Sold for £ 9.600

 

The Jaguar Land-Rover Collection

Brightwells Auctions

Bicester Heritage

Buckingham Road

Bicester

Oxfordshire

England

March 2018

 

While Triumph enjoyed considerable success with the estate version of their 2000 saloon, Rover seemed happy to leave that sector of the market entirely open to their old rival. That is until coachbuilders FLM Panelcraft in Battersea, London produced their own estate conversion of the P6 called the Estourer.

 

Having been officially approved by Rover, the conversions were completed by H.R. Owen and Crayford Engineering, with bodywork executed by FLM Panelcraft. However, in trying to maintain the car’s sleek styling, the practicality of the estate bodywork was somewhat compromised and, with the relatively high cost of the conversion, only around 150 were built.

 

This 1974 Estourer Automatic was sold new to a Mr Jackson, and delivered on 9th August to coincide with the new number plate change. It has had a further nine owners according to the accompanying V5C, passing to a Swedish Gentleman in 2004 who exported the car to the Malmo area. A file of correspondence lists a number of jobs completed during its time overseas, including work to the brakes and attention to sort out low oil pressure. The car covered some 6,300 miles during this period.

 

The Estourer subsequently returned to the UK in 2012, at which point it was given a fresh MOT which shows no advisories. The file includes a further seven old MOTs and plenty of bills and invoices, which help substantiate the total indicated mileage of 56,164 miles as correct. It does not have a current MOT and having covered just six miles over the last six years, will require some light recommissioning before use once more. Bidders are advised that we have not attempted to start the vehicle since it has arrived onsite.

 

Rare, unusual and attractive, this low-mileage P6 Estate looks very smart and has a lovely black leather interior. It should take little to turn it back into one of the nicest examples in existence.

E26

 

Coys of Kensington

 

Techno Classica 2019

Essen

Deutschland - Germany

April 2019

 

BMW’s glorious M1 supercar is a rare mix of stunning performance and practicality. Whenever it has been compared to other high performance sports cars from the 1970s and 80s by the motoring press it is always the BMW which comes out on top.

The original concept was for a car which BMW could compete with in the Ferrari type market place, but which provided BMW-style reliability. However the Bavarian company were sufficiently aware of their inexperience in this field so Lamborghini was called in to design and develop the car, with the intention that they would be built under licence in the Sant’ Agata manufacturer’s factory. However at the crucial time Lamborghini went through one of their periodic financial crises and takeovers, so none of the production examples were actually built in Italy.

The bodywork was styled by Giugiaro’s, Ital Design; with stunning compact two door coupe coachwork which accommodated two occupants and a mid-mounted six cylinder twin cam 24 valve BMW Motorsport engine with fuel injection. In this application 277 bhp was coaxed out of the superb motor, allowing a maximum speed in excess of 160 mph. and a 0-60 mph. sprint in 5.5 seconds. Handling was vice less and reliability was excellent. Furthermore, levels of comfort were of a degree unheard of in a mid-engined supercar up till then.

This extraordinary BMW M1 was built to standard specification in 1979 and delivered to it’s first owner in Berlin the following year. In 1981 the car was purchased by renowned racing driver, Harald Ertl, the following year; at which point the car went through an extreme makeover! Developed in conjunction with British Petroleum who were looking to promote their new Autogas product, this unique M1 was hoping to break 300 km/h to set a new record. Using Gustav Hoecker Sportwagen-Service GmbH, Ertl had the M1 engine fitted with twin KKK turbochargers developing in the region of 410 bhp. On 17th October, 1981, Ertl managed to achieve a record breaking 301.4 km/h.

This wonderfully sleek and even more aggressively-styled M1 has recently been unearthed from a garage in East London, ‘lost’ for nearly a quarter of a century and coming to the market for the first time since 1993 ; this is possibly the rarest M1 in the models history. Undoubtedly a piece of motoring history and the subject of several magazine articles, this is a hugely interesting prospect for any serious enthusiast or collector.

Tickford Capri. Capri Club concours event in Lutterworth, June 1991.

 

The Tickford Turbo was John Miles vision of the ultimate Capri. Miles was a Lotus test driver and journalist who believed the Capri was, whilst retaining the practicality of its original design, capable of reaching speeds in excess of 140 mph with improved handling and response, as well as reducing noise levels. Miles also believed this car was marketable !

After meetings with Victor Gauntlet (Chairman of Aston Martin) and Bob Lutz (Chairman of Ford Europe) the idea began to develop into a reality. The aims set out were to produce a car that had the looks and performance of the Aston Martin Vantage but kept the advantages of the basic Capri.

 

Unfortunately, shortly after the project began to gather momentum Bob Lutz was promoted to a higher position within Ford in America and as far as Ford were concerned the project was put on hold. Thankfully Miles and Gauntlet decided to go on without Fords involvement and an agreement was drawn up to manufacture 250 Tickford Turbo's at the Coventry plant where the Jaguar XJ-S cabriolets were finished. The prototype was finished in time for the 1983 Motorfair. The price ? £14,985 !

The body kit was unique to the Tickford Capri and reduced the drag coefficient from 0.39 to 0.37. It was further estimated that front end lift had been reduced my 70 percent ! The interior was enhanced with walnut fillets, electric windows, sunroof and a burglar alarm. The centre console was modified with leather trim all round. A full leather option was available along with Pirelli P7 tyres. The Tickford was available in red, white or black.

 

The overall result was a "true 140 mph supercar" with a stunning 0-60mph time of just 6.7 seconds. Motor Sport magazine compared the performance to the 2.7 litre Porsche 911. By 1987 the price had increased to £17,220 and by the time production stopped it is estimated that around 100 cars were manufactured, less than half the original estimate.

 

This is actually not entirely accurate. 100 2.8i's were bought by AMT but only 85 of them were re-sold as Tickford Turbo's. The remaining 15 cars were sold on as standard 2.8 injection specials, but with the one redeeming feature that they had AMT VIN plates. The reason that these last fifteen cars were not transformed to Tickfords is that the car was now clashing with the production of the Sierra Cosworth - which was cheaper and probably faster.

here: 3 Dutch teams on stage: Nuon Solar Team from Delft, Twente Solar Team & Solar Team Eindhoven:

celebrations with the Dutch Solar Team Eindhoven as they are awarded first prize with world's first family solar car Stella for best of the Cruiser Class in the 2013 Bridgestone World Solar Challenge. Apart from time, in Cruiser Class also practicality and total driver-kliometers are counted (Stella usually carried 2 to 4 people). /

bevrijdende vreugde bij de studenten van Solar Team Eindhoven wanneer ze de eerste prijs winnen met 's werelds eerste familie-zonne-auto voor beste deelnemer in de Cruiser klasse tijdens de 2013 Bridgestone World Solar Challenge. Behalve tijd wordt in de Cruiser Class ook de praktische ervaring van het rijden van de auto, en het aantal berijders-kilometers geteld (Stella had gewoonlijk twee tot vier berijders aan boord)

Are you searching for the most effective water and low-flow Sink Tap Singapore? If yes then why don’t you visit the renowned bathroom accessories showroom like Wasser Bath? Its distinguished showroom offers the very best quality bathroom, kitchen, and toilet accessories to its valuable customers at a very affordable price. It worked hard to source a variety of Wares that provides both style and practicality for your daily use.

These days most people searching for the taps which supply smooth water supplies for the varied purposes and also the main motive to find out such tap are that individuals want to avoid wasting water and use once they need it. The team of the showroom is obsessed with the merchandise that mixes excellent design and great pricing that's fair and accessible.

They worked hard to source a spread of Wares that provides both style and practicality for your daily use. Being a customer if you have got any doubts in your mind then kindly visit the web site of the showroom which is about up for the people so that they'll view all the sanitary wares to seek out the simplest for his or her bathroom.

The showroom provides suitable customer services and guides the customer on which product will perfectly suit well with their exact needs. So, Wasser Bath welcomes you to know such wonderful deals on your favorite bathroom, kitchen products.

 

Oh Dacia, what have you done? Car manufacturers have striven for years to take their model lines upmarket; ever more comprehensive trim levels, electronic gizmos coming out the wazoo, over-elaborate styling that's shorn of rubbing strips or any other concessions to practicality. And then you had the cheek to bring out the Sandero, a car that harks back to the bad old days of solid colours, unpainted bumpers, minimal electronic aids and steels wheels. It doesn't eve come with a radio as standard, godammit!

This fresh approach to trim specification has shaken some car companies to the core, none more so than Ferrari. Their new 488GTB - the 458’s turbocharged successor, takes its name from the cubic capacity of each of its cylinders: 487.75, rounded up to 488. 'GTB' comes in celebration of the 40th anniversary of the gorgeous 308 GTB of 1975. The standard version has just been launched at the 2015 Geneva Motor Show, but Ferrari have made no secret of that fact that there will be a stripped out model; not a racer like the 458 Speciale Aperta, but a true base model. Gone is the unnecessary flappy paddle gearbox, replaced with a proper six-speed manual. The alloy wheels have been supplanted by slightly narrower steels wheels with 60 series tyres while the mirrors & front and rear bumpers are unpainted in the quest for lower weight. Inside, painted bare metal abounds; the floor has simple rubber mats and the seats are vinyl covered; headrests, a heater and a radio are optional cost extras.

Opinions about the looks of this 488 Popolare (Italian for Popular) have been divided, but I think you'll agree that the steelies and plaggy bumpers ad a hint of honest aggression, while adding a lot of day-to-day practicality: kerbs and barriers that once proves terrifying can now withstand low speed impacts from supermarket trolley attacks, while repair costs will be a lot lower.

Heres to the 488 Popolare - a true entry-level Ferrari that even the likes of the merely well-off can aspire to.

There's not much I can say about the Rolls Royce Silver Shadow that hasn't already been said, a car that was styled and homed to perfection, a vehicle that took 3 months to build, comprised of 3 cow hides, 12 square feet of wood and laden with the finest Wilton carpets. If you owned a brand new one of these back in the 1960's and 70's, then you truly were someone special.

 

The Silver Shadow however, unlike its predecessors, was the most radical Rolls ever built, primarily due to the fact that unlike previous cars such as the Phantom and Silver Cloud, the car was built on a monocoque, with the body being built with the chassis, rather than in earlier instances where Rolls would provide the chassis, and then it was up to the owner to hire a coachbuilder such as Hoopers or HJ Muliner Park Ward, to build the body.

 

The Silver Shadow was also the first Rolls to be built with the idea of the owner being sat in the front rather than the back. The Silver Cloud was very much a passenger's car, being ferried from stately banquet to stately banquet by a chauffeur. This Silver Shadow on the other hand was a driver's car, powered by Rolls Royce's magnificent V8 engine it smoothly glided across the countryside with the grace and elegance of a stately home on wheels, and so popular was this chemistry of luxury and practicality, that they sold by the thousand. In total, 25,000 examples were built, and the design was incorporated into many other variations, including the Rolls Royce Corniche (a direct descendant of the Silver Shadow 2-door Coupe built by HJ Muliner Park Ward), the controversial Camargue (which was built on the same chassis as a Shadow), and the Bentley T series (basically a Shadow with Bentley badging and radiator grille).

 

Eventually, the Shadow ended production in 1980, being replaced by the simpler Silver Spirit and Silver Spur range, but the magnificent design of this classic British pedigree has kept it one of the most popular owner's cars in the world, now available for ownership at less that £10,000 in some instances!

There was more to art deco than elegance, glamour and eroticism. Its designs ushered in the modern world, says Sebastian Smee

Sex has traditionally been the easiest way to distinguish between them: where art nouveau had been feminine, art deco, the style that succeeded it, was masculine. Feminine meant curves and organic forms, an orgy of ornament; masculine meant straight lines, vitality, speed and streamlining. When art deco kicked in before the first world war, around 1910, the fine arts were still giddy from the revolutions of fauvism, primitivism and cubism. But it really blossomed in the roaring 20s, the age of the flapper: in the collective imagination art deco means women smoking, drinking cocktails and dressing like men.

 

But this masculinised version of art deco is misleading. It had been prophesied by the Italian Futurists, whose ringleader, the poet Tommaso Marinetti, declared in 1909 that "a roaring automobile, which seems to run like a machine gun, is more beautiful than the Victory of Samothrace". But on the other side of the Great War, machine guns no longer seemed such poetic similes.

  

By the 1920s - optimism being a hard condition to keep at bay - the heady infatuation with modernity that had whipped Futurism into being was once again gathering to a greatness, this time right across Europe.

 

Futurism's manifesto-driven, bully-boy dogma was spreading into something more complicated, sophisticated and subtle. We call it art deco (or we have since 1966; before then it was known as "Jazz Moderne", "Streamline Moderne" or simply "Moderne"), and though we tend to think of it as a swing in the zeitgeist towards the masculine, it was in many ways the feminine principle - or at least, feminine freedoms - that really got the boost.

 

The war itself had made this inevitable. There was more to it than just the absence, the loss, of so many men. Smaller historical contingencies played their part. In fashion, for instance, the need during the war to conserve heavy fabrics for the troops played a huge part in hastening women's acceptance of a lighter, slimmer silhouette. This in turn brought about other, unforeseen effects: new materials like rayon and muslin were too light to bear the weight of heavy jewellery, which encouraged the gradual introduction of lighter and stronger platinum in jewellery design.

 

For the most part, art deco refers to a style that became manifest in traditionally feminine areas of life: interiors, jewellery, glass, silver, ceramics and furniture. Its greatest designers were men, but one could argue that these men were mostly responding to women and their newfound appetites.

 

One of art deco's stars was Josephine Baker, who had been performing on stage since she was 13. "Too skinny and too dark" to make it in her native America, she sashayed on to the stage in Paris in 1925, danced a freely improvised version of the Charleston and became an overnight sensation.

 

Her legendary opening night performance with La Revue Nègre, musicians and dancers from Harlem, was at the Thétre des Champs Élysées. It was seen by the New Yorker's correspondent, Janet Flanner, who wrote that Baker "made her entry entirely nude except for a pink flamingo feather between her limbs; she was being carried upside down and doing the splits on the shoulder of a black giant... She was an unforgettable female ebony statue... The two elements had been established and were unforgettable - her magnificent dark body, a new model that to the French proved for the first time that black was beautiful, and the acute response of the white masculine public in the capital of hedonism of all Europe - Paris."

  

African art, or "l'art nègre", had seduced first the artistic avant-garde and then the wider Parisian public from about 1906, when Matisse and Picasso, awed by its freedom and directness, first integrated African sculpture into their art. Baker's arrival in Paris came as the confluence of this interest and an infatuation with jazz reached a high-water mark.

 

In another famous performance, at the Folies-Bergère in 1926, Baker starred as a jungle savage, wearing a skirt of 16 satin bananas that swung freely about her hips. She descended to the stage by climbing backwards down a tree, then whipped the audience into an erotic frenzy with an uninhibited improvised dance.

 

Her talents made her a huge celebrity, one of the most photographed people of her day, and the highest-earning entertainer in Europe. Many of the most famous designers of art deco incorporated her into their work, and she in turn became a prestigious client to the top designers. She was introduced to high society and to Paris's artistic elite and was adored by writers and artists, including Hemingway, Gertrude Stein, Picasso, Georges Rouault, Alexander Calder and Adolf Loos.

 

Such was her impact that only a few weeks after she had arrived in Paris, "la Baker" featured as the guest artist at a gala celebration for the monumental Paris exhibition of 1925, by far the most important design event of the art deco era. Anna Pavlova, the great ballerina, had danced during the appetiser. The main course was reserved for Baker.

 

Singers and dancers aside, the star of that 1925 exhibition was Jacques-Emile Ruhlmann, still the first designer to come to most people's minds when they think of art deco. Ruhlmann, who had first attracted notice in 1910 at the Salon d'Automne, was commissioned to design several of the pavilions, including the Salon pour une Ambassade and the Pavillon d'un Collectionneur. He used the opportunity to display his own eye-catchingly modern furniture designs alongside opulent works of art, including, most famously, Les Perruches, a massive painting of nude women holding brilliant parakeets by Jean Dupas.

 

Even Ruhlmann's materials courted the exotic. For the grand piano that dominated the floor of the music room in the Pavillon d'un Collectionneur, he used Macassar ebony and amboyna woods applied with ivory detailing. But such sumptuousness and daring (he also favoured chromium and tortoiseshell trimming) was offset by classical designs, their formal restraint. In this, and in his penchant for designing expensive one-offs rather than modern designs for mass production, Ruhlmann came to be venerated as the foremost of the "traditionalist" art deco designers, a diverse group keen on reinterpreting late 18th- and early 19th-century French cabinetry.

 

The "modernists", by contrast, were influenced by art movements such as Cubism, Futurism, De Stilj and the Bauhaus. A utopian heartbeat pulsed through their ideas, and the affordability, mass-producibility and ideological "clean-ness" of their designs eventually put them in the ascendant.

 

But in the 1920s, with the stock market still riding high, Ruhlmann's designs made him a star: their combination of fine craftsmanship, elegant style and exotic finish seemed to embody the new spirit. He was the most prominent of the designers asked to work on a project that - more than any other - epitomised the new possibilities of leisure, glamour and luxury travel that define art deco: the Normandie.

  

Designed to be the biggest, the fastest and the most sumptuous passenger ship the world had ever seen, the Normandie set a transatlantic speed record on its maiden voyage in 1935. On board were Madame Albert LeBrun, wife of the French president, and the writer Colette. Later passengers included Fred Astaire, Gloria Swanson, David Niven, Joe Kennedy and his sons Joe Jr and John F Kennedy.

 

"The whole place is like a setting for a ballet," wrote Harold Nicholson to his wife, Vita Sackville-West. Some of the most extraordinary features of this setting were the product of radical new technology. The ship's dramatic, flared bow with a hollowed-out contour at the waterline and a bulblike shape at the foot - the ultimate in aquatic streamlining - was the innovation of Russian architect and engineer, Vladimir Yourkevitch. He also introduced turbo-electric power to propel the Normandie; his innovations cut the voyage from Le Havre to New York from a week to just over four days.

 

The Normandie's interior was designed by many of the biggest stars of the 1925 Paris exhibition, the leading lights of art deco, including Ruhlmann, the glass designer René Lalique, Jean Dupas and Jean Dunand, who worked on panels for the ship's smoking room and sections of the first-class salon. They were done in an Egyptian style (considered ultra-modern) and depicted fishing, dancing, horse-taming, grape-picking and hunting. Dunand and Dupas, a muralist, collaborated on a 32-gilded panel piece for the grand salon, the Chariot of Aurora, an allegorical history of navigation, and one of the greatest examples of art deco.

