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Representatives of striking independent truck drivers meet with Vice President Walter Mondale (seated, center) June 29, 1979 at the White House in an attempt to reach an agreement to end the work stoppage.
Mondale aide Jack Watson is standing immediately behind Mondale.
Truckers had been on strike since early June in what began as scattered halts to trucking over rising fuel prices and other independent trucker grievances.
The following day Watson released a plan that he called a “final offer” that included an Interstate Commerce Commission (ICC) rule permitting truckers to “pass through” rising fuel costs to businesses.
Other aspects of plan included support by the Carter administration for federal legislation ending a six-state refusal to increase the minimum weights of truck loads to the federal 80,000 lbs. that caused loads of some truckers to be lightened or partially off-loaded.
Other provisions included a federal promise for equal fuel distribution across the country, a coordinated federal program to ensure safety for truckers and a federal working party to find solutions to other problems of independent truckers.
The proposal fell short of the independent trucker representatives demands, but the strike was already crumbling with an increasing number of trucks on the road and blockades of oil terminals and food distribution centers dismantled.
By July 7th, a group representing 21 independent trucker associations voted to return to work. “We lost our bargaining power because so many truckers went back to work,” said Bill Hill of the Independent Truckers Unity Coalition to the Washington Post.
“Economically, we’re in bad condition to continue the strike right now,” he continued. Hill estimated fewer than 20 percent of the truckers were still on strike at that time.
The Independent Truckers Association that had initially publicized the strike nationwide and attempted to continue, but the back-to-work horse was already out of the barn. The ITA was initially formed in 1962 by Overdrive magazine editor Mike Pankhurst.
The strike had been spurred by a fuel crisis spurred by the revolution in Iran that led to prices increasing dramatically.
A previous nationwide strike by independents occurred during the 1973-74 gas crisis.
At the time, independent truck drivers’ rates were still subject to federal regulation and many earned a good living, but that would soon be challenged not by gas prices, but by deregulation.
Business Insider reported October 21, 2019:
“In the mid-20th century, truck drivers had to buy specific routes to move a certain type of product from one location to the other. But goods exempt from regulation moved at rates 20% to 40% below similar products that were regulated, according to Thomas Gale Moore, then a senior fellow at Stanford University's conservative public policy think tank Hoover Institution.
“Ultimately, that meant consumers were paying more because trucking was an industry with little competition and high barriers to entry. But it also meant truck drivers were better paid.
“The Motor Carrier Act of 1980 removed many of the cumbersome regulations that the previous law, passed in 1935, had put in place. Most notably, it allowed new trucking companies to open with relative ease and removed many of the route regulations. Companies also had more control over changing their rates.
“The law was passed by President Jimmy Carter, who declared that the MCA would save consumers as much as $8 billion ($25 billion in 2018 dollars) each year.
“Following the passing of the MCA, truck drivers' salaries tumbled. From 1977 to 1987, mean truck driver earnings declined 24%, according to research by Wayne State University economics professor Michael Belzer. And from 1980 to the present day, a Business Insider analysis found that median trucking wages have sunk as much as 35.8% in some metropolitan areas.
"’To be able to be a truck driver used to be quite a good blue-collar, middle-class job, but over the past 40 years, it has kind of dwindled away,’ Gordon Klemp, principal of the National Transportation Institute, previously told Business Insider.
“Unions also lost much of their power. Membership in Teamsters, which was once one of the most powerful unions around, has declined dramatically. In 1974, Belzer wrote that there were 2,019,300 truckers in Teamsters. Now, there are 75,000.
“When truck drivers were largely in Teamsters, work stoppages were common — and sometimes quite dramatic. In 1970, a nationwide trucker strike went on for more than a month, dealing a serious economic blow in cities like Chicago and St. Louis.
“In Cleveland, Ohio, the impacts even became one of domestic security as rock-throwing protesters drew 3,000 National Guardsmen to the city. "Helmeted troops, armed with M‐1 rifles, were stationed in pairs on some overpasses, while other guardsmen rumbled along on patrol in quarter‐ton trucks," reported The New York Times on May 1, 1970.
“The strike led to a pay increase of nearly 30% for all Teamsters truckers. The average nationwide hourly pay of $4 got a $1.10/hour bump, the Times reported.
The issue of the “barrier states” was not resolved until Surface Transportation Assistance Act of 1982 established the needed federal minimum for truck weight limits. This Act standardized truck size and weight limits across the country for traffic on the Interstate Highway System.
De-regulated and de-unionized, four out of five truckers are now independent owner-operators. Many more work for small non-union trucking companies. The two groups mostly eke out a living from what was once was a good blue-collar job.
For more information and related images, see flic.kr/s/aHsmQJFzet
The photographer is unknown. The image is an Associated Press photograph housed in the D.C. Library Washington Star Collection.
We offer exclusive wine tours through Baja's famous wine country, Valle de Guadalupe. Our tours include wine tasting, vineyard and winery tours, amazing food (both gourmet and delicious street tacos), camping, hiking, fishing, surfing and more!
AP offered a form of automatic transmission that was available on several BMC (British Motor Corporation) cars built by both Austin and Morris (the two major components of the BMC). Here can be seen an Austin A50 and a Morris Oxford - along with the once ubiquitous BMC rosette logo.
The Postcard
A high-definition photograph on a postally-unused postcard with no publisher's name.
Note the Woolworth store behind the large monument to Queen Victoria which was created by Onslow Ford.
Interestingly, many of the faces of the people in the gardens have been blocked out, presumably to preserve their anonymity.
A Season of Operas
The photograph was taken in 1955, as there is a floral display in the gardens dated 1855 - 1955. It is likely that the display is commemorating the centenary of a remarkable season of operas.
In his autobiography (1819-1860), Sir Charles Hallé wrote:
"There came in the winter of 1855 the
offer to conduct a series of operas at
the Theatre Royal, Manchester.
A very excellent troupe had been engaged,
comprising Mme. Eudersdorff, Mme. Caradori,
Mlle. Agnes Biiry, Herr Reichardt, Carl Formes,
and other remarkable vocalists.
Most of the operas were given in German,
and it was happiness to me to conduct really
first-rate performances of 'Fidelio,' 'Don
Giovanni,' 'Der Freyschutz,' 'Die Entfuhrung
aus dem Serail,' alternately with more modern
works such as 'Robert le Diable,' 'Les
Huguenots,' 'La Favorita,' and others'.
The Manchester Arena Bombing
Piccadilly Gardens are just over half a mile from the Manchester Arena. On the 22nd. May 2017, an Islamist extremist suicide bomber detonated a shrapnel-laden homemade bomb as people were leaving the Manchester Arena following a concert by American singer Ariana Grande.
Twenty-three people were killed, including the attacker, and 1,017 were injured, many of them children. Several hundred more suffered psychological trauma.
The bomber was Salman Ramadan Abedi, a 22-year-old local man of Libyan ancestry. After initial suspicions of a terrorist network, police later said that they believed Abedi had largely acted alone, but that others had been aware of his plans.
In March 2020, the bomber's brother, Hashem Abedi, was found guilty of 22 counts of murder and attempting to murder 1,017 others, and was sentenced to life in prison.
The incident was the deadliest terrorist attack and the first suicide bombing in the United Kingdom since the 7th. July 2005 London bombings.
The Bombing
On the 22nd. May 2017 at 22:15 a member of the public reported Abedi, wearing black clothes and a large rucksack to Showsec security. A security guard observed Abedi, but said that he did not intervene in case his concerns about Abedi were wrong, and out of fear of being considered a racist.
The security guard tried to use his radio to alert the security control room, but was unable to get through.
Police officers on duty that night were subsequently criticised for their behaviour in the hours leading up to the atrocity - including a two-hour dinner break and a 10-mile round trip to buy a kebab.
At one point, when Abedi took his final trip through the station to his hiding place in the foyer, there were no BTP officers on duty in the area.
At 22:31 the suicide bomber detonated an improvised explosive device, packed with nuts and bolts to act as shrapnel, in the foyer area of the Manchester Arena.
The attack took place after a concert by American pop star Ariana Grande that was part of her Dangerous Woman Tour. 14,200 people had attended the concert.
Many exiting concert-goers and waiting parents were in the foyer at the time of the explosion. According to evidence presented at the coroner's inquest, the bomb was strong enough to kill people up to 20 metres (66 ft) away.
A report by inquiry chair John Saunders blamed “failings by individuals” for “missed opportunities” to detect and stop bomber Salman Abedi.
