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Amtrak 406 the Phase III Heritage HEP/ NPCU Cabbage car leads Hiawatha Train #336 Eastbound at Deerfield, IL
The GS phase I was designed by Robert Opron (France, 1932), and introduced in 1970.
1015cc boxermotor,
855 kg.
New Dutch license number: April 5, 2002.
Amsterdam-N., Berberisstraat, Sept. 15, 2014.
© 2014 Sander Toonen Amsterdam | All Rights Reserved
Pictured: Physical fitness, stamina and core strength are hugely important to the British Army. Fitness in recruits is built up progressively both in the gym and out in the field during combat marches.
A series of images taken to replace the imagery at ATR Pirbright. The images depict day to day life and training of Phase 1 recruits.
Port of Makassar, also known as Port of Soekarno-Hatta, is a seaport in Makassar, Indonesia. It has the highest passenger traffic among Indonesian ports and the largest cargo traffic in Sulawesi. It is considered a primary port (Pelabuhan Kelas Utama) by the Indonesian Government, along with the Port of Tanjung Priok (Jakarta), Port of Tanjung Perak (Surabaya), and Port of Belawan (Medan).
An expansion to the port, dubbed New Port Makassar, is under construction with an expected additional capacity of 1.5 million TEUs in its first phase. The Indonesian Ministry of Transportation has expressed a desire to designate the port as hub for the rest of Eastern Indonesia, in accordance to the current government's maritime axis program.
Makassar (Buginese-Makassarese: ᨀᨚᨈ ᨆᨀᨔᨑ; historically spelled Macassar) is the capital of the Indonesian province of South Sulawesi. It is the largest city in the region of Eastern Indonesia and the country's fifth largest urban centre after Jakarta, Surabaya, Bandung, and Medan. From 1971 to 1999, the city was named after one of its subdistricts, Ujung Pandang. The city is located on the southwest coast of the island of Sulawesi, facing the Makassar Strait.
Throughout its history, Makassar has been an important trading port, hosting the center of the Gowa Sultanate and a Portuguese naval base before its conquest by the Dutch East India Company in the 17th century. It remained an important port in the Dutch East Indies, serving Eastern Indonesian regions with Makassarese fishermen going as far south as the Australian coast. For a brief period after Indonesian independence, Makassar became the capital of the State of East Indonesia, during which an uprising occurred.
The city's area is 199.3 square kilometres and it had a population of around 1.6 million in 2013. Its built-up (or metro) area has 1,976,168 inhabitants covering Makassar City and 15 districts. Its official metropolitan area, known as Mamminasata, with 17 additional districts, covers an area of 2,548 square kilometres and had a population of around 2.4 million according to 2010 Census. According to the National Development Planning Agency, Makassar is one of the four main central cities of Indonesia, alongside Medan, Jakarta, and Surabaya. According to Bank Indonesia, Makassar has the second-highest commercial property values in Indonesia, after Greater Jakarta.
HISTORY
The trade in spices figured prominently in the history of Sulawesi, which involved frequent struggles between rival native and foreign powers for control of the lucrative trade during the pre-colonial and colonial period, when spices from the region were in high demand in the West. Much of South Sulawesi's early history was written in old texts that can be traced back to the 13th and 14th centuries.
Makassar is mentioned in the Nagarakretagama, a Javanese eulogy composed in 14th century during the reign of Majapahit king Hayam Wuruk. In the text, Makassar is mentioned as an island under Majapahit dominance, alongside Butun, Salaya and Banggawi.
MAKASSARESE KINGDOM
The 9th King of Gowa Tumaparisi Kallonna (1512-1546) is described in the royal chronicle as the first Gowa ruler to ally with the nearby trade-oriented polity of Tallo, a partnership which endured throughout Makassar's apogee as an independent kingdom. The centre of the dual kingdom was at Sombaopu, near the then mouth of the Jeneberang River about 10 km south of the present city centre, where, where an international port and a fortress were gradually developed. First Malay traders (expelled from their Melaka metropolis by the Portuguese in 1511), then Portuguese from at least the 1540s, began to make this port their base for trading to the Spice Islands' (Maluku), further east.
