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Type ‘E’ cars (factory designation - 81-703) were developed and mass-produced in 1963-1969 by Mytishchi Machine Building Plant in Moscow, a total of 822 cars were produced; part of its were delivered to Leningrad (St Petersburg) where operated from 1964 to 2015. On its base to 1966 for Leningrad metro was developed improved variant of train model Em having three types of motor wagons: Ema - head coach (model 81-705); Em - intermediate (model 81-704) and Emkh - tail coach (model 81-706), all had driver's cabine. This variant was produced initially from 1966 by Mytishchi Machine Building Plant, then from 1968 to 1970 on Leningrad Carriage Works named after I. E. Egorov; 150 (130 - in Leningrad) of Em type, 32 (20) Em and 32 (21) Emh type wagons were built total. The cars of Em, Ema and Emh types were sent to Avtovo depot of Leningrad Metro and began to serve the Nevsko-Vasileostrovskaya line opened in November 1967, and then Kirovsko-Vyborgskaya line, where they supplemented the rolling stock, which previously received cars of E type, and replaced the cars of the previous types G and D.
Further development of Em-type
In 1971 I.E. Egorov plant switched to production of intermediate cars of Em-501 type (factory designation 81-501), head cars of Ema-502 type (81-502) and tail cars of Emkh-503 type (81-503) with bodies like those of car No. 3894 but having three corrugations instead of two above the sill belt. Such cars were produced with reinforced bogies of Ezh type cars.
In total, during the period 1969-1975, the Egorov plant produced 202 cars of Em-501 type, 80 cars of Ema-502 type and 22 cars of Emh-503 type. Production of cars of the Em-501 type continued until 1978, and of the Ema-502 type - up to 1980 inclusive. In 1970-1973 the plant named after I.E. Egorov built cars of Em-508 and Em-509 types (factory designations 81-508, 81-509) for Moscow Metro. A total of 171 cars of type EM-508 and 62 cars of type EM-509 were produced.
Since 2001 St. Petersburg-based CJSC ‘Vagonmash’ (former Egorov plant) has started modernisation and renewal of Ema, Em, Ema-502 and Em-501 cars operating in St. Petersburg Metro.
Construite en 1921, cette centrale thermique d'Electrabel (originalement Intercom) située en région wallonne produisait d’énormes quantités d’énergie à partir de charbon. Responsable de 10% des émissions de CO2 de Belgique à elle-seule, l’usine a été fermée définitivement en 2007. Étendue sur une dizaine d'hectares, cette centrale est notamment formée d'un bâtiment principal et d'une tour de refroidissement, auxquels se rajoutent des bâtiments administratifs et une annexe munie d'une turbine de secours construits dans les années 60. Aujourd'hui la propriété de la société WANTY, cette centrale et surtout sa tour de refroidissement sont la proie d'urbexeurs venant du monde entier.
Type ‘E’ cars (factory designation - 81-703) were developed and mass-produced in 1963-1969 by Mytishchi Machine Building Plant in Moscow, a total of 822 cars were produced; part of its were delivered to Leningrad (St Petersburg) where operated from 1964 to 2015. On its base to 1966 for Leningrad metro was developed improved variant of train model Em having three types of motor wagons: Ema - head coach (model 81-705); Em - intermediate (model 81-704) and Emkh - tail coach (model 81-706), all had driver's cabine. This variant was produced initially from 1966 by Mytishchi Machine Building Plant, then from 1968 to 1970 on Leningrad Carriage Works named after I. E. Egorov; 150 (130 - in Leningrad) of Em type, 32 (20) Em and 32 (21) Emh type wagons were built total. The cars of Em, Ema and Emh types were sent to Avtovo depot of Leningrad Metro and began to serve the Nevsko-Vasileostrovskaya line opened in November 1967, and then Kirovsko-Vyborgskaya line, where they supplemented the rolling stock, which previously received cars of E type, and replaced the cars of the previous types G and D.
Further development of Em-type
In 1971 I.E. Egorov plant switched to production of intermediate cars of Em-501 type (factory designation 81-501), head cars of Ema-502 type (81-502) and tail cars of Emkh-503 type (81-503) with bodies like those of car No. 3894 but having three corrugations instead of two above the sill belt. Such cars were produced with reinforced bogies of Ezh type cars.
In total, during the period 1969-1975, the Egorov plant produced 202 cars of Em-501 type, 80 cars of Ema-502 type and 22 cars of Emh-503 type. Production of cars of the Em-501 type continued until 1978, and of the Ema-502 type - up to 1980 inclusive. In 1970-1973 the plant named after I.E. Egorov built cars of Em-508 and Em-509 types (factory designations 81-508, 81-509) for Moscow Metro. A total of 171 cars of type EM-508 and 62 cars of type EM-509 were produced.