 

The Nazi occupation of France prevented the ship from returning there, and for two years it languished in New York harbour. Then, after Pearl Harbor, President Roosevelt seized the ship and trooped it for war. It was renamed the SS Lafayette, in honour of the Franco-American alliance, and its art deco fittings were dismantled with a haste that proved to be reckless. On the afternoon of February 9 1942, a week before it was scheduled to sail to Boston, a spark from a welder's torch set alight the life jackets temporarily stored in the Grand Salon. Within minutes, the Normandie was in flames, and within four hours, it lay gutted and overturned. It had cost $60m to build and was sold for scrap at $161,000.

 

The symbolism of the whole debacle - French opulence meeting a grisly end in a new atmosphere of war-time austerity; European self-indulgence sunk by the US practicality - is almost too easy. And it conveniently obscures the fact that it was America - and New York in particular - that gave birth to some of the most extraordinary examples of art deco extravagance. If transatlantic travel was emblematic of the new freedom in the 1920s, New York's astounding skyscrapers built in the final years of that decade suggested freedom was nothing without might - in the form of sheer, imposing height. Nothing bears witness to this more than the Chrysler building, still, perhaps, the most distinctive landmark on New York's skyline.

 

Here, surely, the notion that art deco was masculine in tone had found its ideal incarnation? Yet compare the Chrysler building with the boxy monoliths that have sprung up around Manhattan since and it begins to look beguilingly slender, jazzy and -dare one say it? - feminine.

  

The building was the improvised child of two ambitious men: the architect William van Alen and the millionaire Walter Chrys-ler. Poignantly, its impossibly high spire emerged (in the words of Van Alen, "like a butterfly from its cocoon" in October 1929 - more commonly remembered for the Wall Street crash, which signalled the end of art deco extravagance.

 

Van Alen, like so many creative Americans in the 1920s, had studied in Paris, and returned intoxicated by the new modern style: "No old stuff for me!" was his credo. "No bestial copyings of arches and colyums and cornishes[sic]! Me, I'm new! Avanti!" He was commissioned by William H Reynolds, a property entrepreneur, to build the world's tallest building, but the financing was soon taken over by Chrysler - a "real-life Gatsby", according to the New Yorker (itself, and to this day very visibly, a child of the jazz age).

 

The competition to earn kudos and acclaim by building tall was positively febrile at that time, and the Chrysler building's spire was really a device to out-do the Bank of Manhattan Company's building at 40 Wall Street. Less than a year later, Al Smith's Empire State building out-muscled them both in what was fast becoming an unseemly sky-grab.

 

But one would never say the Chrysler building was eclipsed, for its most astonishing feature was, and remains today, almost as dazzling as the sun itself. The heaped radiator caps, with wing-spans of 15ft, around the elongated dome, were clad in diamond-honed KA-2 steel, which gave them an incandescent glow visible for miles around.

 

The building remains as dazzling and iconic today, a symbol of glamour and hubris, and of a time when ornament was nothing to shy away from: it could be successfully incorporated into the very structure of a skyscraper.

 

Van Alen, who was all but forgotten almost as soon as the building was finished, had "managed to perfect", wrote the New Yorker, "as much as F Scott Fitzgerald or Duke Ellington, the uniquely American style of the honky-tonk sublime", the "art deco wonder of the world".

 

· Art deco 1910-1939 is at the V&A, London SW7, from March 27. Details: 020-7942 2000

  

Some more from this series about the relationship between little kids and the people they ride around on...though some other anti-gravity pairings do sneak into the mix...

 

It's a magical age when a kid can get to travel in style and see the world from a unique viewpoint. Small enough to still be carried but old enough to enjoy the novelty of the ride.... a mixture of practicality, parental protectiveness and just for the sheer fun of it.

 

Full set here: www.flickr.com/photos/cjcrosland/albums/72157657432018333

SAAB (of Sweden) had always made some oddball cars. This was not always a good way of returning profits to development. By the mid-1980s, it was clear that the luxury market, to which SAAB aspired, had consolidated to the 3-box sedan.

 

The 9000 was part of the Type Four program, a pooled platform which yielded large cars for Alfa Romeo (164), FIAT (Croma), Lancia (Thema), and the SAAB 9000. By the time all the cars had been launched, all but SAAB were now part of the wider FIAT combine. An approach was made in the 1990s for SAAB to also be purchased, but this was rejected.

 

The SAAB 9000, which had originally been launched as a large 5-door in 1984, was updated to include a second body design - a conventional saloon, in late 1988. The car was called the 9000 CD, and the chief market was the US.

 

On endearing feature of SAABs was their practicality and utility, and though the 9000 CD was more useful than most sedans, SAAB buyers actually preferred their cars as 5-doors. The 9000 CD continued until 1998, when the car was replaced by the SAAB 9.5, a second attempt at a GM-derived platform project. GM's ownership of SAAB came to a conclusion with the remnants of SAAB sold first to Dutch boutique manufacturer Spyker, after GM's bankruptcy in 2009. SAAB was declared insolvent in 2012, and the remaining assets purchased by Chinese owned NEVS.

Daniel Garcia - Symphony : freemagic2u.blogspot.com/

 

The Effect

SYMPHONY contains five simple, powerful effects that are as visual as magic gets. Each is completely impromptu - no crazy gimmicks are required - and can be performed at a moment's notice.

 

Containing full instruction on VOID, VISA, JACOB'S LADDER, .44, and TIMELINE 2.0. Shot on location in Las Vegas, Nevada, with multiple street performances. Each effect was hand selected by Daniel for practicality, simplicity, and visual nature.

 

SYMPHONY contains tricks involving everything from rubberbands to credit cards to bills to playing cards - over 1.5 hours of detailed instruction by the man himself. Click HERE for the full contents listing.

 

What You Get

 

VOID

For the first time, Daniel outlines the full version of VOID - one phase of which was previously published in Magic Magazine - an impromptu method for performing the classic MISLED effect by Timothy Wenk (as performed by David Copperfield).

 

An ordinary drinking straw penetrates and melts visually through a dollar bill in a three phase routine that will leave your audience speechless.

 

VISA

Visual. Instant. Static. Attraction. You cause the magnetic strip on two borrowed credit cards to polarize themselves, being drawn together and repelled apart as if a magnetic field was present. Three phases of staticy goodness.

 

TIMELINE 2.0

Daniel's take on the classic Mystery Card plot. A card with an odd back is removed from your pocket as the 'prediction'. You have the spectator sign it across the back and it is placed securely into the card box - which is then held by the spectator.

 

You spread another deck and have a card selected. You ask the spectator if it matches the prediction in the case - but they find it has vanished. You tell them to turn over the card in their hand and it is the original signed prediction. A piece that Daniel performs on a daily basis. Super simple. Incredibly powerful.

 

.44

A visual transposition of two packets of four cards (as chosen by spectators). An effect that can be performed spur of the moment.Four Aces held by a spectator transpose with the Jacks in your hand... twice. Each move is taught in unparalleled detail.

 

JACOB'S LADDER

An effect inspired by Dan Harlan's 'Traveling Cash' routine. A rubberband is stretched around the fingers of a spectator. A bill is folded over the top strand of the band.

 

With a subtle flick it penetrates directly through, leaving it wrapped around the second strand. Another pull and it penetrates directly through. All can be examined.

Coachwork by Graber (n° 350)

Chassis n° 57443

One-off

 

3.257 cc

8 in-line

130 ch @ 5.000 rpm

 

Les Grandes Marques du Monde au Grand Palais

Bonhams

Estimated : € 280.000 - 340.000

Sold for € 293.250

 

Parijs - Paris

Frankrijk - France

February 2018

 

The extremely handsome, one off coachbuilt Bugatti presented here is accredited by Bugatti experts to be a collaboration of its original owner with the Swiss coachbuilder Graber who were one of the leading Swiss coachbuilders of their day.

 

Most of Graber's 50 workers were skilled specialists, and the firm regularly displayed their latest creations on their stand at the Geneva Salon. It could be said that they were less flashy than some of the French coachbuilders, less advanced than certain Italian efforts but they were definitely of higher quality than most and displaying the well-balanced design preferred by their wealthy clientele. The success of Hermann Graber's company may be judged by the fact that it perpetuated comfortably into the 1970s, long after many of its pre-war contemporaries had ceased.

 

According to information supplied by Bugattiste Kees Jansen, 57443 was completed by the Bugatti Works in September 1936 and was sold in chassis form to the Bucar Bugatti agency, who had operations in both Berlin and Zurich. This particular order was for the Grob Agency in the Zurich Canton of Horgen. 57443 is one of a handful of Type 57s that were supplied at this time all with chassis numbers in close proximity of each other, notably, 57444, 57446 and 57447. 57443, 57444 and 57447 were all to be equipped with coachwork by Graber. Jansen's records state that the rolling chassis was driven over 150km to Hermann Graber's coachbuilding works on September 21, 1936.

 

The car's original owner is said to have been an architect and was therefore responsible for the design, while the coachbuilder was for its construction. A number of its features including the hood louver treatment are common with other Graber bodies.

 

The result was a dramatically different automobile to the factory offered Pillarless sedan, which was arguably a victim of practicality over style. The car here is a clever, set-back, close-coupled design retaining the popular scalloped side panels synonymous with Bugattis, and dispensing with running boards to accentuate separate 'teardrop' or pontoon fenders. It is unquestionably a success, and it is perhaps only at second glance that one notices the presence of the secondary door. With the spare tire set at the back of the car, the full design of its side from its quarter-batched hood louvers backward is uncompromised, always a sporting styling touch. Another particular feature which is rather interesting are the long 'eared' wheel hub spinners, which it is said were to make wheel removal easier for a lady owner early in its career.

 

By 1960, the Type 57 was the property of Dieter Marx of Basel, and it was there that it was spotted by well known Dutch Bugatti dealer Bart Loyens, using one of the many connections he had forged as a student in Switzerland. The car had apparently been laid up following an engine failure, allowing Loyens to acquire it for a relatively favorable SWF500. He would bring it to the Netherlands and it would remain in Dutch ownership for the next 48 years.

 

Arriving in Holland 57443 was stored in warehouse space he used of the America-Holland Shipping Line, but it was not long before it passed onto the Dutch Bugatti Agent Albatros, owned by the van Ramhorst brothers. At this point, the 'broken' engine was replaced by another correct contemporary Type 57 unit, being over-stamped with the car's chassis number. (Today its original engine is in America having been fitted to Jim Hull's remarkable recreation of the 'Torpedo Competition' completed and debuted in the last few years.)

 

After brief sojourn out of the country, while in the custody of Dutchman Gies Pluim came to an end when his wife decided that they didn't need more than one Bugatti (already owning #43198) the car then passed to Hans Sauerbrier in November 1962 where it would remain until 2008. In Sauerbrier's custody the Bugatti was well maintained, and received an engine rebuild with new block in the 1980s, with the work being carried out by Fa Keizer of Doetinchem. Perhaps also at this time it was upgraded to have the hydraulic brake system as on the later models. With that addition and while retaining correct rubber engine dampers of its series, it is today to the definitive specification of the Type 57.

 

After more than 4 decades of ownership in this family the Bugatti migrated to the U.K. being sold publicly. Its buyer subsequently refurbished the car mechanically before passing it to the current owner.

 

In its present custody, the decision was made to repaint the car in a style more in keeping with others of its brethren accenting the body moldings in a two tone scheme. At the same time, the interior was sympathetically attended to, repairing the original leather. The details of the cabin are particularly attractive and extend to aspects such as the rarely seen accessory of the original leather cover for the steering column.

 

On close inspection, this is a rewarding Bugatti to look at today, its distinct body styling is particularly appealing and the preservation of its interior has ensured that the soul and charm of the car can still be experienced. Bonhams has a great tradition of offering special Bugattis, the latest, this unique example follows firmly in those footsteps and will no doubt be appreciated for its usability in events such as those of the American Bugatti Club or indeed to be shown.

A missing commentary - the debate between sea and olives, between Poseidon and Athena.

 

'Cold is the heart fair Greece that looks on thee /Nor feels as lovers o er the dust they loved/ Dull is the eye that will not weep to see /Thy walls defaced thy mouldering shrines removed/ By British hands which it had best behoved /To guard those relics ne er to be restored /Curst be the hour when from their isle they roved /And once again thy hapless bosom gored abhorr 'd/ And snatch'd thy shrinking Gods to northern climes'

From Canto 2, V,15 Childe Harold's Pilgrimage by George Gordon Byron

 

Dora Bakoyannis, Greece's impressive Foreign Minister, and ex-Mayor of Athens, was doing things in London this week (Nov 07) - like talking with David Miliband about Greek-Turkish relations and the FYROM issue. She brought a signed copy of Alexander the Great's birth certificate issued well south of the Slav upstart state claiming his history. No seriously, that's a squabble that has to be talked out by diplomacy - so it never gets fought out. Bakoyannis is a politician who tends not to put a foot wrong. (Future Greek PM?) Bakoyannis, in the Mercouri tradition, met the British Committee for the Restitution of the Parthenon Marbles. She thanked them for their campaigning, stressing that Athens' goal (diplomatic metonymy) was to reunite the Marbles being held at the British Museum in London with those in Greece.

 

'They do not only belong to Greece but the world has a right to see them united at the new Acropolis Museum'

 

Consider the blank space on the west pediment above our heads in this snap taken by another couple who we'd just photographed for their album. Whether you have the place to yourself - which can happen - or whether it teems with visitors, its genius loci is undeniable, yet in this world of 'signage' designed to teach visitors and remind locals about their history - the most finely crafted commentary on the Acropolis is missing. Blast away its roof and scar its pillars, it is the story told in marble on the pediments and friezes of the Parthenon that is as important to its integrity as Genesis is to the Bible or the statue of Romulus and Remus suckling a wolf is to Rome.

 

The theme of the western pediment is the rivalry between Athena and her uncle, Poseidon, as to who should be patron of their favourite city. Witnessed by Cecrops, the Goddess offers an olive branch; the God, a saltwater spring. What's that about? Ponder pethia! Think visitors! Or head to northern climes and check it while I have a skirto.

 

Olives are good food, good wood and their oil fuelled lamps. Both could be traded. Poseidon's gift was about sea power - important for defence and trading. Which is the best gift? What qualifies Cecrops to judge?

 

Poseidon and Athena occupy the central, high point of the pediment's triangle - or should. Also up there - or should be were he not in the British Museum - is Cecrops, half man and half serpent, born from the soil, ancestor of the Greeks, who, by preferring Athena's gift, founded Athens teaching her citizens to bury the dead, honour the contract of marriage, to read and write. A civiliser. The Parthenon was named Cecropia in his honour. It became home to Phidias' magnificent ivory and gold statue of Athena.

 

Can you see the problem here - a tension between peace and war; between the practicality of the olive, not to mention its beauty, and the fact of Piraeus and the security of the broad blue highway from whence came the trading economy of the Aegean basin and littorals far beyond? Some lesson! Did the neat little recording gadget tell you that while you were gazing in wonder at the remains of the marble narrative - chipped and bowdlerised by ill advised cleaning - in the British Museum? [one of my students stands before the east pediment marbles a few weeks ago]

 

Erichthonius, also on the west pediment, was the second king of Athens. I am confused about him. There seems to be speculation about his history and identity. He wasn't Athena's son but she brought him up. He taught his subjects to work silver, put horses to chariots, and to pull the plough. I don't think Poseidon liked him. I need to learn more. Then there are more water divinities - Iris and Hermes among them - joining in a debate which, for the moment, remains muted and remote since the chamber above our heads is sadly empty.

 

When I was last there, I was looking at the miniature reconstructions of the pediments in the museum on the Acropolis. I got into conversation with a Greek visitor from Thessalonika. I said I'd very much like to see the marbles returned, since their absence made me ignorant, stopping me shifting my gaze in a helpful way from pediments to frieze - a four-fold lesson there - to the larger structure, to the city below and towards the sea to the south. He said 'Yes they must come back, but we are not ready for them. Because of the air pollution in Athens they will have to go from your museum to our museum.' Having first seen the incomparable Parthenon in the late 1950s I was indeed struck by the pollution damage since then; more harm in 30 years than in many previous decades. I saw his point. More pragmatic than moral.

 

Athens' pollution problems are not helped by her magnificent topography. The great city is located in a basin surrounded by high mountains and the dear dark faced sea that has served her so well. Air dispersion despite the etesian winds of summer is minimal. It is the only city where I - a traveller - have suffered as much from the humid heat of August and which makes cooler suburbs like Kifissia so seductive. The main sources of air pollution - motorised traffic, industry, domestic heating and air-conditioning - is increased by solar radiation during spring and summer. Athenians know 'the nefos'. The fires on Parnitha and closer in Kifissia amplify the problem - driven by ill-chance and yearning for land. Traffic congestion seems as bad as ever.

 

Thirty years ago the pollution in Athens was so bad, that, according to then Greek Minister of Culture, Constantine Trypanis, the caryatids of the Erechtheum had seriously degenerated, while the face of the horseman still on the Parthenon's west side was all but obliterated. Strict measures during the 1990s improved air quality. Five of the caryatids were replaced with replicas - the originals placed in the Acropolis Museum. Elgin had the sixth. [He's got a receipt. 'Hold on it was in my pocket just now. Wait. it's somewhere here, I promise.']. The nefos is rarer, but summer 2007 saw great palls of smoke blanketing the city. All the same, more Athenians are on bicycles. Many more rely on the superb rapid transit system that came with the Olympics. But people are people. They love their cars. They covet, they yearn and sometimes they burn.

 

The National Law 1650/86 contains the main legal framework for the protection of the environment. Air is monitored in a highly detailed scientific way, but...so much depends on human beings, corporate responsibility and confident government.

 

['The pilfering lords have gone, but the hungry clouds of pollution do damage in Athens nearly as bad.' Richard Stoneman (ed) Land of Lost Gods: The Search for Classical Greece, London: Hutchinson, 1987, p.300]

 

If the Parthenon marbles return to their pediments - not just to a superb air-conditioned humidity-controlled museum nearby (politically correct as that would be) - Greece will have achieved more than a just restoration, she will have tackled one of the great urban problems of the world. The statue of Romulus and Remus is in the Musei Capitolini not in the open on the Capitoline Hill, needing similar protection from air pollution. If the Parthenon marbles do not return to their original place, then can you reproach those with the means who also retreat to 'superb' air-conditioned humidity-controlled environments separated from their fellows, shielded from the effects of their way of life?