The growth of Dutch maritime power over the spice trade after 1600 made Makassar more vital as an alternative port open to all traders, as well as a source of rice to trade with rice-deficient Maluku. The Dutch East India Company (VOC) sought a monopoly of Malukan nutmeg and cloves, and came close to succeeding at the expense of English, Portuguese and Muslims from the 1620s. The Makassar kings maintained a policy of free trade, insisting on the right of any visitor to do business in the city, and rejecting the attempts of the Dutch to establish a monopoly.
Makassar depended particularly on the Muslim Malay and Catholic Portuguese sailors communities as its two crucial economic assets. However the English East India Company also established a post there in 1613, the Danish Company arrived in 1618, and Chinese, Spanish and Indian traders were all important. When the Dutch conquered Portuguese Melaka in 1641, Makassar became the largest Portuguese base in Southeast Asia. The Portuguese population had been in the hundreds, but rose to several thousand, served by churches of the Franciscans, Dominicans and Jesuits as well as the regular clergy. By the 16th century, Makassar had become Sulawesi's major port and centre of the powerful Gowa and Tallo sultanates which between them had a series of 11 fortresses and strongholds and a fortified sea wall that extended along the coast. Portuguese rulers called the city Macáçar.
Makassar was very ably led in the first half of the 17th century, when it effectively resisted Dutch pressure to close down its trade to Maluku, and made allies rather than enemies of the neighbouring Bugis states. Karaeng Matoaya (c.1573-1636) was ruler of Tallo from 1593, as well as Chancellor or Chief Minister (Tuma'bicara-butta) of the partner kingdom of Gowa. He managed the succession to the Gowa throne in 1593 of the 7-year-old boy later known as Sultan Alaud-din, and guided him through the acceptance of Islam in 1603, numerous modernizations in military and civil governance, and cordial relations with the foreign traders. The conversion of the citizens to Islam was followed by the first official Friday Prayer in the city, traditionally dated to 9 November 1607, which is celebrated today as the city's official anniversary. John Jourdain called Makassar in his day "the kindest people in all the Indias to strangers". Matoaya's eldest son succeeded him on the throne of Tallo, but as Chancellor he had evidently groomed his brilliant second son, Karaeng Pattingalloang (1600-54), who exercised that position from 1639 until his death. Pattingalloang must have been partly educated by Portuguese, since as an adult he spoke Portuguese "as fluently as people from Lisbon itself", and avidly read all the books that came his way in Portuguese, Spanish or Latin. French Jesuit Alexandre de Rhodes described his passion for mathematics and astronomy, on which he pestered the priest endlessly, while even one of his Dutch adversaries conceded he was "a man of great knowledge, science and understanding."
DUTCH COLONIAL PERIOD
After Pattingalloang's death in 1654, a new king of Gowa, Sultan Hasanuddin, rejected the alliance with Tallo by declaring he would be his own Chancellor. Conflicts within the kingdom quickly escalated, the Bugis rebelled under the leadership of Bone, and the Dutch VOC seized its long-awaited chance to conquer Makassar with the help of the Bugis (1667-9). Their first conquest in 1667 was the northern Makassar fort of Ujung Pandang, while in 1669 they conquered and destroyed Sombaopu in one of the greatest battles of 17th century Indonesia. The VOC moved the city centre northward, around the Ujung Pandang fort they rebuilt and renamed Fort Rotterdam. From this base they managed to destroy the strongholds of the Sultan of Gowa who was then forced to live on the outskirts of Makassar. Following the Java War (1825–30), Prince Diponegoro was exiled to Fort Rotterdam until his death in 1855.
After the arrival of the Dutch, there was an important Portuguese community, also call a bandel, that received the name of Borrobos. Around 1660 the leader of this community, which today would be equivalent to a neighborhood, was the Portuguese Francisco Vieira de Figueiredo.
