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Steve Sir puts on quite a fireworks display once every term. When he asked me to take some pics, my first thought was it was going to be 4-5 shots and that's it. I asked him: "How many shots you going to do?"(intonating that I thought it would be a few), his response was: "15 minutes"! It was quite the performance with several thousand dollars of pyrotechnics all going up in a spectacular display! I obviously had forgotten that this is TEXAS and they do things BIGGER and BETTER there; especially at Camp Champions!
3xp internal HDR shot taken near the grand-finale. Each shot took 45 seconds to complete and another 45 seconds to process for the internal HDR. I couldn't get the finale, because the bursts were even *bigger* and *above* the range of my camera (had it on a tripod and couldn't adjust quickly)!
Camp Champions, Texas.
A visit to see the locomotives and railway system at the Guinness brewery at Park Royal on 12 April 1975 also found some ex-BR/GWR five-plank open wagons. This is 13T 135749, although it's use is unknown, they may have been used for permanent way duties.
Unknown borrowed 6x6 TLR
Ilford FP4
Mashrabiya is the Arabic term for a traditional latticed sunshade. But for the Al Bahr towers in Abu Dhabi, global architecture firm Aedas have created a super-size version fit for a skyscraper.
Each of the 25-storey towers are clad in a secondary skin made up of 1,000 Teflon-coated fibreglass mesh parasols secured by an aluminium frame. As the Sun passes, the parasols open and close, controlled by a master central computer.
Abu Dhabi's sunny weather is fairly predictable, but if a dust storm arises an anemometer will detect increased wind speeds and override the system.
The towers require less tinted glass than its neighbours, meaning less internal lighting and less energy use. Who said old-fashioned methods aren't efficient?
The Council of Tall Buildings and Urban Habitat, (CTBUH) Chicago, USA has awarded the Al Bahr Towers in Abu Dhabi (Head-quarters of Abu Dhabi Investment Council and Hilal Bank), the 2012 prestigious award for Innovation to the association of Diar Consult with the international team of Aedas Architects, Arup Engineering and Mace International Project Managers. This unique development is currently in the process of completion and handing-over.
For further details on the features, merits and previous recipients of this annual award, please click on the link below.
www.ctbuh.org/Awards/AllPastWinners/12_AlBahar/tabid/3362...
~ you know these moments when you thoughts are still?
~ when there exists nothing else but you in your natural environment?
~ when judgement is switched off......
~ when ambition & the ego are resting
~ when you simply enjoy the simplest things in life?
~ further thoughts blogged here
...............................................................................................................................................................................
See Link
www.youtube.com/watch?v=cya-pBzdcqM&nohtml5=False
History
Thalidomide was created by Grünenthal in 1953 and was used in the late 1950s and early 1960s as a "wonder drug" to treat morning sickness, headaches, coughs, insomnia and colds. Thalidomide was marketed in the UK under the name Distaval in 1958, and advertisements emphasized the drug's complete safety, using phrases such as “non-toxic” and “no known toxicity”.
However, in 1961 an Australian doctor, William McBride, wrote to the Lancet after noticing an increase in deformed babies being born at his hospital – all to mothers who had taken Thalidomide.
Between 1958 and 1962 tens of thousands of women throughout Europe found that the baby they were carrying unaccountably miscarried, or, worse, after they gave birth were told it was stillborn. Thousands more discovered that their babies had severe birth defects, missing arms, legs, or with severe reductions to these limbs, or even worse, damage to their internal organs, brain, heart, kidneys, intestines, genitals, etc. During 1962 record keepers began to count all of the children living who were born damaged by the drug. The only complete records are of those who survived long enough to participate in the national compensation schemes, which were established in Germany, Britain, Japan, Sweden and Australia in the 1970s. The difficulty in uncovering the full toll of the disaster begins with the unknown numbers of miscarriages and stillbirths (possibly up to ten times the number of live births), and the widespread practice of infanticide.
The Thalidomide injuries did not stop once the babies were born. At the age of fifty, the Thalidomide Trust’s records show that around half of all survivors are coping with chronic pain – mainly from muscles and joints (musculo-skeletal pain), largely as a result of the challenges of living with missing or damaged limbs. For many, their bodies are deteriorating far faster than able-bodied people. Several have been told words to the effect “your body is getting the problems of someone in their seventies”, which at forty to fifty years of age is not good news. At least a quarter are coping with developing neurological problems, tingling, numbness, and pain in their affected limbs. This means that a person may be holding a cup, for instance, and the next thing they know is it has fallen to the floor and broken, because of the numbness in their hand. For these survivors, the disaster is still slowly unfolding in their day-to-day lives.
Grünenthal scientists were not only negligent in failing to withdraw the drug when reports of problems came in, or for failing to test it according to the standards of the time, but more than most companies they were very well placed to anticipate the possibility that Thalidomide would cause birth defects.
Grünenthal initially denied claims that the drug hadn’t been extensively tested according to the standards of the time, but once the scandal became undeniable, they sought to deflect blame and limit damage.
In 1961 Thalidomide was eventually withdrawn after being found to be a teratogan - a cause of birth defects. 12 years later, the UK company Distillers Biochemicals Limited (now Diageo) – which was responsible for distributing the drug in the UK – reached a compensation settlement following a legal battle by the families of those affected.
Based on incomplete medical evidence and unrealistic expectations of Thalidomide survivors future needs this settlement has turned out to be at an inadequate level. With all Thalidomide survivors in the UK now over the age of 50, it is no longer sufficient to deal with their rising cost of living, and the dramatic deterioration of their health.
