HVL Exclusive Italian Interiors' certificate (2008) confirming the interior was professionally restored using mostly original parts. The all-important Ferrari Classiche has been applied for and is currently in progress for this matching numbers 365 GTC; the file is still in production and will follow after the sale. Prospective purchasers should be aware that this process can take a few months to complete.
Examples of this strikingly handsome, startlingly fast, and much under-rated Ferrari Gran Turismo model rarely appear at auction. Well documented, professionally restored, and with Ferrari Classiche granted, '12031' represents an opportunity for the discerning collector to acquire one of these exclusive and ultra-desirable models, which are rare even by Ferrari standards.
Bonhams : the Zoute Sale
Sold for € 805.000
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
German postcard. Film-Sterne, No. 185/6. Photo Nicola Perscheid, Berlin.
German humorist, couplet singer and actor Arnold Rieck (1876-1924) was a forerunner of the stand-up comedians of today. He was also one of the first stage actors who started to perform in films.
Arnold Rieck was born in 1876 in Berlin. As a boy he always joined the gallery of the Royal Playhouse to see Hamlet or Romeo and Juliet. He took acting lessons, debuted at the court theater to Gera, but his slender height smashed his aspirations of becoming a tragic hero career and - against his will – he became a comedian. Rieck first made his name as a singer of couplets and as a solo entertainer with humorous antics. Thus he became the forerunner of the classic stand-up comedian. In 1897 he made his stage debut in Gera. In 1899, the Berliner Operette was born at the Apollo Theatre and Rieck got the role of tailor Lämmermeyer in the new operetta Frau Luna (Ms. Luna) composed by Paul Lincke. The success was sensational. And from then on, Rieck appeared on several metropolitan stages. His most successful period was as a star of the Berlin Thalia Theatre. There he could be seen in such popular comedies as Charleys Tante (Charley's aunt) and in the new Berlin operettas by composer Jean Gilbert. According to himself, Arnold Rieck also was the first German stage actor, who moved over to the cinema. At the turn of the century, he appeared as the title figure in such short farces as Der Geck im Damenbade/The Dude in the ladies' bath and Piefke mit dem Floh/Piefke with the flea. Initially Rieck got a dozen plates per shooting day instead of payment. Later he received as a first fee 18 marks per day with a three-day shooting schedule. At the Messter studio he starred in such short comedies as Die fünf Sinne/The five senses (N.N., 1906) and Prinzess Rosine/Princess Rosine (N.N., 1907). The following year he appeared for the Duskes film studio in other comedy shorts like Prosit Neujahr 1909/Happy New Year 1909 (N.N.1908) with Emmy Wehlen, and Die Dollar-Prinzessin/The Dollar Princess (Alfred Duskes, 1908). Next to Guido Thielscher, Leo Peukert and Guido Herzfeld, Rieck became one of the best known representatives of the early cinema farces. In 1910 he made for the Vitacope company in Berlin the military comedy short Es wär’ so schön gewesen/It would have been so nice (director unknown, 1910).
During the first World War, Arnold Rieck amused in numerous silent comedies as a stock stiff, comical type in an ancient costume. Successful examples are the comedies Musketier Kaczmarek/Musketeer Kaczmarek (Carl Froelich, 1915) with Ressel Orla, Der standhafte Benjamin/The staunch Benjamin (Robert Wiene, 1916) with Guido Herzfeld, and Brautfahrt/Lehmann's Honeymoon (Robert Wiene, 1916). In the latter he played a stiff gymnasium Professor of Greek history who dreams that he travels to antic Hellas and falls in love with a Greek beauty. In order to persuade the daydreaming Professor to marry his cousin, his family dress themselves up as Ancient Greeks. With his high hat, roast skirt, umbrella and embroidered travel bag, he reminded his public of long outdated times, and Rieck was not afraid to ridicule himself. Shortly after the war, his type of humour felt outdated and Rieck was replaced by more subtle comedians. American stars such as Charles Chaplin and Buster Keaton now dominated the German screens. In the 1920s Rieck refocused on his stage career and worked as a humorist at Berlin's Komische Oper and the new Operetta Theater in Leipzig. In 1924, Arnold Rieck collapsed on stage in Leipzig and died unexpectedly, only 48 years old. His final film appearance had been a supporting role in the Henny Porten drama Mutter und Kind/Mother and Child (Carl Froelich, 1924). Recordings on gramophone and Zonophon records and Edison cylinders of the comedian have survived.
Sources: Gerold Ducke (Die Geschichte Berlins – German), Wikipedia (German and English) and IMDb.
REFLECTIONS ON DUCHAMP, QUANTUM PHYSICS, AND MYSTERIUM CONIUNCTIONIS
Written by Massimo Lanzaro
Friday, 22 February 2008
In this brief essay, psychiatrist Massimo Lanzaro explores the alchemical possibilities contained in Marcel Duchamp's masterwork The Large Glass.
Reflections on: Duchamp, quantum physics and Mysterium Coniunctionis
Max Lanzaro
When Jung published his first major work on alchemy (Psychology and Alchemy, 1944) at the end of World War II, most reference books described this discipline as nothing more than a fraudulent and inefficient forerunner of modern chemistry. Today, more than fifty years later, alchemy is once again a respected subject of both academic and popular interest, and alchemical terminology is used with great frequency in textbooks of depth-psychology and other disciplines.
Jung interpreted the practice of alchemy as the symbolic projection of psychic processes. In Psychology and Alchemy and Mysterium Coniunctionis (1955/56), Jung’s empirical exploration and rediscovery of the objective psyche led him to recognise that the basis of the alchemist’s endeavour was the archetypal union of opposites by means of the integration of opposing polarities: conscious and unconscious, reason and instinct, spiritual and material, masculine and feminine. In the last summaries of his insights on the subject, influenced in part by his collaboration with the Nobel Prize winning physicist Wolfgang Pauli, the old Jung envisions a great psycho-physical mystery to which the old alchemists gave the name of unus mundus (one world). At the root of all being, so he intimates, there is a state wherein physicality and spirituality meet.
Seen in this light, the various stages in the alchemical process take on a new meaning. Alchemy, like analytic psychology, is a discipline in which the notion of the subjective and objective as separate and opposing realities is dissolved. Both disciplines are sciences which seek to reintegrate these separate realities into their original, undivided form. While Jung was engaged on his research, notions of Hermetism and alchemy, far from losing intellectual ground, continued to influence post-romantic and avant-garde artistic movements such as Surrealism, which were exploring aspects of experience as process.
The surrealists wanted to make a leap into the irrational for two reasons. One was the disgust inherited from their direct predecessors (the Dadaists) at the mess the old apparently rational structures of thinking and behaving had made of European society. The other, more positive, reason was that the exploration of the non-logical (unconscious) world would enable them to tap entirely new sources of creativity. This is the reason why they took such an interest in the art of the mentally ill. People whom rational, bourgeois society classified as mentally incompetent became, for the members of the Surrealist Group, pioneer explorers of a realm which could without apology be described a ‘visionary’.
If these considerations supplied the basic structure of surrealist thinking, there were some others which were important. One was something they had learned from Freud - the power of libido. Rather than resisting this, as the religious and visionary artists of the past had tended to do, the members of the Surrealist Movement wanted to harness the libido for the benefit of their work. A second was what they inherited from late nineteenth century Symbolism. To some extent in revolt against the first generation of modernists, they looked at these less immediate predecessors and found in them a fascination with imagery which was inherently ambiguous and charged with multiple meanings. Third, they were fascinated, just as the Symbolists themselves had been, by aspects of hermetic philosophy and especially by Rosicrucianism and alchemy.
Alchemy they regarded as a pseudo-rational system which could be used to show up the pretensions of modern scientific rationality. They approached this body of information in a much more self-conscious way than the artists who had examined the same material in the years before World War I - their use of the imagery borrowed from this source is nearly always tinged with irony.
The supreme artistic ironist of the period is, in my opinion, Marcel Duchamp (1887-1968). His impact on art was widespread, multidirectional, and occurred over a long time span. Duchamp defined new media (or, mixed media), repeatedly crossing over the traditional boundaries of sculpture, painting and graphics. Marcel Duchamp’s “alchemical” masterpiece is The Large Glass, or The Bride Stripped Bare by Her Bachelors, Even, whose very title, in French Le Grand Verre, has onomatopoeic echoes of alchemy’s “Great Work” (Le Grand Oeuvre). [click here to open a copy of The Large Glass in a new window, with thanks to Wikipedia]
This “definitively unfinished” work displays a design for a strange mechanical device and is accompanied by an enigmatic “manual”, the “Green Box”, containing notes by the artist. Together, the glass panes and the notes appear no less complex and ambiguous than an act of alchemy. This work has been seen as the critical interpretation of the myth surrounding devotion to the Virgin Mary. The Virgin’s assumption into heaven and the denuded bride are at the same time symbols of the transformation and purification of base matter and of revelation, unveiling. The sacred marriage of substances is the central theme of alchemy, something which would today perhaps be described as chemical affinity. The basic idea of this supremely complex work seems to be one which is central to alchemy - that of the union of opposites which will result in the birth of the perfect being (“the androgyne”).
The purpose of the “chocolate grinder”, as Duchamp called the device with the three drums placed in the centre of the lower pane of The Large Glass, recalling the millstone in Durer’s Melancholy, is to grind the matter into its black nigredo state, ironically referred to as chocolate. The meaning of nigredo (putrefactio) in Melancholy 1 is clear; melancholy or black material is the first stage of the alchemical process, the first moment, the first sign. The mournful “black bile” pervades the alchemist’s universe, but it is nonetheless the first step on the path towards the light. In The Large Glass, the enormous scissors symbolise the splitting-off and grinding (separatio) of the matter while the seven cylinders or “sieves” are instruments of refinement (distillatio). Once the material has been dissolved (sublimatio), it rises, like vapour, then falls from the cloud in droplets and sets off the process again (multiplicatio). In iconographic terms, Duchamp’s “Bride”, like all the elements in The Large Glass is a mechanism whose humanity is symbolic and whose driving force is instinctual desire. This desire is symbolised by the fire of a combustion engine, love is symbolised by the combustible material and the seed by the spark of gunpowder. The masculine is represented by the bachelors, in uniform, brought back to life by the call of the feminine.
At this point, we can make a somewhat pretentious intellectual leap that connects with the words of Jung: “In inventing the turbine, which produces electricity from its driving motor, men became able to divert the course of rivers and then extend this power to a multiplicity of operations, they have therefore succeeded in using machinery to transform natural, instinctive energy which follows its own path and does so without the need for work.” The psychological machine that transforms energy is the symbol. Symbolic activity arises from the existential need to harmonise opposing forces (masculine and feminine) in a state of reciprocal tension and thus give expression to the libido in terms that go beyond the instinctive to the realms of the creative and the cognitive.
The first operation of alchemy addresses itself to the breaking up (torturing, bleeding, dismembering) of the confining structure of matter and reducing it to a condition of creative chaos (massa confusa, prima materia). From this, in the process of transformation, the true, creative binaries emerge and begin their interaction designed to bring about the coniunctio or alchemical union. In this ultimate union, says Jung, the previously confined light is redeemed and brought to the point of its ultimate and redemptive fulfilment.
While these statements ostensibly refer to the material universe and to nature, Jung perceives in them a model or paradigm for the material and natural aspect of human nature as well. Under the guise of liberating the light confined in matter, the alchemists were endeavouring to redeem the spirit or psychic energy locked up in the body and psyche (the "natural man" of St. Paul) and thus makes this energy available for the greater tasks of the spirit or spiritual man.
Duchamp wrote that: “At no time in the process depicted in The Large Glass does the Bride enter into a relationship with masculine reality; the process culminates, not in physical possession, but in a final vision, the unveiling”. Octiavio Paz noted that “this is sometimes interpreted as an allegory for onanism or as the expression of a pessimistic view of love: true union is impossible and therefore non-consummation or voyeurism (the eyes as witnesses) is an alternative, if no less cruel, to the remorse that follows possession”.
In this later assemblage work (Etant Donnes, also known as Given: 1 The Waterfall, 2 Illuminating Gas), the artist reveals that the union is possible, but only when the gaze is transformed into contemplation and knowledge of the projected psychic content. Only then is it possible to integrate the female anima into the masculine consciousness and the characteristics of the male animus into the consciousness that is evident in the purely feminine. Duchamp worked in secret from 1946 to 1966 on Etant Donnes, which must be viewed through a peep-hole in the foreground door. The view is further directed by a hole in the midground brick wall. The background contains a landscape and waterfall.
Duchamp also famously added a moustache and beard to a reproduction of the Mona Lisa, an apparent act of avant-garde desecration, but with the less blatant motive of wittily emphasising the androgynous nature of the figure. Today, in compliance with the silence imposed by religion, rationalism and materialistic concretism, alchemy is stripped of any form of scientific dignity and justifiably so in some ways.
Duchamp countered the scientific positivism of his day with his own meta-ironic notes on “physique amusante”: “A straight, one-metre-long thread falls from a height of one metre onto a horizontal plane, and as it curls the way its fancy takes it, it offers us a new representation of the unity of length”. In alchemy, the mercurial feminine principle symbolises the protomorphic, fluid and unpredictably mutable properties of natural phenomena.
Duchamp's 4 Oct 54 statement: "For me there is something other than yes, no, and indifferent - it is for example the absence of investigations of this kind" showed his understanding of the fundamental basis of quantum theory, with "indifferent" being his term for "superposition", and "investigations" being his term for "experimental measurements".
Perhaps the inclination of our century to attribute so much power to science is counterbalanced by the disorientating uncertainties inherent in quantum mechanics which demonstrate that it is impossible to determine both the precise position and speed of some sub-atomic particles. Moreover we know that the way in which these particles present themselves depends on the very act of observation itself.
References
CG Jung. Psychology and Alchemy (Collected Works Vol.12).
CG Jung. Mysterium Coniunctionis (Collected Works Vol.14).
Octavio Paz. Marcel Duchamp: Appearance Stripped Bare. Arcade Publishing, 1991.
Dr Max Lanzaro has worked as a Consultant Psychiatrst in Italy and in the UK. He has considerable experience in areas of general psychiatric interest and is author of several papers published in national and international psychiatric and psychological scientific journals.
Dr Massimo (aka Max) Lanzaro
M.D., MRCPsych eq., Specialist in Psychiatry
Consultant Psychiatrist, Psychotherapist
SAN FRANCISCO, CA - SEPTEMBER 07: Forerunner Ventures Managing Partner Kirsten Green (L) and moderator Ingrid Lunden (R) speak onstage during Day 3 of TechCrunch Disrupt SF 2018 at Moscone Center on September 7, 2018 in San Francisco, California. (Photo by Steve Jennings/Getty Images for TechCrunch)
New to West Yorkshire PTE, the forerunner of Yorkshire Rider, in 05/1983, registered HUA605Y, this Tiger is seen here outside Craven Park, Barrow-in-Furness, in early 09/1992. Craven Park is the home of Barrow Raiders RLFC with this coach having either brought a team or supporters for one of the West Yorkshire based teams. I have tried to find some match records for a date, but to no avail at the moment.
The camera being a Praktica MTL3 with the film being a Boots Colourslide.
I would request, as with all my photos, that they are not copied or downloaded in any way, shape or form. © Peter Steel 1992.
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
Working the 1O48 from Bristol Temple Meads to London Waterloo is Southwest Trains Class 159, 159014.
The Class 159's have been the power of the former London & South Western Railway route from London Waterloo to Salisbury, Exeter, Bath and Bristol since their introduction in 1993, providing a strong and reliable set of units to operate one of the most vital parts of the South West's connection with London.
The story behind the Class 159's goes back to the late 1980's, when the then current locomotive-hauled stock, consisting largely of Class 50's and ex-Scotrail Class 47/7's working with ageing MkII carriages of the 1960's. Reliability and service quality on this route was very poor as the Class 50's weren't suited for the frequent stop/start nature of the service, whilst the Class 47's suffered numerous problems of their own. These reliability issues meant that on the single-track sections beyond Salisbury, the entire service could be crippled in the event of a breakdown.
Operator Network SouthEast sought many alternatives to these old trains, including shortened Class 43 HST sets, electrification, or an entire fleet of new locomotives and stock, as well as the express version of the Class 165 Thames Turbo units known as the Class 171's. After much deliberation, the company was left with the options of new DMU stock or electrification, but with the recession making money harder to come by, the former was seeming more favourable.
Hope came in the form of Regional Railways, who had ordered too many of the Class 158 Regional Express units for a market that was in decline, and thus NSE chose to take on these surplus units and convert them for express passenger workings on the LSWR mainline. Originally, 22 units were built and converted into Class 159's by Babcock Rail at their works in Rosyth, before being officially handed over to Network SouthEast on the 6th January, 1993. These units are capable of 90mph, and multiple power units allow for faster acceleration than their loco-hauled forerunners.