 

The message on the west pediment - the debate between Poseidon and Athena, between sea and olives should be renewed and resolved. They may argue. They may quarrel. But if they cannot share the same space then nor can we. The next time I enjoy on an olive from Kalamata or Halkidiki I will be more aware of its salty taste. Herete

 

More on a Englishman's reflections on Greece:

democracystreet.blogspot.com/search?q=narrative

Scotland baked in the sun today 25/5/2018, with the sun beating down it felt like a day to get out and about, I decided to revisit one of my favourite sites

Dunnottar Castle as it is located

40 minutes drive from my home in Aberdeen,a piper played as visitors and tourists arrived , what a magnificent sight.

 

I wandered along the base of the castle and enjoyed the bay with its calm waters and great views, after an hour or so it was time to leave and climb the numerous stairs back up the hill to the car park.

 

Castles History.

 

Dunnottar Castle (Scottish Gaelic: Dùn Fhoithear, "fort on the shelving slope" is a ruined medieval fortress located upon a rocky headland on the north-east coast of Scotland, about 3 kilometres (1.9 mi) south of Stonehaven.

 

The surviving buildings are largely of the 15th and 16th centuries, but the site is believed to have been fortified in the Early Middle Ages. Dunnottar has played a prominent role in the history of Scotland through to the 18th-century Jacobite risings because of its strategic location and defensive strength. Dunnottar is best known as the place where the Honours of Scotland, the Scottish crown jewels, were hidden from Oliver Cromwell's invading army in the 17th century. The property of the Keiths from the 14th century, and the seat of the Earl Marischal, Dunnottar declined after the last Earl forfeited his titles by taking part in the Jacobite rebellion of 1715.

 

The castle was restored in the 20th century and is now open to the public.

 

The ruins of the castle are spread over 1.4 hectares (3.5 acres), surrounded by steep cliffs that drop to the North Sea, 50 metres (160 ft) below. A narrow strip of land joins the headland to the mainland, along which a steep path leads up to the gatehouse.

 

The various buildings within the castle include the 14th-century tower house as well as the 16th-century palace. Dunnottar Castle is a scheduled monument, and twelve structures on the site are listed buildings.

 

History

Early Middle Ages

A chapel at Dunnottar is said to have been founded by St Ninian in the 5th century, although it is not clear when the site was first fortified, but in any case the legend is late and highly implausible. Possibly the earliest written reference to the site is found in the Annals of Ulster which record two sieges of "Dún Foither" in 681 and 694.

 

The earlier event has been interpreted as an attack by Brude, the Pictish king of Fortriu, to extend his power over the north-east coast of Scotland. The Scottish Chronicle records that King Domnall II, the first ruler to be called rí Alban (King of Alba), was killed at Dunnottar during an attack by Vikings in 900. King Aethelstan of Wessex led a force into Scotland in 934, and raided as far north as Dunnottar according to the account of Symeon of Durham. W. D. Simpson speculated that a motte might lie under the present caste, but excavations in the 1980s failed to uncover substantive evidence of early medieval fortification.

 

The discovery of a group of Pictish stones at Dunnicaer, a nearby sea stack, has prompted speculation that "Dún Foither" was actually located on the adjacent headland of Bowduns, 0.5 kilometres (0.31 mi) to the north.

 

Later Middle Ages

During the reign of King William the Lion (ruled 1165–1214) Dunnottar was a center of local administration for The Mearns. The castle is named in the Roman de Fergus, an early 13th-century Arthurian romance, in which the hero Fergus must travel to Dunnottar to retrieve a magic shield.

 

In May 1276 a church on the site was consecrated by William Wishart, Bishop of St Andrews. The poet Blind Harry relates that William Wallace captured Dunnottar from the English in 1297, during the Wars of Scottish Independence. He is said to have imprisoned 4,000 defeated English soldiers in the church and burned them alive.

 

In 1336 Edward III of England ordered William Sinclair, 8th Baron of Roslin, to sail eight ships to the partially ruined Dunnottar for the purpose of rebuilding and fortifying the site as a forward resupply base for his northern campaign. Sinclair took with him 160 soldiers, horses, and a corps of masons and carpenters.

 

Edward himself visited in July, but the English efforts were undone before the end of the year when the Scottish Regent Sir Andrew Murray led a force that captured and again destroyed the defences of Dunnottar.

 

In the 14th century Dunnottar was granted to William de Moravia, 5th Earl of Sutherland (d.1370), and in 1346 a licence to crenellate was issued by David II. Around 1359 William Keith, Marischal of Scotland, married Margaret Fraser, niece of Robert the Bruce, and was granted the barony of Dunnottar at this time. Keith then gave the lands of Dunnottar to his daughter Christian and son-in-law William Lindsay of Byres, but in 1392 an excambion (exchange) was agreed whereby Keith regained Dunnottar and Lindsay took lands in Fife.

 

William Keith completed construction of the tower house at Dunnottar, but was excommunicated for building on the consecrated ground associated with the parish church. Keith had provided a new parish church closer to Stonehaven, but was forced to write to the Pope, Benedict XIII, who issued a bull in 1395 lifting the excommunication.William Keith's descendents were created Earls Marischal in the mid 15th century, and they held Dunottar until the 18th century.

 

16th century rebuilding

Through the 16th century the Keiths improved and expanded their principal seats: at Dunnottar and also at Keith Marischal in East Lothian. James IV visited Dunnottar in 1504, and in 1531 James V exempted the Earl's men from military service on the grounds that Dunnottar was one of the "principall strenthis of our realme".

 

Mary, Queen of Scots, visited in 1562 after the Battle of Corrichie, and returned in 1564.

 

James VI stayed for 10 days in 1580, as part of a progress through Fife and Angus, during which a meeting of the Privy Council was convened at Dunnottar.

 

During a rebellion of Catholic nobles in 1592, Dunnottar was captured by a Captain Carr on behalf of the Earl of Huntly, but was restored to Lord Marischal just a few weeks later.

 

In 1581 George Keith succeeded as 5th Earl Marischal, and began a large scale reconstruction that saw the medieval fortress converted into a more comfortable home. The founder of Marischal College in Aberdeen, the 5th Earl valued Dunnottar as much for its dramatic situation as for its security.

 

A "palace" comprising a series of ranges around a quadrangle was built on the north-eastern cliffs, creating luxurious living quarters with sea views. The 13th-century chapel was restored and incorporated into the quadrangle.

 

An impressive stone gatehouse was constructed, now known as Benholm's Lodging, featuring numerous gun ports facing the approach. Although impressive, these are likely to have been fashionable embellishments rather than genuine defensive features.

 

Civil wars

Further information: Scotland in the Wars of the Three Kingdoms

In 1639 William Keith, 7th Earl Marischal, came out in support of the Covenanters, a Presbyterian movement who opposed the established Episcopal Church and the changes which Charles I was attempting to impose. With James Graham, 1st Marquess of Montrose, he marched against the Catholic James Gordon, 2nd Viscount Aboyne, Earl of Huntly, and defeated an attempt by the Royalists to seize Stonehaven. However, when Montrose changed sides to the Royalists and marched north, Marischal remained in Dunnottar, even when given command of the area by Parliament, and even when Montrose burned Stonehaven.

 

Marischal then joined with the Engager faction, who had made a deal with the king, and led a troop of horse to the Battle of Preston (1648) in support of the royalists.

 

Following the execution of Charles I in 1649, the Engagers gave their allegiance to his son and heir: Charles II was proclaimed king, arriving in Scotland in June 1650. He visited Dunnottar in July 1650, but his presence in Scotland prompted Oliver Cromwell to lead a force into Scotland, defeating the Scots at Dunbar in September 1650.

 

The Honours of Scotland

Charles II was crowned at Scone Palace on 1 January 1651, at which the Honours of Scotland (the regalia of crown, sword and sceptre) were used. However, with Cromwell's troops in Lothian, the honours could not be returned to Edinburgh. The Earl Marischal, as Marischal of Scotland, had formal responsibility for the honours, and in June the Privy Council duly decided to place them at Dunnottar.

 

They were brought to the castle by Katherine Drummond, hidden in sacks of wool. Sir George Ogilvie (or Ogilvy) of Barras was appointed lieutenant-governor of the castle, and given responsibility for its defence.

 

In November 1651 Cromwell's troops called on Ogilvie to surrender, but he refused. During the subsequent blockade of the castle, the removal of the Honours of Scotland was planned by Elizabeth Douglas, wife of Sir George Ogilvie, and Christian Fletcher, wife of James Granger, minister of Kinneff Parish Church. The king's papers were first removed from the castle by Anne Lindsay, a kinswoman of Elizabeth Douglas, who walked through the besieging force with the papers sewn into her clothes.

 

Two stories exist regarding the removal of the honours themselves. Fletcher stated in 1664 that over the course of three visits to the castle in February and March 1652, she carried away the crown, sceptre, sword and sword-case hidden amongst sacks of goods. Another account, given in the 18th century by a tutor to the Earl Marischal, records that the honours were lowered from the castle onto the beach, where they were collected by Fletcher's servant and carried off in a creel (basket) of seaweed. Having smuggled the honours from the castle, Fletcher and her husband buried them under the floor of the Old Kirk at Kinneff.

 

Meanwhile, by May 1652 the commander of the blockade, Colonel Thomas Morgan, had taken delivery of the artillery necessary for the reduction of Dunnottar. Ogilvie surrendered on 24 May, on condition that the garrison could go free. Finding the honours gone, the Cromwellians imprisoned Ogilvie and his wife in the castle until the following year, when a false story was put about suggesting that the honours had been taken overseas.

 

Much of the castle property was removed, including twenty-one brass cannons,[28] and Marischal was required to sell further lands and possessions to pay fines imposed by Cromwell's government.

 

At the Restoration of Charles II in 1660, the honours were removed from Kinneff Church and returned to the king. Ogilvie quarrelled with Marischal's mother over who would take credit for saving the honours, though he was eventually rewarded with a baronetcy. Fletcher was awarded 2,000 merks by Parliament but the sum was never paid.

  

Whigs and Jacobites

Religious and political conflicts continued to be played out at Dunnottar through the 17th and early 18th centuries. In 1685, during the rebellion of the Earl of Argyll against the new king James VII, 167 Covenanters were seized and held in a cellar at Dunnottar. The prisoners included 122 men and 45 women associated with the Whigs, an anti-Royalist group within the Covenanter movement, and had refused to take an oath of allegiance to the new king.

 

The Whigs were imprisoned from 24 May until late July. A group of 25 escaped, although two of these were killed in a fall from the cliffs, and another 15 were recaptured. Five prisoners died in the vault, and 37 of the Whigs were released after taking the oath of allegiance.

 

The remaining prisoners were transported to Perth Amboy, New Jersey, as part of a colonisation scheme devised by George Scot of Pitlochie. Many, like Scot himself, died on the voyage.

 

The cellar, located beneath the "King's Bedroom" in the 16th-century castle buildings, has since become known as the "Whigs' Vault".

 

Both the Jacobites (supporters of the exiled Stuarts) and the Hanoverians (supporters of George I and his descendents) used Dunnottar Castle. In 1689 during Viscount Dundee's campaign in support of the deposed James VII, the castle was garrisoned for William and Mary with Lord Marischal appointed captain.

 

Seventeen suspected Jacobites from Aberdeen were seized and held in the fortress for around three weeks, including George Liddell, professor of mathematics at Marischal College.

 

In the Jacobite Rising of 1715 George Keith, 10th Earl Marischal, took an active role with the rebels, leading cavalry at the Battle of Sheriffmuir. After the subsequent abandonment of the rising Lord Marischal fled to the Continent, eventually becoming French ambassador for Frederick the Great of Prussia. Meanwhile, in 1716, his titles and estates including Dunnottar were declared forfeit to the crown.

 

Later history

The seized estates of the Earl Marischal were purchased in 1720 for £41,172, by the York Buildings Company who dismantled much of the castle.

 

In 1761 the Earl briefly returned to Scotland and bought back Dunnottar only to sell it five years later to Alexander Keith, an Edinburgh lawyer who served as Knight Marischal of Scotland.

 

Dunnottar was inherited in 1852 by Sir Patrick Keith-Murray of Ochtertyre, who in turn sold it in July 1873 to Major Alexander Innes of Cowie and Raemoir for about £80,000.

 

It was purchased by Weetman Pearson, 1st Viscount Cowdray, in 1925 after which his wife embarked on a programme of repairs.

 

Since that time the castle has remained in the family, and has been open to the public, attracting 52,500 visitors in 2009.

 

Dunnottar Castle, and the headland on which is stands, was designated as a scheduled monument in 1970.In 1972 twelve of the structures at Dunnottar were listed.

 

Three buildings are listed at category A as being of "national importance": the keep; the entrance gateway; and Benholm's Lodging.

 

The remaining listings are at category B as being of "regional importance".[39] The Hon. Charles Anthony Pearson, the younger son of the 3rd Viscount Cowdray, currently owns and runs Dunnottar Castle which is part of the 210-square-kilometre (52,000-acre) Dunecht Estates.

 

Portions of the 1990 film Hamlet, starring Mel Gibson and Glenn Close, were shot there.

  

Description

Dunnottar's strategic location allowed its owners to control the coastal terrace between the North Sea cliffs and the hills of the Mounth, 3.5 kilometres (2.2 mi) inland, which enabled access to and from the north-east of Scotland.

 

The site is accessed via a steep, 800-metre (2,600 ft) footpath (with modern staircases) from a car park on the coastal road, or via a 3-kilometre (1.9 mi) cliff-top path from Stonehaven. Dunnottar's several buildings, put up between the 13th and 17th centuries, are arranged across a headland covering around 1.4 hectares (3.5 acres).

 

The dominant building, viewed from the land approach, is the 14th-century keep or tower house. The other principal buildings are the gatehouse; the chapel; and the 16th-century "palace" which incorporates the "Whigs' Vault".

 

Defences

The approach to the castle is overlooked by outworks on the "Fiddle Head", a promontory on the western side of the headland. The entrance is through the well-defended main gate, set in a curtain wall which entirely blocks a cleft in the rocky cliffs.

 

The gate has a portcullis and has been partly blocked up. Alongside the main gate is the 16th-century Benholm's Lodging, a five-storey building cut into the rock, which incorporated a prison with apartments above.

 

Three tiers of gun ports face outwards from the lower floors of Benholm's Lodging, while inside the main gate, a group of four gun ports face the entrance. The entrance passage then turns sharply to the left, running underground through two tunnels to emerge near the tower house.

 

Simpson contends that these defences are "without exception the strongest in Scotland", although later writers have doubted the effectiveness of the gun ports. Cruden notes that the alignment of the gun ports in Benholm's Lodging, facing across the approach rather than along, means that they are of limited efficiency.

 

The practicality of the gun ports facing the entrance has also been questioned, though an inventory of 1612 records that four brass cannons were placed here.

 

A second access to the castle leads up from a rocky cove, the aperture to a marine cave on the northern side of the Dunnottar cliffs into which a small boat could be brought. From here a steep path leads to the well-fortified postern gate on the cliff top, which in turn offers access to the castle via the Water Gate in the palace.

 

Artillery defences, taking the form of earthworks, surround the north-west corner of the castle, facing inland, and the south-east, facing seaward. A small sentry box or guard house stands by the eastern battery, overlooking the coast.

 

Tower house and surrounding buildings

The tower house of Dunnottar, viewed from the west

The late 14th-century tower house has a stone-vaulted basement, and originally had three further storeys and a garret above.

 

Measuring 12 by 11 metres (39 by 36 ft), the tower house stood 15 metres (49 ft) high to its gable. The principal rooms included a great hall and a private chamber for the lord, with bedrooms upstairs.

 

Beside the tower house is a storehouse, and a blacksmith's forge with a large chimney. A stable block is ranged along the southern edge of the headland. Nearby is Waterton's Lodging, also known as the Priest's House, built around 1574, possibly for the use of William Keith (died 1580), son of the 4th Earl Marischal.

 

This small self-contained house includes a hall and kitchen at ground level, with private chambers above, and has a projecting spiral stair on the north side. It is named for Thomas Forbes of Waterton, an attendant of the 7th Earl.

 

The palace

The palace, to the north-east of the headland, was built in the late 16th century and early to mid-17th century. It comprises three main wings set out around a quadrangle, and for the most part is probably the work of the 5th Earl Marischal who succeeded in 1581.

 

It provided extensive and comfortable accommodation to replace the rooms in the tower house. In its long, low design it has been compared to contemporary English buildings, in contrast to the Scottish tradition of taller towers still prevalent in the 16th century.

 

Seven identical lodgings are arranged along the west range, each opening onto the quadrangle and including windows and fireplace. Above the lodgings the west range comprised a 35-metre (115 ft) gallery. Now roofless, the gallery originally had an elaborate oak ceiling, and on display was a Roman tablet taken from the Antonine Wall.

 

At the north end of the gallery was a drawing room linked to the north range. The gallery could also be accessed from the Silver House to the south, which incorporated a broad stairway with a treasury above.

 

The basement of the north range incorporates kitchens and stores, with a dining room and great chamber above. At ground floor level is the Water Gate, between the north and west ranges, which gives access to the postern on the northern cliffs.

 

The east and north ranges are linked via a rectangular stair. The east range has a larder, brewhouse and bakery at ground level, with a suite of apartments for the Countess above. A north-east wing contains the Earl's apartments, and includes the "King's Bedroom" in which Charles II stayed. In this room is a carved stone inscribed with the arms of the 7th Earl and his wife, and the date 1654. Below these rooms is the Whigs' Vault, a cellar measuring 16 by 4.5 metres (52 by 15 ft). This cellar, in which the Covenanters were held in 1685, has a large eastern window, as well as a lower vault accessed via a trap-door in the floor.

 

Of the chambers in the palace, only the dining room and the Silver House remain roofed, having been restored in the 1920s. The central area contains a circular cistern or fish pond, 16 metres (52 ft) across and 7.6 metres (25 ft) deep, and a bowling green is located to the west.

 

At the south-east corner of the quadrangle is the chapel, consecrated in 1276 and largely rebuilt in the 16th century. Medieval walling and two 13th-century windows remain, and there is a graveyard to the south.