Since 2001 St. Petersburg-based CJSC ‘Vagonmash’ (former Egorov plant) has started modernisation and renewal of Ema, Em, Ema-502 and Em-501 cars operating in St. Petersburg Metro.
ValuJet Airlines Flight 592 was a regularly scheduled flight from Miami to Atlanta in the United States. On May 11, 1996, the ValuJet Airlines McDonnell Douglas DC-9 (N904VJ) operating the route crashed into the Florida Everglades about 10 minutes after departing Miami due to a fire in the cargo compartment. The fire was caused by mislabeled and improperly stored hazardous cargo (oxygen generators). All 110 people on board were killed.
ValuJet Airlines Flight 592 was a regularly scheduled flight from Miami to Atlanta in the United States. On May 11, 1996, the ValuJet Airlines McDonnell Douglas DC-9 operating the route crashed into the Florida Everglades about 10 minutes after departing Miami due to a fire in the cargo compartment. The fire was caused by mislabeled and improperly stored hazardous cargo (oxygen generators). All 110 people on board were killed.
On the afternoon of May 11, 1996, Flight 592 left Gate G2 in Miami after a delay of one hour and four minutes because of electrical problems.[1] There were 110 people on board: 105 passengers, mainly from Florida and Georgia, and a crew of two pilots and three flight attendants. At 2:04 p.m. EDT, the DC-9 departed from Runway 9L (now Runway 8R) and began a normal climb.
At 2:10 p.m., the passengers began to smell smoke. At the same time, the pilots heard a loud bang in their headsets and noticed that the plane was losing electrical power. The sag in electrical power and the banging sound were eventually determined to be the result of an explosion of a tire in the cargo hold. Seconds later, a flight attendant entered the cockpit and informed the flight crew of a fire in the passenger cabin. Passengers' shouts of "fire, fire, fire" were recorded on the cockpit voice recorder (CVR) when the cockpit door was opened. Although ValuJet's flight-attendant training manual stated that the cockpit door should not be opened when smoke or other harmful gases might be present in the cabin, the intercom was not functional and there was no other way to alert the pilots. The flight data recorder (FDR) indicated a progressive failure of the DC-9's electrical and flight control systems resulting from the spreading fire.
Kubeck and Hazen immediately asked air traffic control to return to Miami and were given instructions for a return to the airport. One minute later, Hazen requested the nearest available airport. Kubeck began to turn the plane left in preparation for the return to Miami.
Flight 592 disappeared from radar when it crashed at 2:13:42 p.m., about ten minutes after takeoff.
Eyewitnesses watched as the plane banked sharply, rolled onto its side and nosedived into the Francis S. Taylor Wildlife Management Area in the Everglades, a few miles west of Miami, at a speed in excess of 507 miles per hour (441 kn; 816 km/h). According to the NTSB's report, two witnesses fishing nearby testified that "they saw a low-flying airplane in a steep right bank. According to these witnesses, as the right bank angle increased, the nose of the airplane dropped and continued downward. The airplane struck the ground in a nearly vertical attitude."[1]: 4 They reported seeing no external damage nor any sign of fire or smoke other than the engine exhaust. A group of sightseers in a small private plane also witnessed the crash and provided a nearly identical account, stating that Flight 592 seemed to "disappear" after hitting the swamp and that they could see nothing but scattered small debris, part of an engine and a large pool of jet fuel near the crash site.
Kubeck had lost control of the plane less than 10 seconds before impact. Examination of debris suggested that the fire had burned through the floorboards in the cabin, resulting in structural failure and damage to cables underneath the instrument panels. The NTSB report on the accident stated that "the Safety Board cannot rule out the possibility that the flightcrew was incapacitated by smoke or heat in the cockpit during the last 7 seconds of the flight."[1]: 107 Interruptions in the cockpit voice recorder occurred on two occasions, one of which was one minute and 12 seconds in length.[1]: 174 The aircraft hit the water at 2:13:42 p.m. EDT, about 10 minutes after takeoff. The impact site was on the eastern edge of Florida Water Conservation Area 3B, between two levees, in an area known as the L-67 Pocket.[1]: 4 [10]
All on board were killed in the crash. Recovery of the aircraft and victims was severely complicated by the location of the crash. The nearest road of any kind was more than a quarter of a mile (400 m) away from the crash scene, and the location of the crash itself was a deep-water swamp with a floor of solid limestone. The aircraft was destroyed on impact, with no large pieces of the fuselage remaining. Sawgrass, alligators and risk of bacterial infection from cuts plagued searchers involved in the recovery effort.