By the time the Class 159's had been handed over, near enough all of the Class 50's had been retired, and following the introduction of the fleet of 22 new units, the Class 47's were soon to follow, most being handed over to Rail Express Systems (RES) for use on the Mail Train. At the same time, the new Salisbury Traincare Centre was opened to maintain the entire fleet, although units are often stabled at Clapham Junction Carriage Sidings, and in the past at Laira in Plymouth.
Upon their introduction, the Class 159's worked Network SouthEast's extensive operation in the Southwest of England, including services to Bristol Temple Meads via Salisbury, Westbury and Bath, Exeter St Davids via Yeovil and Honiton, and, until 2009, services beyond Exeter to Paignton, Plymouth and, on some occasions, Penzance. Services beyond Exeter were axed in 2009 following the opening of the Axminster loop, allowing services to be increased to hourly with the reorganisation of the units.
In February 1996, the Network SouthEast franchise for routes to the Southwest of London was taken over by South West Trains, who repainted them from their original Red, White and Blue into a stylish Red, Orange and Blue, also known as their 'Express' Livery, applied also to Class 444 Desiro units and previously Class 442 'Wessex Electric' units. In 2007, South West Trains inherited a fleet of surplus Class 158's from Trans-Pennine Express following the introduction of the Class 185's and former South West Trains Class 170's in the north. SWT took these units on and converted them into Class 159's, coinciding with a fleet refurbishment in 2008 to upgrade the interiors. Ex-TPE units are numbered 159/1's, although 11 Class 158's are retained for services to and around Salisbury.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In September 1939, the US Army was ill-prepared as far as armored vehicles, training and tactics went. Soon, it became clear that a new model, which could be favorably compared to the European models, had to be studied for mass production. The very early M1 Combat Car was nothing more than a very small tank with two machine guns. Its main purpose was scouting and as such ordered for “cavalry” units. This was in 1937, and became the forerunner of all light tanks to come.
In 1935, a new model, the M2 Light Tank, was designed. At first, it was an immediate upgrade of the M1, but with the heavier .50 (12.7 mm) caliber machine gun, immediately followed by the M2A2 with twin turrets equipped with .30 (7.62 mm) caliber M1919 machine guns. The “Mae West” gave way in 1938 to a small series of M2A3 37 mm (1.45 in) single turret tanks, and then to the final M2A4 in 1940, with improved armor, motorization and equipment. These fought at Guadalcanal with the US Marine Corps, and with the British Army through Lend-Lease, performing well in Burma and India against the Japanese, despite being obsolete.
The following M3 was built under the light of recent events in France. The quick fall of France, due to inadequate tactics, quickly led the US Army Corps to think about a new doctrine, which led to an independent US armored force. From the material point of view, the latest M2A4 and the M3 were both designed to be more effective than only infantry support units, their main duty was scouting and screening.
The M3 was, at first, a simple upgrade of the last M2, with a more powerful Continental petrol engine, a new vertical volute spring suspension system and up to four machine guns in addition to a main, quick-firing M5 (and later M6) 37 mm (1.45 in) anti-tank gun, with a new gun recoil system.
Most of the initial M3 tanks were provided to the British and Commonwealth forces through Lend-Lease. Some were immediately thrown into action in Northern Africa, where they immediately became popular for their speed, sturdiness and reliability. Although the official British designation was “Stuart”, paying homage to Civil War Confederate general J.E.B. Stuart, they found themselves affectuously dubbed “Honey”, because of their smooth ride.
Beyond British and Commonwealth forces, the US Forces used many M3s in their first major operation in the west, the North African invasion in November 1942 (Operation Torch). They had some success against Italian tanks, but were butchered by German 88 mm (3.46 in) artillery and the up-gunned Panzer IIIs and IVs. It was clear that their high profile and the flat squared hull was too vulnerable. However, the M3 was popular, reliable and mobile, and the introduction of a diesel engine in the M3A1 made the small tank even more suitable for reconnaissance missions, so that the British Army asked by late 1941 for a dedicated scout variant that would trade-in the weak cannon armament (and the fourth crewman associated with it) for more mobility and range. This led to the M3A2, better known under the British name “Parsival”, because it was never adopted and operated by the U.S. Army.
The Parsival Mk. I used the standard M3 hull, but the lateral sponsons that formerly housed fixed machine guns were outright deleted in order to save weight and to reduce manufacturing effort as well as frontal area. Another major modification concerned the running gear: in order to improve speed and handling at higher speed, the M3’s vertical springs were replaced by a modified Christie running gear, which consisted of the standard drive wheel at the front, four large road wheels and three return rollers per side. The last pair of road wheels was mounted on trailing swing arms for increased ground contact and also acted as idler wheels. The M3A1’s optional 9-cylinder Guiberson T-1020 diesel became the Parsival’s standard engine, and, beyond the internal tanks, two additional external fuel drums could be mounted to the rear hull, extending range from 100 to 150 miles.
A new cast turret, similar in shape to the airborne M22 Locust tank, was mounted, which had a much lower profile and offered better ballistic protection than the M3’s original turret with vertical side walls. The reduced height was a trade-off for firepower, though: the turret did not carry a full-fledged cannon anymore, only a medium 0.5” (12.7 mm) machine gun as well as a light, coaxial 0.303” (7.62 mm) machine gun, all operated by the commander. The machine gun in the front bow, handled by the radio operator, was retained, and another light machine gun could optionally be mounted on top of the turret against aircraft. The turret was furthermore equipped with a set of two smoke grenade launchers.
Through the different weight saving measures, the Parsival’s weight could be reduced from 12.7 to 10.8 tons, resulting in a slight improvement in overall performance but with a much better handling, esp. when moving off-road.
In the summer of 1942, the first Parsival Mk. Is arrived in the North African theatre of operations where they excelled in their dedicated reconnaissance role. Concerning the standard M3, the British usually kept the Stuarts out of direct tank-to-tank combat, using them primarily for reconnaissance, too. In consequence, the turret was removed from some British M3 examples to save weight and improve speed and range, but these were inferior to the Parsival and became known as "Stuart Recce". Some others were converted to armored personnel carriers known as the "Stuart Kangaroo", and some were converted into command vehicles and known as "Stuart Command".
After the Africa campaign, British Stuarts and Parsival took successfully part in the liberation of Italy. About 500 were produced, 160 of them were delivered to the Soviet Union under Lend-Lease, the rest was exclusively operated by the British Army in Europe. Parsivals, M3s, M3A3s, and M5s continued in British service until the end of the war.
Specifications:
Crew: Three (commander, driver, radio operator)
Weight: 10.8 tons
Length: 14ft 2in (4.33 m)
Width: 7ft 4in (2.33 m)
Height: 2.49 metres (8 ft 1 1/2 in)
Suspension: Christie system
Ground clearance: 16.5" (419 mm)
Fuel capacity: 54 US gal (200 l)
Armor:
0.52 - 2 in (13 - 51 mm)
Performance:
Speed:
- Maximum, road: 40 mph (65 km/h)
- Cross country: 22 mph (36 km/h)
Climbing capability:
- 40% side slope and 60% max grade
- Vertical obstacle of 24 inches (61 cm)
- 72 inches (1,8 m) trench crossing
Fording depth: 36 inches (91 cm)
Operational range: 100 ml (160 km) on road with internal fuel
Power/weight: 23.1 hp/t
Engine:
1× Guiberson T-1020 9-cylinder radial diesel engine with a 1,021 cu in (16.73 l) displacement,
delivering 250 hp (190 kW)
Transmission:
Hydramatic, 4 speeds forward, 1 reverse
Armament:
1× 0.5” (12.7) mm M2 machine gun with 900 rounds
3× 0.303” (7,62 mm) M1919A4 machine guns
(co-axial in the turret, in the front bow and as an AA weapon on top of the turret)
with a total of 6,750 rounds
2× smoke dischargers on the turret’s right side
The kit and its assembly:
This M3 conversion was spawned by the idea of a dedicated recce variant of the popular Stuart tank. Originally, I just planned to use the chassis from a Hasegawa 1:72 kit and replace the turret with a smaller option (including lighter armament), I already had organized a resin turret for/from an American T17 “Staghound” WWII recce car. But, as always, you can drive a simple idea easily further, so that I also thought about a different suspension and other modifications that would improve the tank’s agility. This led to a Christie-style running gear and the deletion of the M3’s machine gun sponsons, which were in practice used as storage space after the machine guns had been deleted.
The Staghound turret came from a ModelTrans/Silesian Models conversion set, which also includes a nice commander figure as well as two fuel drums. The sponsons were simply cut away and the gaps filled with 0.5 mm styrene sheet – a small modification, and thanks to the M3’s boxy hull design a simple affair. Only some small PSR on the side wall implants as well as on the mudguards (which are segmented) was necessary, and this modification changes the M3’s look considerably!
The running gear was scratched and more complicated, in particular because assembly and painting had to go hand in hand. The eight road wheels actually come from a 1:72 T-72 tank from ModelCollect, their width perfectly matched the track’s and they had the same size as the M3’s large idler wheel at the rear. The road wheels’ depth just looks a little disturbing, but not implausible. The trailing idler wheel (using the original suspension arm) defined the stance and the other wheels were mounted on plastic rods to the hull, with simulated suspensions arms (styrene profile) behind them. Since the drive and idler wheels’ position effectively remained unchanged, I was able to use the OOB vinyl tracks, which are really smooth and easy to handle. However, this move necessitated to retain the return wheels – I wanted to omit them, for an even more Christie-esque look, but without them the track would have been too long and slacked through, with a lot of space between the tracks and the mudguards. Nevertheless, the return wheels’ position was slightly changed, in order to reflect the modified road wheels’ position. And the whole affair simply looks different from the original, so I am fine with it.
In order to liven the small tank up, I added the fuel drums from the Staghound set to the rear fenders and added some more boxes and folded tarpaulins (made from paper tissue drenched in thinned white glue) on the mudguards, somewhat masking the new side walls from sight. I also mounted the M3’s OOB AA machine gun to the turret.
Painting and markings:
I wanted a Northern Africa paint scheme and at first considered the iconic Caunter scheme, but then I thought that, since this livery was also used on the real British Stuarts, I rather wanted something different.
I eventually settled for a simple two-tone scheme, used on British cruiser tanks like the Crusader as well as on M3 Lee medium tanks of American origin. The basic colors I used are Humbrol 168 (Hemp) for the Light Stone tone, and Humbrol 98 (Chocolate) for the dull, dark brown.
As common practice, the basic colors were separated with thin, white lines in order to emphasize the contrast between them. Sometimes in practice, an additional black line was added, too, but due to the model’s small size I just painted a white line.
Another common practice of the British army, esp. on cruiser tanks with large wheels, was to paint the front and rear road wheels in a uniform, light color, while the wheels between them became dark – an attempt to mimic a lorry, esp. when a light “Sunshield” canopy was mounted over the hull that resembled a truck’s outline.
The model received a light wash with a mix of black, grey and brown, the decals (taken from the OOB sheet) were applied next. Over this came some dry-brushing with light grey and ochre and the kit was sealed with matt acrylic varnish (from the rattle can). Once the tracks were mounted, the lower areas of the tank were finally dusted with a mix of sand and light grey pigments.
Even though the Hasegawa M3 was a simple basis to start with, the conversions, esp. the running gear, were quite challenging. But I like the result a lot: the Parsival looks like a slimmed-down race variant of the M3, just what I wanted to achieve, and the British camouflage suits the small tank well, too – the white contrast line adds an exotic touch.
In the car for sale Car Corral at the fall meet of the Antique Automobile Club of America at Hershey, October 2009. Across the front it says "FLAJOLE", the designer. I don't remember any of the mechanical details, but should be easy to locate.
Since I failed to get any product photos uploaded over the past weekend, going to do something a bit different again for Monday, and post a trio of model kit photos. These were very recently spotted at the Olive Branch Hobby Lobby. We'll go through the decades starting with this 1992 model Toyota Pickup. The smaller Toyota pickups weren't given the familiar Tacoma branding until 1995.
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
Shot at Båstnäs Vehicle graveyard with a Nikon D70.
Edited on a IPad 2
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
Shot at Båstnäs Vehicle graveyard with a Nikon D70.
Edited on a IPad 2
GWR Steam Railmotor No.93 stored in the Transfer Shed at Didcot. The unique forerunner of multiple units is currently out of ticket and not operational.
Location: Branch Line Transfer Shed at the Great Western Society's Didcot Railway Cente, Oxfordshire.
I've always had bad penmanship. Created with a GPS watch about halfway through a 20-mile run on the soft sand, barefoot apart from surf socks.
My inspiration (scroll down): bourbonfeet.blogspot.com/2010/12/sand-in-my-blood-time-to...
With the upcoming Red Arrows' 50th Anniversary in 2014 it is worth remembering that their forerunners, the Yellowjacks are 50 years old this year.
Formed in the summer of 1963 and flying five Folland Gnats, they eventually reformed a year later into the nine-ship Red Arrows aerobatic display team that still fly for the RAF today albeit now equipped with the BAe Hawk T.1.
Scanned 35mm transparency
Next year should be very interesting.
Here, painted in full Yellowjacks scheme, ex RAF Gnat XS102 (G-MOUR), marked as 'XR991' sits on the flight line at the Kemble 'Airday' on the 20th of June 2004.
See:
www.google.co.uk/imgres?imgurl=http://aerobaticteams.net/...
The North Adelaide Grammar School established 1854 by John Whinham, on land purchased by George Fife Angas, was the forerunner to this landmark Whinham College.
In 1873 John Whinham retired and his son Robert took the reins. In 1881, following an influx of scholars, plans were drawn up by architect Thomas Frost for the construction of new school buildings at the corner of Ward and Jeffcott Streets. The new buildings opened 1882.
It was reputed to be the most modern, best equipped secondary school in South Australia.
The main building with frontage to Jeffcott Street comprised centre building and two storeyed wings. Wings at the rear with transepts enclosed three sides of an open court.
The total, in Elizabethan style, contains more than 40 rooms. Its prominent feature is the clock tower of white and coloured bricks, with freestone columns that have carved caps.
In 1884 Robert Whinham was killed in a fall from a horse and John Whinham resumed control. He died in 1886, the school declined and closed in 1898.
From 1898 the property then became a training school for lady missionaries and known as Angas College.
In 1916 the army took possession of the property for use as a repatriation hospital.
In 1922 the United Evangelical Lutheran Church in Australia purchased the property for £13,500.
In 1923, Immanuel College and Seminary were officially opened. They operated until the Air Force commandeered the building in 1942, giving ten days’ notice to vacate.
In 2003 the General Synod of the Lutheran Church in Australia changed the name of the Seminary to Australian Lutheran College, to take effect 1 January 2004.
Ref: ALC - Australian Lutheran College Site History Brochure.
North Adelaide Institutions + Colleges DPA.
J. Shaw & Son was the forerunner of The Travellers Choice, Carnforth, that is still operated by the Shaw family. Volvo's started to arrive in single orders, this one being new in 02/1978. It is seen here contrasting alongside the solitary Viewmaster operated, that was delivered in 03/1980, at Charnock Richard Services M6 Southbound when on an excursion in August 1982. The day trips were once a popular operation by Shaw's and Hadwin's, the company they took over in 1977.
The film used was Agfa Colourslide with the camera being a Praktica MTL3.
I would request, as with all my photos, that they are not copied or downloaded in any way, shape or form. © Peter Steel 1982.
This substantial, two-storeyed brick residence was erected in 1902-03 for John Lamb, co-proprietor of the successful Queen Street drapery establishment of Edwards & Lamb, and a businessman with enlightened attitudes toward his employees. Named ‘Home’, (also known as Lamb House) the house has remained in the sole ownership of the Lamb family since its construction. Designed by eminent architect Alexander B Wilson, the residence embraced the Federation Queen Anne style and is recognised as one of Wilson’s greatest domestic works.
Kangaroo Point, originally part of the land of the Jagera and Turrbul people, was one of the earliest localities used for colonial purposes following the establishment of the Moreton Bay Penal Settlement. The Kangaroo Point Cliffs were quarried for their Brisbane tuff, used in building works for the colony, and the area was farmed from 1837. Following the opening of the colony for free settlement in the 1840s, land along the peninsula was offered for sale. Industry and shipping was established along the river front, with modest working-class dwellings dotting the lower-lying areas. By the 1850s, the higher land at Kangaroo Point was attracting wealthy residents who erected substantial homes overlooking the Brisbane River.
The highest part of Kangaroo Point was River Terrace, running atop the Kangaroo Point Cliffs. By 1875 the terrace was recognised as ‘beauteous… with its unrivalled coup d’oeil of the great city’, and recommended to visitors for sightseeing. Subdivisions along the east side of the terrace were offered for sale from the 1850s, but the western side was reserved for public purposes, providing a dramatic clifftop promenade between the Kangaroo Point State School and St Mary’s church, at the Main Street intersection, and Leopard Street, a continuation of River Terrace.