The character of this old trading center changed as a walled city known as Vlaardingen grew. Gradually, in defiance of the Dutch, the Arabs, Malays and Buddhist returned to trade outside the fortress walls, and were joined later by the Chinese.
The town again became a collecting point for the produce of eastern Indonesia – the copra, rattan, Pearls, trepang and sandalwood and the famous oil made from bado nuts used in Europe as men's hair dressing – hence the anti-macassars (embroidered cloths protecting the head-rests of upholstered chairs).
Although the Dutch controlled the coast, it was not until the early 20th century that they gained power over the southern interior through a series of treaties with local rulers. Meanwhile, Dutch missionaries converted many of the Toraja people to Christianity. By 1938, the population of Makassar had reached around 84,000 – a town described by writer Joseph Conrad as "the prettiest and perhaps, cleanest looking of all the towns in the islands".
In World War II the Makassar area was defended by approximately 1000 men of the Royal Netherlands East Indies Army commanded by Colonel M. Vooren. He decided that he could not defend the coast, and was planning to fight a guerrilla war inland. The Japanese landed near Makassar on 9 February 1942. The defenders retreated but were soon overtaken and captured.
AFTER INDEPENDENCE
In 1945 came the Indonesian declaration of Independence, and in 1946, Makassar became the capital of the State of East Indonesia, part of the United States of Indonesia. In 1950, it was the site of fighting between pro-Federalist forces under Captain Abdul Assiz and Republican forces under Colonel Sunkono during the Makassar uprising. By the 1950s, the population had increased to such a degree that many of the historic sites gave way to modern development, and today one needs to look very carefully to find the few remains of the city's once grand history.
CONNECTION WITH AUSTRALIA
Makassar is also a major fishing center in Sulawesi. One of its major industries is the trepang (sea-cucumber) industry. Trepang fishing brought the Makassan people into contact with Indigenous Australian peoples of northern Australia, long before European settlement (from 1788).
C. C. MacKnight in his 1976 work entitled Voyage to Marege: Macassan Trepangers in Northern Australia has shown that they began frequenting the north of Australia around 1700 in search of trepang (sea-slug, sea cucumber, Beche-de-mer), an edible Holothurian. They left their waters during the Northwest Monsoon in December or January for what is now Arnhem Land, Marriage or Marega and the Kimberley region or Kayu Djawa. They returned home with the south-east trade winds in April.
A fleet of between 24 and 26 Macassan perahus was seen in 1803 by French explorers under Nicolas Baudin on the Holothuria Banks in the Timor Sea. In February 1803, Matthew Flinders in the Investigator met six perahus with 20–25 men each on board and was told by the fleet's chief Pobasso, that there were 60 perahus then on the north Australian coast. They were fishing for trepang and appeared to have only a small compass as a navigation aid. In June 1818 Macassan trepang fishing was noted by Phillip Parker King in the vicinity of Port Essington in the Arafura Sea. In 1865 R.J. Sholl, then Government Resident for the British settlement at Camden Sound (near Augustus Island in the Kimberley region) observed seven 'Macassan' perahus with a total of around 300 men on board. He believed that they made kidnapping raids and ranged as far south as Roebuck Bay (later Broome) where 'quite a fleet' was seen around 1866. Sholl believed that they did not venture south into other areas such as Nickol Bay (where the European pearling industry commenced around 1865) due to the absence of trepang in those waters. The Macassan voyages appear to have ceased sometime in the late nineteenth century, and their place was taken by other sailors operating from elsewhere in the Indonesian Archipelago.
ECONOMY
The city is southern Sulawesi's primary port, with regular domestic and international shipping connections. It is nationally famous as an important port of call for the pinisi boats, sailing ships which are among the last in use for regular long-distance trade.
During the colonial era, the city was widely known as the namesake of Makassar oil, which it exported in great quantity. Makassar ebony is a warm black hue, streaked with tan or brown tones, and highly prized for use in making fine cabinetry and veneers.