To this day, Grünenthal have never accepted responsibility for the suffering caused by Thalidomide. On September 1st 2012, The Grünenthal Group released a statement containing an apology, stating that it "regrets" the consequences of the drug, which led to babies being born without limbs during the 1950s and 1960s. Although the statement was welcomed by some Thalidomide survivors, it is still not an acceptance of responsibility. They just want to live a comfortable life, and that means Grünenthal should be held accountable and pay for their mistake financially.
Spanish
Historia
La talidomida fue creado por Grünenthal en 1953 y fue utilizado a finales de 1950 y principios de 1960 como una "droga milagrosa" para el tratamiento de las náuseas, dolores de cabeza, tos, insomnio y resfriados. La talidomida fue comercializada en el Reino Unido bajo el nombre Distaval en 1958, y destacó los anuncios de seguridad completa del medicamento, utilizando frases como "no tóxico" y "no hay toxicidad conocida".
Sin embargo, en 1961 un médico australiano, William McBride, escribió a la revista The Lancet después de notar un aumento en los bebés que nacen deformes en su hospital - todo a las madres que habían tomado Talidomida.
Entre 1958 y 1962, decenas de miles de mujeres de toda Europa descubrieron que el bebé que llevaban inexplicablemente abortado, o, peor aún, después de dar a luz se les dijo que estaba muerto. Miles de personas descubrieron que sus bebés nacieron con defectos congénitos graves, los brazos, las piernas, que faltan o con reducciones severas a estos miembros, o peor aún, el daño a sus órganos internos, cerebro, corazón, riñones, intestinos, genitales, etc Durante 1962 guardianes de los registros empezó a contar toda la vida los niños que nacieron dañado por la droga. Los únicos registros completos son de los que sobrevivieron lo suficiente como para participar en los sistemas nacionales de indemnización, que se establecieron en Alemania, Gran Bretaña, Japón, Suecia y Australia en la década de 1970. La dificultad para descubrir el número de víctimas del desastre comienza con los números desconocidos de abortos involuntarios y mortinatos (posiblemente hasta diez veces el número de nacidos vivos), y la práctica generalizada del infanticidio.
Las lesiones de la talidomida no se detuvo una vez que los bebés nacieron. A la edad de cincuenta años, los registros de la confianza talidomida muestran que cerca de la mitad de todos los sobrevivientes están lidiando con el dolor crónico - principalmente de músculos y articulaciones (dolor musculoesquelético), en gran parte como resultado de los desafíos de vivir con la falta o ramas dañadas. Para muchos, sus cuerpos se deterioran mucho más rápido que las personas sanas. Algunos han dicho palabras en el sentido de "su cuerpo está recibiendo los problemas de alguien en los setenta", que a los cuarenta o cincuenta años de edad no es una buena noticia. Al menos una cuarta están lidiando con el desarrollo de problemas neurológicos, hormigueo, entumecimiento y dolor en las extremidades afectadas. Esto significa que una persona puede ser la celebración de una taza, por ejemplo, y lo siguiente que sé es que ha caído al suelo y se rompe, debido a la sensación de adormecimiento en la mano. Para estos sobrevivientes, el desastre está siendo poco a poco se desarrolla en su día a día.
Grünenthal científicos no sólo fueron negligentes al no haber retirado la droga cuando los informes de problemas de vino, o por no probarlo de acuerdo a los estándares de la época, pero más que la mayoría de las empresas que estaban muy bien situados para prever la posibilidad de que la talidomida haría causar defectos de nacimiento.
Grünenthal inicialmente negó las acusaciones de que el medicamento no ha sido ampliamente probado de acuerdo con los estándares de la época, pero una vez que el escándalo se hizo innegable, trataron de desviar la culpa y limitar el daño.
En 1961, la talidomida fue finalmente retirada después de haber sido encontrado para ser un teratogan - una de las causas de los defectos congénitos. 12 años después, el Reino Unido, Distillers Company Limited (ahora Bioquímicos Diageo) - encargada de la distribución de la droga en el Reino Unido - llegó a un acuerdo de compensación después de una batalla legal por las familias de los afectados.
Sobre la base de evidencia incompleta médica y expectativas poco realistas de la talidomida futuro sobrevivientes necesita esta solución ha resultado ser en un nivel adecuado. Con todos los sobrevivientes de la talidomida en el Reino Unido ahora más de 50 años de edad, ya no es suficiente para hacer frente a su creciente costo de vida, y el dramático deterioro de su salud.
A día de hoy, Grünenthal nunca ha aceptado la responsabilidad por el sufrimiento causado por la talidomida. El 1 de septiembre de 2012, el Grupo Grünenthal emitió una declaración que contenga una disculpa, diciendo que "lamenta" las consecuencias de la droga, lo que llevó a los bebés que nacen sin extremidades durante los años 1950 y 1960. Aunque la declaración fue bien recibida por algunos sobrevivientes de la talidomida, no es todavía una aceptación de responsabilidad. Ellos sólo quieren vivir una vida cómoda, y eso quiere decir Grünenthal deben rendir cuentas y pagar por su error financieramente.
Italian
Storia
La talidomide è stato creato da Grünenthal nel 1953 ed è stato utilizzato alla fine del 1950 e 1960 come un "farmaco miracoloso" per curare la malattia di mattina, mal di testa, tosse, insonnia e raffreddori. La talidomide è stato commercializzato nel Regno Unito con il nome di Distaval nel 1958, e la pubblicità ha sottolineato sicurezza del farmaco, con frasi come "non tossico" e "nessuna tossicità conosciuto".