By the turn of the 20th century Kangaroo Point was a highly appealing residential area, both for its quiet, leafy nature and for its proximity to the city, with ferry and bus services linking the area to the central business district. In 1901, a parcel of eight undeveloped subdivisions on Leopard and Wild streets, at the highest elevation overlooking the Gardens Point, were sold by the mortgagee. The subdivisions surrounded an older residence, ‘Rockfield’, built on the corner of Leopard and Wild streets, circa 1890, for Captain Daniel McGregor. The undeveloped sites had first been offered for sale in October 1852 and granted to John McCabe in 1855. They were transferred to land agent GT Lang in 1882, before they were purchased in August 1901 by John Lamb.
English-born John Lamb and his business partner to-be Thomas Edwards arrived in Australia on the ship Cuzco in 1881. After settling briefly in New South Wales, they established a drapery and clothier business in Brisbane’s premier shopping district, Queen Street, in 1884. Edwards and Lamb was one of a number of locally-established drapery firms opened between the 1860s and 1890s, which were the forerunners of Brisbane’s major department stores. By 1888, Edwards and Lamb had made ‘such rapid strides that… it is one of the representative mercantile house of the kind in the colony.’ The firm openly supported workers’ rights, and was actively engaged in the Early Closing Association movement, which campaigned for shorter working hours for retail workers. The movement’s first chair and secretary were both recruited from Edwards and Lamb, and in the 1890s the firm employed Frank McDonnell as a manager-cum-union organiser until McDonnell’s elevation to Queensland Parliament in 1896. This was quickly followed by the passage of the Factories and Shops Act 1896, and the introduction of early closing in its 1900 replacement. McDonnell credited Edwards and Lamb for his success.
Following the death of Thomas Edwards in 1897, John Lamb purchased Edwards’ share in the business, and continued it on his own. In 1899, Lamb married Sarah Jeane Stephens in Maryborough, and by 1901 the couple had two children, with a third due in 1902. With his family growing, and his business on firm footing, Lamb purchased the Kangaroo Point sites and moved into temporary accommodation in Leopard Street, pending the construction of a new family residence.
Lamb’s timing coincided with a period of steady residential growth in Brisbane. The city had suffered in the 1890s from the combined effects of an economic depression and extensive flooding, and commissions for substantial houses had fallen off. By 1900, the economy was recovering, and businessmen and retailers engaged Brisbane’s prominent architects to design a number of large residences in the inner-city and suburban areas, from Waterton, at Chelmer, circa 1900, for insurance agent Thomas Beevor Steele (architect unknown) (QHR 602340); Drysllwyn, in Auchenflower, c1905, by architect Claude William Chambers, for mining entrepreneur William Davies (QHR 600051); Endrim, at Toowong, 1906, by unknown architect, for tram company director JS Badger (QHR 650071); Turrawan, at Clayfield, 1906, by Hall and Dods, for doctor Arthur Halford (combined surgery/house)(QHR 602452); Cremorne, at Hamilton, circa 1906, by Eaton and Bates, for publican James O'Connor (QHR 600218); Feniton, at New Farm, 1906, by RS Dods, for the Trude family (QHR 650078); to Weemalla, at Corinda, 1909, by RS Dods, for insurance company manager RM Steele (QHR 602820).
Lamb engaged architect Alexander Brown Wilson to design his new Kangaroo Point house. Wilson was by then a well-established Brisbane architect, having commenced work with the Queensland Public Works Department in 1875 at the age of 16. From 1882 he was employed as architect FDG Stanley’s principal draftsman, before beginning his architectural training in Brisbane and Europe. He became the first Queensland-trained associate of the Royal Institute of British Architects, returning to Brisbane to open his own architectural practice in 1884. He also helped found the Queensland Institute of Architects in 1888, and served four terms as its president. Wilson’s practice quickly developed into a substantial firm, particularly renowned for its church and domestic designs. Prominent examples of Wilson’s domestic work survive in Brisbane, including Leckhampton (1890, QHR 600246), Kinauld (1888, QHR 600225) and Como (1890, QHR 601474), but his most recognised domestic work was his design for John Lamb.
In designing Lamb’s house, Wilson put his personal interpretation on the Queen Anne style. Imported from Britain and the United States, Federation ‘Queen Anne’ was the dominant style in Australian domestic architecture for substantial houses at the turn of the 20th century. Popularised by the influential British architect Richard Norman Shaw, who in the 1870s began designing country houses in an eclectic style combining elements from many periods of traditional English rural building, the style was labelled ‘Queen Anne’ after it became popular in America. In Australia, the style was characterised by: red facebrick walls, often with contrasting white painted ornamentation or timber joinery; complex roof forms with towers and multiple gables; Tudor-style half-timber panelling in gable ends; tall brick chimneys; terracotta detailing; and picturesque asymmetry. Roofs were often French Marseilles tile with a detailed ridge or apex. Verandahs featured ornamental posts, brackets, balustrades and valances. Patterns in leadlight windows, doors and fanlights tended to echo the free curves found in nature as the influence of Art Nouveau on the Queen Anne design became increasingly apparent after the 1900s. Although not as popular or extensively used as in Victoria and New South Wales, the Federation Queen Anne style spread to Queensland and was incorporated into designs from the 1890s until the 1940s. In Queensland the style was often applied to traditional timber houses, influencing their roof forms, timber verandah detailing and other ornamentation.
Notable Queen Anne features of the Lamb residence include its red brick composition, terracotta shingle tiles, chimney post, turned timber posts, gables of suggested half-timbering and Classical motifs on the three-storey tower.
Wilson drew plans for Lamb’s house, and a specification was detailed in September 1901. Wilson’s design for the residence set out a ground and first floor, with a protruding observation tower. It was of brick construction, with a tiled roof featuring half-timbered detailing to gable-ends; and a concrete-finished entrance porch aligned vertically with the observation tower. The front door, accessed by the porch, led to the central staircase via a vestibule, which had a lavatory to one side. On the river (northern) side of the residence was an eastern drawing room and connected western dining room that both featured fireplaces, architraves, large windows, skirting boards and ‘wainscoting’ (dado panelling). On the southern side of the residence was a morning (breakfast) room to the east, which opened onto the front verandah; with the kitchen, scullery and connected service wing to the west. Upstairs, there were six bedrooms, each of a different size; a small housemaid’s store and press; and a bathroom behind the central staircase. An additional stair climbed the observation tower, which had a viewing platform in response to the house’s prominent position atop the Kangaroo Point Cliffs. Externally, there were two water tanks, a service wing, including a washhouse with fuel store and earth closet, and a full-sized tennis court (56 x 17m).[14] Early photographs from the Leopard Street entrance driveway show various concrete render mouldings, including the residence’s name, Home, above the pediment to the entrance porch; and iron entrance gates set within a front fence with polychromatic brickwork and concrete capping.
The specifications also clearly distinguished between the primary and other rooms, requiring cedar and ‘fancy wood’ of a wider profile for timber joinery in the public rooms (including drawing, dining and morning rooms, staircase, vestibule and lavatory) and four principal bedrooms; with pine in the two back bedrooms and kitchen. Pressed metal ceilings and / or ceiling roses were to be located in public rooms and principal bedrooms, with leadlight glazing specified for use in a skylight, the front door, vestibule door, cloak-room (potentially describing the lavatory) window, small windows to dining room fireplace, bathroom windows, some verandah doors, and fanlights over dining room and drawing room windows. The drawing room and main bedroom featured bay windows.
Wilson called for tenders for the brick villa in March 1902. The house was constructed over a twelve month period by builder William Anthony at a contract price of £3,250. Work was underway by June 1902, when the ‘fine two-storied residence… commanding a beautiful prospect’ was described in the Brisbane Courier as the main work occupying Wilson’s ‘architectural skill’.
The eight subdivisions provided a generous 3133m2 site for the house and its features. The house was positioned near the back of the site, taking advantage of the extensive views, with a driveway from Leopard Street curving around the tennis court. The Leopard Street frontage was lined by a polychromatic brick wall and ornate driveway gates, also designed by Wilson. Fig trees were planted along the Leopard Street frontage to the property, with additional trees and gardens along the northern boundary, the tennis court fence and the circular driveway, which terminated in front of the house. A service entrance ran from Wild Street to the kitchen and service wing.
The Lamb family house was completed by April 1903, when Mrs Lamb advertised for a general servant from ‘Home, River terrace’. The youngest of the Lambs’ four children was born in 1905; by 1910, Mrs Lamb, with two servants and a children’s nursemaid, advertised for additional help.
The attraction of Kangaroo Point as a quiet but centrally located suburb for the well-to-do continued well into the 1920s. Its reputation as a leafy garden suburb was enhanced in the 1910s when River Terrace was planted with a line of fig trees and garden beds, improving the clifftop promenade. A photograph taken of the River Terrace promenade in 1919 displayed both the vegetation improvements and the view, which terminated in Home and its neighbouring house, Edgecliffe. In 1928 the suburb was recognised as one of the ‘garden suburbs of Brisbane’, with ‘handsome residences, well-kept gardens, wide-streets, and tree-lined avenues.’ From the 1930s, however, houses along the peninsula (including a number of historic homes) were removed for the construction of the Story Bridge (1940) [QHR 600240], and the suburb became increasingly busy.
Few changes appear to have been made to Home after its construction. Architect Wilson undertook minor repairs to the property in 1911, and a brick garage was added at the Wild Street boundary by 1925, with the circular driveway removed and extended to the garage. A pavilion was later added to the tennis court (extant by 1942). The trees, which had become substantial by the 1940s, were cut back in the late 1950s or early 1960s.
John Lamb senior died in 1920, passing the Edwards and Lamb business to his two sons, John and Frank, and the house to his widow, Sarah. Home was mortgaged in 1922 for the sum of £8,000. Three of the Lamb children did not marry, and continued to reside in the large family residence. Both sons worked for the retail firm, while Sarah and her daughters hosted a number of social and fundraising events at the house in the 1920s and 30s, particularly in aid of the nearby St Mary’s Anglican Church. The three unmarried children also purchased the neighbouring Rockfield in 1941. Following Sarah’s death in 1956, ownership of Home passed to her daughters, who remained resident at the house.
The Lamb family business – known both as Edwards and Lambs and simply Lamb’s – operated successfully into the mid-20th century, as one of the renowned Queensland draperies which dominated the state’s retailing market until the 1950s. From the small Queen Street store, it expanded to a large commercial operation with a mail order business for country customers, and was ‘always assured of patronage, especially from country people, who know they are dealing with a reputable establishment’. Until 1921 it relied on word-of-mouth, rather than advertising, for its business. Edwards and Lambs’ premises were extended in 1932 and 1938, doubling the floor size and improving the layout, until it developed a ‘world-wide reputation’ by 1949. A Victory Farm was established at Holland Park during WWII, changing to flowers after the war to decorate the business premises. The Lamb brothers also continued to operate Edwards and Lamb with attention to the welfare of its employees, providing a superannuation scheme and mutual benefits society; additional Christmas holidays; and an extra week’s pay on the firm’s 60th anniversary. As neither a private nor public company, the business was the responsibility of the Lamb brothers, and after both passed away, the firm was sold to Factors Ltd. The sale coincided with the demise of the Queensland-based retailers in the 1960s, when they were superseded by drive-in suburban shopping centres, and sold to large southern retailers.
Home’s prominent position and striking style have made it a Brisbane landmark. As early as 1906 the ‘fine residence’ was considered worthy of note amongst the ‘suburban beauties’ of Kangaroo Point, and the ‘stately home’ featured as one of Brisbane’s newer homes photographed for the Queenslander in 1927. Home has featured in numerous publications, including Salon, the Architectural Journal of New South Wales; Towards the Dawn; 150 years of Brisbane River Housing; architectural sketches; blog posts and tourism websites; and picture postcards of the city. Visible along two stretches of the Brisbane River, as well as from the Botanic Gardens, Kangaroo Point Cliffs and South Bank, it has attracted the attention of tourists, and the house was dramatically floodlit for the Royal Visit in 1954. In 2010, Home was recognised by the Australian Institute of Architects as a nationally significant work, as an important landmark, the best known residential work of Wilson, and arguably Brisbane’s most distinguished Queen Anne styled mansion.
**Queensland Heritage Register**
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
The forerunners of the Philippine Air Force was the Philippine Militia, otherwise known as Philippine National Guard (PNG). On March 17, 1917 Senate President Manuel L. Quezon enacted a bill (Militia Act 2715) for the creation of the Philippine Militia, in anticipation that there would be an outbreak of hostilities between United States and Germany.
The early aviation unit was lacking enough knowledge and equipment to be considered as an air force and was then limited only to air transport duties. In 1935, Philippine Military Aviation was activated when the 10th Congress passed Commonwealth Act 1494 that provided for the organization of the Philippine Constabulary Air Corps (PCAC). PCAC was renamed as the Philippine Army Air Corps (PAAC) in 1936 and started with only three planes on its inventory. In 1941, PAAC had a total of 54 aircraft including fighters and light bombers, reconnaissance aircraft, light transport and trainers. They later engaged the Japanese when they invaded the Philippines in 1941–42, and were reformed in 1945 after the country's liberation.
The PAF became a separate military service on July 1, 1947, and the main aircraft type became the P-51 Mustang, flown from 1947 to 1959. Ground attack missions were flown against various insurgent groups, with aircraft hit by ground fire but none shot down. The Mustangs would be replaced by the jet-powered North American F-86 Sabres in the late 1950s, assisted by Lockheed T-33 Shooting Star and Beechcraft T-34 Mentor trainers.
During the 70s, the PAF was actively providing air support for the AFP campaign against the MNLF forces in Central Mindanao, aside from doing the airlifting duties for troop movements from Manila and Cebu to the warzone. In late 1977, the Philippine government purchased 35 secondhand U.S. Navy F-8Hs that had been stored at Davis-Monthan AFB in Arizona. Twenty-five of them were refurbished by Vought and the remaining 10 were used for spare parts. As part of the deal, the U.S. would train Philippine pilots in using the (only) TF-8A, and they were mostly used for intercepting Soviet bombers. The F-8s were grounded in 1988 and were finally withdrawn from service in 1991 after they were badly damaged by the Mount Pinatubo eruption, and have since been offered for sale as scrap.
This left the PAF with the F-5 Freedom Fighter as the only jet-powered combat aircraft. The Philippine Air Force acquired 37 F-5A and F-5B from 1965 to 1998 (from Taiwan and South Korea). The F-5A/Bs were used by the 6th Tactical Fighter Squadron (Cobras) of the 5th Fighter Wing and the Blue Diamonds aerobatic team. The F-5s also underwent an upgrade which equipped it with surplus AN/APQ-153 radars with significant overhaul at the end of the 1970s to stretch their service lives another 15 years.
Since the retirement of the Northrop F-5s in September 2005, the Philippine Air Force was left without any fighter jets and thus also without any serious air cover, considerably weakening the countries position in the region. Financial constraints prevented the procurement of refurbished F-16A/Bs from US surplus stocks, so that the PAF initially resorted to Aermacchi S-211 trainer jets to fill the void left by the F-5's. These S-211's were later upgraded to light attack capability and used for air and sea patrol and also performed counter-insurgency operations from time to time. Apart from these trainers, the only active fixed wing aircraft to fill the roles were SF-260 trainers with light attack capability, and a handful of obsolete OV-10 Bronco light attack and reconnaissance aircraft.
With rising tensions and frequent incidents with Chinese forces, however, the PAF settled upon the “Flight Plan 2028”, a long-term modernization and procurement plan. One of the first investments in order to re-build the PAF’s jet fighter force was eventually settled in 2010, when the Philippines started negotiations with Israel to purchase refurbished IAI Kfir fighter-bombers. In August 2012 Israel Aerospace Industries officially announced that it would deliver twenty-one pre-owned Kfir fighter jets to the Philippines, with a 40-year guarantee and a supply of Python 4 IR-homing AAMs, at a rumored unit price of USD $20 million - a price that represents 1/3 the cost of a brand new fighter with similar capability, but without the weaponry.
These machines were Kfir C.10s, a variant developed especially for export, basically an updated C.7. The aircraft for the Philippines received the designation C.10P in order to reflect the new operator’s specifications. The most important changes of the C.10 update were the adaptation of an Elta EL/M-2032 multi-role radar and the integration of two 127×177mm MFDs in the cockpit.
The EL/M-2032 is an advanced Multimode Airborne Fire Control Radar designed for multi-mission fighters, oriented for both air-to-air and strike missions. Modular hardware design, software control and flexible avionic interfaces ensure that the radar can be installed in a wide range of existing fighter aircraft (such as F-16, F-5, Mirage, Harrier variants, F-4, MiG-21, etc.), and it can be customized to meet specific user requirements.
The EL/M-2032 greatly enhances the Air-to-Air, Air-to-Ground and Air-to-Sea capabilities of the aircraft, even though the PAF’s machines did not feature the optional Helmet Mounted Display System (as installed on board of the upgraded Ecuadorean Kfir C.10s). In the Air-to-Air modes, the radar enables long-range target detection and tracking for weapon delivery or automatic target acquisition in close combat engagements. The EL/M-2032 has a maximum range of 150 km and can detect and track an aerial target with a 1m² radar reflection surface equivalent at 100 km. Up to 64 aerial targets can be tracked at the same time, and this information can be shared with other aircraft, including the status which aircraft actually tracks which target.