Saunders outlined a “litany” of failures by venue operators SMG, security firm Showsec and British Transport Police (BTP) - failures that include taking unauthorised two-hour meal breaks and ignoring members of the public who tried to raise the alarm.:
-- Reconnaissance Oversights
Abedi went to the arena several times to carry out hostile reconnaissance in the run-up to the bombing, visiting on the 18th. and 21st. May, and also the afternoon on the day of the attack.
Although arena operator SMG and security firm Showsec “had experience of identifying and responding to potential hostile reconnaissance effectively”, the system for passing on information about suspicious behaviour was “insufficiently robust”.
If the Showsec staff on duty at the time, Kyle Lawler and Mohammed Agha - then aged 18 and 19 respectively - had been aware of previous reports of suspicious activity, “it would have increased the possibility” of Abedi being spotted.
Inquiry chair Saunders also notes that SMG could have extended the permitted security perimeter from the entrance doors of the arena to the City Room, the foyer where the bomb detonated. “Had permission to push out the perimeter been granted, an attack in the City Room would have been much less likely,” the report says.
-- Absence of Officers
Despite five officers being assigned to the arena on the night of the attack, “there was a complete absence of any BTP officer in the City Room” in the half hour before Abedi detonated the bomb. And no officers were policing the public areas of the venue between 8.58pm and 9.36pm.
The report found that BTP officers “took breaks substantially and unjustifiably” longer than their authorised one hour. Instructions to stagger breaks between 7.30pm and 9pm - when younger children could be leaving the venue - were also ignored.
The public inquiry into the attack had previously heard how two officers on duty at the concert, PC Jessica Bullough and PCSO Mark Renshaw, had taken a “two-hour-and-nine-minute dinner break to get a kebab five miles from the arena”. The Telegraph reported:
"Bullough has since admitted that were
she present on her shift as she should
have been, she would have likely stopped
Abedi and asked him what was in his bag”.
-- The CCTV Blindspot
Saunders' report says Abedi chose an “obvious hiding place” in a CCTV blindspot of the arena City Room foyer, having no doubt identified this area during his hostile reconnaissance:
“Had the area been covered by CCTV so that
there was no blind spot, it is likely this
behaviour by Abedi would have been identified
as suspicious by anyone monitoring the CCTV."
Giving evidence to the inquiry, Showsec security guard Agha said that he had noticed Abedi in the City Room, but only because he “liked the look” of Abedi's trainers.
-- Inadequate Patrols
The inquiry report says that:
"A further missed opportunity to spot Abedi
in the half hour before the bomb detonated
arose from the absence of an adequate
security patrol by Showsec at any stage
during this time”.
The supervisor charged with carrying out “pre-egress” checks, Jordan Beak, did so “only very briefly”, patrolling for about ten minutes, during which he just “looked towards the staircases up to the mezzanine area”, where Abedi was sitting:
The report notes:
“He did not consider them a very important
part of the check because it was not an
egress route. Mr Beak did not go up on to the
mezzanine area and so he did not see Abedi.
This was a significant missed opportunity.”
-- Concerns ‘Fobbed Off’
Saunders wrote that:
"The most striking missed opportunity, and the
one that is likely to have made a significant
difference, was an attempt by a member of the
public to raise concerns about Abedi after
becoming suspicious about the bomber's large
and obviously heavy backpack".
Christopher Wild told the inquiry how he had spotted Abedi while waiting for his 14-year-old daughter to leave the concert.
According to the BBC, Wild recalled how he approached Abedi and said:
“It doesn't look very good you know, what you
see with bombs and such, you with a rucksack
in a place like this, what are you doing?”
Abedi reportedly told Wild that he was “waiting for somebody, mate”, before asking what time it was.
Wild alerted security guard Agha about his suspicions around fifteen minutes before the blast. But according to the inquiry report:
"Agha did not take Christopher Wild’s
concerns as seriously as he should have”.
Wild felt that he had been “fobbed off” by the guard, who claimed to already be aware of Abedi. Agha is said to have made “inadequate” efforts to flag down his supervisor or pass on the message via his colleague Lawler, who had a radio.
Although Agha did share Wild’s concerns with Lawler, the latter “felt conflicted about what to do” and “stated he was fearful of being branded a racist and would be in trouble if he got it wrong”.
Lawler ultimately made an attempt to contact a senior supervisor through the radio, but couldn’t get through, and made no further efforts to communicate what he had been told to anyone else. Saunders wrote:
“The inadequacy of Mr Lawler’s response
was a product of his failure to take Mr Wild’s
concern and his own observations sufficiently
seriously. Mr Wild’s behaviour was very
responsible. He stated that he formed the
view that Abedi might let a bomb off.
That was sadly all too prescient, and makes
all the more distressing the fact that no effective
steps were taken as a result of his efforts.”
Aftermath of the Explosion
Three hours after the bombing, police conducted a controlled explosion on a suspicious item of clothing in Cathedral Gardens. This was later confirmed to have been abandoned clothing and not dangerous.
Residents and taxi companies in Manchester offered free transport or accommodation via Twitter to those left stranded at the concert. Parents were separated from their children attending the concert in the aftermath of the explosion.
A nearby hotel served as a shelter for people displaced by the bombing, with officials directing separated parents and children there. Manchester's Sikh temples along with local homeowners, hotels and venues offered shelter to survivors of the attack.
Manchester Victoria railway station, which is partly underneath the arena, was evacuated and closed, and services were cancelled. The explosion caused structural damage to the station, which remained closed until the damage had been assessed and repaired, resulting in disruption to train and tram services.
Victoria Station reopened eight days later, following the completion of police investigation work and repairs to the fabric of the building.
On the 23rd. May, Prime Minister Theresa May announced that the UK's terror threat level had been raised to "critical", its highest level.
In the aftermath of the attack, Operation Temperer was activated for the first time, allowing up to 5,000 soldiers to reinforce armed police in protecting parts of the country.
Tours of the Houses of Parliament and the Changing of the Guard ceremony at Buckingham Palace were cancelled on 24 May, and troops were deployed to guard government buildings in London.
On the 23rd. May, the Islamic State of Iraq and the Levant, via the Nashir Telegram channel, said the attack was carried out by "a soldier of the Khilafah". The message called the attack:
"An endeavor to terrorise the mushrikin,
and in response to their transgressions
against the lands of the Muslims."
Abedi's sister said that he was motivated by revenge for Muslim children killed by American airstrikes in Syria.
The Manchester Arena remained closed until September 2017, with scheduled concerts either cancelled or moved to other venues. It reopened on the 9th. September 2017, with a benefit concert featuring Noel Gallagher and other acts associated with North West England.
Later that month, Chris Parker, a homeless man who stole from victims of the attack whilst assisting them, was jailed for 4 years and three months.
Casualties of the Attack
The explosion killed the attacker and 22 concert-goers and parents who were in the entrance waiting to pick up their children following the show. 119 people were initially reported as injured. This number was revised by police to 250 on the 22nd. June, with the addition of severe psychological trauma and minor injuries.
During the public inquiry into the bombing, it was updated in December 2020 to 1,017 people sustaining injuries.
The dead included ten people aged under 20; the youngest victim was an eight-year-old girl, and the oldest was a 51-year-old woman. Of the 22 victims, twenty were Britons and two were British-based Polish nationals.
North West Ambulance Service reported that 60 of its ambulances attended the scene, carried 59 people to local hospitals, and treated walking wounded on site. Of those hospitalised, 12 were children under the age of 16.
The first doctor thought to have been on scene was an off-duty consultant anaesthetist, Michael Daley. In recognition of his bravery for the role he played in the immediate medical response to the incident, Daley's name was entered into the BMA's Book of Valour in June 2017.
The Attacker
The bomber, Salman Ramadan Abedi, was a 22-year-old British Muslim of Libyan ancestry. He was born in Manchester to a Salafi family of Libyan-born refugees who had settled in Manchester after fleeing to the UK to escape the government of Muammar Gaddafi.
He had two brothers and a sister. He grew up in Whalley Range and lived in Fallowfield. Neighbours described the Abedis as a very traditional and "super religious" family who attended Didsbury Mosque.
Abedi attended Wellacre Technology College, Burnage Academy for Boys and The Manchester College. A former tutor remarked that:
"Abedi was a very slow, uneducated
and passive person".
He was among a group of students at his high school who accused a teacher of Islamophobia for asking them what they thought of suicide bombers. He also reportedly said to his friends that being a suicide bomber "was OK" and fellow college students raised concerns about his behaviour.