Tuttavia, nel 1961 un medico australiano, William McBride, ha scritto al Lancet dopo aver notato un aumento delle nascite di bimbi malformati essendo nati a suo ospedale - tutti da madri che avevano assunto talidomide.
Tra il 1958 e il 1962 decine di migliaia di donne in tutta Europa ha scoperto che il bambino che portavano inspiegabilmente abortito, o, peggio, dopo che ha dato alla luce hanno detto che era morto. Altre migliaia hanno scoperto che i loro bambini hanno gravi difetti di nascita, braccia, gambe, mancanti o con gravi riduzioni a queste arti, o peggio ancora, danni ai loro organi interni, cervello, cuore, reni, intestino, genitali, ecc Nel 1962 custodi record cominciò a contare tutta la vita i bambini che sono nati danneggiati dal farmaco. Le uniche registrazioni complete sono di coloro che sono sopravvissuti abbastanza a lungo per partecipare ai sistemi di indennizzo nazionali, che sono stati stabiliti in Germania, Gran Bretagna, Giappone, Svezia e Australia nel 1970. La difficoltà nello scoprire il bilancio del disastro inizia con i numeri sconosciuti di aborti spontanei e nati morti (forse fino a dieci volte il numero di nati vivi), e la pratica diffusa di infanticidio.
Le lesioni Talidomide non si è fermata una volta che i bambini sono nati. All'età di 50, del Trust talidomide i tabulati mostrano che circa la metà di tutti i sopravvissuti stanno affrontando con dolore cronico - principalmente da muscoli e le articolazioni (il dolore muscoloscheletrico), soprattutto a causa delle sfide della vita con mancanti o arti danneggiati. Per molti, i loro corpi si stanno deteriorando molto più veloce di persone abili. Molti hanno detto parole per l'effetto "il tuo corpo è sempre il problema di qualcuno nei loro anni settanta", che a 40-50 anni di età non è una buona notizia. Almeno un quarto stanno affrontando con lo sviluppo di problemi neurologici, formicolio, intorpidimento e dolore a carico degli arti colpiti. Ciò significa che una persona può essere in possesso di un tazza, per esempio, e la prossima cosa che so è che è caduto a terra e rotto, a causa del torpore in mano. Per questi sopravvissuti, il disastro è ancora lentamente svolgendo nel loro giorno per giorno la vita.
Grünenthal scienziati non erano solo negligenza nel non ritirare il farmaco quando i report di problemi è venuto in, o per non aver testarlo secondo gli standard del tempo, ma più che la maggior parte delle aziende erano molto ben disposti ad anticipare la possibilità che Thalidomide avrebbe causare difetti di nascita.
Grünenthal inizialmente smentito che il farmaco non era stato ampiamente testati secondo gli standard del tempo, ma una volta che lo scandalo è diventata innegabile, hanno cercato di deviare la colpa e di limitare i danni.
Nel 1961 talidomide è stata infine ritirata dopo essere stato trovato per essere un teratogan - una causa di difetti di nascita. 12 anni dopo, i Distillers Company Limited, Regno Unito Biochemicals (ora Diageo) - incaricata di distribuire il farmaco nel Regno Unito - ha raggiunto un accordo di compensazione a seguito di una battaglia legale da parte delle famiglie delle persone colpite.
Sulla base di prove mediche incomplete e le aspettative non realistiche del futuro Thalidomide sopravvissuti ha bisogno di questa soluzione si è rivelata essere ad un livello insufficiente. Con tutti i sopravvissuti Talidomide nel Regno Unito ora di età superiore ai 50 anni, non è più sufficiente per affrontare la loro crescente costo della vita, e il drammatico deterioramento della loro salute.
Fino ad oggi, la Grünenthal non hanno mai accettato la responsabilità per la sofferenza causata dal talidomide. Il 1 ° settembre 2012, il Gruppo Grünenthal ha rilasciato una dichiarazione che contiene delle scuse, affermando che esso "deplora" le conseguenze della droga, che ha portato a bambini nati senza arti nel corso del 1950 e 1960. Anche se la dichiarazione è stata accolta da alcuni sopravvissuti talidomide, non è ancora una assunzione di responsabilità. Vogliono solo vivere una vita comoda, e questo significa che Grünenthal dovrebbero essere ritenuti responsabili e pagare per il loro errore finanziario.
More History
www.flickr.com/photos/duckwalk/sets/72157615944260359/
Pedestrian circulation at the National Museum of African American History and Culture, Washington DC.
Architect: David Adjaye
Completed: 2016
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
On the train on the way to Dublin going through the Curragh, Co. Kildare.
This is 4 photos stitched with Autostitch. The stitch didn't work out great, so there's a bit of photoshoppery here too. See Large
Inspired by this (I got to get me one of those fancy Russians thingys...)
Part of the Ireland set.
See the Slideshow
Macro @ Tampines Eco Green
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Habitat:
Adults are usually seen hovering among vegetation in forest clearings and edges
Food:
Adults feed on honeydew secretions.
Larvae of most species that have been reared are parasitoids of Delphacid Planthoppers
Life Cycle
A single egg is injected into a nymph or adult planthopper, either while the bug is stationary or after the fly has picked up the bug and is in flight; the larva feeds internally and when mature, leaves the host through a break in one of the dorsal intersegmental membranes of the abdomen; pupation occurs in soil, leaf litter, at the base of plants, or rarely, attached to leaves.
Text Extracted From: bugguide.net/node/view/95244
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Vickers Vanguard was a British short/medium-range turboprop airliner introduced in 1959 by Vickers-Armstrongs, a development of their successful Viscount design with considerably more internal room. The Vanguard was introduced just before the first of the large jet-powered airliners, and was largely ignored by the market. Only 44 were built and the Vanguard entered service in late 1960.