At the end of a 15-month investigation, the National Transportation Safety Board (NTSB) determined that the fire had developed in a cargo compartment below the passenger cabin.[1] The cargo compartment was of a Class D design, in which fire suppression is accomplished by sealing the hold from outside air. Any fire in such an airtight compartment would quickly exhaust all available oxidizers and then extinguish itself. As the fire suppression can be accomplished without any intervention by the crew, such holds are not equipped with smoke detectors.
The NTSB determined that just before takeoff, 144 expired chemical oxygen generators, each slightly larger than the size of a tennis-ball can, had been placed in the cargo compartment in five boxes marked COMAT (company material) by ValuJet's maintenance contractor SabreTech.[14] This violated Federal Aviation Administration (FAA) regulations forbidding the transport of hazardous materials in passenger-aircraft cargo holds.[a] Failure to cover the generators' firing pins with the prescribed plastic caps made accidental activation much more likely. The investigation revealed that rather than covering the pins, maintenance personnel simply cut the cords attached to the pins or applied duct tape around the cans, and consumer-grade adhesive tape was also used to secure the ends. SabreTech employees indicated on the cargo manifest that the "oxy canisters", which were loosely packed in boxes that were each sealed with tape and bubble wrap, were "empty." ValuJet workers then loaded the boxes in the cargo hold in the mistaken belief that the devices were simply empty canisters that would be safe and legal to transport on a passenger aircraft.[15]
Chemical oxygen generators, when activated, produce oxygen for passengers if the plane suffers a decompression. However, they also produce a great quantity of heat because of the exothermic nature of the chemical reaction involved. Therefore, not only could the heat and generated oxygen start a fire, but the oxygen could also keep the fire burning.
Investigators determined that one of the oxygen generators was likely triggered when the plane experienced a slight jolt while taxiing. As the aircraft taxied and took off, the generator began releasing heat that caused other canisters to activate. Each activation created more heat, which rapidly caused all of the generators to activate. The intense heat ignited a fire in the other materials in the cargo hold. The fire was worsened by the presence of two main aircraft tires, one of them mounted on a main wheel, and a nose tire and wheel that were also included in the list of materials shipped as COMAT.
Laboratory testing showed that canisters of the same type could heat nearby materials up to 500 °F (260 °C). The oxygen from the generators fed the resulting fire in the cargo hold without any need for outside air, defeating the cargo hold's airtight design. A pop and jolt heard on the cockpit voice recording and correlated with a brief and dramatic spike in the altimeter reading in the flight data recording were attributed to the sudden cabin-pressure change caused by one of the wheels in the cargo hold exploding from the heat.[15] Investigators also determined that in this process, the fire began to destroy control cables that ran to the back of the aircraft, which explained why the pilots began losing control before the plane crashed. The NTSB concluded that the aircraft was under positive control by the pilots until the time of the sharp right turn and dive immediately prior to impact.[1]
Regulatory change
Smoke detectors in the cargo holds can alert the flight crew of a fire long before the problem becomes apparent in the cabin, and a fire-suppression system buys valuable time to land the plane safely. This would prevent a scenario similar to Flight 592 in which the emergency had escalated well beyond the flight crew's ability to respond by the time that the problem had become apparent. In February 1998, the FAA issued revised standards requiring all Class D cargo holds to be converted by early 2001 to Class C or E; these types of holds have additional fire-detection and fire-suppression equipment.
Construite en 1921, cette centrale thermique d'Electrabel (originalement Intercom) située en région wallonne produisait d’énormes quantités d’énergie à partir de charbon. Responsable de 10% des émissions de CO2 de Belgique à elle-seule, l’usine a été fermée définitivement en 2007. Étendue sur une dizaine d'hectares, cette centrale est notamment formée d'un bâtiment principal et d'une tour de refroidissement, auxquels se rajoutent des bâtiments administratifs et une annexe munie d'une turbine de secours construits dans les années 60. Aujourd'hui la propriété de la société WANTY, cette centrale et surtout sa tour de refroidissement sont la proie d'urbexeurs venant du monde entier.
Intercom: Attention! The mandatory STD warning has taken effect. Institute scientists, coursers and synths are required to remove all articles of clothing until the offended parties are isolated. Children are not required to participate. Suspicion will be levied against you if you ignore this warning, or lock yourselves in your quarters.
P5-C4: Is this some kind of prank?
R4-04: Nope! I'll bet you it was one of those damn Coursers. They're the only ones coming back from the surface.
On Explorer 12 August 2008, #494
Nikon D200 + Nikkor 20mm f/2.8D
This has to be the coolest intercom I've ever seen. This photo is taken at the front gate of an old apartment building in Sham Shui Po district of Kowloon and the hole is the end of a pipe that leads to the upper floors of the apartment building. To talk to someone in the upper floors simply speak into the hole and the sound is transmitted acoustically through the metal pipe, similarly the sound from your friend above comes out from the same hole. Simply ingenius!