Abedi's father was a member of the Libyan Islamic Fighting Group, a Salafi jihadist organisation proscribed by the United Nations, and father and son fought for the group in Libya in 2011 as part of the movement to overthrow Muammar Gaddafi.
Abedi's parents, both born in Tripoli, remained in Libya in 2011, while 17-year-old Abedi returned to live in the United Kingdom. He took a gap year in 2014, where he returned with his brother Hashem to Libya to live with his parents. Abedi was injured in Ajdabiya that year while fighting for an Islamist group.
The brothers were rescued from Tripoli by the Royal Navy survey ship HMS Enterprise in August 2014 as part of a group of 110 British citizens as the Libyan civil war erupted, taken to Malta and flown back to the UK.
According to a retired European intelligence officer, Abedi met with members of the ISIS Battar brigade in Libya, and continued to be in contact with the group upon his return to the UK.
An imam at Didsbury mosque recalled that Abedi looked at him "with hate" after he preached against ISIS and Ansar al-Sharia in 2015.
Abedi's sister said her brother was motivated by the injustice of Muslim children dying in bombings stemming from the American-led intervention in the Syrian Civil War.
A family friend of the Abedi's also remarked that Salman had vowed revenge at the funeral of Abdul Wahab Hafidah, who was run over and stabbed to death by a Manchester gang in 2016 and was a friend of Salman and his younger brother Hashem. Hashem later co-ordinated the Manchester bombing with his brother.
According to an acquaintance in the UK, Abedi was "outgoing" and consumed alcohol, while another said that Abedi was a "regular kid who went out and drank" until about 2016. Abedi was also known to have used cannabis.
He enrolled at the University of Salford in September 2014, where he studied business administration, before dropping out to work in a bakery. Manchester police believe Abedi used student loans to finance the plot, including travel overseas to learn bomb-making.
The Guardian reported that despite dropping out from further education, he was still receiving student loan funding in April 2017. Abedi returned to Manchester on the 18th. May after a trip to Libya and bought bomb-making material, apparently constructing the acetone peroxide-based bomb by himself. Many members of the IS Battar brigade trained people in bomb-making in Libya.
He was known to British security services and police but was not regarded as a high risk, having been linked to petty crime but never flagged up for radical views.
A community worker told the BBC he had called a hotline five years before the bombing to warn police about Abedi's views and members of Britain's Libyan diaspora said they had "warned authorities for years" about Manchester's Islamist radicalisation.
Abedi was allegedly reported to authorities for his extremism by five community leaders and family members, and had been banned from a mosque; the Chief Constable of Greater Manchester, however, said Abedi was not known to the Prevent anti-radicalisation programme.
On the 29th. May 2017, MI5 launched an internal inquiry into its handling of the warnings it had received about Abedi and a second, "more in depth" inquiry, into how it missed the danger.
On the 22nd. November 2018, a Parliamentary report said that MI5 had acted "too slowly" in its dealings with Abedi. The committee's report noted:
"What we can say is that there were a number
of failings in the handling of Salman Abedi's case.
While it is impossible to say whether these would
have prevented the devastating attack on the
22nd. May, we have concluded that as a result of
the failings, potential opportunities to prevent it
were missed."
Investigation Into the Bombing
The property in Fallowfield where Abedi lived was raided on the 23rd. May. Armed police breached the house with a controlled explosion and searched it. Abedi's 23-year-old brother was arrested in Chorlton-cum-Hardy in south Manchester in relation to the attack.
Police carried out raids in two other areas of south Manchester and another address in the Whalley Range area. Three other men were arrested, and police initially spoke of a network supporting the bomber; however they later announced that Abedi had sourced all the bomb components himself, and that they now believed he had largely acted alone. On the 6th. July, police said that they believed others had been aware of Abedi's plans.
According to German police sources, Abedi transited through Düsseldorf Airport on his way home to Manchester from Istanbul four days before the bombing. French interior minister Gérard Collomb said that Abedi may have been to Syria, and had "proven" links with IS.
Abedi's younger brother and father were arrested by Libyan security forces on the 23rd. and 24th. May respectively. The brother was suspected of planning an attack in Libya, and was said to be in regular touch with Salman, and was aware of the plan to bomb the Manchester Arena, but not the date.
According to a Libyan official, the brothers spoke on the phone about 15 minutes before the attack was carried out. On the 1st. November 2017, the UK requested Libya to extradite the bomber's younger brother, Hashem Abedi to the UK in order to face trial for complicity in the murder of the 22 people killed in the explosion.
Photographs of the remains of the IED published by The New York Times indicated that it had comprised an explosive charge inside a lightweight metal container which was carried within a black vest or a blue Karrimor backpack.
Most of the fatalities occurred in a ring around the bomber. His torso was propelled by the blast through the doors to the arena, indicating that the explosive charge was held in the backpack and blew him forward on detonation. A small device thought to have possibly been a hand-held detonator was also found.
The bomb contained the explosive TATP, which had been used in previous bombings. According to Manchester police, the explosive device used by Abedi was the design of a skilled bomb-maker and had a back-up means of detonation. Police also said that Salman Abedi bought most of the bomb components himself, and that he was alone during much of the time before carrying out the Manchester bombing.
On the 28th. May, police released images showing Abedi on the night of the bombing, taken from CCTV footage. Further images showed Abedi walking around Manchester with a blue suitcase.
According to US intelligence sources, Abedi was identified by the bank card that he had with him and the identification was confirmed using facial recognition technology.
A public inquiry into the attack was launched in September 2020. The first of three reports to be produced was a 200-page report published on the 17th. June 2021. It found that:
"There were a number of missed opportunities
to alter the course of what happened that night,
and more should have been done by police and
private security guards to prevent the bombing."
News Leaks
Within hours of the attack, Abedi's name and other information that had been given confidentially to security services in the United States and France was leaked to the news media. This led to condemnation from Home Secretary Amber Rudd.
Following the publication of crime scene photographs of the backpack bomb used in the attack in the 24th. May edition of The New York Times, UK counterterrorism police chiefs said the release of the material was detrimental to the investigation.
On the 25th. May, Greater Manchester Police said that it had stopped sharing information on the attack with the US intelligence services. Theresa May said she would make clear to President Trump that:
"Intelligence that has been
shared must be made secure."
Donald Trump described the leaks to the news media as "deeply troubling", and pledged to carry out a full investigation.
New York Times editor Dean Baquet declined to apologise for publishing the backpack bomb photographs, saying:
"We live in different press worlds.
The material was not classified at
the highest level."
On the 26th. May, US Secretary of State Rex Tillerson said the United States government accepted responsibility for the leaks.
Links with the Muslim Brotherhood
According to a secret recording unveiled by the BBC, Mostafa Graf, the imam of the Didsbury Mosque where Salman Abedi and his family were regulars, made a call for armed jihad ten days before Abedi bought his concert ticket.
Following these revelations, the Manchester Police opened an investigation into the mosque and its imam, who also fought with a Libyan Islamist militia. Mostafa Graf is a member of the International Union of Muslim Scholars, an organisation founded by the Muslim Brotherhood and Yusuf al-Qaradawi. Al-Qaradawi is known for having claimed:
"Suicide bombings are a duty".
Haras Rafiq, head of the Quilliam think tank, told The Guardian that the Muslim Brotherhood runs the Didsbury Mosque.
The Didsbury Mosque is controlled by The Islamic Centre (Manchester), an English association headed by Dr. Haytham al-Khaffaf, who is also a director of the Human Relief Foundation, a Muslim Brotherhood organisation blacklisted for terrorism by Israel. Between 2015 and 2016, al-Khaffaf's Human Relief Foundation received over £1.5 million from the Qatar Charity, which is also subject to US counterterrorism surveillance.
Trial and Sentencing of Hashem Abedi
On the 17th. July 2019, Salman Abedi's brother Hashem was charged with murder, attempted murder and conspiracy to cause an explosion. He had been arrested in Libya and extradited to the UK.
His trial began on the 5th. February 2020. On the 17th. March, Hashem Abedi was found guilty on 22 charges of murder, on the grounds that he had helped his brother to source the materials used in the bombing, and had assisted with the manufacture of the explosives which were used in the attack.