Even though the Vanguard could match the early passenger jets on short distances, the type was quickly relegated to other roles: In 1966, Air Canada removed all the seats in CF-TKK and refitted the aircraft for pure cargo work, in which role it could carry 42,000 lb (19,050 kg) of freight. Known by the airline as the "Cargoliner," it was the only such conversion, but survived to be the last Canadian Vanguard to be retired in December 1972.
BEA operated nine Vanguards modified to the V953C "Merchantman" all-cargo layout from 1969. A large forward cargo door measuring 139 by 80 inches (350 by 200 cm) was incorporated. The Merchantmen continued in service with BA until late 1979.
Beyond civil use, the most noteworthy military operator was Thailand, with an anti-submarine and maritime surveillance aircraft conversion for the Royal Thai Navy, the SeaGuard MR.1. The need for aerial maritime patrol with proprietary aircraft was first formulated during the withdrawal of United States forces from Thailand in the mid Seventies, when the Thai Air Force assumed use of the installations at Takhli and Nakhon Ratchasima (Korat).
Inspired by similar conversions, e. g. the Canadian CP-107 Argus derived from the Bristol Britannia airliner and the highly successful Douglas P-3 derived from the L-188 Electra, the Thai "SeaGuard MR.1" fleet was created from three former Canadian airliners (ex Air Canada), converted by Canadair in Montreal.
Work started in 1977, and the former airliner underwent considerable modifications. The SeaGuard MR.1's core system became an AN/APS-115 radar, a development of the earlier, analogue AN/APS-80A used in American aircraft like the P-3A .The AN/APS-115 was state of the art technology and the first attempt of digitization by providing digital input into the onboard digital combat system. The system was able to achieve a resolution of 1.5 ft and the typical range against a submarine periscope is 15.5 nautical miles. Since the 42" rotating search antenna necessitated a relatively large fairing. A draggy, ventral position (e. g. like the P-2 or Il-38) was ruled out, for aerodynamic and structural reasons, as well as for space for an internal weapon bay (see below), so that a characteristic "duck bill" radome was added to the SeaGuard's nose.
The SeaGuard MR.1 was also equipped with a magnetic anomaly detector (MAD) in an extended fiber glass tail stinger, far from other electronics and ferrous metals on the aircraft. The MAD enabled the aircraft's crew (a typical crew numbered roughly 9 members) to detect the magnetic anomaly of a submarine in the Earth's magnetic field. The limited range of this instrument required the aircraft to be near the submarine at low altitude, so that it could primarily be used for pinpointing the location of a submarine immediately prior to a torpedo or depth bomb attack.
Streamlined fairings under the outer wings carried extra fuel and a searchlight (starboard) as well as a missile guidance antenna and a 'sniffer' (port) that could detect exhaust fumes and particles from diesel submarines.
Ordnance was to be carried in a single internal bomb bay under the forward fuselage, which was structurally beefed up for the rougher conditions over sea and prolonged low altitude operations. Special care was also given to the structure's protection against the naval environment, too. An additional fuel tank was installed in the wing root section and, while the rear section carried a trim fuel tank, avionics and other, lighter mission equipment.
The 28 ft 4 in (8,64 m) long bay could house conventional Mark 50 torpedoes or Mark 46 torpedoes as well as mines and depth charges. Active and passive sonobuoys could also be carried in the bay, and there were also two vertical ejection shafts with pressure locks in the aft fuselage from which single sonobuoys or other sensor carriers could be manually dropped, e. g. for weather research. Additional underwing stations under the inner and outer wings could carry additional armament and equipment.
The first or a total of three SeaGuard conversions for the Thai Navy was delivered in early 1978, and the trio became fully operational in early 1979, serving in both military and civil duties, e. g. in offshore SAR and pollution control missions.
The Thai SeaGuard MR.1s were kept longer in service than expected. Originally, they were scheduled to serve until 1990, to be replaced by three ex USN P-3A ordered in 1989, but deliveries were delayed because of financial problems and government changes in Thailand, so that the old and well-worn SeaGuards had to soldier on.
In late 1993 the Orions destined for Thailand finally arrived at the NADEP at NAS Jacksonville, where the aircraft were modified to meet RTN requirements, two aircraft were modified to P-3T standard (mainly based on the TAC/NAV Mod version), the third was originally delivered as a UP-3T in late 1995, but was later modified to VP-3T standard with a strengthened floor, passenger seats and a limited SENTAC station enabling the aircraft to perform light surveillance duties. The last flight of a Royal Thai Navy SeaGuard MR.1 took place on October 3rd 1995, and all three aircraft were subsequently scrapped.
General characteristics:
Crew: 11
Length incl. MAD tail boom: 143 ft 5in (43.77 m)
Wingspan: 118 ft 7 in (36.10 m)
Height: 34 ft 11 in (10.60 m)
Wing area: 1,527 ft2 (142 m2)
Empty weight: 82,500 lb (37,421 kg)
Loaded weight: 141,000 lb (63,977 kg)
Powerplant:
4× Rolls-Royce Tyne RTy.11 Mk 512 turboprop, 5,545 hp (4,700 shp, 4,135 kW) each
Performance:
Maximum speed: 425 mph (684 km/h, 367 kn)
Cruise speed at altitude: 378 mph (610 km/h, 328 kn)
Patrol speed: 195 mph (315 km/h, 170 kn)
Range: 4,039 mi (6,500 km; 3,510 nmi) with 3,500 kg (7,709 lb) payload,
maximum fuel and reserves for one hour.