In Air-to-Ground missions, the radar provided very high-resolution mapping (SAR), surface target detection and tracking over RBM, DBS and SAR maps in addition to A/G ranging. In Air-to-Sea missions, the radar provided long-range target detection and tracking, including target classification capabilities (RS, ISAR).
The first Kfir C.10Ps were quickly delivered, and in September 2014 the PAF’s 6th Tactical Fighter Squadron “Cobras” at Basa AB was reformed, the unit which had formerly operated the country’s last F-5s until 2005. Despite the type’s multirole capability, the Filipino Kfirs primarily fulfill interceptor and air patrol tasks against intrusions into Philippine airspace. Their prime task is to act as a general repellant against Chinese aggressions in the South China Sea, esp. in defense of the Scarborough Shoal fishing ground that Manila claims as part of its territorial waters.
Since 2015, the PAF’s jet fighter force has also been augmented by supersonic FA-50 trainers, procured from South Korea, and the PAF’s updated “Flight Plan 2028” lists another 16 Kfirs C.10Ps (including four TC.10P two-seaters), as well as more FA-50s, planned for the future.
Since their introduction the FAP’s Kfirs frequently intercepted Chinese and Russian reconnaissance aircraft (typically Y-8 maritime patrol aircraft, but also H-6 missile strike bombers and reconnaissance aircraft) over the Spratly Islands in the South China Sea, even though with no serious confrontations so far.
Beyond these standard duties, the PAF’s new type also took part in several other deployments: On 26 January 2017, two Philippine Air Force Kfir C.10s demonstrated their strike capabilities for the first time and conducted a nighttime attack on terrorist hideouts in Butig, Lanao del Sur province in Mindanao, the first “hot” combat sortie flown by these aircraft. In June 2017, Kfirs and FA-50s were sent out to conduct airstrikes against Maute terrorists entrenched in the city of Marawi, starting in May 2017.
General characteristics:
Crew: One
Length: 15.65 m (51 ft 4¼ in)
Wingspan: 8.22 m (26 ft 11½ in)
Height: 4.55 m (14 ft 11¼ in)
Wing area: 34.8 m² (374.6 sq ft)
Empty weight: 7,285 kg (16,060 lb)
Loaded weight: 11,603 kg (25,580 lb) two 500 L drop tanks, two AAMs
Max. takeoff weight: 16,200 kg (35,715 lb)
Powerplant:
1× IAl Bedek-built General Electric J-79-J1E turbojet with a dry thrust of 52.9 kN (11,890 lb st)
and 79.62 kN (17,900 lb st) thrust with afterburner
Performance:
Maximum speed: 2,440 km/h (2 Mach, 1,317 knots, 1,516 mph) above 11,000 m (36,000 ft)
Combat radius: 768 km (415 nmi, 477 mi) in ground attack role, with, hi-lo-hi profile, seven 500 lb
bombs, two AAMs, two 1,300 L drop tanks
Maximum range: 3,232 km (2,008 miles, 1744 nm), high profile, with two 1,300 L drop tank
Service ceiling: 22,860 m (75,000 ft)
Rate of climb: 233 m/s (45,950 ft/min)
Armament:
2× Rafael-built 30 mm (1.18 in) DEFA 553 cannons, 140 RPG
9× hardpoints for a total payload of 5,775 kg (12,730 lb), including an assortment of unguided
air-to-ground rockets, guided missiles (AIM-9 Sidewinders, Shafrir or Python-series AAMs; Shrike
ARMs and AGM-65 Maverick ASMs) or bombs such as the Mark 80 series, Paveway and Griffin
LGBs, SMKBs,TAL-1 OR TAL-2 CBUs, BLU-107 Matra Durandal, reconnaissance pods or Drop tanks
The kit and its assembly:
Like many of my what-if models, this one is rooted in real life. AFAIK, the PAF actually considered the procurement of refurbished, ex-Israeli Kfirs after the purchase of 2nd hand F-16s had turned out to be too costly – but even the Kfir deal did not materialize due to budgetary restrictions. However, whifworld can change this… And eventually, the PAF procured the South Korean FA-50 Golden Eagle multi-role advanced trainer.
The kit is the Italeri Kfir C.2/7, a sound and priceworthy offering, but it comes with some inherent flaws - the alternative Hasegawa kit is IMHO much easier to build, even though it is not much more detailed. Problem zones of the Italeri kit include the complex intersection between the air intakes, wings and the fuselage (nothing fits well, gaps galore!), ejector pin markings on the landing gear and on the wheels, sinkholes on the wings’ upper side towards the leading edges and the cockpit tub as a whole, which seems to stem from a different kit - including the dashboard, which is too wide, too.
In order to keep things simple and plausible, the kit was mostly built OOB, which is in itself enough work, with only a few cosmetic changes:
- a new nose section with a bigger radome from the scrap box and transplanted chines and pitot
- replacement of the early OOB Shafrir AAMs with Python AAMs, left over from a Trumpeter J-8
- additional/modified antennae and air sensors, including a RHAWS sensor at the top of the fin
- a refueling probe above the right air intake, from a Harrier GR.3, modified
- a Martin Baker ejection seat and some cockpit interior details
Painting and markings:
Since the fictional PAF Kfirs were to be primarily operated in the interceptor role, I gave the aircraft an air superiority scheme. Inspiration was taken from the type’s predecessor, the PAF’s F-8 Crusaders and their late Eighties livery, a wraparound scheme in two grey tones, coupled with low-viz (black) markings.
I actually used the F-8 camouflage pattern as benchmark and tried to adapt it to the delta-wing Kfir, but this eventually ended in almost complete improvisation. The colors are – based on visual impressions of some PAF Crusaders rather than on hard facts (since these turned out to be quite contradictive and/or implausible) – FS 36440 and 36270, Humbrol 129 and 126, respectively. The result appears a bit pale and reminds a lot of the French air superiority scheme (which is more bluish, though), but it does not look bad at all.
The radome and other dielectric fairings were slightly set apart from the camouflage tones (with Revell 47). The landing gear as well as the air intake interior were painted in gloss white (Humbrol 22), while the cockpit was painted in Sea Grey (Humbrol 27).
The model only received a light weathering treatment through a black ink washing and some post-shading with slightly lighter tones, since the aircraft would be relatively new in service – even though I have the impression that any PAF aircraft’s exterior quickly suffered under the local climate?
The national markings belong to a Philippine F-5 (a late camouflaged aircraft, hence the insignias’ small size), taken from an Aztec Decal sheet. The modex was created from code markings for a Bréguet Alizé and the cobra emblems on the fin belong to a Malaysian MiG-29 (Begemot sheet). The contemporary USAF-style BuNo for PAF aircraft was created with single decal letters – a fiddly affair.
Only a few stencils were actually taken from the OOB sheet and many of the original red markings were replaced. Most stencils became black and the walkway markings on the wings were replaced by segmented lines from a Mirage 2000.
After some final, very light weathering with graphite the kit was finally sealed with a coat of matt acrylic varnish (Italeri) and completed.
Nothing spectacular, but rather an exotic and still plausible what-if build, rooted in real life. While the paint scheme as such is not outstanding, I must say that the two-tone grey scheme suits the Kfir well, esp. together with the subdued markings.
Coachwork by Pininfarina
Chassis n° 12031
'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984.
In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels.
Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory.
The example offered here was delivered new in June 1969 to Mr Edouard Washer via Jacques Swaters' Garage Francorchamps, the official Ferrari importer for Belgium. The 20th 365 GTC built, chassis number '12031' was delivered finished in Grigio Mahmoud with beige leather interior, the latter equipped with a Voxson 'Sonar' radio with electric antenna. Mr Washer kept the Ferrari for a few years before trading it back to Garage Francorchamps in the mid-1970s. Garage Francorchamps then sold it to the next owner, in the Netherlands.
By 1982, '12031' was owned by one H L E Swarts in the Netherlands, who in March of that year advertised the car for sale, describing it as red with black interior and with 75,000 kilometres recorded. Around 1987, the car was sold to Fritz Kroymans, the Dutch Ferrari importer/collector, who kept it until 2004 when it was sold to Hans Jungblut of Maastricht, Netherlands. While in Mr Jungblut's care, the Ferrari was completely restored to its factory original colour, Grigio Mahmoud, in the Netherlands by marque specialists Garage Roelofs (restoration photographs on file), with the beige leather interior re-trim being entrusted to HVL Exclusive Italian Interiors.
From 2004 to 2014, the Ferrari was maintained by Forza Service and stayed in Holland. Later, in April 2014, the car was sold to the current owner in Belgium. Since, this stunning 365 GTC has been carefully looked after by its passionate Ferrari owner/collector. The most recent service was carried out in May 2017, by Ferrari Specialists L'Officina in Overijse, Belgium.
The car comes with an original sales brochure; copies of the original factory paperwork; a copy of the old Dutch registration papers (cancelled); Belgian registration papers; restoration invoices from Ferrari Garage Piet Roelofs; invoices for work carried out in 2004-2008 by Forza Service in Holland; and HVL Exclusive Italian Interiors' certificate (2008) confirming the interior was professionally restored using mostly original parts. The all-important Ferrari Classiche has been applied for and is currently in progress for this matching numbers 365 GTC; the file is still in production and will follow after the sale. Prospective purchasers should be aware that this process can take a few months to complete.
Examples of this strikingly handsome, startlingly fast, and much under-rated Ferrari Gran Turismo model rarely appear at auction. Well documented, professionally restored, and with Ferrari Classiche granted, '12031' represents an opportunity for the discerning collector to acquire one of these exclusive and ultra-desirable models, which are rare even by Ferrari standards.
Bonhams : the Zoute Sale
Sold for € 805.000
Zoute Grand Prix 2017
Knokke - Zoute
België - Belgium
October 2017
Edvard Munch (1863-1944) was a Norwegian Symbolist painter, printmaker and an important forerunner of expressionistic art. He was a prolific yet perpetually troubled artist preoccupied with matters of human mortality such as chronic illness, sexual liberation, and religious aspiration. He expressed these obsessions through works of intense color, semi-abstraction, and mysterious subject matter.
This artwork, which Munch retained in his personal collection throughout his life, revisits his sister Sophie' final moments. It shows relatives crowded around the dying girl. They are rendered in a vivid palette of blurring and contrasting colors. Deliniated in thin runs of oil paint nearly thirty years after the event occurred, their faces are portrayed as if in a distant vision distorted through time.
This original Munch painting was seen and photographed on exhibit at San Francisco's Museum of Modern Art.
Dungeness
United Kingdom
Sound Mirrors
A forerunner of radar, the sound mirrors were intended to provide early warning of enemy aeroplanes (or airships) approaching Britain across the English Channel. They did work, but the development of faster aircraft made them less useful, as an incoming aircraft would be within sight by the time it had been located. Increasing ambient noise made the mirrors harder to use successfully, and then radar rendered acoustic detection redundant.
Dungeness
United Kingdom
Sound Mirrors
A forerunner of radar, the sound mirrors were intended to provide early warning of enemy aeroplanes (or airships) approaching Britain across the English Channel. They did work, but the development of faster aircraft made them less useful, as an incoming aircraft would be within sight by the time it had been located. Increasing ambient noise made the mirrors harder to use successfully, and then radar rendered acoustic detection redundant.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In September 1939, the US Army was ill-prepared as far as armored vehicles, training and tactics went. Soon, it became clear that a new model, which could be favorably compared to the European models, had to be studied for mass production. The very early M1 Combat Car was nothing more than a very small tank with two machine guns. Its main purpose was scouting and as such ordered for “cavalry” units. This was in 1937, and became the forerunner of all light tanks to come.
In 1935, a new model, the M2 Light Tank, was designed. At first, it was an immediate upgrade of the M1, but with the heavier .50 (12.7 mm) caliber machine gun, immediately followed by the M2A2 with twin turrets equipped with .30 (7.62 mm) caliber M1919 machine guns. The “Mae West” gave way in 1938 to a small series of M2A3 37 mm (1.45 in) single turret tanks, and then to the final M2A4 in 1940, with improved armor, motorization and equipment. These fought at Guadalcanal with the US Marine Corps, and with the British Army through Lend-Lease, performing well in Burma and India against the Japanese, despite being obsolete.
The following M3 was built under the light of recent events in France. The quick fall of France, due to inadequate tactics, quickly led the US Army Corps to think about a new doctrine, which led to an independent US armored force. From the material point of view, the latest M2A4 and the M3 were both designed to be more effective than only infantry support units, their main duty was scouting and screening.
The M3 was, at first, a simple upgrade of the last M2, with a more powerful Continental petrol engine, a new vertical volute spring suspension system and up to four machine guns in addition to a main, quick-firing M5 (and later M6) 37 mm (1.45 in) anti-tank gun, with a new gun recoil system.
Most of the initial M3 tanks were provided to the British and Commonwealth forces through Lend-Lease. Some were immediately thrown into action in Northern Africa, where they immediately became popular for their speed, sturdiness and reliability. Although the official British designation was “Stuart”, paying homage to Civil War Confederate general J.E.B. Stuart, they found themselves affectuously dubbed “Honey”, because of their smooth ride.
Beyond British and Commonwealth forces, the US Forces used many M3s in their first major operation in the west, the North African invasion in November 1942 (Operation Torch). They had some success against Italian tanks, but were butchered by German 88 mm (3.46 in) artillery and the up-gunned Panzer IIIs and IVs. It was clear that their high profile and the flat squared hull was too vulnerable. However, the M3 was popular, reliable and mobile, and the introduction of a diesel engine in the M3A1 made the small tank even more suitable for reconnaissance missions, so that the British Army asked by late 1941 for a dedicated scout variant that would trade-in the weak cannon armament (and the fourth crewman associated with it) for more mobility and range. This led to the M3A2, better known under the British name “Parsival”, because it was never adopted and operated by the U.S. Army.
The Parsival Mk. I used the standard M3 hull, but the lateral sponsons that formerly housed fixed machine guns were outright deleted in order to save weight and to reduce manufacturing effort as well as frontal area. Another major modification concerned the running gear: in order to improve speed and handling at higher speed, the M3’s vertical springs were replaced by a modified Christie running gear, which consisted of the standard drive wheel at the front, four large road wheels and three return rollers per side. The last pair of road wheels was mounted on trailing swing arms for increased ground contact and also acted as idler wheels. The M3A1’s optional 9-cylinder Guiberson T-1020 diesel became the Parsival’s standard engine, and, beyond the internal tanks, two additional external fuel drums could be mounted to the rear hull, extending range from 100 to 150 miles.
A new cast turret, similar in shape to the airborne M22 Locust tank, was mounted, which had a much lower profile and offered better ballistic protection than the M3’s original turret with vertical side walls. The reduced height was a trade-off for firepower, though: the turret did not carry a full-fledged cannon anymore, only a medium 0.5” (12.7 mm) machine gun as well as a light, coaxial 0.303” (7.62 mm) machine gun, all operated by the commander. The machine gun in the front bow, handled by the radio operator, was retained, and another light machine gun could optionally be mounted on top of the turret against aircraft. The turret was furthermore equipped with a set of two smoke grenade launchers.
Through the different weight saving measures, the Parsival’s weight could be reduced from 12.7 to 10.8 tons, resulting in a slight improvement in overall performance but with a much better handling, esp. when moving off-road.
In the summer of 1942, the first Parsival Mk. Is arrived in the North African theatre of operations where they excelled in their dedicated reconnaissance role. Concerning the standard M3, the British usually kept the Stuarts out of direct tank-to-tank combat, using them primarily for reconnaissance, too. In consequence, the turret was removed from some British M3 examples to save weight and improve speed and range, but these were inferior to the Parsival and became known as "Stuart Recce". Some others were converted to armored personnel carriers known as the "Stuart Kangaroo", and some were converted into command vehicles and known as "Stuart Command".
After the Africa campaign, British Stuarts and Parsival took successfully part in the liberation of Italy. About 500 were produced, 160 of them were delivered to the Soviet Union under Lend-Lease, the rest was exclusively operated by the British Army in Europe. Parsivals, M3s, M3A3s, and M5s continued in British service until the end of the war.