En la estación de metro del aeropuerto de Barajas / At the Baraja's airport underground station
(In Explore, May 31, 2007)
The NuTone model 2055-2056 that was built into my house built in 1965, still operates. There is a phono jack I can use to play my own music through the system, or I can use my flea-power AM transmitter to feed music into the AM tuner and play it through the house.
Lifeboat category: Atlantic 85 Inshore
Maximum speed:– 35 knots
Range / endurance:– 3 hours maximum
Displacement / weight:Atlantic 85 – 1.8 tonnes
Beam / width:– 2.85m
Draught / depth:– 0.53m
Fuel capacity:– 210 litres
Construction
FRC with Hypalon tubeEndurance3 hours
Engines2 x 115hp Yamaha Outboard
Crew4
Survivor capacity: 20
Hulls built by Souter Marine (later SAR Composites at Lymington), and tubes by Avon. Final assembly completed at the RNLI Inshore Lifeboat Centre at Cowes, Isle of Wight. The Atlantic 85 replaced the Atlantic 75 in RNLI service.
Communications and navigation Includes
Fitted and hand-held VHF (very high frequency) radio
intercom (Atlantic 85 only)
onboard global positioning system (GPS)
radar (Atlantic 85 only)
VHF direction-finding (VDF) equipment (Atlantic 85 only)
electronic chart
The Atlantic 85 is part of the B-class of lifeboats that serve the shores of the United Kingdom and Ireland as a part of the RNLI inshore fleet.
The Atlantic 85 is the third generation B-class Rigid Inflatable Boat (RIB) developed from the Atlantic 21 and the later Atlantic 75. The Atlantic design of the B-class of lifeboats is named after Atlantic College, where the design was originally developed.
Design
The hull is constructed in a fibre reinforced composite, consisting of a carbon fibre and foam core laminate with an epoxy glass and foam sandwich layup. The tubes are Hypalon.
The boat is powered by twin 115 hp (86 kW) Yamaha 4-stroke outboard engines that have been inversion-proofed to ensure the engines are still operational after a capsize.
Like previous RIBs, it has a manually operated self-righting mechanism that deploys an airbag mounted atop the A-frame. It is capable of being beached in an emergency without sustaining damage to engines or steering gear. The Atlantic 85 is fitted with radar and VHF direction finding equipment and can be operated safely in daylight in a force 6/7 and at night in a force 5/6.
The Atlantic 85 also has intercom communications between the crew and VHF radio via their helmets, DGPS & Chartplotter. It also carries a searchlight, night-vision equipment and illuminating paraflares for night-time operations.
To ensure equipment is kept to a high standard of repair, boats go through annual or bi-annual overhauls, and 4-year refits.
Type ‘E’ cars (factory designation - 81-703) were developed and mass-produced in 1963-1969 by Mytishchi Machine Building Plant in Moscow, a total of 822 cars were produced; part of its were delivered to Leningrad (St Petersburg) where operated from 1964 to 2015. On its base to 1966 for Leningrad metro was developed improved variant of train model Em having three types of motor wagons: Ema - head coach (model 81-705); Em - intermediate (model 81-704) and Emkh - tail coach (model 81-706), all had driver's cabine. This variant was produced initially from 1966 by Mytishchi Machine Building Plant, then from 1968 to 1970 on Leningrad Carriage Works named after I. E. Egorov; 150 (130 - in Leningrad) of Em type, 32 (20) Em and 32 (21) Emh type wagons were built total. The cars of Em, Ema and Emh types were sent to Avtovo depot of Leningrad Metro and began to serve the Nevsko-Vasileostrovskaya line opened in November 1967, and then Kirovsko-Vyborgskaya line, where they supplemented the rolling stock, which previously received cars of E type, and replaced the cars of the previous types G and D.
Further development of Em-type
In 1971 I.E. Egorov plant switched to production of intermediate cars of Em-501 type (factory designation 81-501), head cars of Ema-502 type (81-502) and tail cars of Emkh-503 type (81-503) with bodies like those of car No. 3894 but having three corrugations instead of two above the sill belt. Such cars were produced with reinforced bogies of Ezh type cars.
In total, during the period 1969-1975, the Egorov plant produced 202 cars of Em-501 type, 80 cars of Ema-502 type and 22 cars of Emh-503 type. Production of cars of the Em-501 type continued until 1978, and of the Ema-502 type - up to 1980 inclusive. In 1970-1973 the plant named after I.E. Egorov built cars of Em-508 and Em-509 types (factory designations 81-508, 81-509) for Moscow Metro. A total of 171 cars of type EM-508 and 62 cars of type EM-509 were produced.
Since 2001 St. Petersburg-based CJSC ‘Vagonmash’ (former Egorov plant) has started modernisation and renewal of Ema, Em, Ema-502 and Em-501 cars operating in St. Petersburg Metro.