2,299 mi (3,700 km (2,010 nmi) with 5,448 kg (12.000 lb) maximum payload,
at 84 - 85% of maximum continuous power.
Combat radius: 1,546 mi (2,490 km, 1,346 nmi), three hours on-station at 1,500 feet
Endurance: 10 hours
Service ceiling: 28,300 ft[1] (8,625 m)
Wing loading: 92 lb/ft2 (450 kg/m2)
Power/mass: 0.16 hp/lb (0.26 kW/kg)
Armament:
Bomb bay with eight internal weapon stations
Six hardpoints under the outer wings for 127 mm (5.0 in) HVARs or missiles like the AGM-12 Bullpup,
AGM-62 Walleye or Martel ASM, or sensor and air sampling pods
Four more hardpoints under the inner wings for gravity bombs of up to 1.000 lb (454 kg) caliber,
various sea mines and depth charges, torpedoes or inflatable life rafts for rescue missions.
Total internal and external ordnance capacity of 12,000 lb (5.448 kg)
The kit and its assembly:
Another contribution to the 2016 “In the Navy” Group Build at whatifmodelers.com, and a build outside the usual comfort zone. This time, I wanted to build a whiffy maritime patrol aircraft, based on a classic post-WWII airliner, since there were and are many benchmarks (e.g. the Lockheed P-3, based on the Aurora, the Canadian CP-140 Argus, based on the Bristol Britannia, or the Il-38, based on the Il-18).
I found the Airfix Vickers Vanguard as potential basis – and there had actually been a maritime patrol proposal for the RAF. At least one respective whif kit had been built – and there’s even a kit conversion set available.
Anyway, I wanted a personal conversion, and the modifications are actually rather modest:
- Closure of many windows
- Implantation of a nose radome from a VEB Plasticart 1:100 Tu-20/95
- Adapted nose landing gear
- An MAD boom, made from heated, thick OOB sprue
- Underwing pods with a starboard search light (modified MiG 15 slipper tanks)
- A cockpit compartment w/o interior was added, primarily to block sight into the fuselage
- Several small radomes, antennae fairings and strakes were added along the upper and lower hull
- Propellers received a metal axis
- A bomb bay was simulated with engravings and semi-circular fairings, simulating door hinges
- External ordnance could have been added, but I resisted and kept the aircraft clean
- The clear styrene windows were omitted, later to be filled with ClearFix
While these mods appear rather simple, getting this vintage Airfix kit together turned out to be a real fight. No part actually matched another, lots of trimming and putty everywhere were necessary. Raised (even though very fine) panel lines, classic flash (not much, but annoying) and some sinkholes were included, too, as well as rather massive trailing edges. To make things worse, the fuselage halves turned out to be somewhat warped: the seam along the fuselage was canted inwards and the windscreen did not fit at all. O.K., it’s an old kit, but not an easy build, despite the limited number of parts.
Painting and markings:
This part turned out to be a true challenge. A self-evident option would have been an RAF aircraft, e .g. in Extra Sea Grey/Sky, white + grey (early Nimrod style), Hemp + Barley Grey or Medium Sea Grey, the latter two with low viz markings. But I found this option to be too obvious – and I wanted something flashy, and exotic.
Tedious legwork eventually revealed the Royal Thai Navy as potential operator, as well as several authentic livery options. The most pleasing (to me) was the flying boat’s (HU-16 and CL-215) design: overall dark blue with a white fuselage upper half and bright, orange-red wingtips and a fuselage band.
This design was simply adapted to the low-winged Vanguard airliner. The basic dark blue is Humbrol 104 (Oxford Blue), while the upper fuselage was painted first in a very light grey and off-white from the rattle can (which reacted with each other and yielded a mottled finish…). The rest was painted with brushes and lots of masking tape.
The orange wing tips and the fuselage band were created with decal sheet (TL Modellbau), in order to avoid the further trouble of masking and creating an opaque paint film. Black trim was added through generic decal stripes.
After basic painting was finished some panel shading/highlighting with pure white, Lufthansa Blau (Revell 350, RAL 5013) and dayglow orange was added for a more lively impression.
The Thai Navy route was further backed by several 1:144 decal sets from Siam Scale, a company from Thailand that offers a range of aftermarket decals for the country’s air force and navy vehicles.
Finally, the kit was sealed with a not-too-matt acrylic varnish, and as final step the fuselage windows were filled with Humbrol’s ClearFix, because this method was IMHO cleaner than the OOB clear styrene windows and the hustle of masking them, together with the risk of losing one or more in the painting process into the fuselage...
After all, and including many troubles, a pretty aircraft, even though the build as well as the paint job was more of a fight. I know why I do not like 1:144 scale as well as airliners either, and combining both turned out to be just as unnerving as expected… And with the duck bill radome, it’s probably the ugliest Vickers Vanguard ever imagined.
R4578. The Sub Nigel Gold Mines at Nigel south east of Johannesburg once had its own internal 2’6” gauge railway system. This is locomotive No.2, an 0-6-0PT built by Hudswell Clarke in 1926.
Fortunately, she survived into preservation and is now at the Gold Mining Museum in Johannesburg.
8th September, 1972. Copyright © Ron Fisher.