Specifications:
Crew: Three (commander, driver, radio operator)
Weight: 10.8 tons
Length: 14ft 2in (4.33 m)
Width: 7ft 4in (2.33 m)
Height: 2.49 metres (8 ft 1 1/2 in)
Suspension: Christie system
Ground clearance: 16.5" (419 mm)
Fuel capacity: 54 US gal (200 l)
Armor:
0.52 - 2 in (13 - 51 mm)
Performance:
Speed:
- Maximum, road: 40 mph (65 km/h)
- Cross country: 22 mph (36 km/h)
Climbing capability:
- 40% side slope and 60% max grade
- Vertical obstacle of 24 inches (61 cm)
- 72 inches (1,8 m) trench crossing
Fording depth: 36 inches (91 cm)
Operational range: 100 ml (160 km) on road with internal fuel
Power/weight: 23.1 hp/t
Engine:
1× Guiberson T-1020 9-cylinder radial diesel engine with a 1,021 cu in (16.73 l) displacement,
delivering 250 hp (190 kW)
Transmission:
Hydramatic, 4 speeds forward, 1 reverse
Armament:
1× 0.5” (12.7) mm M2 machine gun with 900 rounds
3× 0.303” (7,62 mm) M1919A4 machine guns
(co-axial in the turret, in the front bow and as an AA weapon on top of the turret)
with a total of 6,750 rounds
2× smoke dischargers on the turret’s right side
The kit and its assembly:
This M3 conversion was spawned by the idea of a dedicated recce variant of the popular Stuart tank. Originally, I just planned to use the chassis from a Hasegawa 1:72 kit and replace the turret with a smaller option (including lighter armament), I already had organized a resin turret for/from an American T17 “Staghound” WWII recce car. But, as always, you can drive a simple idea easily further, so that I also thought about a different suspension and other modifications that would improve the tank’s agility. This led to a Christie-style running gear and the deletion of the M3’s machine gun sponsons, which were in practice used as storage space after the machine guns had been deleted.
The Staghound turret came from a ModelTrans/Silesian Models conversion set, which also includes a nice commander figure as well as two fuel drums. The sponsons were simply cut away and the gaps filled with 0.5 mm styrene sheet – a small modification, and thanks to the M3’s boxy hull design a simple affair. Only some small PSR on the side wall implants as well as on the mudguards (which are segmented) was necessary, and this modification changes the M3’s look considerably!
The running gear was scratched and more complicated, in particular because assembly and painting had to go hand in hand. The eight road wheels actually come from a 1:72 T-72 tank from ModelCollect, their width perfectly matched the track’s and they had the same size as the M3’s large idler wheel at the rear. The road wheels’ depth just looks a little disturbing, but not implausible. The trailing idler wheel (using the original suspension arm) defined the stance and the other wheels were mounted on plastic rods to the hull, with simulated suspensions arms (styrene profile) behind them. Since the drive and idler wheels’ position effectively remained unchanged, I was able to use the OOB vinyl tracks, which are really smooth and easy to handle. However, this move necessitated to retain the return wheels – I wanted to omit them, for an even more Christie-esque look, but without them the track would have been too long and slacked through, with a lot of space between the tracks and the mudguards. Nevertheless, the return wheels’ position was slightly changed, in order to reflect the modified road wheels’ position. And the whole affair simply looks different from the original, so I am fine with it.
In order to liven the small tank up, I added the fuel drums from the Staghound set to the rear fenders and added some more boxes and folded tarpaulins (made from paper tissue drenched in thinned white glue) on the mudguards, somewhat masking the new side walls from sight. I also mounted the M3’s OOB AA machine gun to the turret.
Painting and markings:
I wanted a Northern Africa paint scheme and at first considered the iconic Caunter scheme, but then I thought that, since this livery was also used on the real British Stuarts, I rather wanted something different.
I eventually settled for a simple two-tone scheme, used on British cruiser tanks like the Crusader as well as on M3 Lee medium tanks of American origin. The basic colors I used are Humbrol 168 (Hemp) for the Light Stone tone, and Humbrol 98 (Chocolate) for the dull, dark brown.
As common practice, the basic colors were separated with thin, white lines in order to emphasize the contrast between them. Sometimes in practice, an additional black line was added, too, but due to the model’s small size I just painted a white line.
Another common practice of the British army, esp. on cruiser tanks with large wheels, was to paint the front and rear road wheels in a uniform, light color, while the wheels between them became dark – an attempt to mimic a lorry, esp. when a light “Sunshield” canopy was mounted over the hull that resembled a truck’s outline.
The model received a light wash with a mix of black, grey and brown, the decals (taken from the OOB sheet) were applied next. Over this came some dry-brushing with light grey and ochre and the kit was sealed with matt acrylic varnish (from the rattle can). Once the tracks were mounted, the lower areas of the tank were finally dusted with a mix of sand and light grey pigments.
Even though the Hasegawa M3 was a simple basis to start with, the conversions, esp. the running gear, were quite challenging. But I like the result a lot: the Parsival looks like a slimmed-down race variant of the M3, just what I wanted to achieve, and the British camouflage suits the small tank well, too – the white contrast line adds an exotic touch.
officially the State of Brunei Darussalam or the Nation of Brunei, the Abode of Peace (Malay: Negara Brunei Darussalam, Jawi: بروني دارالسلام), is a country located on the north coast of the island of Borneo, in Southeast Asia. Apart from its coastline with the South China Sea it is completely surrounded by the state of Sarawak, Malaysia, and in fact it is separated into two parts by Limbang, which is part of Sarawak.
Brunei regained its independence from the United Kingdom on 1 January 1984 and is a member of the Commonwealth of Nations. During the early 20th century, the Southeast Asian nation experienced an economic boom and underwent rapid development. Economic growth during the 1970s and 1990s, averaging 56% from 1999 to 2008, has transformed Brunei Darussalam into a newly industrialised country.
Brunei has one of the world's fastest growing gross domestic product at purchasing power parity. Brunei has the second highest Human Development Index among the South East Asia nations, after Singapore and is classified as a Developed Country. Islam is the official religion.
History
The Sultanate of Brunei ruled during the fourteenth to the sixteenth century CE. Its territory covered the northern part of Borneo and the southern Philippines. European influence gradually brought an end to this regional power. Later, there was a brief war with Spain, in which Brunei was victorious. The decline of the Bruneian Empire culminated in the nineteenth century when Brunei lost much of its territory to the White Rajahs of Sarawak, resulting in its current small landmass and separation into two parts. Brunei was a British protectorate from 1888 to 1984.
The history of Brunei before the arrival of Magellan's ships is based mostly on speculation and the interpretation of Chinese sources and local legends. Historians believe that there was a forerunner to the present day Brunei Sultanate. One possible predecessor state was called Vijayapura, which possibly existed in northwest Borneo in the 7th century (Not to be confused with the Indian state of the same name. It was probably a subject state of the powerful Srivijaya empire based in Sumatra. Another possible predecessor state was called Po-ni (pinyin: Boni)[1] By the 10th century Po-ni had contacts with first the Song dynasty and at some point even entered into a tributary relationship with China. By the 14th century Po-ni also fell under the influence of the Javanese Majapahit Empire. The book of Nagarakertagama, canto 14, written by Prapanca in 1365 mentioned Berune as a vassal state of Majahpahit. However this may have been nothing more than a symbolic relationship, as one account of the annual tribute owed each year to Majahpahit was a jar of areca juice obtained from the young green nuts of the areca palm. The Ming dynasty resumed communications with Po-ni in the 1370s and the Po-ni ruler Ma-na-jih-chia-na visited the Ming capital Nanjing in 1408 and died there. In 1424, the Hongxi Emperor ended China's maritime program, and with it its relationship with Po-ni.
Historical texts from the Song dynasty and archaeological evidence suggest that Po-ni was heavily influenced by Hindu civilization, as transmitted by Hindu culture in Java and Sumatra, and not directly from India. The system of writing used was a Hindu script. There was also a heavy Chinese influence, with Chinese coins dating from as early as the seventh century being found in present-day Brunei.
In Late Yuan Dynasty, China became chaotic, people who lived along the coastal area of Fujian, under the leadership of Ong Sum Ping's siblings, escaped to Easten Kalimantan—they landed the river mouth. When they were exhausted, they faced with the shipping crisis, someone lost their arms. After that, the Malay-Indonesian named it as the Sungai Kinabatangan-mean the place Chinese lost their arms.
Ong Sum Ping and his sister, and the Chinese people developed the area of Sungai Kinabatangan, and they increased their influences there. With the increase of his prosperity, Malay-Indonesian named him Raja, mean the king. Chinese named him as "Chung Ping"-mean the General. We can see that Ong Sum Ping controlled the Eastern Kalimantan apparently, especially the Chinese military power.
Located the northern part of the Kinabatangan area was Kesultanan Brunei, its southern area was controlled by the Indonesian, and they were declining. In the eastern part, they suffered from the invasion of Kesultanan Sulu. New King-Sultan Muhammad Shah came to the throne,he asked for the help of Ong Sum Ping, Sultan Muhammad Shah married his daughter to Ong Sum Ping, and titled him as Maharaja Lela. Muhammad Shah also admissed his brother to marry the sister of Ong Sum Ping, and titled her as Puteri Kinabatangan. Two main political power built a close allianial relationship. Under the cooperation of Ong Sum Ping and the Chinese armies, they fought against the invasion of Sulu, and Brunei prevented the fate of collapse.
Before 1370, Zhu Yuan Zhuang sent the representative to Brunei via Indonesia, and Brunei tributed to Ming Dynasty. This mean the strong influence of Ming Dynasty. It explained the enforcing reason of the combination of Ong Sum Ping's influence and Brunei. In these 30 years, two main powers combined quickly. Chinese expanded their influences from the Eastern Sungai Kinabatangan to Northern Borneo. They built Chinese towns, villages, in corresponding to the Kota Kinabalu nowadays.
In 1402, after the death of Sultan Muhammad Shah, his son-Abdul Majid Hasan came to the throne. Ong Sum Ping and Pengiran Temenggong came to the regent. Bruneian History seldom treated Hasan as the second Sultan. in 1406, after the death of Sultan Majid Hasan, there were two years of power vacuum. In this two years, Bruneian Royalties started the power struggle, and at last, Sultan Ahmad won the power struggle, Pengiran Temenggong failed. Ahmad became the second Sultan in Bruneian History. Ong Sum Ping consolidated his power again. He didn't forget China after the immigration of Brunei. He increased the Chinese Identity under the new Ming Dynasty. Thus he sent the representative with his armies to China. He landed on the coastal region of Fujian, King Yong Le was very happy. He asked for the official to organize the welcome party with Ong Sum Ping. In this trip, they saw the change of China.
With the advanced age of Ong Sum Ping, he didn't able to start long distance of tripm, he didn't affort to the happiness of coming back to his homeland,and he died in Nanjing. Before his death, he asked the admission to Emperor Yong Le:1. Brunei and Sungai Kinabatangan become Chinese territories, 2.named Gunung Kinabalu, 3, buried in China. Emperor Yong Le agreed and titled his son-Awang as the new king, named the mountain of Brunei as Chang Ning Mountainجبل السلام-mean Jabel Alsalam in Arabic Language.
1408, Awang came back to Brunei under the protection of eunuch and the officials. After the return of Awang, he succeed the influence of Ong Sum Ping in Brunei, and controlled the political power. Chinese still called them Chung Ping-General. In 1412, he tributed to Emperor Yong Le. The wife of Ong Sum Ping also buried in Brunei, thus the Malay-Indonesian also called it as Bukit Cina. The sister of Ong Sum Ping and Sultan Ahmad gave the birth of a daughter, this daughter married to Sultan Sharif Aliسلطان شريف علي(so he was Sayyidina-سيدنا), the man came from Arabian Peninsulaالشبة الجزيرة العربية, who was the descendent of Nabi Muhammad SAWالنبي محمد.
Until now, because of their influences, Bruneian still believed the attitude of "Ong Sum Ping was the ancestor of Brunei Royalties." Even though the Bruneian Royalties stressed more on the theories of Malay Islam Berajaملاي إسلام براج, but they didn't disagree with it, obviously they gave him positive criticism,and put his name in Silsilah Raja-Raja Brunei. In capital of Brunei—Bandar Seri Begawanبندر سري بغاوان, it had Jalan Ong Sum Pingسارع ونغ سوم بينغ, and Muzium Brunei also contained the artifacts of Ong Sum Ping. The cemetery of Ong Sum Ping's son also protected by the Bruneian government.
To prove the historical fact of Ong Sum Ping, Silsilah Raja-raja Sulu could be the best evidence. According to the record of Silsilah Raja-raja Sulu, At first Ong Sum Ping arrived at Brunei with many Chinese, he said that he was ordered to collect the jewellery in Sabah, and the mountain was named as Gunung Kinabalu. The legend said that some attactive animal might appear in the forest, and they ate some people. Ong Sum Ping brought the candle with his colleague, and got the jewellery at last. Ong Sum Ping got a daughter, who married with Sultan Ahmad, in year of 1375 (in corresponding to Ming Dynasty in China), the king heritaged 20 times until now, the daughter of Sultan Ahmad married with Sultan Sharif Ali, and came to the throne. He was the ancestor of Sultan Haji Hassanal nowadays.
According to this record, Ong Sum Ping didn't become Sultan, but his daughter married to Sultan, and became the father-in-law. Bruneian royalties adopted maternal succession system, his maternal granddaughter became the Queen of Sultan Sharif Ali, it was a fact. However, it is believed that the year might be in 1375, not in Yuan Dynasty, but in the 8th years of Emperor Hong Wu.
Conversion to Islam and "Golden Age"
The later history of Po-ni, or Borneo, remains somewhat obscure. By the middle of the 15th century Po-ni had entered into a close relationship with the Muslim kingdom of Malacca. This era also saw the origin of the ruling dynasty, which continues to this day. According to the Syair Awang Semaun (also spelled Simawn), Brunei's national epic poem, the present-day sultanate originated when Dewa Emas Kayangan descended to earth from heaven in an egg. He had children with a number of aboriginal maidens, and one of these children converted to Islam and became the first sultan. However, the state continued to be multicultural. The second sultan was either Chinese or married a Chinese woman. The third sultan was said to be part Arab, who are seen in South and Southeast Asia as the descendents of Muhammad.
The sultanate oversaw a gradual expansion of the state's influence and borders. This was accelerated with the conquest of Malacca by Portugal in 1511. Brunei benefited from the scattering of Muslim merchants and traders who were forced to use other ports. These merchants probably also helped to speed the conversion of the general population to Islam.
The sultanate was a thalassocracy, a realm based on controlling trade rather than land. Situated in a strategic location between China and the trading networks of southeast Asia, the state served as an entrepot and collected tolls on water traffic. The society was hierarchical, with the sultan serving as despot. His powers were limited, however, by a council of princes of royal blood. One of the council's duties was to arrange for royal succession.
The reign of the fifth sultan, Bolkiah (1485–1521), is often described as Brunei's "golden age". The sultanate's control extended probably over the coastal regions of modern-day Sarawak and Sabah, the Sulu archipelago, and the islands off the northwest tip of Borneo. The sultanate's influence also spread north into the Philippines, where colonies were planted in Manila Bay. The sultan also visited Java and Malacca. At the end of Bolkiah's reign, in 1521, the first Europeans visited Brunei when Ferdinand Magellan's expedition arrived at the port. Antonio Pigafetta, a navigator on the trip, described an amazing city. The Europeans rode to visit the sultan on top of "elephants, caparisoned in silk-cloth". The inhabitants of the palace "had their loins covered with gold-embroidered cloth and silk, wore poniards with golden hilts, ornamented with pearls and precious stones, and had many rings on their fingers". The visitors were served meals on porcelain dishes.
Pigafetta described a city of 25,000 families living in wooden houses built on stilts to raise them above the water. At high tide, women would ride in boats selling merchandise. The sultan's palace was surrounded by brick ramparts and protected by numerous brass and iron cannons.
This prosperous era continued through the reign of the ninth sultan, Hassan, who is credited with developing an elaborate Royal Court structure, elements of which remain today.
Relations with Europeans
Brunei's relations varied with the different European powers in the region. The Portuguese, for the most part, were more interested in economic and trading relations with the regional powers and did little to interfere with Brunei's development. This does not mean that relations were always cordial, such as in 1536 when the Portuguese attacked the Muslims in the Moluccas and the ambassador to the Brunei court had to leave because of the sultan's hostility. The Portuguese also noted that the sultanate was heavily involved in the region's politics and wars, and that Brunei merchants could be found in Ligor and Siam.
Relations with Spain were far more hostile. From 1565 on, Spanish and Brunei forces engaged in a number of naval skirmishes, and in 1571 the Spanish succeeded in capturing Manila from the Brunei aristocracy that had been established there. Brunei raised several large fleets with the intention of recapturing the city, but the campaigns, for various reasons, never launched.[2] In 1578, the Spanish took Sulu and late in the year attacked and captured Brunei itself, after demanding that the sultan cease sending missionaries to the Philippines and, in turn, allow Christian missionaries to visit his kingdom. The invaders were forced to withdraw. The short-term damage to the sultanate was minimal, as Sulu was recaptured soon after.
The long-term effects of regional changes could not be avoided. After Sultan Hassan, Brunei entered a period of decline, due to internal battles over royal succession as well as the rising influences of European colonial powers in the region, that, among other things, disrupted traditional trading patterns, destroying the economic base of Brunei and many other Southeast Asian sultanates.
During Sultan Omar Ali Saifuddin II’s reign, disturbances occurred in Sarawak. In 1839, the British adventurer James Brooke arrived in Borneo and helped the Sultan put down this rebellion.