"Sand Dragon 5 to base... Come in please... Situation critical. Over."
"This is UNSC Central, report sergeant."
"It's bad here sir. I lost two of my squad at the Activation booth. Seems Rock Band 3 will include real instruments. It was a mad house!"
"What about the rest of them Son? You dropped from orbit with a full company of troops."
"My recon team never came back from scouting Hall H. We heard rumors of a Ryan Reynolds sighting there. I don't have much hope. I lost three more when they engaged some nerds in a Dirk Benedict vs Katee Sackhoff debate. All I heard was a muffled 'frack you' and a smelly mass of dweebs engulfed them. I had no idea BSG fans had such a swarm instinct."
"What about your Spartan escort?"
"Twilight fans sir. He fought back till then end, but there was just too much black eye liner, fishnet hose, and pouty looks. His MJOLNIR armor was no match for that much glistening and teen angst. No man could have survived that."
"Dear God. It's worse than I thought Son, stay put. I'm ordering an ODST drop to reinforce you. Just stay where you are and whatever you do, don't let your guard down, our intelligence suggests the exhibit hall is crawling with Green Hornet booth babes. Command out."
I've seen a lot of Nutone intercom systems but have never heard of Talk-a-Radio. From the label on the radio, the company was based in Dallas.
Built in 1963, the owners of this 1,900 sf home in suburban Oklahoma City loved the initial interior design of their abode so much that they hardly changed a thing over the next 50 years -- we're talking original wallpaper, light fixtures, counter tops, cabinets, the works! It is such a gem of a home and will soon go on the market, and the owner's granddaughter is really hoping that someone who appreciates the home's great, Asian-influenced mid-century design will buy it and keep as many original elements as possible. I really hope that buyer is out there.
Linhof Super Technika IV 6x9
Schneider-Kreuznach Tele-Arton 180mm
Kodak Ektar 100
Seconic L-308 measured at ISO 125
I was told that this intercom was used on a train for communication between the locomotive and the caboose.
Item 42 - To be auctioned at Cledis Estes Auctions II in Medina, Ohio.
So at work the other day, I actually went to THE managers meeting, as THE manager meeting was announced over the intercom, normally I would blow it off and just get work done, But I went, it must have been for the free sandwich, soda and cookie. Same old shit at the meeting of managers, a total waste of time, just a bunch of people kind of getting happy about their job, because they are managers...I ate my sandwich and drank my soda, and thought what the HELL am I doing here, I have work to do...after the meeting I wrapped my cookie in a napkin, and gave my cookie to the store secretary, who is not allowed to attend the managers meetings....she is nice and she deserved a cookie..Tonya's thought for the day...".A good manager will share a cookie with her staff"
Tonya has no staff just herself in the department....well not Tonya....but Tonya when she gets home....
When I was on a Submarine one of the most memorable sounds I heard coming over the intercom was Diving now.
Often it was the first words I remembered when I spent long period away from my wife and Children.
Subsequently the last words were surfacing now, surfacing now.
Strange how watching the flight of a bird can pull back those memories from the depth of my psyche. How wonderful it is to just watch the flight of a master of the air.
Mom & I went on a five day driving trip through Eastern, Oregon.
Some highlights: Outsider Art Monument: Petersen Rock Garden in Redmond (friendliest peacocks I’ve ever met!). The John Day Fossil Area was amazing – the Painted Hills and Sheep Unit. At the latter we went down a trail called something like “Island back in time” and were mesmerized by the strange chalky green rocky landscape with no life growing from it. We were lucking out with 75 and Sunny in a place that can get 110 this time of year. The new Paleontology Museum is very interesting. I became obsessed with touring cyclists and wished I was on my bike. Even saw a group of 4 punk-style riders, with just boxes and blankets strapped to the back of their bikes. We barely made the last tour at the Kam Wah Chung Museum in John Day not knowing that you can only visit with a guide. This old apothecary/store/house set in what once was a Chinatown was really interesting to me. Then on to Baker City, Oregon which is really a great town – I walked around at Sunset and thought about setting up a portable press shop here for a month. We stayed in the Geiser Grand Hotel, which isn’t as expensive as you’d think, and my oh my were those sheets soft. The next day for the firs half of the we visited the National Oregon Trail Interpretative Center a top Flagstaff Hill, 5 miles outside of town. The museum got a thumbs down from me (too general, busy, not into taxidermy horses), But the center and walking trails are worth it and I loved visiting the actual Oregon trail and seeing the old wagon ruts. Mom and I realized that we could