Fangruida: human landing on Mars 10 cutting-edge technology

 

[Fangruida- human landing on Mars 10 innovative and sophisticated technologies]

 

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Aerospace Science Space Science and Technology on behalf of the world's most cutting-edge leader in high technology, materials, mechatronics, information and communication, energy, biomedical, marine, aviation aerospace, microelectronics, computer, automation, intelligent biochips, use of nuclear energy, light mechanical and electrical integration, astrophysics, celestial chemistry, astrophysics and so a series of geological science and technology. Especially after the moon landing, the further development of mankind to Mars and other planets into the powerful offensive, the world's major powers eager to Daxian hand of God, increase investment, vigorously develop new sophisticated technology projects for space to space. Satellite, space station, the new spacecraft, the new space suits, the new radiation protection materials, intelligent materials, new manufacturing technology, communications technology, computer technology, detector technology, rover, rover technology, biomedical technology, and so one after another, is expected to greater breakthroughs and leaps. For example, rocket technology, spacecraft design, large power spacecraft, spacesuits design improvements, radiation multifunctional composite materials, life health care technology and space medicine, prevention against microgravity microgravity applicable drugs, tracking control technology, landing and return technology. Mars lander and returned safely to Earth as a top priority. Secondly, Mars, the Moon base and the use of transforming Mars, the Moon and other development will follow. Whether the former or the latter, are the modern aerospace science, space science basic research, applied basic research and applied research in the major cutting-edge technology. These major cutting-edge technology research and innovation, not only for human landing on Mars and the safe return of great significance, but for the entire space science, impact immeasurable universe sciences, earth sciences and human life. Here the most critical of the most important research projects of several sophisticated technology research and development as well as its core technology brief. Limit non-scientific techniques include non-technical limits of technology, the key lies in technology research and development of technology maturity, advanced technology, innovative, practical, reliable, practical application, business value and investment costs, and not simply like the idea mature technology achievements, difficult to put into things. This is the high-tech research and development, testing, prototype, test application testing, until the outcome of industrialization. Especially in aerospace technology, advanced, novelty, practicality, reliability, economy, maturity, commercial value and so on. For technical and research purely science fiction and the like may be irrelevant depth, but not as aerospace engineering and technology practice. Otherwise, Mars will become a dream fantasy, and even into settling crashed out of danger.

 

Regardless of the moon or Mars, many technical difficulties, especially a human landing on Mars and return safely to Earth, technical difficulties mainly in the following aspects. (Transformation of Mars and the Moon and other planets and detect other livable technology more complex and difficult, at this stage it is difficult to achieve and therefore not discussed in detail in this study). In fact, Mars will be the safe return of a full set of technology, space science, aerospace crucial scientific research development, its significance is not confined to Mars simply a return to scientific value, great commercial value, can not be measure.

1. Powered rocket, the spacecraft overall structural design not be too complex large, otherwise, the safety factor to reduce the risk of failure accidents. Fusion rocket engine main problem to be solved is the high-temperature materials and fuel ignition chamber (reaction chamber temperatures of up to tens of millions of supreme billion degrees), fissile class rocket engine whose essence is the miniaturization of nuclear reactors, and placed on the rocket. Nuclear rocket engine fuel as an energy source, with liquid hydrogen, liquid helium, liquid ammonia working fluid. Nuclear rocket engine mounted in the thrust chamber of the reactor, cooling nozzle, the working fluid delivery and control systems and other components. This engine due to nuclear radiation protection, exhaust pollution, reactor control and efficient heat exchanger design and other issues unresolved. Electrothermal rocket engine utilizing heat energy (resistance heating or electric arc heating) working medium (hydrogen, amines, hydrazine ), vaporized; nozzle expansion accelerated after discharged from the spout to generate thrust. Static rocket engine working fluid (mercury, cesium, hydrogen, etc.) from the tank enter the ionization chamber is formed thrust ionized into a plasma jet. Electric rocket engines with a high specific impulse (700-2500 sec), extremely long life (can be repeated thousands of times a starter, a total of up to thousands of hours of work). But the thrust of less than 100N. This engine is only available for spacecraft attitude control, station-keeping and the like. One nuclear - power rocket design is as follows: Firstly, the reactor heats water to make it into steam, and then the high-speed steam ejected, push the rocket. Nuclear rocket using hydrogen as working substance may be a better solution, it is one of the most commonly used liquid hydrogen rocket fuel rocket carrying liquid hydrogen virtually no technical difficulties. Heating hydrogen nuclear reactor, as long as it eventually reaches or exceeds current jet velocity hydrogen rocket engine jet speed, the same weight of the rocket will be able to work longer, it can accelerate the Rockets faster. Here there are only two problems: First, the final weight includes the weight of the rocket in nuclear reactors, so it must be as light as possible. Ultra-small nuclear reactor has been able to achieve. Furthermore, if used in outer space, we can not consider the problem of radioactive residues, simply to just one proton hydrogen nuclei are less likely to produce induced radioactivity, thus shielding layer can be made thinner, injected hydrogen gas can flow directly through the reactor core, it is not easy to solve, and that is how to get back at high speed heated gas is ejected.

  

Rocket engine with a nuclear fission reactor, based on the heating liquid hydrogen propellant, rather than igniting flammable propellant

High-speed heavy rocket is a major cutting-edge technology. After all, space flight and aircraft carriers, submarines, nuclear reactors differ greatly from the one hand, the use of traditional fuels, on the one hand can be nuclear reactor technology. From the control, for security reasons, the use of nuclear power rocket technology, safe and reliable overriding indicators. Nuclear atomic energy in line with the norms and rules of outer space. For the immature fetal abdominal hatchery technology, and resolutely reject use. This is the most significant development of nuclear-powered rocket principle.

Nuclear-powered spaceship for Use of nuclear power are three kinds:

The first method: no water or air space such media can not be used propeller must use jet approach. Reactor nuclear fission or fusion to produce a lot of heat, we will propellant (such as liquid hydrogen) injection, the rapid expansion of the propellant will be heated and then discharged from the engine speed tail thrust. This method is most readily available.

The second method: nuclear reactor will have a lot of fast-moving ions, these energetic particles moving very fast, so you can use a magnetic field to control their ejection direction. This principle ion rocket similar to the tail of the rocket ejected from the high-speed mobile ions, so that the recoil movement of a rocket. The advantage of this approach is to promote the unusually large ratio, without carrying any medium, continued strong. Ion engine, which is commonly referred to as "electric rocket", the principle is not complicated, the propellant is ionized particles,

Plasma Engine

Electromagnetic acceleration, high-speed spray. From the development trend, the US research scope covers almost all types of electric thrusters, but mainly to the development of ion engines, NASA in which to play the most active intake technology and preparedness plans. "

The third method: the use of nuclear explosions. It is a bold and crazy way, no longer is the use of a controlled nuclear reaction, but to use nuclear explosions to drive the ship, this is not an engine, and it is called a nuclear pulse rocket. This spacecraft will carry a lot of low-yield atomic bombs out one behind, and then detonated, followed by a spacecraft propulsion installation disk, absorbing the blast pushing the spacecraft forward. This was in 1955 to Orion (Project Orion) name of the project, originally planned to bring two thousand atomic bombs, Orion later fetal nuclear thermal rocket. Its principle is mounted on a small rocket reactor, the reactor utilizing thermal energy generated by the propellant is heated to a high temperature, high pressure and high temperature of the propellant from the high-speed spray nozzle, a tremendous impetus.

  

Common nuclear fission technologies, including nuclear pulse rocket engines, nuclear rockets, nuclear thermal rocket and nuclear stamping rockets to nuclear thermal rocket, for example, the size of its land-based nuclear power plant reactor structure than the much smaller, more uranium-235 purity requirements high, reaching more than 90%, at the request of the high specific impulse engine core temperature will reach about 3000K, require excellent high temperature properties of materials.

  

Research and test new IT technologies and new products and new technology and new materials, new equipment, things are difficult, design is the most important part, especially in the overall design, technical solutions, technical route, technical process, technical and economic particularly significant. The overall design is defective, technology there are loopholes in the program, will be a major technical route deviation, but also directly related to the success of research trials. so, any time, under any circumstances, a good grasp of the overall control of design, technical design, is essential. otherwise, a done deal, it is difficult save. aerospace technology research and product development is true.

  

3, high-performance nuclear rocket

Nuclear rocket nuclear fission and fusion energy can rocket rocket two categories. Nuclear fission and fusion produce heat, radiation and shock waves and other large amounts of energy, but here they are contemplated for use as a thermal energy rocket.

Uranium and other heavy elements, under certain conditions, will split their nuclei, called nuclear fission reaction. The atomic bomb is the result of nuclear fission reactions. Nuclear fission reaction to release energy, is a million times more chemical rocket propellant combustion energy. Therefore, nuclear fission energy is a high-performance rocket rockets. Since it requires much less propellant than chemical rockets can, so to its own weight is much lighter than chemical rockets energy. For the same quality of the rocket, the rocket payload of nuclear fission energy is much greater than the chemical energy of the rocket. Just nuclear fission energy rocket is still in the works. 

Use of nuclear fission energy as the energy of the rocket, called the atomic rockets. It is to make hydrogen or other inert gas working fluid through the reactor, the hydrogen after the heating temperature quickly rose to 2000 ℃, and then into the nozzle, high-speed spray to produce thrust. 

A vision plan is to use liquid hydrogen working fluid, in operation, the liquid hydrogen tank in the liquid hydrogen pump is withdrawn through the catheter and the engine cooling jacket and liquid hydrogen into hydrogen gas, hydrogen gas turbine-driven, locally expansion. Then by nuclear fission reactors, nuclear fission reactions absorb heat released, a sharp rise in temperature, and finally into the nozzle, the rapid expansion of high-speed spray. Calculations show that the amount of atomic payload rockets, rocket high chemical energy than 5-8 times.

Hydrogen and other light elements, under certain conditions, their nuclei convergent synthesis of new heavy nuclei, and release a lot of energy, called nuclear fusion reaction, also called thermonuclear reaction. 

Using energy generated by the fusion reaction for energy rocket, called fusion energy rocket or nuclear thermal rockets. But it is also not only take advantage of controlled nuclear fusion reaction to manufacture hydrogen bombs, rockets and controlled nuclear fusion reaction needs still studying it.

Of course there are various research and development of rocket technology and technical solutions to try.

It is envisaged that the rocket deuterium, an isotope of hydrogen with deuterium nuclear fusion reaction of helium nuclei, protons and neutrons, and release huge amounts of energy, just polymerized ionized helium to temperatures up to 100 million degrees the plasma, and then nozzle expansion, high-speed ejection, the exhaust speed of up to 15,000 km / sec, atomic energy is 1800 times the rocket, the rocket is the chemical energy of 3700 times.

 

Nuclear rocket engine fuel as an energy source, with liquid hydrogen, liquid helium, liquid ammonia working fluid. Nuclear rocket engine mounted in the thrust chamber of the reactor, cooling nozzle, the working fluid delivery and control systems and other components. In a nuclear reactor, nuclear energy into heat to heat the working fluid, the working fluid is heated after expansion nozzle to accelerate to the speed of 6500 ~ 11,000 m / sec from the discharge orifice to produce thrust. Nuclear rocket engine specific impulse (250 to 1000 seconds) long life, but the technology is complex, apply only to long-term spacecraft. This engine due to nuclear radiation protection, exhaust pollution, reactor control and efficient heat exchanger design and other issues not resolved, is still in the midst of trials. Nuclear rocket technology is cutting-edge aerospace science technology, centralized many professional and technical sciences and aerospace, nuclear physics, nuclear chemistry, materials science, the long term future ___-- wide width. The United States, Russia and Europe, China, India, Japan, Britain, Brazil and other countries in this regard have studies, in particular the United States and Russia led the way, impressive. Of course, at this stage of nuclear rocket technology, technology development there are still many difficulties. Fully formed, still to be. But humanity marching to the universe, nuclear reactor applications is essential.

  

Outer Space Treaty (International Convention on the Peaceful Uses of Outer Space) ****

Use of Nuclear Power Sources in Outer Space Principle 15

General Assembly,

Having considered the report of its thirty-fifth session of the Committee on the Peaceful Uses of Outer Space and the Commission of 16 nuclear

It can be attached in principle on the use of nuclear power sources in outer space of the text of its report, 17

Recognize that nuclear power sources due to small size, long life and other characteristics, especially suitable for use even necessary

For some missions in outer space,

Recognizing also that the use of nuclear power sources in outer space should focus on the possible use of nuclear power sources

Those uses,

Recognizing also that the use of nuclear power sources should include or probabilistic risk analysis is complete security in outer space

Full evaluation is based, in particular, the public should focus on reducing accidental exposure to harmful radiation or radioactive material risk

risk,

Recognizing the need to a set of principles containing goals and guidelines in this regard to ensure the safety of outer space makes

With nuclear power sources,

Affirming that this set principles apply exclusively on space objects for non-power generation, which is generally characteristic

Mission systems and implementation of nuclear power sources in outer space on similar principles and used by,

Recognizing this need to refer to a new set of principles for future nuclear power applications and internationally for radiological protection

The new proposal will be revised

By the following principles on the use of nuclear power sources in outer space.

Principle 1. Applicability of international law

Involving the use of nuclear power sources in outer space activities should be carried out in accordance with international law, especially the "UN

Principles of the Charter "and" States in the Exploration and Use of Outer Space, including the Moon and Other Celestial Bodies Activities

Treaty "3

.

2. The principle terms

1. For the purpose of these principles, "launching State" and "launching State ......" two words mean, in related

Principles related to a time of nuclear power sources in space objects exercises jurisdiction and control of the country.

2. For the purpose of principle 9, wherein the definition of the term "launching State" as contained in that principle.

3. For the purposes of principle 3, the terms "foreseeable" and "all possible" two words are used to describe the actual hair

The overall likelihood of students that it is considered for safety analysis is credible possibilities for a class of things

Member or circumstances. "General concept of defense in depth" when the term applies to nuclear power sources in outer space refers to various settings

Count form and space operations replace or supplement the operation of the system in order to prevent system failures or mitigate thereafter

"Official Records of the General Assembly, Forty-seventh Session, Supplement No. 20" 16 (A / 47/20).

17 Ibid., Annex.

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fruit. To achieve this purpose is not necessarily required for each individual member has redundant safety systems. Given space

Use and special requirements of various space missions, impossible to any particular set of systems or features can be specified as

Necessary to achieve this purpose. For the purpose of Principle 3 (d) of paragraph 2, "made critical" does not include

Including such as zero-power testing which are fundamental to ensuring system safety required.

Principle 3. Guidelines and criteria for safe use

To minimize the risk of radioactive material in space and the number involved, nuclear power sources in outer space

Use should be limited to non-nuclear power sources in space missions can not reasonably be performed

1. General goals for radiation protection and nuclear safety

(A) States launching space objects with nuclear power sources on board shall endeavor to protect individuals, populations and the biosphere

From radiation hazards. The design and use of space objects with nuclear power sources on board shall ensure that risk with confidence

Harm in the foreseeable operational or accidental circumstances, paragraph 1 (b) and (c) to define acceptable water

level.

Such design and use shall also ensure that radioactive material does not reliably significant contamination of outer space.

(B) the normal operation of nuclear power sources in space objects, including from paragraph 2 (b) as defined in foot

High enough to return to the track, shall be subject to appropriate anti-radiation recommended by the International Commission on Radiological Protection of the public

Protection goals. During such normal operation there shall be no significant radiation exposure;

(C) To limit exposure in accidents, the design and construction of nuclear power source systems shall take into account the international

Relevant and generally accepted radiological protection guidelines.

In addition to the probability of accidents with potentially serious radiological consequences is extremely low, the nuclear power source

Design systems shall be safely irradiated limited limited geographical area, for the individual radiation dose should be

Limited to no more than a year 1mSv primary dose limits. Allows the use of irradiation year for some years 5mSv deputy agent

Quantity limit, but the average over a lifetime effective dose equivalent annual dose not exceed the principal limit 1mSv

degree.

Should make these conditions occur with potentially serious radiological consequences of the probability of the system design is very

small.

Criteria mentioned in this paragraph Future modifications should be applied as soon as possible;

(D) general concept of defense in depth should be based on the design, construction and operation of systems important for safety. root

According to this concept, foreseeable safety-related failures or malfunctions must be capable of automatic action may be

Or procedures to correct or offset.

It should ensure that essential safety system reliability, inter alia, to make way for these systems

Component redundancy, physical separation, functional isolation and adequate independence.

It should also take other measures to increase the level of safety.

2. The nuclear reactor

(A) nuclear reactor can be used to:

39

(I) On interplanetary missions;

(Ii) the second high enough orbit paragraph (b) as defined;

(Iii) low-Earth orbit, with the proviso that after their mission is complete enough to be kept in a nuclear reactor

High on the track;

(B) sufficiently high orbit the orbital lifetime is long enough to make the decay of fission products to approximately actinides

Element active track. The sufficiently high orbit must be such that existing and future outer space missions of crisis

Risk and danger of collision with other space objects to a minimum. In determining the height of the sufficiently high orbit when

It should also take into account the destroyed reactor components before re-entering the Earth's atmosphere have to go through the required decay time

between.

(C) only 235 nuclear reactors with highly enriched uranium fuel. The design shall take into account the fission and

Activation of radioactive decay products.

(D) nuclear reactors have reached their operating orbit or interplanetary trajectory can not be made critical state

state.

(E) nuclear reactor design and construction shall ensure that, before reaching the operating orbit during all possible events

Can not become critical state, including rocket explosion, re-entry, impact on ground or water, submersion

In water or water intruding into the core.

(F) a significant reduction in satellites with nuclear reactors to operate on a lifetime less than in the sufficiently high orbit orbit

For the period (including during operation into the sufficiently high orbit) the possibility of failure, there should be a very

Reliable operating system, in order to ensure an effective and controlled disposal of the reactor.

3. Radioisotope generators

(A) interplanetary missions and other spacecraft out of Earth's gravitational field tasks using radioactive isotopes

Su generator. As they are stored after completion of their mission in high orbit, the Earth can also be used

track. We are required to make the final treatment under any circumstances.

(B) Radioisotope generators shall be protected closed systems, design and construction of the system should

Ensure that in the foreseeable conditions of the track to withstand the heat and aerodynamic forces of re-entry in the upper atmosphere, orbit

Conditions including highly elliptical or hyperbolic orbits when relevant. Upon impact, the containment system and the occurrence of parity

Physical morpheme shall ensure that no radioactive material is scattered into the environment so you can complete a recovery operation

Clear all radioactive impact area.

Principle 4. Safety Assessment

1. When launching State emission consistent with the principles defined in paragraphs 1, prior to the launch in applicable under the

Designed, constructed or manufactured the nuclear power sources, or will operate the space object person, or from whose territory or facility

Transmits the object will be to ensure a thorough and comprehensive safety assessment. This assessment shall cover

All relevant stages of space mission and shall deal with all systems involved, including the means of launching, the space level

Taiwan, nuclear power source and its equipment and the means of control and communication between ground and space.