The Bombings of 1940 forced a reappraisal of deep-shelter policy and at the end of October the Government decided to construct a system of deep shelters linked to existing tube stations. London Transport was consulted about the sites and required to build the tunnels at the public expense with the understanding that they were to have the option of taking them over for railway use after the war. With the latter point in mind, positions were chosen on routes of possible north-south and east-west express tube railways. It was decided that each shelter would comprise two parallel tubes 16 foot 6 inches internal diameter and 1,600 feet long and would be placed below existing station tunnels at Clapham South, Clapham Common, Clapham North, Stockwell, Oval, Goodge Street, Camden Town, Belsize Park, Chancery Lane and St. Pauls...Each tube would have two decks, fully equipped with bunks, medical posts, kitchens and sanitation and each installation would accommodate 9,600 people...All the deep level shelters were sub-divided into sleeping areas. Each tunnel was divided into 4 sections with connecting doors between them. Each section was given a name. At Clapham South they were all naval commanders. The northern entrance sections (i.e. those accessed directly from the northern lift without crossing to the other side) were named: Freemantle, Beatty, Evans, Anson, Nelson, Jellicoe, Madden and Inglefield while those accessed from the southern entrance were: Grenville, Hardy, Drake, Oldham, Keppel, Parry and Ley. Each section had bunks fitted longitudinally along the outer wall, a single at the top, a double in the middle and a single at the bottom. Along the inner wall bunks were fitted across the passage forming bays. There were 7.952 bunks in total and each bunk was allocated to a named person. If they didn't turn up one night the bunk remained unused...Although work on them began in November 1940 there were difficulties in obtaining sufficient labour and materials so the first one was only ready in March 1942 and the other seven were finished later that year. Access to them was by ticket in order to help control numbers and prevent disruption to the underground network. There was considerable pressure to open the shelters to relieve the strain on London’s tube stations from people sheltering from the bombing, but the authorities were concerned about the cost of maintaining the shelters once opened and preferred to keep them in reserve in case the bombing intensified. Clapham South was used as weekend troop accommodation from 1943. The start of the attacks on London by V1 flying bombs (commonly known as ‘doodlebugs’) in June 1944, followed by the V2 rocket campaign in September that year, caused many of the deep shelters to be made fully available to the public; Clapham South opened on 19 July 1944. The south entrance, next door to what was the Odeon cinema, was in a small compound that housed administrative offices and ticket printing presses for all eight deep shelters. The shelters were used for their original purpose for less than a year. The north section closed on 21 October 1944 and the shelter was transferred from the Ministry of Home Security to the Ministry of Works on 1 October 1945. Clapham South closed completely on 7 May 1945 and from June 1945 it found a new use as a military leave hostel and for one month in June 1946 it acted as an armed-forces troop billet. At the end of the war, London had a severe labour shortage and the Colonial Office sought to recruit a labour force from Britain’s colonies. At that time there were no immigration restrictions for citizens from one part of the British Empire moving to another part. An advertisement appeared in Jamaica's Daily Gleaner on 13 April 1948 offering transport to the UK for a fare of £28.10s (£28.50) for anyone who wanted to work in the UK. As a result the ship MV Empire Windrush arrived in Tilbury later in 1948 carrying 492 worker migrants from Jamaica. However, as there was no accommodation for the new arrivals the Colonial Office decided to house them in the deep-level shelter at Clapham South.
The nearest labour exchange to Clapham South was on Coldharbour Lane in Brixton so the men sought jobs there. As a result Brixton became a focus for West Indian settlers from that point onwards with successive arrivals making their way to the developing
community. The actual time the deep-level shelter was occupied by new arrivals was relatively short as the men all quickly found jobs and accommodation, and successfully integrated into many parts of south London.
[Subterranea Britannica]
Yo/Me & Galería/Gallery Fotografia de Viajes/Travel photography
Gracias por vuestros comentarios.Thanks for your comments
Durante el reinado de Sancho VII "el Fuerte" (finales del s.XII, inicios del s.XIII) se construyó en Olite un primer castillo defensivo, sobre un núcleo de época romana. Posteriormente, este fue mejorándose bajo el reinado de sus sucesores Teobaldo I y Teobaldo II, de la casa de Champagne. Este primer recinto es conocido como Palacio Viejo o Palacio de los Teobaldos, y es donde se ubica el Parador Nacional. En su disposición interna actual no queda ningún vestigio de aquella época. Los reyes de Navarra solían acudir a él de manera esporádica, al igual que a las otras residencias repartidas por el viejo reino. Cada monarca tenía preferencias por determinadas mansiones, pero ninguna podía considerarse como su residencia fija. Este carácter "nómada" comenzó a desaparecer con Carlos II "el Malo" (segunda mitad del s.XIV) cuando, una vez fracasados sus intentos por hacerse con la corona de Francia (1360), decidió centrarse en el gobierno de su reino, siempre en continua alerta ante los constantes ataques de castellanos y aragoneses. Se sabe también que durante esta época, existían dos palacios menores contiguos, uno de los cuales correspondía al Infante Luis, hermano y lugarteniente de Carlos II.