On the 20th. August, Hashem Abedi was sentenced to life imprisonment with a minimum term of 55 years. The judge, Mr Justice Jeremy Baker, said that sentencing rules prevented him from imposing a whole life order as Abedi had been 20 years old at the time of the offence. The minimum age for a whole life order is 21 years old. Abedi's 55-year minimum term is the longest minimum term ever imposed by a British court.
Ismail Abedi
In October 2021 it was reported that Salman Abedi's older brother Ismail had left the UK despite being summonsed by Sir John Saunders to testify before the public inquiry into the bombing. Saunders had refused Ismail Abedi's request for immunity from prosecution while testifying.
Ariana Grande
Ariana Grande posted on Twitter:
"Broken. from the bottom of my
heart, i am so so sorry. i don't
have words."
The tweet briefly became the most-liked tweet in history. Grande suspended her tour and flew back to her mother's home in Florida.
On the 9th. July 2017, a performance to benefit the Manchester bombing victims was held in New York City's The Cutting Room, called "Break Free: United for Manchester", with Broadway theatre and television performers interpreting Ariana Grande songs.
On the 4th. June, Ariana Grande hosted a benefit concert in Manchester, entitled "One Love Manchester" at Old Trafford Cricket Ground that was broadcast live on television, radio and social media.
At the concert, Grande performed along with several other high-profile artists. Free tickets were offered to those who had attended the show on the 22nd. May. The benefit concert and associated Red Cross fund raised £10 million for victims of the attack, and £17 million by August. New York's Vulture section ranked the event as the No. 1 concert of 2017.
The Kerslake Report
On the 27th. March 2018, a report by Bob Kerslake named the "Kerslake Report" was published. The report was an independent review into the preparedness for, and emergency response to, the Manchester Arena attack on the 22nd. May 2017.
In the report, Kerslake "largely praised" the Greater Manchester Police and British Transport Police, and noted that it was "fortuitous" that the North West Ambulance Service was unaware of the declaration of Operation Plato, a protocol under which all responders should have withdrawn from the arena in case of an active killer on the premises.
However, it found that the Greater Manchester Fire and Rescue Service was "brought to a point of paralysis" as their response was delayed for two hours due to poor communication between the firefighters' liaison officer and the police force.
The report was critical of Vodafone for the "catastrophic failure" of an emergency helpline hosted on a platform provided by Content Guru, saying that delays in getting information caused "significant stress and upset" to families.
It also expressed criticism of some news media, saying:
"To have experienced such intrusive and
overbearing behaviour at a time of such
enormous vulnerability seemed to us to
be completely and utterly unacceptable".
However, it was also noted that:
"We recognise that this was some, but by
no means all of the media, and that the
media also have a positive and important
role to play."
Memorial to the Bombing
The victims of the bombing are commemorated by The Glade of Light, a garden memorial located in Manchester city centre near Manchester Cathedral. The memorial opened to the public in January 2022.
The memorial was vandalised on the 9th. February 2022, causing £10,000 of damage. A 24-year-old man admitted to the offence in April and will be sentenced at a later date.
The 2018 Manchester Terror Attack
The Manchester Arena is next to Victoria Station, and in fact partly above it. Victoria Station witnessed a subsequent terror attack on the 31st. December 2018 at 20.52.
Mahdi Mohamud, a 25 year old man from Somalia stabbed three people in a knife attack at the station. He appears to have acted alone.
Mohamud shouted "Allah!" and "Long live the Caliphate!" during the attack, and "Allahu Akbar" after being arrested. A witness alleged that during the attack he also shouted a slogan criticising Western governments. BBC producer Sam Clack reported that he heard Mohamud saying:
"As long as you keep bombing other
countries this sort of s--- is going to
keep happening,"
Mohamud had lived in England for about 10 years, and resided in Manchester's Cheetham neighbourhood with his parents and siblings.
Two of the three victims, a couple in their 50's who had come into town to celebrate the New Year, were hospitalised with serious injuries. The third victim was a British Transport Police officer who received a stab wound to his shoulder.
Despite suffering from paranoid schizophrenia, Mohamud was convicted of a terror offence and the attempted murder of three people, due to his possession of significant amounts of extremist material and the attack's extensive planning. He pleaded guilty to three counts of attempted murder and a terror offence.
The perpetrator, who was initially detained under the Mental Health Act, was sentenced to life imprisonment in a high-security psychiatric hospital.
The Second Inquiry into the Arena Bombing
On the 3rd. November 2022, inquiry chair Sir John Saunders issued a second report into the atrocity. Within the 884 pages he said that the emergency services failed to communicate properly in response to the incident, stemming from 'failures to prepare.'
He concluded that "Failing" emergency services thought a terror attack "could never happen" before the Manchester Arena bombing.
Sir John Saunders said the majority of those who died were so badly injured they could not have survived. However, it is believed that two of the 22 fatalities could have recovered if they had received better medical care.
Pointing the finger at leaders of the police, fire and ambulance services, he said:
“On the night of the attack, multi‐agency
communication between the three
emergency services was non‐existent.
That failure played a major part in what
went wrong.”
He added:
“There had been failures to prepare. There
had been inadequacies in training.
Well-established principles had not been
ingrained in practice.
Why was that? Partly it was because, despite
the fact that the threat of a terrorist attack was
at a very high level on the 22nd. May 2017, no
one really thought it could happen to them.”
The report also paid tribute to the “heroic” actions of ordinary members of the public who joined police and security and medical teams trying to save lives in a “war zone”.
Sir John said that two fatalities, John Atkinson, 28, and the youngest victim, eight year old Saffie-Rose Roussos, did have a chance of survival. Sir John said:
“I have concluded that one of those who
died, John Atkinson would probably have
survived had the emergency response
been better.”
He added:
“In the case of Saffie Rose Roussos, I have
concluded that there was a remote possibility
that she could have been saved if the rescue
operation had been conducted differently.”
The inquiry heard that only three paramedics went into the City Room after the attack. Crews from Greater Manchester Fire and Rescue Service took more than two hours to attend the Arena.
Sir John added:
“GMP (Greater Manchester Police) did not
lead the response in accordance with the
guidance that it had been given or parts of
its own plans.
Greater Manchester Fire and Rescue Service
(GMFRS) failed to turn up at the scene at a
time when they could provide the greatest
assistance.
North West Ambulance Service (NWAS) failed
to send sufficient paramedics into the City
Room.
NWAS did not use available stretchers to
remove casualties in a safe way, and did not
communicate their intentions sufficiently to
those who were in the City Room.”
Despite highlighting a series of failings, he said that:
"There were some parts of the emergency
response that worked well, and that no doubt
lives were saved”.
Paying tribute to those who helped the victims, he said:
“The heroism shown by very many people
that night is striking. I have seen the terrible
footage from the CCTV and body-worn video
cameras of the scene of devastation in the City
Room.
The description of that area as being like a
“warzone” was used by a number of witnesses.
That is an accurate description. To enter the
City Room or remain there to help victims
required great courage.”
Sir John added:
“At the centre of my Inquiry is the terrible loss
of twenty two lives. Each family and each person
at the Arena has a deeply personal story to tell
about the impact of the attack on them.
My report cannot change what has happened.
My intention is to uncover what went wrong and
find ways of improving practices so that no one
has to suffer such terrible pain and loss again.”
The report also stated that responsibility for the deaths lies with suicide bomber Salman Abedi, 22, and his brother Hashem, 25, who is serving life behind bars for his part in the plot.
The inquiry found that the brothers had “planned to cause as much harm to as many people as they could" when Abedi exploded his home made device.
My good friend offered to take a family portrait and singles of my cats. I'm so glad she did. I am seldom able to catch a good shot of them and never with me and Ellie included.
for Todays Posting: 'O' is for ?. Post it then Tag it with #TP471
When I first saw the assignment, I thought of the round form and not the letter 'O'. I shot round objects. Fortunately Pons English Dictionary proposed me "offer of marriage" ;-).
Alternatively there is an Orange just one image before
For any Kind of Computer problems either related to hardware or software.
Just fill the form and get Rs1000 credit to easily solve your problem
The Union Station in Washington DC, inspired by many architectural styles, offers some fantastic views for photographer. Pillars, a lot of windows and simply a lot of stone, just like the rest of the DC momuments. This picture shows roof area of the north / northeast part of the building - the one with the starbucks ;)
How do you like the Shuttle Edit: www.flickr.com/photos/salimchauhanphoto/12161093346/
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ALL RIGHTS RESERVED
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INSTA | NSFW INSTA | 500px | WEB | TWITTER | NSFW TWITTER
I can't offer any facts about this piece, which stands at the center of the raised area behind the low railing in the New Church of St. Mary of Zion.