Nowadays, as the largest city in Sulawesi Island and Eastern Indonesia, the city's economy depends highly on the service sector, which makes up approximately 70% of activity. Restaurant and hotel services are the largest contributor (29.14%), followed by transportation and communication (14.86%), trading (14.86), and finance (10.58%). Industrial activity is next most important after the service sector, with 21.34% of overall activity.
TRANSPORTATION
Makassar has a public transportation system called pete-pete. A pete-pete (known elsewhere in Indonesia as an angkot) is a minibus that has been modified to carry passengers. The route of Makassar's pete-petes is denoted by the letter on the windshield. Makassar is also known for its becak (pedicabs), which are smaller than the "becak" in the island of Java. In Makassar, people who drive pedicabs are called Daeng. In addition to becak and pete-pete, the city has a government-run bus system, and taxis.
A bus rapid transit (BRT), which is known as "Trans Mamminasata" was started in 2014. It has some routes through Makassar to cities around Makassar region such as Maros, Takallar, and Gowa. Run by Indonesian Transportation Department, each bus has 20 seats and space for 20 standing passengers.
A 35-kilometer monorail in the areas of Makassar, Maros Regency, Sungguminasa (Gowa Regency), and Takalar Regency (the Mamminasata region) was proposed in 2011, with operations commencing in 2014, at a predicted cost of Rp.4 trillion ($468 million). The memorandum of understanding was signed on 25 July 2011 by Makassar city, Maros Regency and Gowa Regency. In 2014, the project was officially abandoned, citing insufficient ridership and a lack of financial feasibility.
The city of Makassar, its outlying districts, and the South Sulawesi Province are served by Hasanuddin International Airport. The airport is located outside the Makassar city administration area, being situated in the nearby Maros Regency.
The city is served by Soekarno-Hatta Sea Port. In January 2012 it was announced that due to limited capacity of the current dock at Soekarno-Hatta sea port, it will be expanded to 150x30 square meters to avoid the need for at least two ships to queue every day.
ADMINISTRATION AND GOVERNANCE
The executive head of the city is the mayor, who is elected by direct vote for a period of five years. The mayor is assisted by a deputy-mayor, who is also an elected person. There is a legislative assembly for the city, members of which are also elected for a period of five years. Makassar City is divided into 15 administrative districts and 153 urban villages. Districts in Makassar city are Biringkanaya, Bontoala, Sangkarang Islands, Makassar, Mamajang, Manggala, Mariso, Panakkukang, Rappocini, Tallo, Tamalanrea, Tamalate, Ujung Pandang, Ujung Tanah and Wajo.
GEOGRAPHY
This official metropolitan area covers 2.689,89 km2 and had a population of 2.696.242 (2017). The metropolitan area of Makassar (Mamminasata) extends over 47 administrative districts (kecamatan), consisting of all 15 districts within the city, all 9 districts of Takalar Regency, 11 (out of 18) districts of Gowa Regency and 12 (out of 14) districts of Maros Regency.
Districts of Takalar Regency which included in the metro area are, Mangara Bombang, Mappakasunggu, Sanrobone, Polombangkeng Selatan, Pattallassang, Polombangkeng Utara, Galesong Selatan, Galesong and Galesong Utara. Districts of Gowa Regency which included in the metro area are, Somba Opu, Bontomarannu, Pallangga, Bajeng, Bajeng Barat, Barombong, Manuju, Pattallassang, Parangloe, Bontonompo and Bontonompo Selatan. Districts of Maros Regency which included in the metro area are, Maros Baru, Turikale, Marusu, Mandai, Moncongloe, Bontoa, Lau, Tanralili, Tompo Bulu, Bantimurung, Simbang and Cenrana.