visit Hell’s Canyon afterall. I really wanted to go, but we didn’t want to hit gravel roads. We found there was a road to an overlook that we could take on our way to Joseph. We stopped in Halfway, Oregon and I got a chocolate milkshake. At the overlook in Hells Canyon there is a pretty amazing view of the nation’s deepest Canyon. You can’t see the floor or anything, and you feel far away, but it was still beautiful. In Joseph we didn’t like our stinky overpriced smelling cabin or the fact that everyone and their family seemed to be around the Lake in the Wallowas, but I took advantage of the pool/hot tub and beat my mom in Scrabble even though she made two whole words. In the morning we played mini golf at the resort while a couple long haired boys watched us. Mom loves Mini golf! We were going back and forth on whether we should take the Tram to the top of Mt Henry, we heard it was good, but wondering if we should get a move on. But luckily we decided to go. The weather was great and I couldn’t believe the Swiss Gondola style tram went an entire mile up. We were at over 8000 feet! At the top we were greeted by a gopher and a chipmunk, little did we know that we’d meet many more “friends” on our visit up there. We walked around the trails and had a very chipper time. On the way out of Joseph we stopped at the local county museum – I asked the friendly senior ladies what they liked most in the museum. One lady said the electric curler (a scary monstrosity!) and the other lady said a grade school exhibit from the 1905 Lewis & Clark Fair. I myself was amused by the Moonshine exhibit. I gave the one lady a painting I made of the electric curler and she was so pleased! We then drove through a few small towns and headed towards Pendleton, getting loss in La Grande on the way. Pendleton was so much smaller than I thought (all the round-up/blanket hype), but I enjoyed the murals, and my mom and walked on the riverwalk which was buggy at dusk. We played another game of Scrabble where I almost won, until I made a stupid fatal error on my second to last turn. In the morning (Saturday) we walked around town, but nothing was open and we looked like hick tourists. I guess all the action was on Friday night. Finally a few shops opened, but every one seemed to be selling old stuff – some of it good (the Curio shop!) some bad (beanie babies, and romance novel, now really!) And everyone wanted a lot of money for crap. We headed out of town (backtracking a few miles) to go to the Tamástslikt Cultural Institute which in on the Indian Reservation. Right before we stopped for gas, and waited to be served (can’t pump your own gas in Oregon), but no one came, and then we realized, oh on the reservation you pump your own gas! The museum is past the casino that had a full parking lot. The museum lot only had three cars. I was really impressed with the exhibits and design and learned a lot about five Indian groups from the area. Outside it was heating up, planning on getting up to 100, I walked around displays of different kinds of Indian housing.
We then headed down the Gorge towards Portland and watched the scenery slowly change from beige to green. We crossed the toll bridge at Hood River to Bingen to meet my Sister Sarah and 3 ½ year old nephew Andy who were coming on the 6:20 train. They had a long day starting in Mt. Vernon, Washington. We ate at a really good local Pizza place and were glad there was a play area for Andy who had been confined on a train all day with my sister. Sarah and I each had Keylime pie! We stayed at the Bingen School House hostel. Stuart who runs it was very nice and I liked it very much, though the kitchen/common area needs some help. We had our own family room. Unfortunately in the night there was a lot of commotion/terrible human noises which kept me from going to sleep for some time, in the morning we found out that a man was having a life threatening asthma attack. We had no idea what it was, and I got really spooked out. The guy was okay which is good. We had pre-purchased tickets to go on the Hood River Train excursion, not thinking that Sarah and Andy had spent an entire day before on the train. We couldn’t get out of them, so we went anyway. The train ride is pleasant following a river and behind groves the fruit trees and the talk a little about the area over the intercom, but it’s a little pricey for what it is, of course we were in second class (not the upstairs viewing bubble, and trying to keep a 3 ½ year old entertained). But the destination of Parkdale had a secret museum I didn’t know about – the Hutson Museum with the famed rock supper! I had heard about it but never quite figured out where it was. So at last! The museum was run by the collector’s neice, who showed me a fun video of Jesse who was crazy about rocks and wanted to collect one of each kind. Once back in Hood River, we drove around Mt Hood to Hwy 26 and finally hit a huge rain system, the first really on the whole trip. I had hoped to stop in Sandy so Andy could go on a train ride in this man’s backyard, but he was napping, and it was raining, so next time.