For example, I'd love to know whether it was commissioned for the New Church of St. Mary of Zion, or whether it came from another, earlier church. Perhaps it was a gift from another nation's Orthodox Church. I suppose it would be out of the question to suppose it was a gift from the Vatican, but who knows? I would also like to know where and by whom it was made.
Originally, I referred to this piece as an "altar" in my description, but I called upon more informed viewers to explain its function and what the members of the Ethiopian Orthodox Tewahedo Church call it. I sensed I might have misidentified it and, sure enough, I had.
Flicrite smgebru came through. In his comment, which appears below, smgebru explained "This is not the alter. The alter is in the Holy of Holies. This is most likely the table where the Holy Eucharist is given to the recipients."
What I can do is express my awe and admiration for the craftsmanship and artistry that came together to produce this stunning piece of ecclesiastical furniture.
The table is a thing of beauty, even in its slightly battered and incomplete state. One wonders what could possibly have caused the damage to the molding at the top, and how one of the legs came to be missing.
Even I can tell the relief on the front of the table depicts the Last Supper.
The photo below shows the table in its architectural context.
"They were overjoyed at seeing the star, and on entering the house they saw the child with Mary His mother. They prostrated themselves and did Him homage. Then they opened their treasures and offered Him gifts..." Matthew 2:10-11 (from Matthew 2:1-12)
WHAT IS THE LORD PERSONALLY SAYING TO ME?
The prophets foretold of Jesus' coming to shepherd His people – All people – we too must go to Him, prostrate ourselves, do Him homage and offer Him our gifts (time, treasure, talents). God has come into the world for our sake/sin and to open the gates of heaven for us.
WHAT DOES THE LORD PERSONALLY WANT ME TO DO?
Give Him honor and glory each day turning to Him and recognizing Him in all people and in all that I do, say or have.
PRAYER
“Lord, I ask you for an #epiphany today. Jesus, help me see you anew.” #prayer from www.wau.org
Art4TheGlryOfGod Photography by Sharon
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Filename - "Offer Him our Gifts", 1874 abstract palm trees 2019 - Enlight249 Art4TheGlryOfGod
Following the Son...
Blessings,
Sharon 🌻
God's Beauty in Nature is calling us into a deeper relationship with Him...
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Faith, Hope & Love in daily Art meditations:
X ~ twitter.com/Art4ThGlryOfGod
Pixoto (awards) ~ www.pixoto.com/4thegloryofgod/awards
Music Videos (from my Art Photography) ~
www.youtube.com/user/4ThGlryOfGod
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Digital painting photograph created in Photoshop. (c) 2019 Art4TheGlryOfGod by Sharon
Bloggers are welcome to use my artwork, please let me know in the comment section and link back to the image you use.
Sense in the City offered an insight in the use of (sensor) technology in the city for an active and healthy lifestyle. Researchers, students, companies and (non-) governmental institutions gathered on April 18 2016 in Amsterdam to present the latest developments and to discuss the possibilities and challenges.
The beautiful and varied Hampshire countryside has a lot to offer the keen horse-rider in the way of trails and picturesque locations to explore be it rolling hills and heaths, downland or forest. Equestrian can find thier own space in one of the many country parks with riding trails or follow some local cross country bridleways.
The stream running along the side of the road (Gangbridge Lane) is the Bourne Rivulet which is a river a tributary of the River Test. The Bourne Rivulet (known simply as 'The Bourne' locally) is a seasonal chalk stream that rises and falls with the natural water table in the area. It usually rises in January and flows until around August each year. It normally runs from the village of Upton and flows through the villages of Hurstbourne Tarrant, here at St Mary Bourne and Hurstbourne Priors before joining with the River Test near Tufton.
Due to public water extraction above the headwater, the river flows increasingly intermittently above it. However a local watercress farm, which is situated at the perennial headwaters, augments the flow and allows the Bourne to remain perennial downstream, the flow being maintained by its pumping of water back into the stream.
The Parish of St. Mary Bourne includes the larger village of that name (population c. 1000), the smaller village of Stoke (population c.170) and the hamlets of Binley, Dunley, Egbury, Upper, Middle and Lower-Wyke (pronounced "Wick" or "Week") and Wadwick. The old hamlet of Swampton has now been incorporated into St. Mary Bourne, as has the area known as Link, which stretches from the main village south to the viaduct. This picture was taken between Swampton & Stoke In the past, the parent church was Hurstbourne Priors (2 1/4 miles south and mentioned in the Domesday Book). St Peter's was built as its chapel of ease - for the convenience of inhabitants of St Mary Bourne. Now this parish is joined with that of Woodcott, some 4 miles in the direction of Newbury, and back again with Hurstbourne Priors and its southern neighbour, Longparish. There are rival theories why St Mary Bourne is so called: its main feature is this seasonal stream, the Bourne Rivulet, and under the old calendar it may well have risen on St Mary's Day (2nd February). Another theory is that the church was originally dedicated to St Mary.
Coachwork by Jean Antem
One-off
Bonhams : the Zoute Sale
Estimated : € 375.000 - 425.000
Sold for € 408.250
Zoute Grand Prix 2018
Knokke - Zoute
België - Belgium
October 2018
The unique Bentley motor car offered here was delivered new to the Paris-based Greek shipping magnate and racing driver, André Embiricos, who had owned a succession of Bentleys, including the famous aerodynamic 4¼-Litre coupé designed by Georges Paulin, commencing in the 1930s.
The Derby Bentley was, of course, an exclusively coachbuilt automobile and as befitted its sporting nature was almost always fitted with owner-driver saloon or drophead coupé coachwork, the 'standard' designs being the work of Park Ward. For this Bentley 4¼-Litre's body, Embiricos chose Jean Antem of Courbevoie, Seine. Antem had established his coachbuilding business in 1919 and over the course of the next 30-plus years would body all kinds of chassis in a wide variety of styles. Carrosserie Antem manufactured series-production bodies for La Licorne and Ariès during the 1930s while reserving his bespoke creations for quality marques such as Bugatti, Delahaye, Hispano Suiza and, of course, Bentley. Jean Antem's work is rarely encountered today; regular contenders at the most prestigious Concours d'Élégance events, these Antem-bodied cars are rare and sought-after.
When Embiricos ordered this car, the 4¼-Litre Bentley chassis, developed from the preceding 3½-Litre, was the finest that the wealthy sporting motorist could aspire to. Although Rolls-Royce's acquisition of Bentley Motors in 1931 had robbed the latter of its independence, it did at least ensure the survival of the Bentley name. Launched in 1933, the first of what would become known as the 'Derby' Bentleys continued the marque's sporting associations, but in a manner even more refined than before. Even W O Bentley himself acknowledged that the 3½-Litre model was the finest ever to bear his name.
Based on the contemporary Rolls-Royce 20/25, the 3½-Litre Bentley was slightly shorter in the wheelbase at 10' 6" and employed a tuned (115 bhp), twin-SU-carburettor version of the former's 3.669 cc overhead-valve six-cylinder engine. Add to this already remarkable package a part-synchromesh four-speed gearbox and servo assisted brakes, and the result was a vehicle offering the driver effortless high performance in almost absolute silence. 'The Silent Sports Car', as it was quickly dubbed, had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling.
By the end of the 1930s the 'Derby' Bentley had undergone a number of significant developments, not the least of which was an increase in bore size in 1936 that upped the capacity to 4.257 cc, a move that coincided with the adoption of superior Hall's Metal bearings. This new engine was shared with the equivalent Rolls-Royce - the 25/30 hp - and as had been the case with the preceding 3½-Litre model, enjoyed a superior specification in Bentley form, boasting twin SU carburettors, raised compression ratio, and a more 'sporting' camshaft. Thus the new 4¼-Litre model offered more power than before while retaining the well-proven chassis with its faultless gear-change and servo-assisted braking. Land speed record holder Sir Malcolm Campbell appreciated its formidable performance, praising the 'absolute perfection' of the Bentley's engine, handling, and braking. In total, 1.177 3,5-Litre cars had been built and a further 1.234 of the successor 4¼-Litre model prior to the cessation of production in 1939.
Embiricos's passion for speed undoubtedly influenced this Bentley's specification and resulted in its wonderfully sleek styling. The overall impression of fluidity is accentuated by the surprisingly low windscreen - an Antem trademark – and the line of the body that slopes down towards the tail. The hood retracts completely within the body behind the rear seat, while its painted dashboard gives the leather-upholstered interior a sporting feel. The exhaust outlet is incorporated into the left rear wing, another subtle detail. Embiricos also specified a high axle ratio (11:43).