CLIMATE
Makassar has a tropical monsoon climate. The average temperature for the year in Makassar is 27.5 °C, with little variation due to its near-equatorial latitude: the average high is around 32.5 °C and the average low around 22.5 °C all year long. In contrast to the virtually consistent temperature, rainfall shows wide variation between months in Makassar due to movement of the Intertropical Convergence Zone. Makassar averages around 3,137 millimetres of rain on 187 days during the year, but during the month with least rainfall – August – only 15 millimetres on two days of rain can be expected. In contrast, during its very wet wet season, Makassar can expect over 530 millimetres per month between December and February. During the wettest month of January, 734 millimetres can be expected to fall on twenty-seven rainy days.
MAIN SIGHTS
Makassar is home to several prominent landmarks including:
- the 17th century Dutch fort Fort Rotterdam
- the Trans Studio Makassar—the third largest indoor theme park in the world
- the Karebosi Link—the first underground shopping center in Indonesia
- the floating mosque located at Losari Beach.
- the Nusantara
- the Bantimurung - Bulusaraung National Park well-known karst area, famous for the remarkable collection of butterflies in the local area, is nearby to Makassar (around 40 km to the north).
DEMOGRAPHICS
Makassar is a multi-ethnic city, populated mostly by Makassarese and Buginese. The remainder are Torajans, Mandarese, Butonese, Chinese and Javanese. The current population is approximately 1.5 million, with a Metropolitan total of 2.2 million.
EDUCATION
State University of Makassar
Hasanuddin University
Alauddin Islamic State University
Universitas Muhammadiyah Makassar
Universitas Muslim Indonesia
By 2007 the city government began requiring all skirts of schoolgirls be below the knee.
TRADITIONAL FOOD
Makassar has several famous traditional foods. The most famous is Coto Makassar. It is a stew made from the mixture of nuts, spices, and selected offal which may include beef brain, tongue and intestine. Konro rib dish is also a popular traditional food in Makassar. Both Coto Makassar and Konro are usually eaten with Burasa or Ketupat, a glutinous rice cake. Another famous cuisine from Makassar is Ayam Goreng Sulawesi (Celebes fried chicken); the chicken is marinated with a traditional soy sauce recipe for up to 24 hours before being fried to a golden colour. The dish is usually served with chicken broth, rice and special sambal (chilli sauce).
In addition, Makassar is the home of Pisang Epe (pressed banana), as well as Pisang Ijo (green banana). Pisang Epe is a banana which is pressed, grilled, and covered with palm sugar sauce and sometimes eaten with Durian. Many street vendors sell Pisang Epe, especially around the area of Losari beach. Pisang Ijo is a banana covered with green colored flours, coconut milk, and syrup. Pisang Ijo is sometimes served iced, and often eaten during Ramadan.
WIKIPEDIA
Fur: Tonkinese - Blue Mink
Eyes: Dry Olive (Shape: Curious | Pupil: Small)
Shade: Twinkle
Tail: Fluffy
Ears: Scotty Fold
Whiskers: White (Shape: Odyssey FrazzyWave)
Size: 21 cm (8.2 inch)
Version: 1.49
Owner: 1GaJulia Resident
ID: af6dbee5-c3f6-ec25-7db0-9d318ef3f169
Pedigree: kittycats.ws/p.php?9b60fd37-a247188-30243
Visit this location at FelineS KittyCatS - The City... *NEW* in Second Life
Construction work continues in the Cannon Building's west wing.
Phase 1 of the Cannon Renewal Project began in January 2017 and is scheduled to be complete in November 2018. The entire west side of the building, from the basement to the fifth floor, is closed. Work includes demolishing and rebuilding the fifth floor, conserving the exterior stonework and rehabilitating the individual office suites.
Full project details at www.aoc.gov/cannon.
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This official Architect of the Capitol photograph is being made available for educational, scholarly, news or personal purposes (not advertising or any other commercial use). When any of these images is used the photographic credit line should read “Architect of the Capitol.” These images may not be used in any way that would imply endorsement by the Architect of the Capitol or the United States Congress of a product, service or point of view. For more information visit www.aoc.gov/terms.