2. This assessment shall respect the principle of 3 contained in the guidelines and criteria for safe use.

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3. The principle of States in the Exploration and Use, including the Moon and Other Celestial Bodies Outer Space Activities Article

Results of about 11, this safety assessment should be published prior to each transmit simultaneously to the extent feasible

Note by the approximate intended time of launch, and shall notify the Secretary-General of the United Nations, how to be issued

This safety assessment before the shot to get the results as soon as possible.

Principle 5. Notification of re-entry

1. Any State launching a space object with nuclear power sources in space objects that failed to produce discharge

When radioactive substances dangerous to return to the earth, it shall promptly notify the country concerned. Notice shall be in the following format:

(A) System parameters:

(I) Name of launching State, including which may be contacted in the event of an accident to Request

Information or assistance to obtain the relevant authorities address;

(Ii) International title;

(Iii) Date and territory or location of launch;

(Iv) the information needed to make the best prediction of orbit lifetime, trajectory and impact region;

(V) General function of spacecraft;

(B) information on the radiological risk of nuclear power source:

(I) the type of power source: radioisotopes / reactor;

(Ii) the fuel could fall into the ground and may be affected by the physical state of contaminated and / or activated components, the number of

The amount and general radiological characteristics. The term "fuel" refers to as a source of heat or power of nuclear material.

This information shall also be sent to the Secretary-General of the United Nations.

2. Once you know the failure, the launching State shall provide information on the compliance with the above format. Information should as far as possible

To be updated frequently, and in the dense layers of the Earth's atmosphere is expected to return to a time when close to the best increase

Frequency of new data, so that the international community understand the situation and will have sufficient time to plan for any deemed necessary

National contingency measures.

3. It should also be at the same frequency of the latest information available to the Secretary-General of the United Nations.

Principle 6. consultation

5 According to the national principles provide information shall, as far as reasonably practicable, other countries

Requirements to obtain further information or consultations promptly reply.

Principle 7. Assistance to States

1. Upon receipt of expected with nuclear power sources on space objects and their components will return through the Earth's atmosphere

After know that all countries possessing space monitoring and tracking facilities, in the spirit of international cooperation, as soon as possible to

The Secretary-General of the United Nations and the countries they may have made space objects carrying nuclear power sources

A fault related information, so that the States may be affected to assess the situation and take any

It is considered to be the necessary precautions.

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2. In carrying space objects with nuclear power sources back to the Earth's atmosphere after its components:

(A) launching State shall be requested by the affected countries to quickly provide the necessary assistance to eliminate actual

And possible effects, including nuclear power sources to assist in identifying locations hit the Earth's surface, to detect the re substance

Quality and recovery or cleanup activities.

(B) All countries with relevant technical capabilities other than the launching State, and with such technical capabilities

International organizations shall, where possible, in accordance with the requirements of the affected countries to provide the necessary co

help.

When according to the above (a) and subparagraph (b) to provide assistance, should take into account the special needs of developing countries.

Principle 8. Responsibility

In accordance with the States in the Exploration and Use of Outer Space, including the Moon and Other Celestial Bodies activities, including the principles of Article

About Article, States shall bear international responsibility for their use of nuclear power sources in outer space relates to the activities

Whether such activities are carried on by governmental agencies or non-governmental entities, and shall bear international responsibility to ensure that this

Such activities undertaken by the country in line with the principles of the Treaty and the recommendations contained therein. If it involves the use of nuclear power sources

Activities in outer space by an international organization, should be done by the international organizations and States to participate in the organization

Undertakes to comply with the principles of the Treaty and the recommendations contained in these responsibilities.

Principle 9. Liability and Compensation

1. In accordance with the principle of States in the Exploration and Use, including the Moon and Other Celestial Bodies Outer Space Activities Article

And the Convention on International Liability for Damage Caused by Space Objects covenant of Article 7

Provisions, which launches or on behalf of the State

Each State launching a space object and each State from which territory or facility a space object is launched

Kinds of space object or damage caused by components shall bear international liability. This fully applies to this

Kind of space object carrying a nuclear power source case. Two or more States jointly launch a space object,

Each launching State shall in accordance with the above Article of the Convention for any damages jointly and severally liable.

2. Such countries under the aforesaid Convention shall bear the damages shall be in accordance with international law and fair and reasonable

The principles set out in order to provide for damages to make a claim on behalf of its natural or juridical persons, national or

International organizations to restore to the state before the occurrence of the damage.

3. For the purposes of this principle, compensation should be made to include reimbursement of the duly substantiated expenses for search, recovery and clean

Cost management work, including the cost of providing assistance to third parties.

10. The principle of dispute settlement

Since the implementation of these principles will lead to any dispute in accordance with the provisions of the UN Charter, by negotiation or

Other established procedures to resolve the peaceful settlement of disputes.

 

Here quoted the important provisions of the United Nations concerning the use of outer space for peaceful nuclear research and international conventions, the main emphasis on the Peaceful Uses of provisions related constraints .2 the use of nuclear rockets in outer space nuclear studies, etc., can cause greater attention in nuclear power nuclear rocket ship nuclear research, manufacture, use and other aspects of the mandatory hard indicators. this scientists, engineering and technical experts are also important constraints and requirements. as IAEA supervision and management as very important.

 

2. radiation. Space radiation is one of the greatest threats to the safety of the astronauts, including X-rays, γ-rays, cosmic rays and high-speed solar particles. Better than aluminum protective effect of high polymer composite materials.

3. Air. Perhaps the oxygen needed to rely on oxidation-reduction reaction of hydrogen and ilmenite production of water, followed by water electrolysis to generate oxygen. Mars oxygen necessary for survival but also from the decomposition of water, electrolytically separating water molecules of oxygen and hydrogen, this oxygen equipment has been successfully used in the International Space Station. Oxygen is released into the air to sustain life, the hydrogen system into the water system.

4. The issue of food waste recycling. At present, the International Space Station on the use of dehumidifiers, sucked moisture in the air to be purified, and then changed back to drinkable water. The astronauts' urine and sweat recycling. 5. water. The spacecraft and the space station on purification system also makes urine and other liquids can be purified utilization. 6. microgravity. In microgravity or weightlessness long-term space travel, if protective measures shall not be treated, the astronauts will be muscle atrophy, bone softening health. 7. contact. 8. Insulation, 9 energy. Any space exploration are inseparable from the energy battery is a new super hybrid energy storage device, the asymmetric lead-acid batteries and supercapacitors in the same compound within the system - and the so-called inside, no additional separate electronic control unit, this is an optimal combination. The traditional lead-acid battery PbO2 monomer is a positive electrode plate and a negative electrode plate spongy Pb composition, not a super cell. : Silicon solar cells, multi-compound thin film solar cells, multi-layer polymer-modified electrode solar cells, nano-crystalline solar cells, batteries and super class. For example, the solar aircraft .10. To protect the health and life safety and security systems. Lysophosphatidic acid LPA is a growth factor-like lipid mediators, the researchers found that this substance can on apoptosis after radiation injury and animal cells was inhibited. Stable lysophosphatidic acid analogs having the hematopoietic system and gastrointestinal tract caused by acute radiation sickness protection, knockout experiments show that lysophosphatidic acid receptors is an important foundation for the protection of radiation injury. In addition to work under high pressure, the astronauts face a number of health threats, including motion sickness, bacterial infections, blindness space, as well as psychological problems, including toxic dust. In the weightless environment of space, the astronaut's body will be like in preadolescents, as the emergence of various changes.

Plantar molt

After the environment to adapt to zero gravity, the astronaut's body will be some strange changes. Weightlessness cause fluid flow around the main flow torso and head, causing the astronauts facial swelling and inflammation, such as nasal congestion. During long-term stay in space

 

Bone and muscle loss

Most people weightlessness caused by the impact may be known bone and muscle degeneration. In addition, the calcium bones become very fragile and prone to fracture, which is why some of the astronauts after landing need on a stretcher.

Space Blindness

Space Blindness refers astronaut decreased vision.

Solar storms and radiation is one of the biggest challenges facing the long-term space flight. Since losing the protection of Earth's magnetic field, astronauts suffer far more than normal levels of radiation. The cumulative amount of radiation exposure in low earth orbit them exceeded by workers close to nuclear reactors, thereby increasing the risk of cancer.

Prolonged space flight can cause a series of psychological problems, including depression or mood swings, vulnerability, anxiety and fear, as well as other sequelae. We are familiar with the biology of the Earth, the Earth biochemistry, biophysics, after all, the Earth is very different astrophysics, celestial chemistry, biophysics and astrophysics, biochemistry and other celestial bodies. Therefore, you must be familiar with and adapt to these differences and changes.

 

Osteoporosis and its complications ranked first in the space of disease risk.

  

Long-term health risks associated with flying Topics

  

The degree of influence long-term biological effects of radiation in human flight can withstand the radiation and the maximum limit of accumulated radiation on physiology, pathology and genetics.

 

Physiological effects of weightlessness including: long-term bone loss and a return flight after the maximum extent and severity of the continued deterioration of other pathological problems induced by the; maximum flexibility and severity of possible long-term Flight Center in vascular function.

 

Long-term risk of disease due to the high risk of flight stress, microbial variation, decreased immune function, leading to infections

 

Radiation hazards and protection

    

1) radiation medicine, biology and pathway effects Features

  

Radiation protection for interplanetary flight, since the lack of protective effect of Earth's magnetic field, and by the irradiation time is longer, the possibility of increased radiation hazard.

       

Analysis of space flight medical problems that may occur, loss of appetite topped the list, sleep disorders, fatigue and insomnia, in addition, space sickness, musculoskeletal system problems, eye problems, infections problems, skin problems and cardiovascular problems

  

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Development of diagnostic techniques in orbit, the development of the volume of power consumption, features a wide range of diagnostic techniques, such as applied research of ultrasound diagnostic techniques in the abdominal thoracic trauma, bone, ligament damage, dental / sinus infections and other complications and integrated;

 

Actively explore in orbit disposal of medical technology, weightlessness surgical methods, development of special surgical instruments, the role of narcotic drugs and the like.

  

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However, space technology itself is integrated with the use of the most advanced technology, its challenging technical reserves and periodic demanding

 

With the continuous development of science and technology, space agencies plan a manned landing on the moon and Mars, space exploration emergency medicine current concern.

 

Space sickness

  

In the weightless environment of space, in the weightless environment of space, surgery may be extremely difficult and risky.

  

Robot surgeons

 

Space disease in three days after entering the space started to ease, although individual astronauts might subsequently relapse. January 2015 NASA declared working on a fast, anti-nausea and nasal sprays. In addition, due to the zero-gravity environment, and anti-nausea drugs can only be administered by injection or transdermal patches manner.

        

Manned spaceflight in the 21st century is the era of interplanetary flight, aerospace medicine is closely watched era is the era of China's manned space flourish. Only the central issue, and grasp the opportunity to open up a new world of human survival and development.

 

Various emergency contingency measures in special circumstances. Invisible accident risk prevention. Enhancing drugs and other screening methods immunity aerospace medicine and tissue engineering a microgravity environment. Drug mixture of APS, ginseng polysaccharides, Ganoderma lucidum polysaccharides, polysaccharides and Lentinan, from other compounds. Drug development space syndrome drug, chemical structure modification will be an important part.

These issues are very sensitive, cutting-edge technology is a major difficulty landing on Mars. Countries in the world, especially the world's major space powers in the country strategies and technical research, the results of all kinds continue to emerge. United States, Russia, China, Europe, India, Japan and other countries is different. United States, Russia extraordinary strength. Many patented technology and health, and most belong to the top-secret technology. Especially in aerospace engineering and technological achievements is different from the general scientific literature, practical, commercial, industrial great, especially the performance of patents, know-how, technical drawings, engineering design and other aspects. Present Mars and return safely to Earth, the first manned, significance, everything is hard in the beginning, especially the first person to land on Mars This Mars for Human Sciences Research Mars, the moon, the earth, the solar system and the universe, life and other significant. Its far greater than the value of direct investments and business interests.

 

In addition, it is the development of new materials, suitable for deep space operations universe, life, and other detection, wider field.

Many aerospace materials, continuous research and development of materials are key areas of aerospace development, including material rocket, the spacecraft materials, the suit materials, radiation materials, materials and equipment, instruments, materials and so on biochemistry.

Temperature metal-based compound with a metal matrix composite body with a more primordial higher temperature strength, creep resistance, impact resistance, thermal fatigue and other excellent high temperature performance.

In B, C, SiC fiber reinforced Ti3Al, TiAl, Ni3Al intermetallic matrix composites, etc.

W Fiber Reinforced with nickel-based, iron-based alloys as well as SiC, TiB2, Si3N4 and BN particle reinforced metal matrix composites

High temperature service conditions require the development of ceramic and carbon-based composite materials, etc., not in this eleven Cheung said.

  

Fuel storage

  

In order to survive in space, people need many things: food, oxygen, shelter, and, perhaps most importantly, fuel. The initial quality Mars mission somewhere around 80 percent of the space launch humans will be propellant. The fuel amount of storage space is very difficult.

  

This difference in low Earth orbit cause liquid hydrogen and liquid oxygen - rocket fuel - vaporization.

Hydrogen is particularly likely to leak out, resulting in a loss of about 4% per month.

  

When you want to get people to Mars speed to minimize exposure to weightlessness and space radiation hazards

 

Mars

 

Landings on the Martian surface, they realized that they reached the limit. The rapid expansion of the thin Martian atmosphere can not be very large parachute, such as those that will need to be large enough to slow down, carry human spacecraft.

Therefore, the parachute strong mass ratio, high temperature resistance, Bing shot performance and other aspects of textile materials used have special requirements, in order to make a parachute can be used in rockets, missiles, Yu arrows spacecraft and other spacecraft recovery, it is necessary to improve the canopy heat resistance, a high melting point polymeric fiber fabric used, the metal fabric, ceramic fiber fabrics, and other devices.

  

Super rigid parachute to help slow the landing vehicle.

Spacecraft entered the Martian atmosphere at 24,000 km / h. Even after slowing parachute or inflatable, it will be very

  

Once we have the protection of the Earth magnetic field, the solar radiation will accumulate in the body, a huge explosion threw the spacecraft may potentially lethal doses of radiation astronauts.

  

In addition to radiation, the biggest challenge is manned trip to Mars microgravity, as previously described.

  

The moon is sterile. Mars is another case entirely.

 

With dust treatment measures.

  

Arid Martian environment to create a super-tiny dust particles flying around the Earth for billions of years.

 

Apollo moon dust encountered. Ultra-sharp and abrasive lunar dust was named something that can clog the basic functions of mechanical damage. High chloride salt, which can cause thyroid problems in people.

 

*** Mars geological structure and geological structure of the moon, water on Mars geology, geology of the Moon is very important, because he, like the Earth's geology is related to many important issues. Water, the first element of life, air, temperature, and complex geological formations are geological structure. Cosmic geology research methods, mainly through a variety of detection equipment equipped with a space probe, celestial observations of atmospheric composition, composition and distribution of temperature, pressure, wind speed, vertical structure, composition of the solar wind, the water, the surface topography and Zoning, topsoil the composition and characteristics of the component surface of the rock, type and distribution, stratigraphic sequence, structural system and the internal shell structure.

 

Mars internal situation only rely on its surface condition of large amounts of data and related information inferred. It is generally believed that the core radius of 1700 km of high-density material composition; outsourcing a layer of lava, it is denser than the Earth's mantle some; outermost layer is a thin crust. Compared to other terrestrial planets, the lower the density of Mars, which indicates that the Martian core of iron (magnesium and iron sulfide) with may contain more sulfur. Like Mercury and the Moon, Mars and lack active plate movement; there is no indication that the crust of Mars occurred can cause translational events like the Earth like so many of folded mountains. Since there is no lateral movement in the earth's crust under the giant hot zone relative to the ground in a stationary state. Slight stress coupled with the ground, resulting in Tharis bumps and huge volcano. For the geological structure of Mars is very important, which is why repeated explorations and studies of Martian geological reasons.

  

Earth's surface

 

Each detector component landing site soil analysis:

 

Element weight percent

Viking 1

Oxygen 40-45

Si 18-25

Iron 12-15

K 8

Calcium 3-5

Magnesium 3-6

S 2-5

Aluminum 2-5

Cesium 0.1-0.5

Core

Mars is about half the radius of the core radius, in addition to the primary iron further comprises 15 to 17% of the sulfur content of lighter elements is also twice the Earth, so the low melting point, so that the core portion of a liquid, such as outside the Earth nuclear.

 

Mantle

Nuclear outer coating silicate mantle.

 

Crust

The outermost layer of the crust.

Crustal thickness obtained, the original thickness of the low north 40 km south plateau 70 kilometers thick, an average of 50 kilometers, at least 80 km Tharsis plateau and the Antarctic Plateau, and in the impact basin is thin, as only about 10 kilometers Greece plains.

  

Canyon of Mars there are two categories: outflow channels (outflow channel) and tree valley (valley network). The former is very large, it can be 100 km wide, over 2000 km long, streamlined, mainly in the younger Northern Hemisphere, such as the plain around Tyre Chris Canyon and Canyon jam.

 

In addition, the volcanic activity sometimes lava formation lava channels (lava channel); crustal stress generated by fissures, faults, forming numerous parallel extending grooves (fossa), such as around the huge Tharsis volcanic plateau radially distributed numerous grooves, which can again lead to volcanic activity.

  

Presumably, Mars has an iron as the main component of the nucleus, and contains sulfur, magnesium and other light elements, the nuclear share of Mars, the Earth should be relatively small. The outer core is covered with a thick layer of magnesium-rich silicate mantle, the surface of rocky crust. The density of Earth-like planets Mars is the lowest, only 3.93g / cc.

Hierarchy

  

The crust

  

Lunar core

The average density of the Moon is 3.3464 g / cc, the solar system satellites second highest (after Aiou). However, there are few clues mean lunar core is small, only about 350 km radius or less [2]. The core of the moon is only about 20% the size of the moon, the moon's interior has a solid, iron-rich core diameter of about 240 kilometers (150 miles); in addition there is a liquid core, mainly composed of iron outer core, about 330 km in diameter (205 miles), and for the first time compared with the core of the Earth, considered as the earth's outer core, like sulfur and oxygen may have lighter elements [4].

 

Chemical elements on the lunar surface constituted in accordance with its abundance as follows: oxygen (O), silicon (Si), iron (Fe), magnesium (Mg), calcium (Ca), aluminum (Al), manganese (Mn), titanium ( Ti). The most abundant is oxygen, silicon and iron. The oxygen content is estimated to be 42% (by weight). Carbon (C) and nitrogen (N) only traces seem to exist only in trace amounts deposited in the solar wind brings.