Still on the theme of the Oregon Trail, the next day we headed to Oregon City stopping for a brief hike on Elk Island in Milwaukee. The End of the Oregon Trail Museum was such a hit for little Andy. There were so many hands on things, ladies dressed in pioneers, and even the multimedia “Bound for Oregon” film kept Andy’s attention. But it was the Cedar Man who made stuff out of cedar that Andy liked best until he saw the Trolley, which gives free loop rides around town. The driver lady told some stories, let us out to look at the falls, and then we got out up on the bluff to look at John McLouglin’s home (not open) and ride up and down the Municipal Elevator, and then hopped back on the trolley only to hop off again for local cherries for $1 a pound – and good ones at that. The next day, with a free family pass, we headed to OMSI because I wanted to see my nephew Andy in one of the little chipmunk costumes. Andy loved OMSI he ran around from place to place, but especially liked the sand and water areas, and for a little while loved being a little chipmunk. After that I thought it would be fun to take Andy to Sushi World, so he could see the food go around and round. He loved it, Mom wasn’t so into it, Sarah and I enjoyed it. The day ended with my Birthday party in the Park (in a separate photo set.). I sent the family off to the Beach for two days, and they will stop over for one more night before heading back to Minnesota.
Tamástslikt Cultural Institute
Mom & I went on a five day driving trip through Eastern, Oregon.
Some highlights: Outsider Art Monument: Petersen Rock Garden in Redmond (friendliest peacocks I’ve ever met!). The John Day Fossil Area was amazing – the Painted Hills and Sheep Unit. At the latter we went down a trail called something like “Island back in time” and were mesmerized by the strange chalky green rocky landscape with no life growing from it. We were lucking out with 75 and Sunny in a place that can get 110 this time of year. The new Paleontology Museum is very interesting. I became obsessed with touring cyclists and wished I was on my bike. Even saw a group of 4 punk-style riders, with just boxes and blankets strapped to the back of their bikes. We barely made the last tour at the Kam Wah Chung Museum in John Day not knowing that you can only visit with a guide. This old apothecary/store/house set in what once was a Chinatown was really interesting to me. Then on to Baker City, Oregon which is really a great town – I walked around at Sunset and thought about setting up a portable press shop here for a month. We stayed in the Geiser Grand Hotel, which isn’t as expensive as you’d think, and my oh my were those sheets soft. The next day for the firs half of the we visited the National Oregon Trail Interpretative Center a top Flagstaff Hill, 5 miles outside of town. The museum got a thumbs down from me (too general, busy, not into taxidermy horses), But the center and walking trails are worth it and I loved visiting the actual Oregon trail and seeing the old wagon ruts. Mom and I realized that we could visit Hell’s Canyon afterall. I really wanted to go, but we didn’t want to hit gravel roads. We found there was a road to an overlook that we could take on our way to Joseph. We stopped in Halfway, Oregon and I got a chocolate milkshake. At the overlook in Hells Canyon there is a pretty amazing view of the nation’s deepest Canyon. You can’t see the floor or anything, and you feel far away, but it was still beautiful. In Joseph we didn’t like our stinky overpriced smelling cabin or the fact that everyone and their family seemed to be around the Lake in the Wallowas, but I took advantage of the pool/hot tub and beat my mom in Scrabble even though she made two whole words. In the morning we played mini golf at the resort while a couple long haired boys watched us. Mom loves Mini golf! We were going back and forth on whether we should take the Tram to the top of Mt Henry, we heard it was good, but wondering if we should get a move on. But luckily we decided to go. The weather was great and I couldn’t believe the Swiss Gondola style tram went an entire mile up. We were at over 8000 feet! At the top we were greeted by a gopher and a chipmunk, little did we know that we’d meet many more “friends” on our visit up there. We walked around the trails and had a very chipper time. On the way out of Joseph we stopped at the local county museum – I asked the friendly senior ladies what they liked most in the museum. One lady said the electric curler (a scary monstrosity!) and the other lady said a grade school exhibit from the 1905 Lewis & Clark Fair. I myself was amused by the Moonshine exhibit. I gave the one lady a painting I made of the electric curler and she was so pleased! We then drove through a few small towns and headed towards Pendleton, getting loss in La Grande on the way. Pendleton was so much smaller than I thought (all the round-up/blanket hype), but I enjoyed the murals, and my mom and walked on the riverwalk which was buggy at dusk. We played another game of Scrabble where I almost won, until I made a stupid fatal error on my second to last turn. In the morning (Saturday) we walked around town, but nothing was open and we looked like hick tourists. I guess all the action was on Friday night. Finally a few shops opened, but every one seemed to be selling old stuff – some of it good (the Curio shop!) some bad (beanie babies, and romance novel, now really!) And everyone wanted a lot of money for crap. We headed out of town (backtracking a few miles) to go to the Tamástslikt Cultural Institute which in on the Indian Reservation. Right before we stopped for gas, and waited to be served (can’t pump your own gas in Oregon), but no one came, and then we realized, oh on the reservation you pump your own gas! The museum is past the casino that had a full parking lot. The museum lot only had three cars. I was really impressed with the exhibits and design and learned a lot about five Indian groups from the area. Outside it was heating up, planning on getting up to 100, I walked around displays of different kinds of Indian housing.