Reference: 488812
️ SPQR - Phase I ️
▶️ Watch the Model Film in 4K on YouTube:
▶️ Intro to SPQR Project:
Support this unprecedented project on Patreon:
www.patreon.com/RoccoButtliere
Parts: 104,000+ (~1,700 unique)
Scale: 1:650
Dimensions: 57in x 289in (143cm x 231cm)
Research Time: 2,000+ hours since 2019
Design Time: 1,000+ hours in 200 days
Build Time: 600+ hours in 90 days
Photography: EClarke Photo 📷
© MMXXIII - Rocco Buttliere, LLC
️ SPQR - Phase I ️
▶️ Watch the Model Film in 4K on YouTube:
▶️ Intro to SPQR Project:
Support this unprecedented project on Patreon:
www.patreon.com/RoccoButtliere
Parts: 104,000+ (~1,700 unique)
Scale: 1:650
Dimensions: 57in x 289in (143cm x 231cm)
Research Time: 2,000+ hours since 2019
Design Time: 1,000+ hours in 200 days
Build Time: 600+ hours in 90 days
Photography: EClarke Photo 📷
© MMXXIII - Rocco Buttliere, LLC
It's technically phase four or five, but this is the first I'm showing. I started with the gray middle, put little dots with a pen for eyes, but the "head" didn't look big enough, so I added some nice white eyes! Then he needed pupils, so I used a Sharpie marker to darken up two little pieces, then nestled them into the pupil sockets. I know there aren't pupil sockets, but this guy has them! Then I added the flagella.
I'm thinking appendages next, thoughts? :)
Medium: 3M Adhesive Putty
Body Coloring: Oxidization and dirt from hands.
Pupil coloring: Sharpie
Have I mentioned recently how MUCH I love my Joby Gorillapod? :)
coming to abnormality on feb 7th, two collars, one sinner one saint. pbr and infinitely tintable using the included hud. don't like the words? turn them off! or use the uv map in the notecard to make your own!
taxi: maps.secondlife.com/secondlife/Abnormality/128/127/3910
NeustartKlima: We demanded coal phase-out and we got wind power phase-out! Luisa Neubauer with tears in her eyes gives a speech at the FridaysForFuture rally. Luisa Neubauer spricht auf der FridaysForFuture-Demo #NeustartKlima am Brandenburger Tor, Berlin, 29.11.19
AMTK 822 and three more "Genesis" locomotives power the westbound California Zephyr towards Galesburg. On the end of the train were 10 private cars heading to Washington State.
Phase One 645DF
Schneider Kreuznach LS 55mm f/2.8
Phase One P45+
Model: Shannia
Production: Bobo Zhang
Lighting: Samuel and Xiao Yu
Big thanks to Central Studios, Shanghai (http://www.centralstudios.cn), the boss Rodney Evans and his team..you guys are the best!! Xie Xie!!!
The word "monstrosity" gets tossed around a bit on this blog and in my personal discourse on architecture generally; it's usually infused with a bit of an ironic charge, since I often quite like the monstrous and malformed buildings of yesterday's grand ambitions. But no amount of sophisticated archi-training will overcome certain aspects of my formative New Urbanist phase, and some monstrosities cannot be salvaged. So let's be clear: The Javits Center is a bad building. It does accumulate a certain measure of goodwill through the reinvented "crystal palace" of its central pavilions, seen up ahead; contemporaneous with Lloyd's and Hong Kong Bank, these represent the airy, dematerialized side of High-Tech well, and if that was all there was to the building I would be pleased as punch to relish its transparency (and its Darth Vader-esque quality by night).