 

Lunar Prospector from the measured neutron spectra, the hydrogen (H) mainly in the lunar poles [2].

 

Element content (%)

Oxygen 42%

Silicon 21%

Iron 13%

Calcium 8%

Aluminum 7%

Magnesium 6%

Other 3%

 

Lunar surface relative content of each element (% by weight)

  

Moon geological history is an important event in recent global magma ocean crystallization. The specific depth is not clear, but some studies have shown that at least a depth of about 500 kilometers or more.

 

Lunar landscape

Lunar landscape can be described as impact craters and ejecta, some volcanoes, hills, lava-filled depressions.

  

Regolith

TABLE bear the asteroid and comets billions of years of bombardment. Over time, the impact of these processes have already broken into fine-grained surface rock debris, called regolith. Young mare area, regolith thickness of about 2 meters, while the oldest dated land, regolith thickness of up to 20 meters. Through the analysis of lunar soil components, in particular the isotopic composition changes can determine the period of solar activity. Solar wind gases possible future lunar base is useful because oxygen, hydrogen (water), carbon and nitrogen is not only essential to life, but also may be useful for fuel production. Lunar soil constituents may also be as a future source of energy.

Here, repeatedly stressed that the geological structure and geological structure of celestial bodies, the Earth, Moon, Mars, or that this human existence and development of biological life forms is very important, especially in a series of data Martian geological structure geological structure is directly related to human landing Mars and the successful transformation of Mars or not. for example, water, liquid water, water, oxygen, synthesis, must not be taken lightly.

  

____________________________________________________________----

 

Mars landing 10 Technology

 

Aerospace Science and space science and technology major innovation of the most critical of sophisticated technology R & D project

  

[

"1" rocket propulsion technology ion fusion nuclear pulse propulsion rocket powered high-speed heavy rocket technology, space nuclear reactors spacecraft] brought big problems reflected in the nuclear reaction, nuclear radiation on spacecraft launch, control, brakes and other impact.

In particular, for the future of nuclear power spacecraft, the need to solve the nuclear reactor design, manufacture, control, cooling, radiation shielding, exhaust pollution, high thermoelectric conversion efficiency and a series of technical problems.

In particular, nuclear reactors produce radiation on astronauts' health will pose a great threat, which requires the spacecraft to be nuclear radiation shielding to ensure astronaut and ship the goods from radiation and heat from the reactor influence, but this will greatly increase the weight of the detector.

Space nuclear process applications, nuclear reaction decay is not a problem, but in a vacuum, ultra-low temperature environment, the nuclear reaction materials, energy transport materials have very high demands.

Space facing the reality of a nuclear reactor cooling cooling problems. To prevent problems with the reactor, "Washington" aircraft carrier to take four heavy protective measures for the radiation enclosed in the warship. These four measures are: the fuel itself, fuel storage pressure vessel, reactor shell and the hull. US Navy fuel all metal fuel, designed to take the impact resistance of the war, does not release fission product can withstand more than 50 times the gravity of the impact load; product of nuclear fission reactor fuel will never enter loop cooling water. The third layer of protection is specially designed and manufactured the reactor shell. The fourth layer is a very strong anti-impact combat ship, the reactor is arranged in the center of the ship, very safe. Engage in a reactor can only be loaded up to the aircraft, so as to drive the motor, and then drive the propeller. That is the core advantage of the heat generated by the heated gas flow, high temperature high pressure gas discharge backward, thereby generating thrust.

  

.

  

After installation AMPS1000 type nuclear power plant, a nuclear fuel assembly: He is a core member of the nuclear fuel chain reaction. Usually made into uranium dioxide, of which only a few percent uranium-235, and most of it is not directly involved in the nuclear fission of uranium 238. The uranium dioxide sintered into cylindrical pieces, into a stainless steel or a zirconium alloy do metal tubes called fuel rods or the original, then the number of fuel rods loaded metal cylinder in an orderly composition of the fuel assembly, and finally put a lot of vertical distribution of fuel assemblies in the reactor.

 

Nuclear reactor pressure vessel is a housing for containing nuclear fuel and reactor internals, for producing high-quality high-strength steel is made to withstand the pressure of dozens MPa. Import and export of the coolant in the pressure vessel.

 

The top of the pressure vessel closure, and can be used to accommodate the fixed control rod drive mechanism, pressure vessel head has a semi-circular, flat-topped.

 

Roof bolt: used to connect the locking pressure vessel head, so that the cylinder to form a completely sealed container.

  

Neutron Source: Plug in nuclear reactors can provide sufficient neutron, nuclear fuel ignition, to start to enhance the role of nuclear reactors and nuclear power. Neutron source generally composed of radium, polonium, beryllium, antimony production. Neutron source and neutron fission reactors are fast neutron, can not cause fission of uranium 235, in order to slow down, we need to moderator ---- full of pure water in a nuclear reactor. Aircraft carriers, submarines use nuclear reactor control has proven more successful.

 

Rod: has a strong ability to absorb neutrons, driven by the control rod drive mechanism, can move up and down in a nuclear reactor control rods within the nuclear fuel used to start, shut down the nuclear reactor, and maintain, regulate reactor power. Hafnium control rods in general, silver, indium, cadmium and other metals production.

 

Control rod drive mechanism: He is the executive body of nuclear reactors operating system and security protection systems, in strict accordance with requirements of the system or its operator control rod drives do move up and down in a nuclear reactor, nuclear reactor for power control. In a crisis situation, you also can quickly control rods fully inserted into the reactor in order to achieve the purpose of the emergency shutdown

 

Upper and lower support plate: used to secure the fuel assembly. High temperature and pressure inside the reactor is filled with pure water (so called pressurized water reactors), on the one hand he was passing through a nuclear reactor core, cooling the nuclear fuel, to act as a coolant, on the other hand it accumulates in the pressure vessel in play moderated neutrons role, acting as moderator.

  

Water quality monitoring sampling system:

Adding chemical system: under normal circumstances, for adding hydrazine, hydrogen, pH control agents to the primary coolant system, the main purpose is to remove and reduce coolant oxygen, high oxygen water suppression equipment wall corrosion (usually at a high temperature oxygen with hydrogen, especially at low temperatures during startup of a nuclear reactor with added hydrazine oxygen); when the nuclear reactor control rods stuck for some reason can not shutdown time by the the system can inject the nuclear reactor neutron absorber (such as boric acid solution), emergency shutdown, in order to ensure the safety of nuclear submarines.

 

Water system: a loop inside the water will be reduced at work, such as water sampling and analysis, equipment leaks, because the shutdown process cooling water and reduction of thermal expansion and contraction.

 

Equipment cooling water system:

Pressure safety systems: pressure reactor primary coolant system may change rapidly for some reason, the need for effective control. And in severe burn nuclear fuel rods, resulting in a core melt accident, it is necessary to promptly increase the pressure. Turn the regulator measures the electric, heating and cooling water. If necessary, also temporary startup booster pump.

 

Residual Heat Removal System: reactor scram may be due to an accident, such as when the primary coolant system of the steam generator heat exchanger tube is damaged, it must be urgently closed reactors.

 

Safety Injection System: The main components of this system is the high-pressure injection pump.

 

Radioactive waste treatment systems:

 

Decontamination Systems: for the removal of radioactive deposits equipment, valves, pipes and accessories, and other surfaces.

 

Europe, the United States and Russia and other countries related to aircraft carriers, submarines, icebreakers, nuclear-powered research aircraft, there are lots of achievements use of nuclear energy, it is worth analysis. However, nuclear reactor technology, rocket ships and the former are very different, therefore, requires special attention and innovative research. Must adopt a new new design techniques, otherwise, fall into the stereotype, it will avail, nothing even cause harm Aerospace.

 

[ "2" spacecraft structure]

 

[ "3"] radiation technology is the use of deep-sea sedimentation fabric fabrics deepwater technology development precipitated silver metal fibers or fiber lint and other materials and micronaire value between 4.1 to 4.3 fibers made from blends. For radiation protection field, it greatly enhances the effects of radiation and service life of clothing. Radiation resistant fiber) radiation resistant fiber - fiber polyimide polyimide fibers

60 years the United States has successfully developed polyimide fibers, it has highlighted the high temperature, radiation-resistant, fire-retardant properties.

 

[ "4" cosmic radiation resistant clothing design multifunctional anti-aging, wear underwear] ① comfort layer: astronauts can not wash clothes in a long flight, a lot of sebum, perspiration, etc. will contaminate underwear, so use soft, absorbent and breathable cotton knitwear making.

 

② warm layer: at ambient temperature range is not the case, warm layer to maintain a comfortable temperature environment. Choose warm and good thermal resistance large, soft, lightweight material, such as synthetic fibers, flakes, wool and silk and so on.

 

③ ventilation and cooling clothes clothes

Spacesuit

In astronaut body heat is too high, water-cooled ventilation clothing and clothing to a different way of heat. If the body heat production more than 350 kcal / h (ventilated clothes can not meet the cooling requirements, then that is cooled by a water-cooled suit. Ventilating clothing and water-cooled multi-use compression clothing, durable, flexible plastic tubing, such as polyvinyl chloride pipe or nylon film.

 

④ airtight limiting layer:

 

⑤ insulation: astronaut during extravehicular activities, from hot or cold insulation protection. It multilayer aluminized polyester film or a polyimide film and sandwiched between layers of nonwoven fabric to be made.

 

⑥ protective cover layer: the outermost layer of the suit is to require fire, heat and anti-space radiation on various factors (micrometeorites, cosmic rays, etc.) on the human body. Most of this layer with aluminized fabric.

New space suits using a special radiation shielding material, double design.

And also supporting spacesuit helmet, gloves, boots and so on.

  

[ "5" space - Aerospace biomedical technology, space, special use of rescue medication Space mental health care systems in space without damage restful sleep positions - drugs, simple space emergency medical system

]

[ "6" landing control technology, alternate control technology, high-performance multi-purpose landing deceleration device (parachute)]

 

[ "7" Mars truck, unitary Mars spacecraft solar energy battery super multi-legged (rounds) intelligent robot] multifunction remote sensing instruments on Mars, Mars and more intelligent giant telescope

 

[8 <> Mars warehouse activities, automatic Mars lander - Automatic start off cabin

]

[ "9" Mars - spacecraft docking control system, return to the system design]

 

Space flight secondary emergency life - support system

  

Spacecraft automatic, manual, semi-automatic operation control, remote control switch system

 

Automatic return spacecraft systems, backup design, the spacecraft automatic control operating system modular blocks of]

 

[10 lunar tracking control system

 

Martian dust storms, pollution prevention, anti-corrosion and other special conditions thereof

 

Electric light aircraft, Mars lander, Mars, living spaces, living spaces Mars, Mars entry capsule, compatible utilization technology, plant cultivation techniques, nutrition space - space soil]

 

Aerospace technology, space technology a lot, a lot of cutting-edge technology. Human landing on Mars technology bear the brunt. The main merge the human landing on Mars 10 cutting-edge technology, in fact, these 10 cutting-edge technology, covering a wide range, focused, and is the key to key technologies. They actually shows overall trends and technology Aerospace Science and Technology space technology. Human triumph Mars and safe return of 10 cutting-edge technology is bound to innovation. Moreover, in order to explore the human Venus, Jupiter satellites and the solar system, the Milky Way and other future development of science and laid the foundation guarantee. But also for the transformation of human to Mars, the Moon and other planets livable provides strong technical support. Aerospace Science and Technology which is a major support system.

 

Preparation of oxygen, water, synthesis, temperature, radiation, critical force confrontation. Regardless of the moon or Mars, survive three elements bear the brunt.

 

Chemical formula: H₂O

 

Formula: H-O-H (OH bond between two angle 104.5 °).

 

Molecular Weight: 18.016

 

Chemical Experiment: water electrolysis. Formula: 2H₂O = energized = 2H₂ ↑ + O₂ ↑ (decomposition)

 

Molecules: a hydrogen atom, an oxygen atom.

  

Ionization of water: the presence of pure water ionization equilibrium following: H₂O == == H⁺ + OH⁻ reversible or irreversible H₂O + H₂O = = H₃O⁺ + OH⁻.

 

NOTE: "H₃O⁺" hydronium ions, for simplicity, often abbreviated as H⁺, more accurate to say the H9O4⁺, the amount of hydrogen ion concentration in pure water material is 10⁻⁷mol / L.

 

Electrolysis of water:

 

Water at DC, decomposition to produce hydrogen and oxygen, this method is industrially prepared pure hydrogen and oxygen 2H₂O = 2H₂ ↑ + O₂ ↑.

 

. Hydration Reaction:

 

Water with an alkaline active metal oxides, as well as some of the most acidic oxide hydration reaction of unsaturated hydrocarbons.

 

Na₂O + H₂O = 2NaOH

 

CaO + H₂O = Ca (OH) ₂

 

SO₃ + H₂O = H₂SO₄

 

P₂O₅ + 3H₂O = 2H₃PO₄ molecular structure

 

CH₂ = CH₂ + H₂O ← → C₂H₅OH

  

6. The diameter of the order of magnitude of 10 water molecules negative power of ten, the water is generally believed that a diameter of 2 to 3 this organization. water

 

7. Water ionization:

 

In the water, almost no water molecules ionized to generate ions.

 

H₂O ← → H⁺ + OH⁻

 

Heating potassium chlorate or potassium permanganate preparation of oxygen

  

Pressurized at low temperatures, the air into a liquid, and then evaporated, since the boiling point of liquid nitrogen is -196 deg.] C, lower than the boiling point of liquid oxygen (-183 ℃), so the liquid nitrogen evaporated from the first air, remaining the main liquid oxygen.

Of course, the development of research in space there is a great difference, even more special preparation harsh environments on Earth and synthetic water and oxygen, over the need for more technological breakthroughs.

The main component of air oxygen and nitrogen. The use of oxygen and nitrogen with

Hundreds of African Refugees from Eritrea and Ethiopia make a pilgrimage to Bethlehem to visit Manger Square and the Church of the Nativity for a Coptic Christmas. Bethlehem, Palestine, 6th January 2012.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

At Jack's general store—a local institution that’s seen over a century of tides and ownership changes—practicality reigns. Shelves brim with everything from kids' plastic buckets to clam guns.

 

A different kind of artifact peeks out under an old golden-oak counter: a vintagw wooden produce crate from the sunbaked fields of Yuma, Arizona. Once filled with crisp desert-grown vegetables and stamped with the name “PASQUE” in bold navy letters, it now holds rubber boots among beach gear and other workwear.

 

The stencil tells you it belonged to Pete Pasquinelli, a grower-packer-shipper whose name still rides faintly on the wood grain, just as the desert dust once did. It’s an unexpected bridge between the agricultural Southwest and the misty, razor-clam-rich flats of Willapa Bay—a reminder that objects, like people, sometimes travel far from where they began, only to find usefulness again in new surroundings.

 

The wooden crate stenciled boldly with “PASQUE” and the name “Pete Pasquinelli, Grower-Packer-Shipper, Yuma, Ariz.”—offers a tangible link to the early decades of one of Yuma, Arizona's most enduring agricultural enterprises.

 

Pete Pasquinelli began farming in the desert southwest around 1946, part of the postwar wave of independent growers who transformed Yuma County into a winter produce powerhouse.

 

His operation quickly gained a reputation for quality and consistency, and the sturdy wooden shipping boxes bearing his name would have carried heads of lettuce, bunches of celery, and other desert-grown vegetables across the country during the 1950s and 1960s, when the family name still functioned as both brand and guarantee.

 

In 1967, Pete’s son Gary Pasquinelli joined the business and helped it grow into a modern agricultural operation, eventually taking full control after Pete’s death in 1984 .

 

Under Gary’s leadership, Pasquinelli Produce expanded to over 8,000 acres of cultivated land and adopted the more streamlined “Pasque” label, now widely recognized in the produce industry.

 

Though branding and packing methods have evolved, the crate remains a quiet emblem of the farm’s roots: a time when the grower’s name was both a promise and a signature, and every box carried a bit of the desert with it.

 

This text is a collaboration with Chat GPT.

My Great Great Grandfather RJ Mecredy he was the Irish cycling champion for twenty something years!

Links here:

www.flickr.com/photos/robinhutton/182887140/in/pool-22584...

Arjay had a sound influence on the popularity of the pneumatic tyre

A brilliant commercial idea, invention or novelty is of no value until somebody who believes in it puts his money where his mouth is and places it before the public. Lots has been written about the pneumatic tyre, an 1888 brainchild usually credited to John Boyd Dunlop, a Scottish vet who lived on Dublin's Morehampton Road, or, if you are pedantic, patented by R.W. Thomson, another Scot, back in 1846. Thomson, of course, never made or sold his novelty. And while Dunlop manufactured it and turned it into a practicality, he needed backing to succeed. And the man who backed the invention and who put it firmly in the public eye was a forgotten Irishman, R.J. Mecredy, who was the son of a Scot. One of Dunlop's most important factories of course, was in Cork. Finally, the man who put paid to the whole Dunlop saga and presided over its collapse and sale was yet another Scot, Campbell Fraser, whose death last month brought all this to mind, as well as being the final chapter in the story.

Mecredy's interest in tyres was extraordinarily prescient, as it predated the arrival of the motor car. His passion for cycling led him to recognise immediately the potential benefits of the tyre, and as well as enthusiastically joining the first consortium to make and sell the Dunlop product, he also published The Irish Cyclist, the first journal of its kind in the world, which was an enormous success, and which led the runaway sales of the new-fangled tyres.

Richard James Mecredy was born in Ballinasloe, Co Galway, in May 1861, son of the Church of Ireland rector oflnveran, near Spiddal in Co Galway. By 1882 he had become a solicitor's apprentice in Merrion Square, Dublin, but the law seems to have held little interest for him. The publisher of the Irish Cyclist and Athlete, a Mr J.G. Hodgins ofTralee, Co Kerry, contacted Mecredy, then a very successful amateur racing cyclist, and asked him to act as Dublin Cycling Correspondent of his paper, and Mecredy took the job at a wage of thirteen shillings and fourpence a week (about 82 Cents in today's money) A year later he had taken it over as proprietor and editor, renaming it the Irish Cyclist. And it was still a roaring success (renamed again as the Irish Cyclist and Motorcyclisf} in 1924 when Mecredy died.