As a reward, he became governor and later "White Rajah" of Sarawak and gradually expanded the territory under his control. Brooke never gained control of Brunei, though he did attempt to. He asked the British to check whether or not it would be acceptable for him to claim Brunei as his own; however, they came back with bad news—although Brunei was poorly governed, it had a definite sense of national identity and could therefore not be absorbed by Brooke.
In 1843 an open conflict between Brooke and the Sultan ended in the latter's defeat. The Sultan recognized Sarawak's independence. In 1846, Brunei Town was attacked and captured by the British and Sultan Saifuddin II was forced to sign a treaty to end the British occupation of Brunei Town. In the same year, Sultan Saifuddin II ceded Labuan to the British under the Treaty of Labuan. In 1847, he signed the Treaty of Friendship and Commerce with the British and in 1850, he signed a similar treaty with the United States. Over the years, the Sultans of Brunei ceded further stretches of territory to Sarawak; in 1877, stretches to the east of the capital were leased (later ceded) to the British North Borneo Chartered Company (North Borneo).
British protectorate
In 1888 Sultan Hashim Jalilul Alam Aqamaddin signed a treaty with the United Kingdom which placed the Sultanate under British protection; Britain took charge of foreign representation of the Sultanate. The Sultan had requested a British resident to be sent to Brunei as early as 1885, but his request was answered only in 1906 (treaty of 1905/1906). The task of the resident was to advise the Sultan politically. A customs office and a land office were introduced. The Brunei police force was established. In 1911, Malay schools began operating.
In 1929 oil was discovered at Seria. Brunei was occupied by Japan from 1941 to 1945 during World War II. Britain was unable to defend Brunei in spite of an agreement to do so[3].
In 1959, a new constitution was written declaring Brunei a self-governing state, while its foreign affairs, security, and defence remained the responsibility of the United Kingdom, now represented by a High Commissioner. An attempt in 1962 to introduce a partially elected legislative body with limited powers was abandoned after the opposition political party, Parti Rakyat Brunei, launched an armed uprising, which the government put down with the help of British forces. In the late 1950s and early 1960s, the government also resisted pressures to join neighbouring Sabah and Sarawak in the newly formed Malaysia. The Sultan eventually decided that Brunei would remain a separate state.
In 1967, Omar Ali Saifuddin abdicated in favour of his eldest son, Hassanal Bolkiah, who became the 29th ruler. The former Sultan remained as Defence Minister and assumed the royal title Seri Begawan. In 1970, the national capital, Brunei Town, was renamed Bandar Seri Begawan in his honour. The Seri Begawan died in 1986.
On January 4, 1979, Brunei and the United Kingdom signed a new treaty of friendship and cooperation. On January 1, 1984, Brunei Darussalam became a fully independent state.
Geography
Brunei shares a 481.3 km border with Malaysia and has a 161 km coastline.
The climate in Brunei is warm, mild, and humid tropical and humid subtropical at higher altitudes with heavy rainfall. Bandar Seri Begawan's climate is humid tropical with four seasons. Summer is extremely hot (24 °C / 75.2 °F to 41 °C / 105.8 °F). Spring is cool, warm and rainy (16 °C / 60.8 °F to 26 °C / 78.8 °F). Winter is dry, rainy and cool (12 to 24 degrees Celsius). Autumn is very dry and warm (15 °C / 59.0 °F to 31 °C / 87.8 °F). Most of the country is a flat coastal plain with mountains in the east and hilly lowland in the west. The lowest point is at sea level and the highest is Bukit Pagon (1,850 m).
Other info
Oficial Name:
Negara Brunei Darussalam
برني دارسلام
State of Brunei, Abode of Peace
Independence:
January 1, 1984
Area:
5.765km2
Inhabitants:
368.000
Language:
Belait [beg] 700 (1995 Martin). Scattered areas in Belait District, Kampung Kiudang, in Tutong District. Alternate names: Balait Jati, Lemeting, Meting. Dialects: Related to Kiput, Baram, Tinjar. Lexical similarity 54% with Tutong 2. Classification: Austronesian, Malayo-Polynesian, Northwest, North Sarawakan, Berawan-Lower Baram, Lower Baram, Central, A
Bisaya, Brunei [bsb] 600 (1984 Dunn). East of Tutong 1 and east to the coast, west of Seria, a few villages near the Sarawak border. Alternate names: Bisayah, Bisaya Bukit, Visayak, Bekiau, Lorang Bukit, Basaya, Besaya, Bisaia, Jilama Bawang, Jilama Sungai, Southern Bisaya. Dialects: Lexical similarity 78% to 79% with Sarawak Bisaya, 57% to 59% with Sabah Bisaya, and 50% with other Dusunic languages. Classification: Austronesian, Malayo-Polynesian, Northwest, Sabahan, Dusunic, Bisaya, Southern
Brunei [kxd] 250,000 in Brunei (1984 SIL). Population total all countries: 304,000. Brunei is in the capital, Brunei-Muara District, and the coastal strip. Kedayan is in West Brunei-Muara District and Tutong District. Also spoken in Malaysia (Sabah). Alternate names: Brunei-Kadaian, Orang Bukit. Dialects: Brunei Malay, Kedayan (Kadaian, Kadayan, Kadian, Kadien, Kadyan, Karayan, Kedyan, Kedien. Kerayan), Kampong Ayer. Brunei, Kadayan, and Kampong Ayer have 94% to 95% lexical similarity with each other, 80% to 82% lexical similarity with Standard Malay. Classification: Austronesian, Malayo-Polynesian, Malayic, Malayan, Local Malay
Chinese, Hakka [hak] 5,253 in Brunei (2000 WCD). 44,400 speakers of all Chinese languages (1989). Alternate names: Hakka. Classification: Sino-Tibetan, Chinese
Chinese, Mandarin [cmn] 9,848 in Brunei (2000 WCD). Classification: Sino-Tibetan, Chinese
Chinese, Min Dong [cdo] 6,566 in Brunei (2000 WCD). 11.88% of ethnic Chinese. Dialects: Foochow. Classification: Sino-Tibetan, Chinese
Chinese, Min Nan [nan] 12,147 in Brunei (2000 WCD). Alternate names: Min Nan, Minnan. Dialects: Chaochow (Tiuchiu, Teochow), Hainan, Fujian (Hokkien). Classification: Sino-Tibetan, Chinese
Chinese, Yue [yue] 5,909 in Brunei (2000 WCD). Alternate names: Yue, Yueh, Cantonese. Classification: Sino-Tibetan, Chinese
English [eng] 8,000 in Brunei. Classification: Indo-European, Germanic, West, English
Iban [iba] 15,000 in Brunei (1995 Martin). Rural areas of Belait and Tutong districts, and Temburong District. Alternate names: Sea Dayak. Dialects: Batang Lupar, Bugau. Classification: Austronesian, Malayo-Polynesian, Malayic, Malayic-Dayak, Ibanic
Lundayeh [lnd] 300 in Brunei (1987 Langub). 7 villages in Temburong District. Alternate names: Lun Bawang, Lun Daye, Brunei Murut, Southern Murut, Murut. Dialects: Trusan. Classification: Austronesian, Malayo-Polynesian, Northwest, North Sarawakan, Dayic, Kelabitic
Malay [mly] Alternate names: Standard Malay. Classification: Austronesian, Malayo-Polynesian, Malayic, Malayan, Local Malay
Melanau [mel] 200 in Brunei (1995 Martin). Around Kuala Belait town. Alternate names: Milanau, Milano, Belana'u. Dialects: Mukah-Oya (Mukah, Muka, Oya, Oya', Oga). Classification: Austronesian, Malayo-Polynesian, Northwest, Melanau-Kajang, Melanau
Penan, Eastern [pez] East of the Baram River, Apoh River District. Alternate names: "Punan". Dialects: Penan Apoh. Classification: Austronesian, Malayo-Polynesian, Punan-Nibong
Penan, Western [pne] 50 in Brunei (1988 Lian). West of the Baram River. Dialects: Nibong (Nibon, Penan Nibong), Bok Penan (Bok), Penan Silat, Penan Gang (Gang), Penan Lusong (Lusong), Sipeng (Speng), Penan Lanying, Jelalong Penan. Classification: Austronesian, Malayo-Polynesian, Punan-Nibong
Tutong 1 [ttx] 15,000 in Brunei (1995 Martin). Population total all countries: 25,000. Central and interior Belait and Tutong districts, east of Bisaya, south of Tutong 2. Also spoken in Malaysia (Sarawak). Alternate names: Dusun. Classification: Austronesian, Malayo-Polynesian, Northwest, Sabahan, Dusunic, Bisaya, Southern
Tutong 2 [ttg] 12,000 (1996 Martin, Ozog, and Poedjosoedarmo). Around Tutong town on the coast and central Tutong District. Alternate names: Tutung. Dialects: Lexical similarity 54% with Belait. Classification: Austronesian, Malayo-Polynesian, Northwest, North Sarawakan, Berawan-Lower Baram, Lower Baram, Central, B
Capital city:
Bandar Seri Begawan
Meaning of the country name:
In its full name "Negara Brunei Darussalam", "Darussalam" means "Abode of Peace" in Arabic, while "Negara" means "State" in Malay. "Negara" derives from the Sanskrit "Nagara", meaning "city."
Description Flag:
The national flag of Brunei was adopted on September 29, 1959 when the country was a British protectorate, and was retained when the country gained full independence on January 1, 1984, as Brunei Darussalam (State of Brunei, Abode of Peace). The flag has the Coat of Arms of Brunei in the centre, on a yellow field. The field is cut by black and white diagonal stripes, although they are officially called parallelograms.
Coat of arms:
The coat of arms is as follows: a crescent (symbolising Islam) joined with a parasol (symbolising monarchy), and two gloves on both sides. Below the crescent is a ribbon. On the crescent and ribbon are Arabic inscriptions translating as "State of Brunei, Abode of peace" and Brunei's motto, "Always in service with God's guidance"
Motto:
"Always in service with God's guidance"
National Anthem: Allah Peliharakan Sultan, Jawi:
الله فليهاراكن سلطن
Jawa Script
يا الله لنجوتكنله اوسيا
كباوه دولي يڠ مها مليا
عاديل بردولت منأوڠي نوسا
مميمڤين رعية ککل بهاڬيا
هيدوڤ سنتوسا نڬارا دان سلطان
الهي سلامتكن بروني دارالسلام
Transliteration
Jawa script
Ya Allah lanjutkanlah Usia
Kebawah Duli Yang Maha Mulia
Adil berdaulat menaungi nusa
Memimpin rakyat kekal bahagia
Hidup sentosa Negara dan Sultan
Ilahi selamatkan Brunei Darussalam
English translation
God Bless His Majesty
With A Long Life
(May he) Rule the Realm Justly and in Majesty
And Lead Our People (into) Eternal Happiness
(May) The Kingdom and Sultan Live in Peace
Lord, Save Brunei, The Abode of Peace
Internet Page: www.tourismbrunei.com
Brunei in diferent languages
eng | arg | bre | cat | csb | cym | dan | dsb | est | eus | fao | fin | fur | glg | glv | hsb | hun | ina | ita | jav | jnf | lin | lld | mlg | nld | nor | oci | pol | por | roh | ron | rup | sme | sqi | swa | swe | tet | tur | vor: Brunei
ces | hrv | mlt | slk | slv: Brunej
crh | gag | kaa | uzb: Bruney / Бруней
cor | wln | zza: Bruney
deu | ltz | nds: Brunei / Brunei
frp | kin | run: Bruneyi
ast | spa: Brunéi
ibo | scn: Brunai
ind | msa: Brunei / بروني
afr: Broenei
aze: Bruney / Брунеј
bam: Birineyi
bos: Brunej / Брунеј
epo: Brunejo
fra: Brunei; Brunéi
fry: Brûnei
gla: Brùnaidh; Brùnaigh; Brunai
gle: Brúiné / Brúiné
hat: Brouney
isl: Brúnei
kmr: Brûnêy / Бруней / بروونێی
kur: Brûney / بروونەی
lat: Bruneium
lav: Bruneja
lim: Broenai
lit: Brunėjus
mol: Brunei / Бруней
nrm: Bruneî
que: Bruniy
rmy: Brunei / ब्रुनेइ
slo: Bruneia / Брунеиа
smg: Bruniejus
smo: Purunei
srd: Brunèi
szl: Brůnei
tgl: Brunay
tuk: Bruneý / Бруней
vie: Bru-nây
vol: Bruneyän
wol: Brunaay
abq | alt | bul | che | chm | chv | kbd | kir | kjh | kom | krc | kum | mon | oss | rus | tyv | udm | ukr: Бруней (Brunej)
bak | tat: Бруней / Bruney
bel: Бруней / Bruniej; Брунэй / Brunej
kaz: Бруней / Brwney / برۋنەي
mkd: Брунеј (Brunej)
srp: Брунеј / Brunej
tgk: Бруней / برونی / Brunej
ara: بروني (Burūnay); بروناي (Burūnāy); البروناي (al-Burūnāy); بروني دار السلام (Burūnāy Dāru s-Salām)
fas: برونئی (Borūneʾī)
prs: برونای (Brūnāy)
pus: بروناي (Brūnāy)
uig: برۇنېي / Brunéy / Бруней
urd: برونائی (Brūnāʾī); برونائ (Brūnāʾi)
div: ބުރޫނާއީ (Burūnā'ī); ބުރުނައީ (Buruna'ī)
heb: ברוני / ברוניי (Brûney)
lad: ברוניי / Brunei
yid: ברונײַ (Brunay)
amh: ብሩነይ (Brun￩
ell-dhi: Μπρουνέι (Mproynéi)
ell-kat: Μπρουνέϊ (Mproynéï)
hye: Բրունեյ (Brouney); Բրունեի (Brounei)
kat: ბრუნეი (Brunei)
hin: ब्रुनेई (Bruneī); ब्रूनइ (Brūnai)
nep: ब्रुनाई (Brunāī)
ben: ব্রুনাই (Brunāi); ব্রুনেই (Brunei)
pan: ਬਰੂਨਈ (Brūnaī)
kan: ಬ್ರುನೈ (Brunai)
mal: ബ്രൂണൈ (Brūṇai); ബ്രൂണയ് (Brūṇay)
tam: புரூனேய் (Purūṉēy); புரூனி (Purūṉi)
tel: బ్రూనై (Brūnai); బ్రునెయ్ (Bruney)
zho: 汶萊/文莱 (Wénlái)
jpn: ブルネイ (Burunei)
kor: 브루나이 (Beurunai)
mya: ဘရူနုိင္း (Bʰáẏunaĩ̀)
tha: บรูไน (Brūnai)
lao: ປະລູໄນ (Palūnai)
khm: ប្រ៊ុយណេ (Bruyṇe); ប្រ៊ូណេ (Brūṇe)
Stena Forerunner Ro-Ro cargo ferry moored up at Twelve Quays South.
IMO: 9227259
MMSI: 244030593
Call Sign: PCPG
Flag: Netherlands
AIS Vessel Type: Cargo - Hazard A (Major)
Gross Tonnage: 24688
Deadweight: 12300 t
Length Overall x Breadth Extreme: 195.3m × 26.8m
Year Built: 2003
Status: Active
Registered owner: STENA RORO NAVIGATION LTD
Ship manager: STENA LINE BV
Shipyard: Dalian Shipyard, China
Hull number: RO123-3
Contract date: 1999-11-25
Keel laid: 2000-12-27
Launch: 2001-04-24
Date of build: 2003-08-29
بسم الله لمع القدس
This is a picture of part of the Shrine of the Bab,
The Shrine of the Báb is a structure in Haifa, Israel where the remains of the Báb, founder of Bábism and forerunner of Bahá'u'lláh in the Bahá'í Faith, have been buried; it is considered to be the second holiest place on Earth for Bahá'ís, after the Shrine of Bahá'u'lláh in Acre. Its precise location on Mount Carmel was designated by Bahá'u'lláh himself to his eldest son, `Abdu'l-Bahá, in 1891. `Abdu'l-Bahá planned the structure, which was designed and completed several years later by his grandson, Shoghi Effendi.
Siyyid `Alí Muḥammad Shírází (Persian: سيد علی محمد شیرازی; October 20, 1819 – July 9, 1850) was the founder of Bábism, and one of three central figures of the Bahá'í Faith. He was a merchant from Shíráz, Persia, who at the age of twenty-four (on May 23, 1844) claimed to be the promised Qá'im (or Mahdi). After his declaration he took the title of Báb (Arabic: باب) meaning "Gate". He composed hundreds of letters, Tablets and books in which he stated his messianic claims and defined his teachings, which constituted a new sharí'ah or religious law. His movement eventually acquired tens of thousands of supporters, was opposed by Iran's Shi'a clergy, and was suppressed by the Iranian government, leading to the persecution and killing of thousands of his followers, called Bábís. In 1850, at the age of thirty, the Báb was shot by a firing squad in Tabríz.
Bahá'ís claim that the Báb was also the spiritual return of Elijah and John the Baptist, that he was the "Ushídar-Máh" referred to in the Zoroastrian scriptures, and that he was the forerunner of their own religion. Bahá'u'lláh, the founder of the Bahá'í Faith, was a follower of the Báb and is the fulfillment of his promise that God would send another messenger.