Unfortunately, the part with the architecture is only the head of a much larger beast. Javits is a sprawling nightmare, stretching a full five blocks north-to-south, and one long block in the other direction. Google thinks it would take you eighteen minutes to circumnavigate the thing, which doesn't sound so long, but trust me, they would be among the most boring and soul-sucking eighteen minutes of your life. Much of that isn't the fault of James Freed, the project architect: the building is bounded by some extremely un-scenic urban leftovers, including the Hudson railyards, a six-lane highway doubling as driveway (with the lane markings largely worn off), various construction pits, and a truck depot (or something). All of this is further cut off from the city by the horrific tangle of roadways that give access to Lincoln Tunnel. Bleak, to say the least... and in this light, the decision to treat the outer edge of Javits as a fortress wall almost makes sense: nobody was expected to arrive by foot anyway, and to the west was just the West Side Elevated Highway (already in the process of demolition) - who could expect an army of bicyclists and rollerbladers cruising along past this thing?
Really, it all just speaks to the failures of imagination characteristic of "urban renewal." This was a site which actually might have deserved the name - which could have really used some renewing. But client and architect both could only think in monolithic, massively-scaled terms, and so New York is stuck with a big, very shiny lump of a building. According to Wiki, the '75 bankruptcy crisis killed off an earlier, SOM-designed scheme to instead build offshore as an extension into the Hudson River a la Waterside Plaza. That might have also gone wrong in any number of ways, but at least it wouldn't contribute to the hellscape smack-dab in the integral fabric of the city. This whole approach has to be marked as a "miss," whatever the qualities of the building itself. (The interiors aren't great, by the way, but it's a convention center finished in the mid-80s...I almost give them a pass on that one.)
The building, by the way, faces an uncertain future. Governor Andrew Cuomo has ambitions of building a new convention center way out in Queens, and converting this site to mixed-use developments along the lines of Battery Park City and other Hudson River projects of recent years. These have not exactly been shimmering examples of architectural or urbanistic innovation, but they beat this thing. On the other hand, the Queens site, while close to JFK, would be far from the hotels and tourist attractions that have benefitted from the presence of Javits in the city. There are no easy answers, although for my money it would be nice to see someone try to build a convention center that doesn't have to be a ginormous lump. Can't they just be put underground, with ordinary urban fabric above? After all, the only things that really have to be big are the convention floor and the loading/unloading stuff. Administration could be flexed upstairs into ordinary buildings, as could all the food-court stuff; in fact, the Cinnabons and such would probably do better out in the sunlight where people besides convention-goers could get at them. This kind of approach would present some major structural headaches and maybe some compromise in what's expected of the convention floor (a square mile of clear-span space is tough to achieve if you want to put buildings up above it) but these would be worthy tasks to undertake in my book.
Anyway. Bottom line: cross fingers for better luck next time.
The next phase of displaying my brick collection has been completed today with the refurbishment and rebuilding of a brick rack I made about 20 years ago, one of the sides was rotten and needed replacing, but it will take about a week for the the preservative to fully dry before I can put bricks on it. Also built a new smaller rack seen in the centre of the picture.
In the foreground is a railway sleeper which came from the 2ft gauge railway at Dinas silica mine and next to that is a small piece of tramway rail that came from the site of the Bridgend Dinas Brick Company works near Aberkenfig. Also can be seen a wheel from a brick barrow that came from Dorset and the narrow gauge wheelsets seen in the background came from an English brickworks via a railway dealer in Ross-on-Wye. There is also a point from my old 2ft narrow gauge railway which I had at Southerndown.
The signal is apparently a Midland Railway shunting signal, although I'm no expert on signalling and could well be wrong. The enamel signs are just two that somehow escaped a necessary cull back in the 1990s, I once had an enviable collection which sadly had to go for financial reasons. The cast iron bridge sign was loaned to me decades ago and the owner has never asked for it back.
That's enough for now, enjoy roaming through my photo!
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Handmade replica of the early "black and white" phaser prop used in the first eight episodes of Star Trek. Originally thought to be more "serious"-looking, the B&W phaser was ultimately deemed too hard to see on the TV screen. Prop genius Wah Chang was enlisted to modify the pistols into the more familiar grays-and-bronze version that was used for the remainder of the series.
NOTE: the ATL replicas were a private project and not made for sale. None are available.