Mecredy was an extremely tall and gangling figure, probably the perfect cycling physique for the machines of his day. Contemporary cartoons and caricatures of Mecredy show a stick-like figure labelled "Arjay", dressed in button-boots and tweeds, and towering over his companions at cycling and motor shows in Dublin. Combining the affability of his Irish mother with the conservative business acumen of his Scottish forbears on his father's side, Mecredy was both liked and respected.

Among the many hobby horses he rode during his writing career was a plan for an alcohol-fuelled Irish Grand Poteen-style motor race, proposed in another of his publications, the Motor News. That was back in 1904, predating the current "biofuel" frenzy by a century. This, he felt, would not only provide a home-grown market for the (then) surplus potato crop, but would put Ireland firmly on the international motor sport map. That never happened, but the fanatical de Valera-inspired isolationism of the 1930s did throw up a state-owned alcohol distillery in Co Louth. Oil companies were forced by law to add a fixed proportion of the biofuel to their petrol at the pumps. When that compulsion ended recently the plant was privatised, and is better known now as the Cooley Distillery, producing whiskey and other tonics.

But Mecredy's big contribution was to the advancement of the tyre business. He supported the Du Cros family, who put up the money for the Dunlop consortium, and enthusiastically campaigned for the new products, and was a director of the Pneumatic Tyre company. He was also one of the first car owners in Ireland, and a founder member of the Irish Roads Improvement Association, which fought for new highway building and surface improvements. His prowess as a racing cyclist was formidable. In 1890 he had travelled to London to compete in the National Cyclists' Union championships, and won all four of the events. His home at Vallombrosa, near Bray, Co Wicklow, from which he cycled 13 miles into the city each day, was stuffed with souvenirs and trophys of his cycling career. He also wrote several books on cycling and touring in Ireland.

Sadly, the troubles of 1916-22 took their toll ofMecredy and his business. His offices were burned down, and he fled to Scotland, where he died in April 1924, just short of his sixty-third birthday. By chance, a piece about Mecredy in the Daily Telegraph in 1996 brought a letter from his grandson, Robin Mecredy, who lives in Buckinghamshire. He had been looking for an Irish home for the memorabilia collected by his grandfather, including his cycling trophies. 1 put him in touch with the Ulster Folk and Transport Museum, which has the best collection of Irish transport exhibits, including many rescued from scrapyards in the Republic, and which seemed the best resting place for them. The Mecredy collection was duly presented to the Museum in 2004.

Much more recently, I heard from Robin Mecredy that he had finally found his grandfather's grave, in Dumfries High Cemetery in Scotland. The Scottish Dunlop connection has come full circle, it seems.

  

The pneumatic tyre

A brilliant commercial idea, invention or novelty is of no value until somebody who believes in it puts his money where his mouth is and places it before the public. Lots has been written about the pneumatic tyre, an 1888 brainchild usually credited to John Boyd Dunlop, a Scottish vet who lived on Dublin's Morehampton Road, or, if you are pedantic, patented by R.W. Thomson, another Scot, back in 1846. Thomson, of course, never made or sold his novelty. And while Dunlop manufactured it and turned it into a practicality, he needed backing to succeed. And the man who backed the invention and who put it firmly in the public eye was a forgotten Irishman, R.J. Mecredy, who was the son of a Scot. One of Dunlop's most important factories of course, was in Cork. Finally, the man who put paid to the whole Dunlop saga and presided over its collapse and sale was yet another Scot, Campbell Fraser, whose death last month brought all this to mind, as well as being the final chapter in the story.

Mecredy's interest in tyres was extraordinarily prescient, as it predated the arrival of the motor car. His passion for cycling led him to recognise immediately the potential benefits of the tyre, and as well as enthusiastically joining the first consortium to make and sell the Dunlop product, he also published The Irish Cyclist, the first journal of its kind in the world, which was an enormous success, and which led the runaway sales of the new-fangled tyres.

Richard James Mecredy was born in Ballinasloe, Co Galway, in May 1861, son of the Church of Ireland rector oflnveran, near Spiddal in Co Galway. By 1882 he had become a solicitor's apprentice in Merrion Square, Dublin, but the law seems to have held little interest for him. The publisher of the Irish Cyclist and Athlete, a Mr J.G. Hodgins ofTralee, Co Kerry, contacted Mecredy, then a very successful amateur racing cyclist, and asked him to act as Dublin Cycling Correspondent of his paper, and Mecredy took the job at a wage of thirteen shillings and fourpence a week (about 82 Cents in today's money) A year later he had taken it over as proprietor and editor, renaming it the Irish Cyclist. And it was still a roaring success (renamed again as the Irish Cyclist and Motorcyclisf} in 1924 when Mecredy died.

Mecredy was an extremely tall and gangling figure, probably the perfect cycling physique for the machines of his day. Contemporary cartoons and caricatures of Mecredy show a stick-like figure labelled "Arjay", dressed in button-boots and tweeds, and towering over his companions at cycling and motor shows in Dublin. Combining the affability of his Irish mother with the conservative business acumen of his Scottish forbears on his father's side, Mecredy was both liked and respected.

Among the many hobby horses he rode during his writing career was a plan for an alcohol-fuelled Irish Grand Poteen-style motor race, proposed in another of his publications, the Motor News. That was back in 1904, predating the current "biofuel" frenzy by a century. This, he felt, would not only provide a home-grown market for the (then) surplus potato crop, but would put Ireland firmly on the international motor sport map. That never happened, but the fanatical de Valera-inspired isolationism of the 1930s did throw up a state-owned alcohol distillery in Co Louth. Oil companies were forced by law to add a fixed proportion of the biofuel to their petrol at the pumps. When that compulsion ended recently the plant was privatised, and is better known now as the Cooley Distillery, producing whiskey and other tonics.

But Mecredy's big contribution was to the advancement of the tyre business. He supported the Du Cros family, who put up the money for the Dunlop consortium, and enthusiastically campaigned for the new products, and was a director of the Pneumatic Tyre company. He was also one of the first car owners in Ireland, and a founder member of the Irish Roads Improvement Association, which fought for new highway building and surface improvements. His prowess as a racing cyclist was formidable. In 1890 he had travelled to London to compete in the National Cyclists' Union championships, and won all four of the events. His home at Vallombrosa, near Bray, Co Wicklow, from which he cycled 13 miles into the city each day, was stuffed with souvenirs and trophys of his cycling career. He also wrote several books on cycling and touring in Ireland.

Sadly, the troubles of 1916-22 took their toll ofMecredy and his business. His offices were burned down, and he fled to Scotland, where he died in April 1924, just short of his sixty-third birthday. By chance, a piece about Mecredy in the Daily Telegraph in 1996 brought a letter from his grandson, Robin Mecredy, who lives in Buckinghamshire. He had been looking for an Irish home for the memorabilia collected by his grandfather, including his cycling trophies. 1 put him in touch with the Ulster Folk and Transport Museum, which has the best collection of Irish transport exhibits, including many rescued from scrapyards in the Republic, and which seemed the best resting place for them. The Mecredy collection was duly presented to the Museum in 2004.

Much more recently, I heard from Robin Mecredy that he had finally found his grandfather's grave, in Dumfries High Cemetery in Scotland. The Scottish Dunlop connection has come full circle, it seems.

www.nationaltrust.org.uk/oakhurst-cottage/features/oakhur...

 

A small half-timbered house, built in the 16th century. Oakhurst has been refurbished by the National Trust as a farm labourer's dwelling, with displays relating to 4 centuries of occupation. The house is set in lovely Victorian-style gardens.

Located just off the cricket green in Hambledon village is a small timber-framed 16th century cottage. Oakhurst is just one of several historic properties owned by the National Trust in Hambledon, but it is the only one regularly open to the public.

 

Oakhurst was probably not intended for habitation, but as a barn. Sometime in the 1500s it was converted into a cottage, and was lived in until the mid-20th century. The building was rarely renovated or updated, so provides a wonderful glimpse into the past. See the kitchen with its huge brick hearth topped by a dark oak beam, and the uneven floor laid with large tiles.

 

The cottage has been furnished with traditional country furniture, showing how residents lived here over the centuries, with a focus on the Victorian period. Oakhurst is set in a small cottage garden, combining practicalities like vegetables, fruit, and culinary herbs, with colourful flowers. The gardens have been planted to resemble contemporary paintings of Oakhurst.

 

To one side of the garden is a small barn, beside an outdoor privy. The barn has been furnished with traditional tools that would have been used for gardening and household maintenance. The privy was in use up until 1994, and was regularly visited by the last Hambledon nightsoil man.

 

Due to the cottage's small size and age, it can only be visited via a pre-booked, guided tour. See the National Trust website for tour details.

On the Island as a member of the GSC Events Fleet to check the practicalities of using articulated buses for events such as the Festival and Bestival.

 

If you'd like to imagine how most rural bridges appeared a couple centuries back – this should set the scene. First step, fell a couple trees. If you cut them just right, there's a good chance that they'll span your gap with no extra effort. Second step, apply nails and lumber, somewhat haphazardly, until you're more-or-less willing to trust it with your weight. It's there to do a job, not look pretty. There were generations living in the backwoods before most streams were spanned with something approaching permanent. Practicality reigned, even the slightly unpractical kind. I've got a deep, dark love for Sheep Shearer Brook. I've hiked it more than any other stream, feeling the call of quiet cliff walls and stretches of bedrock beneath my feet. An earlier name for this same body of water was Mill Brook. Now it's been at least a lifetime since any mill existed or sheep were sheared, and I wonder if it's seen its last title till the end. So long as I'm around, I'll always see this place as a little like mine.

 

October 22, 2024

Mount Hanley, Nova Scotia

 

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Another major European introduction for 1982 was the all-new 700 series from Volvo. Designed to replace the 200 series (itself derived from the 100 series of 1966), the 700 was produced alongside for 12 years. The two models are very close in exterior dimension.

 

The 700 underwent minor exterior changes to become the 900 series in 1991, notably a smoother front end treatment and revised rear treatment on the sedan. The sedan also received an independent rear suspension, with the estate car retaining a live rear axle. The 900 series was futher revised and named the S90/V90 in 1997 in line with Volvo's new naming convention. The model finally went out of production in 1998. The sedan models were subsequently replaced by the front-wheel-drive Volvo S80.

 

The engine line up included 4-cylinder, 4-cylinder turbocharged (one of the first major turbocharged passenger car ranges) and carryover vee-six cylinder engines shared with PSA and Renault. The 900 series later replaced the V6 with an inline six developed as part of a modular engine design of inline 4, 5 and 6-cylinder engines.

 

At launch the car was strongly criticised for its overtly rectilinear styling. The car matched the style that was popular in North America at the time, including a near vertical rear window. Unfortunately for Volvo this was the model year introduction of a key competitor, the Audi 100, which was notably aerodynamic in form.

 

This styling theme does have its advantages, with large windows and good visibility. It also provides ample space as an estate car. The model was popular with middle-class families with children, dogs etc, and are now considered 'Lifestyle' families.

 

Volvo's success in this market segment was later eroded by SUV and 'crossover' vehicles which emphasised the adventure part of the lifestyle image without being any more practical as a family car. Volvo went on to launch a vehicle in the crossover segment in place of the 900 wagon, the XC90. This model was very well recieved for its family practicality relative to other vehicles in the luxury crossover segment.

 

This miniland scale model has been created using Lego Digital Designer for Flickr LUGNuts 43rd build challenge - 'Plus or Mius Ten' - celebraing vehilces produced ten years before or after the birth year of the modeller. In this case 1982.

☯ Yin Yoga Class (40 Minutes) - Deep stretch yoga for cyclists, runners, hikers, athletes ☯ youtu.be/O_Vg-j5lkuA Yin Yoga Deep stretch yoga class was designed for cyclists, runners, hikers, athletes and yogis looking to restore balance and deepen their flexibility. Veteran teacher Michelle Goldstein of Heart Alchemy Yoga in Venice, California brings a simple practicality to her instruction that provides a safe and easy to understand Yoga program. This Yin Yoga course is intended to help improve strength, flexibility, stamina, range of motion, breath capacity and relaxation. In combination with the right medical program, it can be used to recover from various injuries and will help to restore the body to it's natural balance and posture. About Michelle Goldstein: Michelle has maintained a daily yoga practice for 15 years. A protégée of renowned Yoga teacher, Bryan Kest of Santa Monica Power Yoga, Michelle has been teaching yoga for 8 years. Michelle leads workshops, immersions & retreats worldwide as well as teaching at Santa Monica Power Yoga, Yogaraj & Equinox Fitness Clubs. Known for her creative vinyasas (sequences of yoga asana) and pranayama, Michelle Goldsteins teaching integrates influences from various forms of movement and meditation set to powerfully inspiring backdrops of music. Approaching instruction with a deep spiritual reverence for the sacredness of yoga coupled with a joyous playful sense of humor, Michelles classes offer a safe, nurturing and challenging environment for students to come and explore their mental and physical boundaries. A devoted student of Yoga, she has studied under a wide range of teachers including Max Strom, Bryan Kest, Guru Singh, Saul David Raye, Erich Schiffman and others. Check out all of our great Yoga flow videos below: Five Tibetan Rites with John Goltermanhttps://youtu.be/nnNJoRLJG9E Power Yoga for Weight Loss youtu.be/yUtK7v3dsr0 Strong Yoga For Beginners Workout youtu.be/xglmLhDppmo Meditative Bhakti Yoga Flow youtu.be/mQnAvEbDNPg Bhakti Yoga Workout youtu.be/AHMO0Ja0XC4 Cardio Yoga Workout youtu.be/hy-qss2Takg Yoga Workout 1 hour Yoga For Weight Loss youtu.be/yUtK7v3dsr0 Power Yoga Flow youtu.be/XpGnuK_u4gQ Bhakti Yoga Class youtu.be/K9scEzgir-8 Yoga for Beginners youtu.be/EaKZ3Xtxf5A Mindfulness Meditation youtu.be/2K-ZcAgka2g Gentle Yin Yoga Full Class youtu.be/Z3AlyD1CIJw Bhakti Yoga flow heart opening yoga workout with Kumi Yogini youtu.be/onS6uq94NHw Bhakti yoga class yoga flow with Kumi Yogini ॐ youtu.be/K9scEzgir-8 bhakti yoga class with Kumi Yogini youtu.be/ch4CEW-vEoc Advanced Yoga Workout - Inversions, Hand Stand, Core Work youtu.be/KbLVYpQ74Zo Bhakti Yoga Flow youtu.be/KvhIvZyemtI Inspired Yoga Workout with Breathwork youtu.be/_wG5hEBrMJQ Strong beginners Yoga Workout with JQ Williams youtu.be/vQdOhTKfEt8 Bhakti Yoga flow yoga workout youtu.be/VPmOF99bBHg Beginners Yoga Flow 2015 youtu.be/Dva-ThUN6Ww Bhakti Yoga Flow with Kumi Yogini 2015 youtu.be/onS6uq94NHw Yoga for Beginners Level 1 yoga workout youtu.be/f2sIjOHFZuU Yoga Flow youtu.be/YKVhB4TxuwU 40 Minute Yin Yoga Class youtu.be/O_Vg-j5lkuA Strong Power Yoga Flow youtu.be/UwJFpTRXI-g Yoga flow daily recharge total body workout youtu.be/LiTlpC0RU6Q Strong Power Yoga Flow youtu.be/Ua10v6kw27c 30 Minute Power Yoga Flow with Twists for detox youtu.be/Sy25cbDGqBM 30 Minute Daily Yoga Flow for weight loss youtu.be/Vc4u04a5A4o Yoga for Beginners youtu.be/3gWJBgAIXwg Sun Salutations (Surya A Surya B) youtu.be/GHGU18zg4rs Click below to subscribe to our channel: youtube.com/heartalchemyyoga Our Sites www.heartalchemyyoga.com plus.google.com/+HeartAlchemyYoga facebook.com/heartalchemyyoga instagram.com/travlinyogini twitter.com/travlinyogini www.pinterest.com/travlinyogini www.michellegoldsteinyoga.com

Pendant.

Whetstone, slate.

Pendant whetstones were likely to be used as much for their decorative purpose as for their practicality. Grave find, Björkö, Adelsö, Uppland, Sweden.

SHM 34000:Bj 756

See also kulturarvsdata.se/shm/object/html/561004

Hundreds of African Refugees from Eritrea and Ethiopia make a pilgrimage to Bethlehem to visit Manger Square and the Church of the Nativity for a Coptic Christmas. Bethlehem, Palestine, 6th January 2012.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

 

Taken from a Great Linford Parish Council leaflet.

 

Commemorating the legacy of Gyosei International School UK. The Japanese co-educational boarding school and playing fields closed in 2002 and the site at Willen Park South was redeveloped as Lovat Fields Village and Barret Homes Gyosei housing scheme.

Developer funding paid for eight artworks in Phase 1, which

are related to the themes of; Japanese Connections, Canal

History, Fish, Fowl, Insects and Invertebrates.

The trail is located on both sides of the Grand Union

Canal from H3 Monks Way to H5 Portway and is accessible

from the local redway network.

 

Local birds and plants

 

Laura’s seven enamel panels presenting local birds using a Japanese aesthetic, combine her training in Japanese woodblock and her experience of Japanese art with the practicality of vitreous enamelling. The panels are inspired by birds and plants that visitors to the canal are likely to see around them throughout the year. Laura has combined her imagery with Japanese short poems to bring together both local and Japanese ideas about seasonality and local wildlife, celebrating both the Japanese theme of the Gyosei Art Trail and the richness of the canal environment.

 

On the side of a road bridge over the Grand Union canal.

In late March 1864, Arthur Dobson, a Surveyor for the Canterbury Provincial Government, wrote to Thomas Cass, the Chief Surveyor in quiet triumph: “I have the honour to inform you that I have discovered an available pass to the West Coast by way of the Waimakariri and Arahura Rivers.”

 

This was a crucial breakthrough for the Provincial Government as until then the main route from Canterbury to the West Coast required a long, arduous journey through the Hurunui Saddle. West Canterbury, as the Coast was known, was an increasingly important part of the province and the Provincial Government was keen to make a better connection with it. As Thomas Cass noted in the covering letter to Dobson’s report, the route discovered was “…an easier and more feasible line of road to the West Coast by way of the Upper Waimakariri… [which] will save about 30 miles of bad road, the present road by the Hurunui and Taramakau being that much longer.”