The Bahá'í Faith is the youngest of the world's independent religions. Its founder, Bahá'u'lláh (1817-1892), is regarded by Bahá'ís as the most recent in the line of Messengers of God that stretches back beyond recorded time and that includes Abraham, Moses, Buddha, Krishna, Zoroaster, Christ and Muhammad.
The central theme of Bahá'u'lláh's message is that humanity is one single race and that the day has come for its unification in one global society. God, Bahá'u'lláh said, has set in motion historical forces that are breaking down traditional barriers of race, class, creed, and nation and that will, in time, give birth to a universal civilization. The principal challenge facing the peoples of the earth is to accept the fact of their oneness and to assist the processes of unification.
One of the purposes of the Bahá'í Faith is to help make this possible. A worldwide community of some five million Bahá'ís, representative of most of the nations, races and cultures on earth, is working to give Bahá'u'lláh's teachings practical effect. Their experience will be a source of encouragement to all who share their vision of humanity as one global family and the earth as one homeland.
Basic Teachings of Bahá'u'lláh
Bahá'u'lláh taught that there is one God whose successive revelations of His will to humanity have been the chief civilizing force in history. The agents of this process have been the Divine Messengers whom people have seen chiefly as the founders of separate religious systems but whose common purpose has been to bring the human race to spiritual and moral maturity.
Humanity is now coming of age. It is this that makes possible the unification of the human family and the building of a peaceful, global society. Among the principles which the Bahá'í Faith promotes as vital to the achievement of this goal are
the abandonment of all forms of prejudice
assurance to women of full equality of opportunity with men
recognition of the unity and relativity of religious truth
the elimination of extremes of poverty and wealth
the realization of universal education
the responsibility of each person to independently search for truth
the establishment of a global commonwealth of nations
recognition that true religion is in harmony with reason and the pursuit of scientific knowledge
Baha'u'llah taught that each human being is "a mine rich in gems" unknown even to the owner, let alone to others, and inexhaustible in its wealth. The purpose of life is to develop these capacities both for one's own life and for the service of humanity. Life in this world, as Bahá'u'lláh presents it, is like the life of a child in the womb of its mother: the moral, intellectual, and spiritual powers which a human being develops here, with the help of God, will be the "limbs" and "organs" needed for the soul's progress in the worlds beyond this earthly one.
The way of life which Bahá'ís seek to cultivate, therefore, is one that encourages personal development. Daily prayer and meditation free the soul from conditioned patterns and open it to new possibilities. Joining in projects with peoples of diverse backgrounds breaks down traditional prejudices. The use of alcohol or narcotic drugs is avoided, except when prescribed for medical reasons, because these substances eventually deaden the mind. The latter is also true of the habit of backbiting, which weakens trust between people and undermines the spirit of unity upon which human progress depends. Bahá'u'lláh's writings attach great importance to the institution of the family as the foundation of human society. The sanctity of marriage, recognition of the equality of the husband and wife, and the use of consultation are especially emphasized.
آئين بهائى
دیانت بهائی جوان ترين دين از اديان مستقلّ جهان است. استمرار اديان از اصول اين آئين است زيرا در هر زمان، مقتضيّات جامعۀ بشری تغيير می كند و آئينی جديد مطابق با مقتضيات و نيازهای جهان و جهانيان ظاهر می گردد. بهائيان معتقدند حضرت بهاءالله، بنيانگذار دیانت بهائی (۱۸۱۷- ۱۸۹۲) جديدترين فرستادۀ الهی در سلسله پيامبران الهی مانند حضرت ابراهيم، موسی و بودا و زردشت و مسيح و بالاخره حضرت محمّد هستند.
محور تعاليم بهائی وحدت عالم انسانی است يعنی وقت آن آمده که بشر از هر قوم و نژادی به يگانگی رسند و همه در ظلّ يک جامعۀ جهانی درآيند. حضرت بهاءالله فرموده اند که خداوند بيمانند نيروهایی را در جهان به کار گماشته تا آنچه را که بر حسب سنّت های پيشين سبب طبقه بندی کردن انسان ها بر اساس اختلاف قومی، طبقاتی، دینی و ملّی شده از ميان بردارد. مهم ترين چالش پیش روی بشرپذیرفتن اصل یگانگی و تلاش در راه اتّحاد و اتّفاق اهل عالم است.
يکى از اهداف آئين بهائی کمک به امکان پذیر شدن این وضعیت است. یک جامعۀ جهانی مرکب از پنج میلیون بهائی از اکثر ملل و نژادها و فرهنگ های کرۀ زمین در تلاشند تا تعالیم حضرت بهاءالله را عملی سازند. تجربه ای که بهائيان در اين راه کسب کرده اند سبب تشويق کسانی است که همین راه را می پويند و نوع انسان را اعضای يک خاندان و کرۀ زمين را يک وطن می دانند.
巴哈伊信仰
巴哈伊信仰创立于一个半世纪以前，今天已跻身于最快速发展的世界性宗教信仰之列。有五百万以上的信徒居住在地球上的每一个国家，分布于全世界约100,000多个地点，地理幅度分布之广仅次於基督教，反映了他们对世界公民这一理想身体力行。
巴哈伊信仰的全球性幅度反映在它成员之组成中。巴哈伊信徒来自各个国家民族、种族群体、文化背景、职业、社会或经济阶层，包括了2100多个不同的种族和部落，代表了全人类的一个横断面。
同时，因为它也是无派系分裂的一个整体社团，巴哈伊信仰极可能是地球上分布最广泛，成员最多元化的组织团体。
信仰的创始人巴哈欧拉，是一位德黑兰的波斯贵族，在十九世纪中期，放弃了王子般舒适与安逸的生活，冒着不断的迫害与镇压，给人类送来了震撼性的、全新的、和平与团结之信仰。
巴哈欧拉声言，祂是来自上帝的一个独立的新圣使。祂的生平、著作及影响力使人联想到亚伯拉罕、克里希那、琐罗亚斯德、佛陀、基督和穆罕默德等圣使。巴哈伊信徒认信巴哈欧拉是这一系列圣使中最新的一位。
巴哈欧拉所带来的根本教义是「团结」。祂教导我们上帝只有一个，人类无分种族，所有世界性宗教都是上帝对人类旨意与目的之天启的不同阶段。巴哈欧拉指出，人类到现代已集体进入成熟期。正如世界各族的经典中所预言过的，将所有民族团结于一个和平统一的全球社会的时代已经到来。在祂的著作中包括了「地球乃一国，万众皆其民」的名句。
作为世界独立宗教中最年轻的成员，巴哈欧拉所奠定的巴哈伊信仰在许多方面显得与其它宗教不同。它有一套独特的全球性行政管理体系，在10,000多个地点有自由选举出的管理议事会。
当代社会的种种问题需要采取一种特殊的和有变革性的解决办法。巴哈伊信仰的经典及其成员的广泛多元的活动几乎涉及了当今世界的每一个重要项目：从关于文化多元性和环境保护的新思维到决策的分解民主化；从对家庭生活和道德的重归到「新世界秩序」的呼声。然而，信仰至今最显著的成就，乃是它的团结性。它不参与社会和政治运动，故巴哈伊信仰已成功地抵挡了不断的冲击，而没有分裂成不同的教派和群体。尽管其历史如古代任何宗教的历史一样动荡不安，但它却成功地维护了自身的团结。
在巴哈欧拉逝世后，祂所召唤的全球团结之过程已大大向前进展。通过历史的进程，种族、阶级、信仰和国家的传统障碍已开始渐渐地崩溃。巴哈欧拉曾预言，正在运作中的这些力量，将最终诞生出一个全球性的文明。地球上各族人民面临的挑战，是接受彼此为一家的事实，以协同创造这个世界。
巴哈欧拉言道：一个全球性社会的繁荣，必须基于基本原则。它们包括：消除各种偏见；两性间完全平等；认识到世界伟大宗教根本一元性；消除贫穷极端；普及教育；科学与宗教之和谐；在保自然与发展技术间维持平衡；基于集体安全和人类一家的原则，建立一个世界联邦体系。
全球巴哈伊对这些原则的忠诚，表现在个人和社团的转变中。这种信念与忠诚以各种方式体现出来，其中包括巴哈伊社团近年来发起的一大批小规模和基层的社会与经济发展项目。
在建造一个由地方到国家和国际的管理议事会的统一网络的过程中，巴哈欧拉的追随者已创造出一个范围广阔而多元化的世界性团体──以一种与以往截然不同的生活与活动方式为其标志 ── 为合作、和谐与社会实践提供了一个鼓舞人心的模式。在一个如此分崩离析的世界里，这本身就是一个独一无二的成就。
La Fe Bahá'í es la más joven de las religiones independientes del mundo. Su fundador, Bahá'u'lláh (1817-1892), es considerado por los bahá'ís como el más reciente en la cadena de Mensajeros de Dios que se extiende mucho más allá de lo que recuerda la historia y que incluye a Abraham, Moisés, Buda, Zoroastro, Cristo y Mahoma.
La idea central del mensaje de Bahá'u'lláh es que la humanidad es una sola raza y que ha llegado el día de su unificación en una sociedad global. Bahá'u'lláh dijo que Dios ha puesto en marcha fuerzas históricas que estan derribando barreras tradicionales de raza, clase, credo y nación y que con el tiempo crearán una civilización universal. El principal desafío al que se enfrentan los pueblos de la tierra es el de aceptar el hecho de su unidad y de ayudar a los procesos de unificación.
Uno de los propósitos de la Fe Bahá'í es ayudar a hacer posible esta respuesta. Una comunidad mundial de unos cinco millones de Bahá'ís, representativos de la mayoría de las naciones, razas y culturas de la tierra, trabaja para llevar las enseñanzas de Bahá'u'lláh a la práctica. Su experiencia será una fuente de estimulo para todos los que comparten su visión de la humanidad como una familia global y de la tierra como un solo hogar.
ينتشر البهائيون اليوم في أكثر من مئتين وخمسة وثلاثين بلداً، وهم يمثّـلون أصولاً دينية مختلفة وينتمون إلى أجناس وأعراق وشعوب وقبائل وجنسيات متعددة. أما الدين البهائي فمعترف به رسمياً في العديد من الدول، ومُمثّـل تمثيلاً غير حكومي في هيئة الأمم المتحدة والأوساط الدولية العلمية والاقتصادية.
والبهائيون على اختلاف أصولهم يُصدِّقونَ بما بين أيديهم من الكتب السماوية، يؤمنون بالرسالات السابقة دونما تفريق، ويعتقدون بأن رسالة حضرة بهاء الله - أسوة بغيرها من الرسالات السماوية - لا تمثّـل سوى مرحلة من المراحل المتعاقبة للتطور الروحي الذي يخضع له المجتمع الإنساني.
إِنَّ الدين البهائي دين عالمي مستقل كل الاستقلال عن أي دين آخر. وهو ليس طريقة من الطرق الصوفية، ولا مزيجاً مقتبساً من مبادئ الأديان المختلفة أو شرائعها، كما إنَّه ليس شُعبة من شعب الدين الاسلامي أو المسيحي أو اليهودي. وليس هو إحياء لأي مذهب عقائدي قديم. بل للدين البهائي كتبه المُنزلة، وشرائعه الخاصة، ونظمه الإدارية، وأماكنه المقدسة. أما رسالته الحضارية الموجهة إلى هذا العصر فتتلخص في المبادئ الروحية والاجتماعية التي نصّ عليها لتحقيق نظام عالمي جديد يسوده السلام العام وتنصهر فيه أمم العالم وشعوبه في اتحاد يضمن لجميع أفراد الجنس البشري العدل والرفاهية والاستقرار ويُشيّد حضارة إنسانية دائمة التقدم في ظل هداية إِلهية مستمرة.
يحثّ الدين البهائي أتباعه على الإيمان بالله الواحد الذي لا شريك له، ويعترف بوحدة الرسل والأنبياء دون استثناء، ويؤكد وحدة الجنس البشري، ويفرض على كل مؤمنٍ التخلي عن كل لون من ألوان التعصب والخرافات، ويجزم بأن هدف كل دين هو إشاعة الألفة والوئام، ويعتبر اتفاق الدين والعلم أمراً جوهرياً وعاملاً من أهم العوامل التي تمنح المجتمع البشري السكينة والاطمئنان وتحمله على التقدم والعمران. ولعل من أهم المبادئ التي ينادي بها الدين البهائي مبدأ المساواة في الحقوق بين البشر بما في ذلك المساواة بين الرجل والمرأة، فضلاً عن مبدأ التعليم الإجباري وتوفير الإمكانات لخلق مناخ اجتماعي سليم، فيأمر أتباعه بإزالة الهوّة السحيقة بين الفقراء والأغنياء، ويقضي بعدم تعدد الزوجات، ويُقدّس الكيان العائلي معتبراً الأسرة أساس بناء المجتمع الإنساني الصالح. ويمنع الدين البهائي أتباعه من الاشتغال بالأمور السياسية والحزبية ويشجعهم على الولاء والصدق والصفاء في علاقاتهم مع حكوماتهم وعلى خدمة أوطانهم ورفع شأن مواطنيهم. ولا تَدَع الكتب البهائية مجالاً للشك في أن حضرة بهاء الله سنّ لأتباعه منهجاً للسلوك ونمطاً للتعامل الشريف، فأكد أنّ الحياة الخاصة للفرد مقياس دقيق لإيمانه، ففرض على أتباعه طهارة القول والفكر والعمل، عفّةً وأمانةً وصدقاً وولاءً ونزاهةً ونقاوةً وكرماً، وأمرهم بكل معروف، ونهاهم عن كل منكر. يقول حضرة بهاء الله:
"قل يا قوم دعوا الرذائل وخُذوا الفضائل، كونوا قدوةً حسنةً بين الناس، وصحيفةً يتذكّر بها الأُناس ... كونوا في الطرْف عفيفاً، وفي اليد أميناً، وفي اللسان صادقاً، وفي القلب متذكراً..."(١)
"كن في النعمة مُنفقاً، وفي فقدها شاكراً، وفي الحقوق أميناً ... وفي الوعد وفيّاً، وفي الأمور منصفاً ... [وكن] للمهموم فَرَجاً، وللظمآن بحراً، وللمكروب ملجأ وللمظلوم ناصراً، ... وللغريب وطناً، وللمريض شفاءً، وللمستجير حصناً، وللضرير بصراً، ولمن ضلّ صراطاً، ولوجه الصدق جمالاً، ولهيكل الأمانة طرازاً، ولبيت الأخلاق عرشاً..."(٢)
La Foi bahá'íe est la plus jeune des religions mondiales indépendantes. Son fondateur, Bahá'u'lláh (1817-1892), est pour les bahá'ís le plus récent des messagers de Dieu, dans une lignée dont les origines se perdent dans la nuit des temps et où s'inscrivent Abraham, Moïse, Bouddha, Krishna, Zoroastre, Le Christ et Mahomet.
Au coeur du message de Bahá'u'lláh, il y a la conviction que l'humanité ne forme qu'une seule race et que le moment est venu pour elle de s'unir en une société mondiale. Dieu, affirme Bahá'u'lláh, a mis en marche des forces historiques qui, renversant les barrières traditionnelles de races, de classes, de croyances et de nationalités, donneront naissance, en temps voulu, à une civilisation universelle. Le principal défi pour les peuples de la terre est d'accepter leur unité et de favoriser la marche vers l'unification.
Un des objectifs de la Foi bahá'íe est de faciliter cette évolution. Forte de quelques 5 millions de membres représentant la plupart des nations, des races et des cultures de la planète, cette communauté mondiale s'efforce de donner corps aux enseignements de Bahá'u'lláh. Son expérience ne peut être qu'une source d'encouragements pour tous ceux qui partagent sa vision, celle d'une humanité formant une famille mondiale habitant le même foyer: la terre.
A Fé Bahá'í é a mais jovem das religiõs mundiais independentes. O seu fundador, Bahá'u'lláh (1817-1892), é considerado pelos bahá'ís como o mais recente na linha dos Mensageiros de Deus, que remonta aos primórdios da história e da qual fazem parte Abraão, Moisés, Buda, Zoroastro, Cristo e Maomé.
O tema central da mensagem de Bahá'u'lláh é o conceito de que a humanidade representa uma única raça e que é chegado o dia de sua unificação em uma única sociedade global. Deus, declarou Bahá'u'lláh, pôs em marcha forças históricas que estão rompendo as barreiras tradicionais de raça, classe, credo e nação e que irão, no devido tempo, dar à luz uma civilazação universal. O principal desafio que se coloca aos povos do mundo é aceitar a realidade da unidade do gênero humano e auxiliar os processos de sua unificação.