According to records held by the Rolls-Royce Owners Club, Embiricos exported the Bentley to the USA in April 1940, just ahead of the German invasion of France, and kept it until March 1945. The car subsequently passed through the hands of several owners in the USA's North East (all known, list available) before being acquired in the early 1960s by Mr Byron White of Rhode Island, who would own it for the next 40-or-so years. Between 1985 and 2002, Mr White had the Bentley restored to a high standard.
The next owner, Charles Morse, acquired the Bentley in 2004 and delivered it to Jeff McDonald's workshop in Oregon for restoration to concours standard. An expert in the restoration of pre-war Bentley and Rolls-Royce motor cars, Jeff McDonald is a highly respected specialist whose enviable body of work includes the 'Best of Show' award winner at Pebble Beach in 2016. Accompanying invoices show that the car was stripped down to the chassis; the body frame and panelling repaired; and all the mechanical components refurbished as necessary. In 2014, the next owner bought the car and completed the restoration, entrusting the paintwork and upholstery to Navarette Classic Design & Paint and Aquilera's Custom Upholstery respectively.
Today, this unique Bentley retains its correct period accessories, including Marchal lights, and comes with a comprehensive folder containing the (copy) build sheets, list of owners, restoration bills (inspection recommended), tool kit, jack, and an original Bentley 4¼-Litre instruction book.
This car features in R-ROC and R-REC records, and is listed in 'Bentley: The Silent Sportscar' by Michael Ellman-Brown; 'All The Pre-war Bentleys' by Stanley Sedgwick; and 'The Derby Built Bentleys' by Bernard L King. Offered with US title EU customs clearance, this beautiful 4¼-Litre cabriolet is the perfect combination of Antem's talents and Bentley's engineering excellence.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
At the end of WW2, Sweden was in search of a new fighter offering better performance than the J21 could offer. The latter was an indigenous fighter/attack aircraft from SAAB that first took to the air in 1943 and dated back to a requirement from 1941. The J21 was designed as an unusual twin boom pusher configuration, where the propeller was mounted in the rear of the fuselage, pushing the aircraft forward. The advantages of a pusher design were that the view forward was unobstructed and armament could be concentrated in the nose, while the heavy engine was placed close to the center of gravity for better handling and agility. A major drawback was the difficulty in escaping from the aircraft in an emergency, though, as the pilot could get drawn into the propeller blades. SAAB deliberated between systems that would eject the pilot, or jettison the propeller or even the whole engine, via a system of explosive bolts, and eventually installed an early, explosives-powered ejector seat developed by Bofors for this purpose.
However, the SAAB 21 had its share of trouble (overheating an unreliable DB 605 engine), and in 1944 a new requirement for a more powerful and conventional fighter was issued. Selecting the Rolls Royce Griffon as the powerplant, SAAB initially looked into adapting the engine to the J21. However, this proved impractical, so SAAB started work on a clean-sheet design.
The L27, as it was known in the project stage, ended up closely resembling the latest designs to come from Britain like the Supermarine Spitfire or the Martin Baker MB 5, as well as the North American P-51 Mustang. The Griffon engine, chosen for initial development and flight tests, drove a contra-rotating propeller and sat in the nose. Top speed with the Griffon was expected to be around 700 km/h (435 mph). Later production aircraft were to be powered by a domestically developed, new H-24 cylinder motor similar to the British Napier Sabre engine and delivering output in significant excess of 2.200 hp (1.640 kW). With this machine, the aircraft was expected to reach a top speed of 740 km/h (460 mph) or even more.
The wings were similar to those used on the Fairey Firefly, complete with Fairey’s characteristic Youngman flaps, but with small wing root extensions and a thicker profile than the late Spitfires’ wings, and with more rounded wing tips. Similar to the P-51, the L27’s landing gear with a wide track retracted inwards into the wings, and the tail wheel could be fully retracted, too.
Armament, consisting of four 20mm Hispano cannons, was to be concentrated in the wings just outside of the propeller arc, and unlike the Spitfire’s arrangement with underwing coolers, the L27’s single radiator was placed in a ventral tunnel position, very similar to the arrangement on the P-51.
A total of three prototypes were ordered, and the aircraft was now formally designated J27A; two were to be powered by Rolls-Royce Griffon 83 engines, and one as a test structure and earmarked for the development of the 24 cylinder engine and its integration into the projected J27B.
The first flight of a J27A took place in March 1945, and the promising results kept the project evolving until late 1946, when the aircraft was cleared for service and production in January 1947. 70 aircraft with Griffon engines were ordered.
Anyway, in early 1945, SAAB had also launched a project to determine how to provide the J21A with a jet engine to get the experience of jet engines and flying at high speeds. The goal was to catch up with the development of jet aircraft, which were moving ahead fast in England, where, among others, de Havilland already had the de Havilland Vampire in production. The resulting J21R, SAAB's first jet, made its first flight on 10 March 1947 and it marked the death knell for any piston-engine fighter development and use in Sweden. Consequentially the 24 cylinder engine never made it from the drawing board, and after the initial production run of the Griffon-powered J27A was completed until early 1949, further production was stopped and the whole J27 program terminated. Serial production J27As differed only slightly from the prototypes. The most obvious change was a taller vertical stabilizer and a small fin fillet, less obvious was a modified landing gear cover arrangement, because the original design with a single, large cover of the main wheels tended to bulge outward at high speed. A split design mended this problem.
While the J27A’s projected top speed of 700km/h was impressive for a piston-engine fighter and frequently confirmed in service, it was inadequate in the oncoming jet age. In the end, SAAB opted to pursuit jet fighter endeavors that soon led to the very modern and innovative SAAB J29 that soon became Sweden’s standard jet fighter.
In frontline service the J27 was, even though it was popular among its pilots and maintenance crews, almost immediately replaced by jets, at first with the J28B Vampire (from 1951 on), which were in turn quickly replaced in 1952 with the indigenous J29 Tunnan.
The last J27A was, after serving with fighter units primarily in southern Sweden, already retired from frontline duties in 1955. Some aircraft, though, were kept in service as target tugs, liaison aircraft for the air staff and for dissimilar air combat training. The last machine was finally decommissioned in summer 1961.
General characteristics:
Crew: One
Length: 9.90 m (32 ft 5 in)
Wingspan: 11.84 m (38 ft 9 1/2 in)
Height: 4.19 (13 ft 9 in)
Wing area: 22.2 m² (238.87 ft²)
Empty weight: 3,250 kg (7,165 lb)
Loaded weight: 4,150 kg (9,149 lb)
Max. take-off weight: 4,413 kg (9,730 lb)
Powerplant:
1× license-built Rolls-Royce Griffon 83 liquid-cooled V-12 engine, 2,340 hp (1,745 kW),
driving a six-bladed contraprop
Performance:
Maximum speed: 435 mph (700 km/h) at 20,000 ft (6,100 m)
Cruise speed: 495 km/h (265 knots, 308 mph)
Range: 1,100 mi (1,770 km)
Service ceiling: 40,000 ft (12,190 m)
Rate of climb: 3,800 ft/min (19.3 m/s)
Armament:
4× 20 mm Bofors cannon (license-built Hispano Mk.II cannon) with 200 rpg in the outer wings
Underwing hardpoints for 8-12 × 3inch "60 lb" rocket projectiles
or 2× 1,000 lb (450 kg) bombs
or a pair of 45 gal (205 l) or 90 gal (409 l) drop tanks.
The kit and its assembly:
This is a “real” what-if model, or at least the attempt to build a phantom aircraft from single parts! The SAAB 27 is a bit of a mystery, because valid information is sparse, especially concerning details about its shape. You find some drawings or profiles, but IMHO these are based on guesswork and rather vague. The J27 is frequently described as a “Swedish Spitfire with a P-51 radiator” or a “Swedish Super-Spitfire”, but that leaves much to be desired, because the similarity is only superficial. Hence, this model here is rather a free interpretation of what a service J27 could have looked like.
For long time I fought with two building options: either convert a Fairey Firefly (Airfix’ Mk. 5 would have been my bet), or use a Spitfire Mk. 22. After long considerations I settled for the latter one, because I feared that the Firefly would result in a rather massive aircraft, and the Airfix kit itself is vintage and worth a building fight on its own.