We then headed down the Gorge towards Portland and watched the scenery slowly change from beige to green. We crossed the toll bridge at Hood River to Bingen to meet my Sister Sarah and 3 ½ year old nephew Andy who were coming on the 6:20 train. They had a long day starting in Mt. Vernon, Washington. We ate at a really good local Pizza place and were glad there was a play area for Andy who had been confined on a train all day with my sister. Sarah and I each had Keylime pie! We stayed at the Bingen School House hostel. Stuart who runs it was very nice and I liked it very much, though the kitchen/common area needs some help. We had our own family room. Unfortunately in the night there was a lot of commotion/terrible human noises which kept me from going to sleep for some time, in the morning we found out that a man was having a life threatening asthma attack. We had no idea what it was, and I got really spooked out. The guy was okay which is good. We had pre-purchased tickets to go on the Hood River Train excursion, not thinking that Sarah and Andy had spent an entire day before on the train. We couldn’t get out of them, so we went anyway. The train ride is pleasant following a river and behind groves the fruit trees and the talk a little about the area over the intercom, but it’s a little pricey for what it is, of course we were in second class (not the upstairs viewing bubble, and trying to keep a 3 ½ year old entertained). But the destination of Parkdale had a secret museum I didn’t know about – the Hutson Museum with the famed rock supper! I had heard about it but never quite figured out where it was. So at last! The museum was run by the collector’s neice, who showed me a fun video of Jesse who was crazy about rocks and wanted to collect one of each kind. Once back in Hood River, we drove around Mt Hood to Hwy 26 and finally hit a huge rain system, the first really on the whole trip. I had hoped to stop in Sandy so Andy could go on a train ride in this man’s backyard, but he was napping, and it was raining, so next time.
Still on the theme of the Oregon Trail, the next day we headed to Oregon City stopping for a brief hike on Elk Island in Milwaukee. The End of the Oregon Trail Museum was such a hit for little Andy. There were so many hands on things, ladies dressed in pioneers, and even the multimedia “Bound for Oregon” film kept Andy’s attention. But it was the Cedar Man who made stuff out of cedar that Andy liked best until he saw the Trolley, which gives free loop rides around town. The driver lady told some stories, let us out to look at the falls, and then we got out up on the bluff to look at John McLouglin’s home (not open) and ride up and down the Municipal Elevator, and then hopped back on the trolley only to hop off again for local cherries for $1 a pound – and good ones at that. The next day, with a free family pass, we headed to OMSI because I wanted to see my nephew Andy in one of the little chipmunk costumes. Andy loved OMSI he ran around from place to place, but especially liked the sand and water areas, and for a little while loved being a little chipmunk. After that I thought it would be fun to take Andy to Sushi World, so he could see the food go around and round. He loved it, Mom wasn’t so into it, Sarah and I enjoyed it. The day ended with my Birthday party in the Park (in a separate photo set.). I sent the family off to the Beach for two days, and they will stop over for one more night before heading back to Minnesota.
After the power plant and the cooling tower, here come pictures of the offices, including the baths, cafeteria as well as workshops. And, a little farther, a former Intercom coal distributor (big metallic structure).
Après la centrale thermique à proprement parler et la tour de refroidissement, voici un album sur les bureaux de la centrale, comprenant les bains-douches, la cafétéria ainsi que des ateliers. Et, un peu plus loin, un ancien distributeur à charbon d'Intercom (grande structure métallique).
Fotos da condecoração da Professora Maria Aparecida Baccega com o Prêmio Luiz Beltrão de Ciências da Comunicação, categoria Maturidade Acadêmica, realizado no dia 5 de setembro de 2013 no Intercom em Manaus
Fotos da condecoração da Professora Maria Aparecida Baccega com o Prêmio Luiz Beltrão de Ciências da Comunicação, categoria Maturidade Acadêmica, realizado no dia 5 de setembro de 2013 no Intercom em Manaus
Fotos da condecoração da Professora Maria Aparecida Baccega com o Prêmio Luiz Beltrão de Ciências da Comunicação, categoria Maturidade Acadêmica, realizado no dia 5 de setembro de 2013 no Intercom em Manaus
Fotos da condecoração da Professora Maria Aparecida Baccega com o Prêmio Luiz Beltrão de Ciências da Comunicação, categoria Maturidade Acadêmica, realizado no dia 5 de setembro de 2013 no Intercom em Manaus
...over the intercom that because of the train's inadvertent failure to proceed at Stalybridge his onward connection at Huddersfield would be missed.
Stalybridge is described by wikipedia as a 'self confident town'. By the time I had read the article and gone down several adjacent rabbit holes of information we were on the move again.
The jolly people in the adjacent seats lived in Majorca but were on holiday visiting family and found the British weather much more agreeable after the Mediterranean heat of there home town.