Um dos propósitos da Fé Bahá'í é contribuir para que isto se torne realidade. Uma comunidade mundial formada por cerca de 5 milhões de bahá'ís, representando a maioria das nações, raças e culturas da Terra, está trabalhando para conferir aos ensinamentos de Bahá'u'lláh um resultado prático. A experiência desta comunidade é uma fonte de encorajamento para todos aqueles que compartilham de sua visão, segundo a qual a humanidade é uma única família global e o planeta, a sua terra natal.
Moravia is a province of the Czech Republic (around Prague) which was formerly part of Bohemia. The origins of the Brethren go back to John Huss a Catholic heretic, who in 1415 was burned at the stake by the Catholic Church. Heretic followers of Huss formed a breakaway group from the Catholic Church in 1467 including some forerunners of the Moravian Brethren. Luther created the big break from the Catholic Church in Germany in 1517. Eventually during the Counter Reformation and the Thirty Years War (1618-48), a new group of Moravian Brethren moved to Saxony in 1722 to the town of Herrnhut. A new spiritual awakening and the founding of a Moravian Church occurred in 1727 led by Count Zinzendorf (1700-1760). In 1735 many Moravians went to America and founded the church there in Georgia, Pennsylvania and North Carolina. About 825,000 people worldwide are members of the Moravian Brethren (Unitas Fratrum). They base everything on the Bible and bishops are elected from the most spiritual members. They pursue missionary work, especially in Africa, and the largest concentration of Moravians today is in Tanzania! They allow members lots of freedom and members can be members of other churches, such as the Lutheran or Presbyterian Churches with which they maintain close links. The Moravian Church is part of the Lutheran World Federation. In Australia Moravians settled in the Wimmera as well as at Bethel near Tarlee. Bethel is a German word meaning “place of God.” The Moravians formed “utopian like” communities with communal lands etc.
Moravian Brethren are perhaps best known for their system of houses or “choirs” whereby they maintained separate seating in church for women, men, and single sisters and widows who were separated from the rest of the community. Virgins and single women were usually required to live in one large house together so that their spiritual needs could be dealt with separately. When a girl turned sixteen she was obliged to always wear some pink, usually a scarf or shawl but for church she might wear a pink blouse. Married women would always wear a rich red scarf or shawl. This practice of separating men and women carried over to the cemetery as well, with women being buried on one side and men on the other. You can see this today in the old part of the Bethel cemetery.
In 1854 a pastor by the name of Schondorf was sent out by the parent church at Herrnhut in Bohemia to establish a traditional Moravian Christian commune. Schondorf bought up 1,912 acres near Tarlee. A church and school were built and families allocated land which they thought they were buying. There was a Band Hall, for music performances. All went well for the first twenty years until families discovered they were not buying land, they were only renting it. The community wrote to the mother church in Herrnhut asking for a new priest. A few of the community stayed loyal to Schondorf and they moved with him and built another church and community nearby in 1876. A legal battle began over land ownership. The community committee took Schondorf to court but they lost the case. The community rift was then permanent. A new Moravian Brethren pastor Jacobi, also arrived in 1876. Pastor Jacobi continued until 1891, when he died. (Schondorf had died in 1877 a broken man after the legal battles.) Herrnhut then sent out another man, Pastor Buch, but just a few years (1895) later the Lutherans had built a large church at Bethel in the middle of the community. Most of the remaining Moravian Brethren began to attend the Lutheran Church. Pastor Buch was recalled to Bohemia in 1906 so the community severed their connection with Herrnhut and joined the Lutheran Synod. Many of the Moravians were not happy with the new arrangement as the Lutheran pastor (Benman) progressively brought in the practices of the Lutherans including robes, fees for weddings and funerals etc. Not far away from Bethel other Lutherans and Wends ( now called Sorbs) built another Lutheran Church only a kilometre or so away at Steinthal. The Moravians continued in SA with an offshoot community at South Kilkerran on Yorke Peninsula. The ruins of Schondorf’s second house, church and graveyard can be seen from the Bethel Lutheran Church. The Moravian church and large school has now been demolished. The Lutheran manse was built in 1908. The Moravian burials are numbered chronologically, with men and women separated.
FKM718L was a Leyland Atlantean PDR1A/1 Special, a forerunner to the AN68. M&D had twenty delivered in 1972/3 which were originally destined for Midland Red. They were all allocated to Gillingham depot. Relaxation of licencing coach services from the end of 1980 led M&D to introduce Invictaway services between the Medway Towns and London. Several vehicles were repainted black for these services, including two of this batch of Atlanteans. They were also fitted with high backed seats from withdrawn dual purpose Leopards. FKM718L was converted in November 1981 and repainted in this striking livery.
The 2002 is one of BMW's most famous automobile models. Its popularity cemented the company's reputation for compact sporting sedans and served as both forerunner of the BMW 3 Series and inspiration for the new 1 Series Coupe.
With its 1990 cc engine, it produced 108 bhp (81 kW; 109 PS) in the 2002, and 130 bhp (97 kW; 132 PS) in the high-performance 2002tii, offering a top speed of 185 km/h (115 mph). The 2002tii was based on the 2002ti that was never sold in the United States. Although almost exactly the same in appearance as a regular 2002, the tii had slightly wider wheels, larger front brakes, and a number of other mechanical modifications that made the car more fun and more desirable as a collector car. One result is that many of the highly desirable "tii"s appearing on eBay and sold throughout the country are fake; it is not uncommon to see tii engines installed in standard 2002s because there is a significant price difference between the two cars. The 2002ti (touring Internationale) is very rare, even more so than the 2002 turbo, as very few of these cars still survive. The 2002ti had two solex phh 40 side-draft carburettors and higher compression pistons resulting in 120 bhp (89 kW; 122 PS) and was made 68-71. The 2002ti was also very successful in racing and Hans Stuck won the Nurburgring 24-hour race in 1970, but the car also won many hill-climbs and rallies. This made the 2002 the cult car it is today. The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. BMW's, and Europe's first production turbo, it produced 170 hp (127 kW) at 5,800 rpm, with 240 N·m (180 lb·ft) of torque.
A three-door 2002, the Touring, was also available. The Touring was not a full station wagon, resembling a modern hatchback. BMW would not offer a Touring model again until the late 1980s, with the 3 Series. A cabriolet version was produced in small numbers by Baur of Germany, which to this day as IVM Automotive, continues to convert BMWs. This version was never sold in the United States although a number were brought in by diplomatic staff, and recently they can be imported so more have come over.
(Wikipedia)
- - -
Die ursprüngliche Baureihe 114, auch als BMW-02-Serie bezeichnet, umfasst Mittelklassefahrzeuge, die BMW in den Jahren 1966 bis 1977 baute. Die BMW-02-Serie stellte die Abrundung des BMW-Programms nach unten dar. Sie wurde aus dem BMW 1600 der „Neuen Klasse“ abgeleitet, die Modelle hatten jedoch nur zwei Türen.
Es gab nur Vierzylinder-Modelle (Motortyp M10) mit den Bezeichnungen 1502, BMW 1600-2, 1602, 1600 ti, 1802 und 2002, 2002 ti, 2002 tii und BMW 2002 turbo, wobei die ersten beiden Ziffern jeweils den Hubraum angeben (außer beim 1502, der auch 1,6 Liter Hubraum hat). Die Entwicklungscodes sind Typ 114 für die Modelle 1502–1802, E6 für die touring-Modelle, E10 für den BMW 2002 inkl. ti und tii sowie E20 für den BMW 2002 turbo.
(Wikipedia)
The ancient site at Kot Diji (Urdu: کوٹ ڈیجی) was the forerunner of the Indus Civilization. The people of this site lived about 3000 BCE. The remains consist of two parts; the citadel area on high ground (about 12 m), and outer area. The Pakistan Department of Archaeology excavated at Kot Diji in 1955 and 1957.
Located about 22 kilometers south of Khairpur in the province of Sindh, Pakistan. The site is situated at the foot of the Rohri Hills where a fort (Kot Diji Fort) was built around 1790 by Talpur dynasty ruler of Upper Sindh, Mir Suhrab who reigned from 1783 to 1830 AD. This fort built on the ridge of a steep narrow hill is well preserved.
This sensational 1935 SS Airline Coupe is the forerunner of the famous SS100 and Jaguar XK 120. The Swallow company was started in 1922 by William Lyons and William Walmsley building motorbike sidecars and after 1927 car bodies for many makes including Austin 7's. The first SS cars were produced in 1931 using mostly mechanical components supplied by the Standard Motor Company.The famous SS or Swallow Sport was built with a special low slung chassis with a 2 litre or a 2.5 litre side valve 6 cylinder engine. Available in 3 body styles, a 4 seater Tourer, Sedan or the rare Airline coupe body. The Jaguar name was not used until after 1936. Only 4,200 SS cars were produced.This exceptionally rare 1935 SS Airline Coupe is the upgraded Second Series with twin SU Carburettors and high lift camshaft. This car was sold new in Derby, UK to Mr B.
A carriage is a two- or four-wheeled horse-drawn vehicle for passengers. Second-hand private carriages were common public transport, the equivalent of modern cars used as taxis. Carriage suspensions are by leather strapping or, on those made in recent centuries, steel springs. Two-wheeled carriages are usually owner-driven.
Coaches are a special category within carriages. They are carriages with four corner posts and a fixed roof. Two-wheeled war chariots and transport vehicles such as four-wheeled wagons and two-wheeled carts were forerunners of carriages.
In the 21st century, horse-drawn carriages are occasionally used for public parades by royalty and for traditional formal ceremonies. Simplified modern versions are made for tourist transport in warm countries and for those cities where tourists expect open horse-drawn carriages to be provided. Simple metal sporting versions are still made for the sport known as competitive driving.
The word carriage (abbreviated carr or cge) is from Old Northern French cariage, to carry in a vehicle.[3] The word car, then meaning a kind of two-wheeled cart for goods, also came from Old Northern French about the beginning of the 14th century (probably derived from the Late Latin carro, a car); it is also used for railway carriages and in the US around the end of the 19th century, early cars (automobiles) were briefly called horseless carriages.
Some horse carts found in Celtic graves show hints that their platforms were suspended elastically. Four-wheeled wagons were used in Bronze Age Europe, and their form known from excavations suggests that the basic construction techniques of wheel and undercarriage (that survived until the age of the motor car) were established then.
First prototyped in the 3rd millennium BC, a bullock cart is a large two-wheeled cart pulled by oxen or buffalo. It includes a sturdy wooden pole between the oxen, a yoke connecting a pair of oxen, a wooden platform for passengers or cargo, and large steel rimmed wooden wheels.
Two-wheeled carriage models have been discovered from the Indus valley civilization including twin horse drawn covered carriages resembling ekka from various sites such as Harappa, Mohenjo Daro and Chanhu Daro. The earliest recorded sort of carriage was the chariot, reaching Mesopotamia as early as 1900 BC. Used typically for warfare by Egyptians, the Near Easterners and Europeans, it was essentially a two-wheeled light basin carrying one or two standing passengers, drawn by one to two horses. The chariot was revolutionary and effective because it delivered fresh warriors to crucial areas of battle with swiftness.
One of the great innovations in carriage history was the invention of the suspended carriage or the chariot branlant (though whether this was a Roman or medieval innovation remains uncertain). The "chariot branlant" of medieval illustrations was suspended by chains rather than leather straps as had been believed. Suspension, whether on chains or leather, might provide a smoother ride since the carriage body no longer rested on the axles, but could not prevent swinging (branlant) in all directions. It is clear from illustrations (and surviving examples) that the medieval suspended carriage with a round tilt was a widespread European type, referred to by any number of names (car, currus, char, chariot).
In 14th century England carriages, like the one illustrated in the Luttrell Psalter, would still have been a quite rare means of aristocratic transport, and they would have been very costly until the end of the century. They would have had four six-spoke six-foot high wheels that were linked by greased axles under the body of the coach, and did not necessarily have any suspension. The chassis was made from oak beam and the barrel shaped roof was covered in brightly painted leather or cloth. The interior would include seats, beds, cushions, tapestries and even rugs. They would be pulled by four to five horses.
Under King Mathias Corvinus (1458–90), who enjoyed fast travel, the Hungarians developed fast road transport, and the town of Kocs between Budapest and Vienna became an important post-town, and gave its name to the new vehicle type. The earliest illustrations of the Hungarian "Kochi-wagon" do not indicate any suspension, a body with high sides of lightweight wickerwork, and typically drawn by three horses in harness. Later models were considerably lighter and famous for a single horse being able to draw many passengers.
The Hungarian coach spread across Europe, initially rather slowly, in part due to Ippolito d'Este of Ferrara (1479–1529), nephew of Mathias' queen Beatrix of Aragon, who as a very junior Archbishopric of Esztergom developed a taste for Hungarian riding and took his carriage and driver back to Italy. Then rather suddenly, in around 1550, the "coach" made its appearance throughout the major cities of Europe, and the new word entered the vocabulary of all their languages. However, the new "coach" seems to have been a fashionable concept (fast road travel for men) as much as any particular type of vehicle, and there is no obvious technological change that accompanied the innovation, either in the use of suspension (which came earlier), or the adoption of springs (which came later). As its use spread throughout Europe in the late 16th century, the coach's body structure was ultimately changed, from a round-topped tilt to the "four-poster" carriages that became standard everywhere by c.1600.
The coach had doors in the side, with an iron step protected by leather that became the "boot" in which servants might ride. The driver sat on a seat at the front, and the most important occupant sat in the back facing forwards. The earliest coaches can be seen at Veste Coburg, Lisbon, and the Moscow Kremlin, and they become a commonplace in European art. It was not until the 17th century that further innovations with steel springs and glazing took place, and only in the 18th century, with better road surfaces, was there a major innovation with the introduction of the steel C-spring.
Many innovations were proposed, and some patented, for new types of suspension or other features. It was only from the 18th century that changes to steering systems were suggested, including the use of the 'fifth wheel' substituted for the pivoting fore-axle, and on which the carriage turned. Another proposal came from Erasmus Darwin, a young English doctor who was driving a carriage about 10,000 miles a year to visit patients all over England. Darwin found two essential problems or shortcomings of the commonly used light carriage or Hungarian carriage. First, the front wheels were turned by a pivoting front axle, which had been used for years, but these wheels were often quite small and hence the rider, carriage and horse felt the brunt of every bump on the road. Secondly, he recognized the danger of overturning.
A pivoting front axle changes a carriage's base from a rectangle to a triangle because the wheel on the inside of the turn is able to turn more sharply than the outside front wheel. Darwin suggested a fix for these insufficiencies by proposing a principle in which the two front wheels turn (independently of the front axle) about a centre that lies on the extended line of the back axle. This idea was later patented in 1818 as Ackermann steering. Darwin argued that carriages would then be easier to pull and less likely to overturn.
Carriage use in North America came with the establishment of European settlers. Early colonial horse tracks quickly grew into roads especially as the colonists extended their territories southwest. Colonists began using carts as these roads and trading increased between the north and south. Eventually, carriages or coaches were sought to transport goods as well as people. As in Europe, chariots, coaches and/or carriages were a mark of status. The tobacco planters of the South were some of the first Americans to use the carriage as a form of human transportation. As the tobacco farming industry grew in the southern colonies so did the frequency of carriages, coaches and wagons. Upon the turn of the 18th century, wheeled vehicle use in the colonies was at an all-time high. Carriages, coaches and wagons were being taxed based on the number of wheels they had. These taxes were implemented in the South primarily as the South had superior numbers of horses and wheeled vehicles when compared to the North. Europe, however, still used carriage transportation far more often and on a much larger scale than anywhere else in the world.
Today, carriages are still used for day-to-day transport in the United States by some minority groups such as the Amish. They are also still used in tourism as vehicles for sightseeing in cities such as Bruges, Vienna, New Orleans, and Little Rock, Arkansas.
The most complete working collection of carriages can be seen at the Royal Mews in London where a large selection of vehicles is in regular use. These are supported by a staff of liveried coachmen, footmen and postillions. The horses earn their keep by supporting the work of the Royal Household, particularly during ceremonial events. Horses pulling a large carriage known as a "covered brake" collect the Yeoman of the Guard in their distinctive red uniforms from St James's Palace for Investitures at Buckingham Palace; High Commissioners or Ambassadors are driven to their audiences with the King and Queen in landaus; visiting heads of state are transported to and from official arrival ceremonies and members of the Royal Family are driven in Royal Mews coaches during Trooping the Colour, the Order of the Garter service at Windsor Castle and carriage processions at the beginning of each day of Royal Ascot.
The ancient site at Kot Diji (Urdu: کوٹ ڈیجی) was the forerunner of the Indus Civilization. The people of this site lived about 3000 BCE. The remains consist of two parts; the citadel area on high ground (about 12 m), and outer area. The Pakistan Department of Archaeology excavated at Kot Diji in 1955 and 1957.
Located about 22 kilometers south of Khairpur in the province of Sindh, Pakistan. The site is situated at the foot of the Rohri Hills where a fort (Kot Diji Fort) was built around 1790 by Talpur dynasty ruler of Upper Sindh, Mir Suhrab who reigned from 1783 to 1830 AD. This fort built on the ridge of a steep narrow hill is well preserved.