So I used an Airfix Spitfire Mk. 22, but from this (very nice!) kit just a few things were taken, because I wanted a more individual look. Only the fuselage, cockpit interior and landing gear survived, and I even inserted a 2.5mm wide “wedge plug” around the cockpit and wedge-shaped inserts at the fuselage halves’ seams in order to add some beef to the sleek (if not spindly) Spitfire. I think it’s hard to notice, but the overall proportions look good. At the tail and the front end, the original fuselage width was kept, though.
Reason behind this was the P-51 radiator’s width (leftover from a Matchbox kit) that was considerably wider than the Spitfire fuselage. Furthermore, the thicker/more massive wings from a P-47 (from an early MPM kit) also called for a more massive body.
For the new wings, some adaptations to the Spitfire wing roots had to be made, though, e.g. a bulged mid-wing section under the fuselage. The Thunderbolt parts also had the benefit of wells for a landing gear that retracts inwards. I also used P-47 landing gear parts, even though the struts were shortened at their bases by 3mm and the covers accordingly. For the sake of a different look (the Spitfire wheels are very characteristic) I used different main wheels from a Revell G.91R. The landing gear cover arrangement differs from J27 sketches (as far as I can tell, it must have been similar to the P-51's), but I stuck with the P-47 parts because they match well with the rest of the aircraft.
The contraprop belongs to a late mark Seafire, left over from a Special Hobby kit. The propeller was in so far modified that I added a metal axis and a styrene tube adapter for the fuselage, so that both propeller parts can (theoretically) spin. OOB, the Special Hobby solution is simply to be glued onto the nose, fixed, despite being constructed in two separate parts?
Furthermore, the carburetor intake was changed: the Spitfire’s scoop at the wings’ leading edge was replace by a Firefly-style lip intake right behind the propeller.
The whole tail section was reconditioned, too. Descriptions of the J27’s tail are corny, but “more square than a Spitfire’s”. Instead of simple cosmetic surgery I thoroughly replaced the OOB fin with a Supermarine Attacker’s (Novo kit) with some mods to the outline, which fits well in size and is …more square!
The new tail is a bit taller and has a fin fillet, making it look very P-51-ish, but that’s O.K. for me. At least it’s different from the round Spitfire shape.
I also exchanged the stabilizers, the round Spitfire parts gave way to differently shaped pieces from a Hobby Boss La-7. Their shape is similar to a P-47’s, but they are smaller and match J27 illustrations well.
The canopy was also changed. Through the widened fuselage around the cockpit the tight OOB Spitfire hood would hardly match, anyway. The bubble layout remained, and I adapted a bigger Matchbox P-51 canopy to the new fuselage contours, and moved forward as far as possible.
Painting and markings:
The Swedish Air Force as operator was settled, as well as early post-WWII markings. But I did not want the standard, uniform olive green/blue grey livery, so I painted the upper surfaces with camouflage scheme made from two green tones: a medium green tone (Humbrol 102, Army Green, ~FS 34096) and a bluish, dark green (Humbrol 91, RLM 70 equivalent), applied in bands – somewhat inspired by a scheme carried by some SAAB 32 Lansen in the early 60ies.
The underside was kept in the typical Swedish blue-grey, for which I used Humbrol 87. The waterline was placed very low so that the upper camouflage was also taken to the radiator flanks under the fuselage and wings.
The cockpit was painted in very dark grey (Humbrol 32), while the landing gear and the wells were kept in Aluminum (Humbrol 56).
As a 2nd squadron machine, the code letter became blue, as well as the two-part spinner, latter’s paint was mixed, based on the squadron code letter decal’s tone on the tail.
The roundels and the 'R' codes come from an RBD Studio aftermarket sheet from Sweden, further decals like the yellow ‘9’ code, the squadron’s ‘Bonzo’ dog mascot emblem as well as most stencils come from a Heller SAAB 21.
A complex build, yet the model aircraft looks so innocent… Anyway, the goal was IMHO achieved: this J27 model just looks like a “Swedish Spitfire with a P-51 radiator”, and at first glance you cannot be certain if this is a modified Griffon Spitfire or a P-51D. Both is true, to a certain degree, but also not correct, because the changes are more fundamental and the wings are completely different from either. So, the mission’s been accomplished. ;)
And I feel inclined to tackle a J23, too, a Bf109/P-51B design hybrid that was designed as a conservative alternative to the pusher J21.
In 1930, no less than 82 airlines—most of them with one or two aircraft—consolidated into American Airways, mainly to profit from the lucrative mail contracts then being offered by the US government. This consolidation gave American Airways one of the largest American route networks, rivaled only by Pan American. Though most of its profit came from mail carrying, American included passenger service as well, operating huge Curtiss Condors, one of the first airliners to include sleeping berths and stewardesses.
In 1934, American Airways was bought by car producer Errett Cord, who renamed it American Airlines; as Cord was concentrating on his automotive business, he hired Texas businessman Cyrus R. Smith to run American. C.R. Smith, as he was better known, would become one of the most influential men in the history of American aviation, alongside Howard Hughes of Trans World Airlines and Juan Trippe of Pan American.
Smith saw a great deal of potential in American Airlines, but did not like the Curtiss Condor. Smith desired an aircraft capable of comfortably flying 14-20 people from New York to Los Angeles with a minimum of stops. To facilitate this, he contracted with Douglas Aircraft to develop the Douglas Sleeper Transport, which would eventually become the DC-3. American Airlines would be the first to operate what would become the most widely-produced and longest-lasting airliner in history. The DC-3 allowed American to operate a daily service between New York and Los Angeles; to further facilitate flights, Smith partnered with New York mayor Fiorello LaGuardia to have a new airport built, which would eventually become LaGuardia International Airport.
World War II saw American’s fleet of DC-3s federalized for US Army Air Force use, and its pilots incorporated into the Air Ferrying Service; C.R. Smith joined the USAAF and became the head of the AFS. This would prove helpful to the company as well, as its pilots gained experience flying globally. At war’s end, American embarked on an aggressive expansion of its routes and bought new equipment—and when it could not buy new equipment, it sponsored the creation of new airliners. To replace the DC-3, the airline helped fund the development of the Convair CV-240, the first American postwar airliner; the Douglas DC-7 was developed from the DC-6 to provide American with an aircraft capable of nonstop transcontinental service and one-stop Pacific service. American Airlines was now competing with the other “big three” airlines of the United States—Pan American, TWA, and United—but by 1950, was the second largest airline in the world, second only to Aeroflot of the Soviet Union.
To keep its innovative edge, American kept partnering with aviation companies. To replace the DC-6 on domestic routes, the airline was involved in the development of the Lockheed L-188 Electra turboprop in 1959; earlier in the 1950s, American had attempted to acquire deHavilland Comet 1s, but after several Comets were lost in crashes, the airline switched its orders to the Boeing 707. Though Pan American was the first to introduce the 707 on transatlantic routes, American was the first to use it in nonstop jet service from New York to Los Angeles, marketing it as the “Astrojet” and beating its main domestic competitor, United, to the punch. In 1962, it added a third new airliner, the Convair CV-990 Coronado, then the fastest airliner in the world. It also became the first airline to use an electronic booking system in the same year.
By 1970 American was in an excellent position. It was staying in competition with Pan American and TWA internationally and United domestically, and its acquisition of Trans-Caribbean Airways gave it unmatched access to the South American market (a position American retains today). It added wide-body airliners in the form of the Boeing 747 in 1970, while it was the launch customer of the McDonnell Douglas DC-10 in 1974. The latter provided the only hiccup in American’s continued expansion: the crash of Flight 191 at Chicago in May 1979, which remains the deadliest crash in American aviation history, led to the grounding of the DC-10 and an investigation into poor maintenance practices on the aircraft by American.
American adopted the modern hub/spoke system in 1981, mainly from Chicago-O’Hare and Dallas-Fort Worth, where the airline had moved its headquarters in 1979. It later expanded regional hubs to San Jose, California (after acquiring AirCal in 1987); Nashville, Tennesee; and Raleigh-Durham, though San Jose and Raleigh were later sold to other, smaller airlines. A commuter service, American Eagle, was founded in 1984. In 1990, it increased its hold on the South American market by purchasing Eastern Airlines’ route network in the region. In the same year, American took advantage of TWA’s troubles to acquire its landing rights at London-Heathrow, becoming one of only two US air carriers allowed to fly there (United being the other) until 2008. Eventually, in early 2001, American bought out TWA entirely.