Las obras de ampliación que dieron lugar al recinto que hoy conocemos, se realizaron durante el reinado de Carlos III "el Noble", de la casa de los Evreux. Aunque nacido en Francia, la mayor parte de su juventud la pasó en Olite, lo que explica su predilección por esta villa. Durante sus primeros años de reinado se vio obligado a resolver la compleja herencia política de su padre, pero una vez hecho esto, pudo desarrollar una vida cortesana plena y llena de esplendor, propio de un reinado estable. Los primeros trabajos fueron obras de reparación: tejados, pintura, etc.. El siguiente paso consistió en resolver el problema de la falta de espacio. Así, en 1388 se compraron una serie de casas y solares para hacer una plaza (Plaza de los Teobaldos) que ofreciera delante del palacio un acceso mas amplio y digno. Se trataba todavía del Palacio Viejo. Posteriormente, se decidió la ampliación del palacio con nuevas construcciones. Durante esta época se produjo un hecho que influyó decisivamente en la posterior evolución de las obras. Y es que, al poco de casarse el rey Carlos III con Leonor de Trastámara, esta lo abandonó regresando a su tierra natal, Castilla. Todos los intentos por hacerla regresar fueron en vano. Independientemente de las más que seguras connotaciones políticas de esta actitud, la reina Leonor argumentaba su negativa a regresar con su marido, manifestando que en Navarra disponía de escasos recursos económicos, y que además sentía peligrar su vida. Así pues, sólo cuando el rey Carlos ofreció las garantías suficientes al hermano de esta, el rey Juan I de Castilla, de que las peticiones de Leonor serían atendidas, esta regresó a Navarra. Esto sucedió en marzo de 1395. El empeño del rey en cumplir sus promesas, se tradujo en un repentino impulso a los trabajos de reforma y mejora del palacio. Es su ánimo estaba el de rodear a su esposa de un ambiente cortesano lo mas acogedor posible. En 1399 se adquieren mas solares por la parte de la Iglesia de Santa María, para edificar nuevas habitaciones para la reina, y en 1400, con el fin de proceder a la ampliación de estas, se vuelven a comprar casas y solares de la judería vecina. La edificación de este Palacio Nuevo la afrontó Carlos III sin ningún esquema premeditado de conjunto, y por tanto, el resultado final se corresponde con una yuxtaposición de nuevas unidades, edificios y jardines. La primera fase del palacio comprendió las habitaciones para la reina, denominado Palacio de la Reina o Torre Nueva, la capilla real y algunos locales y pasajes menores hacia la parte norte de la iglesia. En una segunda fase, se emprendieron las construcciones del conocido como Palacio del Rey. En él se integraban una Gran Torre, apoyada sobre el muro de cierre de la villa, y la llamada Galería Dorada. Estas obras estaban terminadas para el año 1406. Una pequeña torrecilla junto a la Gran Torre, dos nuevas galerías y el arreglo de los jardines, fueron las obras que se ejecutaron a continuación. Entre los años 1411 y 1414 se completó la edificación de las torres exteriores del palacio: la Ochavada, la Joyosa Guarda, la del Portal de Fenedo y la de los Cuatro Vientos. El conjunto estaba prácticamente terminado y su fisonomía era casi definitiva. Sólo faltaban algunas estancias menores, que se construyeron de acuerdo a las nuevas exigencias o al ritmo de las oportunas reparaciones. Las últimas renovaciones de importancia se realizaron a finales del s.XV a cargo de Catalina de Foix y Juan III de Albret. Y ya por último, habiendo dejado de ser Navarra un reino independiente, el marqués de Almazán introdujo hacia el año 1584, algunos cambios, como la portada de entrada al Palacio Viejo coronada por un blasón que hace referencia a Felipe II.
During the reign of Sancho VII "the Strong" (late twelfth century, the beginning of the XIII century) was built a castle in Olite defensive over a core of Roman times. Later this was improved during the reign of his successors Theobald Theobald I and II, the Champagne house. The first area is known as the Old Palace or Palace of Tybalt, and which houses the Parador Nacional. In its current internal layout is not any trace of the time. The kings of Navarre used to come to him sporadically, as well as other residences scattered throughout the Old Kingdom. Each monarch had preferences for certain houses, but none could be considered his permanent residence. This character "nomadic" began to disappear with Charles II "the Bad" (second half of XIV century) where, after unsuccessful attempts to seize the crown of France (1360), decided to focus on the government of his kingdom, always constantly alert to the constant attacks of Castile and Aragon. We also know that during this time, there were two smaller palaces contiguous, one of which corresponded to the Infante Luis, brother and lieutenant of Charles II.
The expansion work that led to the compound we know today, were made during the reign of Charles III "the Glorious", the house of Evreux. Although born in France, most of his youth was spent in Olite, which explains his preference for this town. During his early reign was forced to resolve the complex political heritage of his father, but once done, could develop a full court life and full of grandeur, typical of a stable kingdom. The first works were works of repair: Roof, paint, etc. .. The next step was to solve the problem of lack of space. Thus, in 1388 bought a number of houses and plots for a square (Plaza de los Teobaldos) front of the palace to offer wider access and dignified. It was still the old palace. Later, it was decided the extension of the palace with new construction. During this time, there was an event that decisively influenced the further evolution of the works. And, soon after King Charles III married Eleanor of Trastámara, this left him returning to his native Castile. All attempts to bring her back were in vain. Regardless of the more than certain political connotations of this attitude, Queen Eleanor argued his refusal to return to her husband, stating that in Navarra economic resources were limited, and that was also life-threatening. Thus, only when King Charles gave the assurance to her brother, King Juan I of Castile, Leonor that requests would be addressed, this returned to Navarre. This happened in March 1395. The king's efforts to fulfill its promise, resulting in a sudden impulse to the work of reform and improvement of the palace. Is your mood was that of his wife surround a court environment as pleasant as possible. In 1399 more lots are purchased by the Church of Santa Maria, to build new rooms for the queen, and in 1400, to proceed with the extension of these, turn to buy homes and neighboring solar Jewry . The building of the New Palace of Carlos III faced no premeditated scheme as a whole, and therefore the final result corresponds to a juxtaposition of new units, buildings and gardens. The first phase saw the rooms of the palace for the queen, called Queen's Palace or New Tower, the royal chapel and some minor local and passages to the north of the church. In a second phase, we undertook the construction of so-called Palace of the King. It integrates a large tower, resting on the enclosing wall of the town, and called Golden Gallery. These works were completed by the year 1406. A small turret next to the Great Tower, two new galleries and the arrangement of the gardens were works to be executed next. Between 1411 and 1414, completed the building of the outer towers of the palace: the Ochavada the Joyosa Guarda, Fenedo the Portal and the Four Winds. The set was almost over and his face was almost final. There were only some smaller rooms, which were built according to new requirements or the rate of appropriate repairs. The last major renovation took place in the late fifteenth century by Catherine de Foix and John III d'Albret. And finally, having ceased to be an independent kingdom Navarre, Marquis of Almazan introduced by the year 1584, some changes such as the front entrance to the Old Palace topped by a coat of arms referred to Philip II.