The 1990s had seen American Airlines slow down some, partially because of overreach in too many unprofitable routes and an aging fleet of aircraft. The terrorist attacks on September 11, 2001 hurt the airline more—not just because of the post-attack downturn, but also the loss of two American aircraft, their crews, and their passengers on 9/11 itself. Further tragedy struck American only weeks later when Flight 587, an Airbus A300, crashed after takeoff from Kennedy International, killing over 360 people. Labor troubles and problems with the MD-80 fleet inherited from TWA caused further problems: though American was never in danger of bankruptcy, it was forced to curtail a number of domestic and international flights and close its maintenance facility in Kansas City, Missouri.
This temporarily halted American’s troubles, but high operating costs, the 2008 recession, and an aging pilot workforce finally led the iconic carrier to file for bankruptcy in 2011. Almost a hundred aircraft were grounded and some flights were curtailed. To avoid a shutdown of the airline, American began to explore possibilities of a merger with another airline, and in 2013, was able to successfully merge with US Airways, though the latter airline will continue operations for some years to come. This allowed American to emerge from bankruptcy.
Today, American Airlines is the largest airline in the world, thanks to the US Airways merger. Plans are to standardize the over 600 aircraft in the American fleet to the Airbus A320, late model Boeing 737s, Boeing 777s, and Boeing 787 Dreamliners, for which American placed the largest purchase order in American aviation history.
This 727 model shows American's classic bare metal livery. The real N1902 was ordered by the airline in 1966, and flew with American until it was sold to Frontier in 1984. It was converted to a freighter in 1985 by Flying Tiger, and flew with several cargo airlines until it was withdrawn from service in 2005. It was likely scrapped at the former Clark AFB in the Philippines sometime after that.
Teachers, parents and members of the community visit the library of the Simonsen Ninth Grade Center for the Constitutional Rights Museum on Friday, Nov. 14, 2014, in Columbia, Mo. Students in the business management and technology academy led the presentations. The academy clusters, offered for the first time this year, allow Simonsen students to shape their education experience by selecting a designated interest area. "Their enthusiasm has gone up now that they're grouped with students in similar interest areas," Amanda Aspey said, one of the two organizers of the Constitutional Rights Museum.
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Pontiac offered 2-door wagons in the Chieftain and Star Chief lines for 1957. The 2-door Star Chief Safari had a factory delivered retail price at $3,481 with just 1,894 built.
1957 Pontiac brochure: www.lov2xlr8.no/brochures/pontiac/57pt1/57pt1.html
The Nikon EII offers a wide angle view and more up to date coatings over original E series.
Other changes include slightly sloping prism covers and a rubber focus wheel.
Comparing the E and EII side by side both binoculars have fantastically sharp central field, but colour rendition and brightness is better in the EII binocular. The original E does control CA slightly better than the EII although this may be a result of the brighter image.
Comparing this model to the 8x32 SE colour is identical as are the coatings, the SE does have a very slightly brighter view, but also a narrower one. The Se also has more CA than the EII.
I could not ask for a better performing instrument it has it all. Bright pin sharp and wide field.
Although at a push the SE is slightly brighter, it lacks the wide field I love in a binocular.
The Mercedes-Benz W126 is a series of flagship vehicles manufactured by German automotive marque Mercedes-Benz. Premiering in September 1979 as the successor to the earlier W116 line, the W126 was the second generation of the Mercedes-Benz flagship to officially bear the S-Class name referring to Sonderklasse or "special class." The W126 was initially offered in straight-6, V8, and turbo diesel sedan models. In September 1981, 2-door coupé versions of the W126 were introduced. Compared to its predecessor, the W126 was more aerodynamic, fuel efficient, capacious, and powerful. The W126 S-Class debuted a new Mercedes-Benz design style which was subsequently used on other vehicles in the company's lineup. The W126 line also introduced many Mercedes-Benz safety innovations, including the first seatbelt pretensioners.
The W126 had a twelve-year production run between 1979 and 1991, the longest of any S-Class generation since the flagship models were first built in the mid-1950s.
History:
Following the debut of the 1970s generation W116 (which also included the flagship Mercedes-Benz 450SEL 6.9), Mercedes-Benz began plans for the next-generation S-Class model in October 1973. Codenamed "project W126," the project had specific goals: an improved ride, better handling, and improved fuel efficiency.[2] These improvements were aimed at helping retain the S-Class' market leadership as the world's best-selling prestige luxury sedan. Following the 1970s oil crisis, Mercedes-Benz had made fuel efficiency an especially pertinent goal (named "Energy Program"), even in the large V8 engined versions of the S-Class.
In terms of the body design, the objective of the W126 design team, led by Mercedes-Benz's Bruno Sacco, was to produce a car that was sleeker and more aerodynamic than the previous model. The application of lighter materials and alloys combined with thorough wind tunnel testing to reduce overall drag meant the car consumed about 10% less fuel than its predecessor. The maximum speed was also increased (250 km/h in the most powerful model).
After six years of development, the W126 was formally introduced at the Internationale Automobil-Ausstellung (International Motor Show, or IAA) in Frankfurt on September 1979. The initial lineup featured seven models in standard (SE, SD) and long (SEL, SDL) wheelbase sedan body styles: the 280 SE/SEL, 380 SE/SEL, 500 SE/SEL and 300 SD. Technically, the long-wheelbase (SEL) variants were codenamed V126, but this was not popularly known. In 1981, the coupé version (SEC) of the W126 S-Class premiered at the IAA with the 500 SEC model. In 1981, Wheels Magazine selected the W126 model 380 SE as its Car of the Year.
Four years after the introduction of the fuel-efficiency "Energy Program," the model range had been reworked completely. In September 1985, again at the IAA in Frankfurt, the reworked model range was reintroduced. Apart from visual changes to the bumpers, side covers and alloys, the changes made to the available collection of engine variants was most visible. Two newly constructed 6-cylinder engines and new 4.2 and 5.6 litre V8's were added, and other engines were further upgraded.
The W126 generation was replaced by the W140 in 1991, although a satellite factory in South Africa is known to have continued production until 1994. The different body styles of the W126 S-Class achieved a combined sales total of 892,123 units (818,063 sedans and 74,060 coupés), making the W126 the most popular S-Class ever produced.
Styling:
Mercedes-Benz W126 SE (standard wheelbase version)
From 1973 to 1975, Mercedes-Benz designers worked on the successor to the W116. In December 1975, after several design concepts being presented, the design for the W126 S-Class was approved and frozen in 1976. Design work on the coupe began immediately afterward, being finalized in 1977. It premiered the next generation of Mercedes-Benz car styling, which came to dominate the lineup in the 1980s. Compared to its predecessor, the W116, the new model had more aerodynamic qualities than before, with a (drag coefficient of Cd 0.36 for the sedans, 0.34 for the coupés). For the first time, a Mercedes-Benz sedan was not equipped with traditional chrome bumpers; polyurethane deformable bumpers were used, and visually aligned with body panels. Design patents were first filed on March 3, 1977 and later on September 6, 1977 at the United States Patent Office.
The interior featured pleated leather on the doors on later cars and woodgrain trim on the center console and across the dash, and a simplified layout with symmetrically placed buttons. Both zebrano and burled walnut were used on low/mid and high-end cars, respectively.
[Text taken from Wikipedia]
The Lego miniland-scale model shown here is the 500 SE, marking the middle of the second-series V8 engines (5.0 litres). At launch both the V8 380 SEC and 500 SEC (5.0 litres) were available. In 1985 a revision to the majority of Mercedes' 6-cylinder and V8 engines were made. For the SEC, the 3.8 litres was replaced with a 4.2 litre V8, the 500 SEC continued, but was supplemented by a 5.6 litre V8 560 SEC with greater power and torque (this was primarily for the North American market with more stringent emissions requirements which restricted power and torque outputs).
The six cylinder engine of 2.8 litres (deploying twin-overhead-camshafts) was replaced by two capacities 2.6 litres and 3.0 litres of a new design using a single-overhead-camshaft. This engine was also the premium engine in the recently launched W124 midrange series.
The upgrade to the engines also coincided with minor visual changes to the bumper surfaces and the side-cladding. These were now in a colour tone close to that of the body rather than the dark grey which had featured at the launch in 1979 for the saloon.
The Lego model 500 SE Saloon here has been created for Flickr LUGNuts' 85th Build Challenge, - "Like, totally 80s", - for vehicles produced during the decade of the 1980s.