Andrew Barclay 0-6-0 diesel-hydraulic '2304/59' (works No.488 of 1964) is to see no further work, set aside at British Coal, Ellington Colliery on 24th April 1992. The varied collection of wagons, both internal and main line-certified, is of interest a quarter of a century on.
© Copyright Gordon Edgar - All rights reserved. Please do not use any of these images without my explicit permission
I visited today the Press Museum in Amsterdam. It shows the history of 400 years of news in The Netherlands. Part of the permanent exhibition conists of a series of four replicated press rooms in different periods.
The picture shows a detail of the press room of the beginning of the 20th century, showing a system for internal mail by means of cables and pulleys. The document bottom left was clamped in a kind of peg on a cable an could be transported to the other side of the room by turning the pulley.
52 weeks of 2014 - Week 35 - Low key
The 770 was introduced with the internal code W07 in 1930.
1 Mercedes-Benz Typ 770 (W 07) (1930–1938)
2 Mercedes-Benz Typ 770 (W 150) (1938–1943)
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These cars were mainly used by governments as state vehicles.
This engine produced 150 brake horsepower (110 kW) at 2800 rpm without supercharging.
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Der W 07 war der damals größte und teuerste PKW, der von der Daimler Benz AG gebaut wurde, und löste den Typ 630 ab.
Der „Typ 770“ diente als Staatskarosse u. a. dem japanischen Kaiserhaus, dem Papst sowie Reichspräsident Paul von Hindenburg und auch Adolf Hitler. Nur wenige reiche Privatleute bestellten den Wagen.
Von der ersten Serie wurden bis 1938 insgesamt 117 Fahrzeuge produziert.
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60 Jahre im US-Exil, jetzt endlich wieder in der Heimat: Mercedes 770, in dem sich Gustav Krupp von Bohlen und Halbach einst chauffieren ließ,
Zur Krupp Residenz Villa Hügel.
1939 kaufte der Stahl-Baron den grünen 3,5-Tonnen-Koloß bei den Fahrzeugwerken Lueg:
200-Liter-Tank, Kompressor-Motor mit 8 Zylindern in Reihe, 7,7 Liter Hubraum, 230 PS, Spitze 175. Eine wahrhaft majestätische Erscheinung.
1945 beschlagnahmte die amerikanische Armee den Wagen, seit dem galt er als verschollen. Bis ihn im Herbst 2004 ein Oldtimerhändler in den USA entdeckte und kaufte. Im Top-Zustand. Kenner schätzen den Wert auf fast eine Million Euro.
specs.
Camera: Lumix Panasonic DMC-FX10
Exposure: sec (1/30)
Aperture: f/2.8
Focal Length: 5.8 mm aka 35 mm
ISO Speed: 160
Exposure Bias: -0.33 EV
Flash: . On, Fired
Inside of St. Isaac's Cathedral.
The cathedral's bronze doors are covered in reliefs, patterned after the celebrated doors of the Battistero di San Giovanni (Florence) in Florence, designed by Lorenzo Ghiberti. Suspended underneath the peak of the dome is a sculpted dove representing the Holy Spirit. Internal features such as columns, pilasters, floor, and statue of Montferrand are composed of multicolored granites and marbles gathered from all parts of Russia. The iconostasis is framed by eight columns of semiprecious stone: six of malachite and two smaller ones of lazurite. The four pediments are also richly sculpted.
The interior was originally decorated with scores of paintings by Carlo Brullo and other great Russian masters of the day. When these paintings began to deteriorate due to the cold, damp conditions inside the cathedral, Montferrand ordered them to be painstakingly reproduced as mosaics, a technique introduced in Russia by Mikhail Lomonosov. This work was never completed.
FULL VIEW ADVISED!!!
Some differences to the Settings screen like Contacts, Cypress & Internal Settings.
One of the settings is "Cypress" and
through Google searching it looks like Cypress Semiconductor Corp was a
supplier.
DL9475 with train 397 has stopped on the main line through Morrinsville to assist Train 474 which is in the yard sidings. The driver of the new DL9521 was having a problem associated with releasing the brakes. 397's driver was able to assist and the problem was resolved within a relatively short period. During the new DL's troubles, a rotating amber beacon was observed working. It can be seen just below the loco's frame to the rear of the battery box and ahead of the rear bogie. This is a new feature of the latest DL production series and I assume it has something to do with fault awareness and/or brake issues.
Internal passageways in the prehistoric Su Nuraxi di Barumini on Sardinia, Italy, connected the central tower or nuraghi with four adjacent towers.
Here is a sneak peek at the internals of individual sub-assemblies that make up the Monument model.
The round base consists of 12 segments (4 pairs of 3 individual segments). In order to maximize the number of segments while keeping a relatively small diameter all segments are orthogonal instead of isosceles triangles. They are connected in a way that the longer side adjacent to the right angle is tangent to the internal (virtual) circle in the middle.