 

Dobson went on to describe his discovery in detail in the report. He and a small party, including his brother George Dobson, and FB Goldney, began their journey on Goldney’s station, riding up the Waimakariri and then the Bealey River (which Arthur Dobson named), taking careful note of the terrain along the way. It was not an easy journey. On entering the Bealey Gorge, the horses had to be left behind and the party continued on foot, scrambling up and down cliffs, crossing rivers and pushing through bush in places. Dobson mentions the flora he encountered - “black and white birch”, low scrub and on reaching the west: “…rata which is at present in full bloom and gives the snow-capped mountains an extremely beautiful foreground.” He also notes cascades, water holes, wide riverbeds and enormous boulders.

 

Dobson does not neglect practicality in his report of the new route. He comments on the necessity for a road to be cut through the proposed pass to avoid the most difficult terrain, but adds that “…a line of road by the Upper Waimakariri Country through the Waimakariri passes and down the Arahura would be far cheaper and would present far easier gradients than the Hurunui line.”

 

The image shows Dobson’s impressive watercolour sketch map of the entire route - from the head of the Waimakariri to the head of the Arahura. The tracing paper he used is yellowed and very fragile now, but shows clearly the steep mountain terrain of what we now know as Arthur’s Pass - a name given to the new route by Arthur’s brother, George Dobson.

 

[Report and map: CH287 CP53 ICPS 1073/1864]

collections.archives.govt.nz/web/arena/search#/?q=22195883

These items are held in the Christchurch Office of Archives New Zealand.

 

nrhp # 87000865- Fort Missoula Historic District- Fort Missoula was established by the United States Army in 1877 on land that is now part of the city of Missoula, Montana, to protect settlers in Western Montana from possible threats from the native American Indians, such as the Nez Perce.[2]

 

Beginning in 1888, the fort was home to the famous Buffalo Soldiers of the 25th Infantry Regiment (3rd Formation). While stationed at Fort Missoula, this unit tested the practicality of soldiers traveling by bicycles by conducting numerous training rides, with one ride all the way to St. Louis, Missouri. The Trans-America Bicycle Trail established in 1976 goes through Missoula, and covers some of the routes pedaled by the 25th Regiment.

 

During World War II Fort Missoula housed a prison camp for Italian POWs, who called the area Bella Vista.[3]

 

Fort Missoula was established as a permanent military post in 1877 and built in response to requests of local townspeople and settlers for protection in the event of conflict with western Montana Indian tribes. It was intended as a major outpost for the region; however, area residents also were quite aware of the payroll, contracts, and employment opportunities Fort Missoula would provide. Fort Missoula never had walls; rather, it was an "open fort," a design common for posts located west of the Mississippi. Open forts required troops to take the offensive and actively patrol the areas to which they were assigned.

 

Construction had barely begun when the Company Commander, Captain Charles Rawn, received orders to halt the advance of a group of non-treaty Nez Perce Indians. The Nez Perce, led by Chiefs Joseph, Looking Glass and others, simply went around the soldiers' hastily-constructed earth and log barricade in Lolo Canyon (later called "Fort Fizzle") and escaped up the Bitterroot Valley.

 

The 25th Infantry Regiment arrived at Fort Missoula in May 1888. The regiment was one of four created after the Civil War that were made up of black soldiers with white officers. In 1896, Lieutenant James Moss organized the 25th Infantry Bicycle Corps to test the military potential of bicycles.[4] The corps undertook several short journeys – up the Bitterroot Valley by bicycle to deliver dispatches, north to the St. Ignatius area, and through Yellowstone National Park – before making a 1,900-mile (3,100 km) trip from Fort Missoula to St. Louis in 1897. The Army concluded that while the bicycle offered limited military potential, it would never replace the horse. The 25th Infantry returned to Missoula by train. When the Spanish-American War broke out in 1898, the 25th was one of the first units called to fight. The regiment served bravely in Cuba and the Philippines, but was reassigned to other posts after the war's end.

 

The efforts of Congressman Joseph Dixon of Missoula led to the appropriation of $1 million in 1904 to remodel Fort Missoula. A modern complex of concrete buildings with red tile roofs was constructed between 1908 and 1914, including a new Officer's Row, barracks, and Post Hospital.

 

The fort was used as a military training center during World War I, but was almost abandoned by 1921. However, it was designated as the Northwest Regional Headquarters for the Civilian Conservation Corps in 1933.

 

Fort Missoula was turned over to the Department of Immigration and Naturalization in 1941 for use as an alien detention center for non-military Italian men (merchant seamen, World's Fair employees, and the crew of an Italian luxury liner seized in the Panama Canal).[5] Fort Missoula housed over 1,200 Italian internees, who referred to the fort as "Camp Bella Vista." The Italians worked on area farms, fought forest fires, and worked in Missoula until they were released in 1944. Following the bombing of Pearl Harbor, 650 Japanese-American men who were considered high risk were interned at the camp. These men were questioned and quickly transferred to other internment camps.

 

The camp was used as a prison for military personnel accused of military crimes and other personnel awaiting court-martial following World War II.[6] After the post was decommissioned in 1947, many of the buildings were sold, dismantled, and removed from the site. For a number of years, Fort Missoula was a subinstallation under the accountability of Fort Carson, Colorado. The majority of the land is now in the hands of non-military agencies, including the U.S. Forest Service, the Bureau of Land Management, and Missoula County (including the Historical Museum at Fort Missoula). Fort Missoula was formally decommissioned in April, 2001.[7]

 

from Wikipedia

Hundreds of African Refugees from Eritrea and Ethiopia make a pilgrimage to Bethlehem to visit Manger Square and the Church of the Nativity for a Coptic Christmas. Bethlehem, Palestine, 6th January 2012.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

Hundreds of African Refugees from Eritrea and Ethiopia make a pilgrimage to Bethlehem to visit Manger Square and the Church of the Nativity for a Coptic Christmas. Bethlehem, Palestine, 6th January 2012.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

 

Hundreds of African Refugees from Eritrea and Ethiopia make a pilgrimage to Bethlehem to visit Manger Square and the Church of the Nativity for a Coptic Christmas. Bethlehem, Palestine, 6th January 2012.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

 

There's not much I can say about the Rolls Royce Silver Shadow that hasn't already been said, a car that was styled and homed to perfection, a vehicle that took 3 months to build, comprised of 3 cow hides, 12 square feet of wood and laden with the finest Wilton carpets. If you owned a brand new one of these back in the 1960's and 70's, then you truly were someone special.

 

The Silver Shadow however, unlike its predecessors, was the most radical Rolls ever built, primarily due to the fact that unlike previous cars such as the Phantom and Silver Cloud, the car was built on a monocoque, with the body being built with the chassis, rather than in earlier instances where Rolls would provide the chassis, and then it was up to the owner to hire a coachbuilder such as Hoopers or HJ Muliner Park Ward, to build the body.

 

The Silver Shadow was also the first Rolls to be built with the idea of the owner being sat in the front rather than the back. The Silver Cloud was very much a passenger's car, being ferried from stately banquet to stately banquet by a chauffeur. This Silver Shadow on the other hand was a driver's car, powered by Rolls Royce's magnificent V8 engine it smoothly glided across the countryside with the grace and elegance of a stately home on wheels, and so popular was this chemistry of luxury and practicality, that they sold by the thousand. In total, 25,000 examples were built, and the design was incorporated into many other variations, including the Rolls Royce Corniche (a direct descendant of the Silver Shadow 2-door Coupe built by HJ Muliner Park Ward), the controversial Camargue (which was built on the same chassis as a Shadow), and the Bentley T series (basically a Shadow with Bentley badging and radiator grille).

 

Eventually, the Shadow ended production in 1980, being replaced by the simpler Silver Spirit and Silver Spur range, but the magnificent design of this classic British pedigree has kept it one of the most popular owner's cars in the world, now available for ownership at less that £10,000 in some instances!

I really needed something to pick up what was turning out to be a rather gloomy day.

 

Thankfully this came into my life, parking itself nowhere other than the end of my street of all places!

 

There's not much I can say about the Rolls Royce Silver Shadow that hasn't already been said, a car that was styled and homed to perfection, a vehicle that took 3 months to build, comprised of 3 cow hides, 12 square feet of wood and laden with the finest Wilton carpets. If you owned a brand new one of these back in the 1960's and 70's, then you truly were someone special.

 

The Silver Shadow however, unlike its predecessors, was the most radical Rolls ever built, primarily due to the fact that unlike previous cars such as the Phantom and Silver Cloud, the car was built on a monocoque, with the body being built with the chassis, rather than in earlier instances where Rolls would provide the chassis, and then it was up to the owner to hire a coachbuilder such as Hoopers or HJ Muliner Park Ward, to build the body.

 

The Silver Shadow was also the first Rolls to be built with the idea of the owner being sat in the front rather than the back. The Silver Cloud was very much a passenger's car, being ferried from stately banquet to stately banquet by a chauffeur. This Silver Shadow on the other hand was a driver's car, powered by Rolls Royce's magnificent V8 engine it smoothly glided across the countryside with the grace and elegance of a stately home on wheels, and so popular was this chemistry of luxury and practicality, that they sold by the thousand. In total, 25,000 examples were built, and the design was incorporated into many other variations, including the Rolls Royce Corniche (a direct descendant of the Silver Shadow 2-door Coupe built by HJ Muliner Park Ward), the controversial Camargue (which was built on the same chassis as a Shadow), and the Bentley T series (basically a Shadow with Bentley badging and radiator grille).

 

Eventually, the Shadow ended production in 1980, being replaced by the simpler Silver Spirit and Silver Spur range, but the magnificent design of this classic British pedigree has kept it one of the most popular owner's cars in the world, now available for ownership at less that £10,000 in some instances!

www.drivesection.com/reviews/2020-toyota-landcruiser-200-...

 

Built to withstand the harshest of Australian conditions, the 200 Series LandCruiser will go down as one of the all-time great off-roaders, even if it's feeling a bit long in the tooth after 12 years on sale.

 

It feels like every day I read a new rumour, report, or opinion piece about the fate of the V8-powered Toyota LandCruiser as the 200 Series model we know and love nears the end of its course.

 

The 200, I believe, is a vehicle that will truly go down as one of the greatest off-roaders of all time. A perfect blend of refinement and ruggedness, comfort and capability, and sheer V8 grunt, not only is it simply a timeless gem in general, but a car so perfectly suited to Aussie roads – and making a car like that is a hard task to complete.

 

But if the rumours are, indeed, to be believed, the supposed successor to this dying legend, presumably to be called the 300 Series, it’ll swap V8 grunt for more efficient V6 turbo-diesel and petrol-electric hybrid engines instead. Whether you think that’s a good or bad thing, though, it seemed like now was the opportune time to get behind the wheel of a V8 LandCruiser for what could be one of the very last times to prove why the 200 is so great, and that task was to be entrusted to this – the ultra-basic, stripped-out, no-frills, mine-spec GX model.

  

Now when I say that the LandCruiser GX is basic, it’s hard to overstate just how basic it is. Although the 200 Series was first launched for the 2008 model year, it’s benefitted from two facelifts since then which have not only given it some incredibly handsome new looks in the most recent incarnation, but plenty of additional kit as well in the higher-spec’d models that perform well in other places such as the USA and UAE.

 

By comparison to those upscale models, such as the Sahara, the GX couldn’t be more different if it tried – not least because the sheet metal itself is different. Not only are the third-row seat mounts deleted – it’s only available as a two-row five-seater, while other LC200 variants feature seven and eight-seat three-row configurations – but it features rear barn doors for its cavernous boot in place of the Range Rover-style split-folding tailgate most have become accustomed to now.

   

But when looked at side-to-side with even the GXL variant – one step up from the GX, and the 200 Series most Aussies opt for – this thing really does feel like it’s stuck in 2008 in some regards, while the rest of the range has moved on with the rest of the world.

  

There’s no carpet but instead a vinyl floor covering, there are no mirrors on either of the sun-visors, there’s no map lights up front, no trip computer, no audio controls on the cheap polyurethane steering wheel, the front seats are only manually adjustable aside from the powered lumbar support for the driver, you’ll have to put in and turn a key to start it up, there’s not a scrap of active safety technology, and it doesn’t even have a reverse camera or parking sensors which makes things challenging in a car this big.

 

The centre stack is completely different to that in other 200 Series variants as well, with a digital clock at the top that appears to be from the 1980s, a generic 6.1-inch touchscreen infotainment system – the same as what you’d find in even the Toyota 86 – with Bluetooth and sat nav that only replaced a basic CD player a couple of years ago, and a basic air conditioning unit that doesn’t even give you the temperature it’s set to as a number.

 

Outside, as well, the black plastic grille and door handles, steel wheels, deleted side skirts, and lopsided tailgate do detract slightly from the otherwise ruggedly handsome design of the LandCruiser, although at least the snorkel which is normally an option on other variants is fitted as standard on the GX.

  

And it’s the standardisation of the snorkel that tells you everything you need to know about the GX. This thing isn’t for parking with presence when going to sip lattes like a Sahara is – this thing is a rugged, bare-bones off-roader. Well, at least that’s the way its positioned for private buyers.

 

Don’t look at it as being under-equipped – look at it as being a blank canvas. Put a bull-bar on the front, some smaller wheels with chunkier tyres, and some rock sliders on the sides and you’ve got yourself a tough-looking off-road beast. That unfurnished and indented tailgate is the perfect place to mount a couple of extra spare tyres as well, for instance, while on the inside, that dated infotainment system can easily be swapped for a newer aftermarket unit with Apple CarPlay. Those rubber floors are ideal for hosing out after getting your muddy boots all over them, too, although I must admit it makes me surprised by the dust-gathering velour seat upholstery when vinyl would be much easier to clean.

 

And while that’s the position it takes for private buyers, the other key target of the GX is businesses and specialist fields. I’ve seen plenty of GXs driving around bearing decals for construction companies on the side, for instance, while my local constabulary uses them for its CSI division. Many will end up in mines, too, while other government divisions utilise them for tasks such as forestry.

  

With businesses wanting to spend as little as possible, the GX’s lack of luxuries is reflected in the price tag, which was bumped up for 2020 by a couple thousand to $80,190 before on-road costs. Yes, that’s overpriced for something this spartan, but stepping up to the GXL will set you back another $11,700. If you’re looking for the cheapest way into a new 200 Series, then, the GX is easily the way to do it.

 

And a lot of people I don’t doubt will be looking to get one as cheaply as possible, given those rumours of the V8 LandCruiser’s demise. According to many 200 Series owners have reportedly expressed interest in buying another bent-eight model before they likely disappear for good, so this thing could well take over from toilet paper as the new hot commodity that’s flying off the shelves.

 

Worth noting, though, is that there are other ways to get a V8 Cruiser without buying the 200 Series, as the V8 diesel-powered 70 Series models that trace all the way back to 1984 are still Euro 5 compliant and on sale in Australia, while at the other end of the scale, those after something more luxurious (and ugly) can opt for the Lexus LX. Factor the four-pot diesel LandCruiser Prado into the mix, and the LandCruiser family certainly is a big one.

  

On the topic of engines, the biggest change for the 200 Series in Australia for 2020 is the ditching of the 4.6-litre naturally aspirated petrol V8 that was available on the GXL, VX, and Sahara models, leaving the 5.7-litre Lexus LX 570 as the only petrol-powered 200 available Down Under now.

   

This change doesn’t matter for the GX, however, as it was only ever offered with the engine the vast majority went for across the range anyway – a 4.5-litre twin-turbocharged V8 diesel that puts out 200kW and an impressive 650Nm, which is channeled to all four wheels through a six-speed torque converter auto and a full-time four-wheel drive system.

 

While the 200 Series itself will go down as one of the all-time great off-roaders, this engine – the 1VD-FTV – will go down in the history books as well. Punchy, powerful, and muscular, it gets the 2.6-tonne beast moving along effortlessly, if not that quickly, while remaining relatively frugal at highway speeds for an engine of its size due to its low sixth gear that keeps it hovering at around 1400rpm at open-road speeds.

 

While 9.5L/100km is the claim, I calculated a return of 12.5L/100km after 950km and the better part of its 138 litre tank – not quite as close as I’d hoped, but impressive for an engine this size and enough to ensure you could indeed go over 1000km on a single tank even at that rate of consumption. Note that this is a verified number, too, as with no trip computer, doing it the old-fashioned but more accurate way of brimming the tank was required.

  

But more than just being powerful, it’s incredibly reliable, too – the 200 Series was recently revealed to be the new car most likely to reach 300,000km by iSeeCars in the US, and it should be noted that the LandCruiser is built with a 25 year lifespan in mind, as opposed to the average eight year lifespan of most modern cars. Furthermore, with this V8 oiler being deliberately under-stressed in stock form, simply tuning it and fitting an aftermarket exhaust can reveal insane power and torque gains, often of over 30 percent.

 

In its stock form, however, it’s brilliant. The power delivery is smooth and progressive, and while you can hustle it a bit – there’s a Power mode to sharpen the throttle response and make it feel a bit more aggressive, and you can lock out higher gears to ensure it doesn’t go into one of its overdrive ratios – it’s better to simply ride out the big wave of torque that it delivers as it’s an engine that better compliments a more relaxed driving style.

 

As such, it’s not going to give something like a Range Rover Sport a run for its money through the corners as the LandCruiser feels heavy and ponderous through the bends, while the steering is on the slower side and requires a fair amount of input, but that’s because it’s been designed to be smooth and comfortable – the perfect open-road tourer. And that, it certainly is.

  

My only real complaint about its on-road performance – as its corner-carving abilities, or rather slight lack thereof, are a non-issue for a vehicle like this – is the braking, as the pedal feel is spongey and the brakes quickly start to lose their bite. This, I suspect, is likely down to GX and GXL models having smaller 340mm front discs, while the VX and Sahara have larger 354mm units, although all other variants do weigh another 100kg more than the GX.

 

But the LandCruiser’s on-road performance is obviously only half of the story. Toyota markets this thing as the ‘king off the road’, and it’s abilities to deal with things getting rougher and tougher are even more impressive.

 

While the GX does lack a lot, it still features all of the off-roading kit the more expensive variants serve up – dual-range transfer case, a locking centre diff, five-speed crawl control, and off-road turn assist, just to name the highlights.

  

The gadgetry all works brilliantly – the crawl control system is absolute genius, handling the throttle and braking for you during low-speed off-roading leaving only the steering to you as it figures out exactly how to get you over or through whatever lies in your wake, while the off-road turn assist, which locks up the inside wheel during tight manoeuvres to reduce this behemoth’s turning circle, does exactly what it says on the tin.

 

With that said, while they work excellently, the constant juddering sound of the systems working away quickly becomes irritating, so it’s a good thing that if you aren’t a fan of them and would rather take the reigns yourself, it’s wondrously easy to command over even the most challenging of terrain thanks to its 225mm of ground clearance and a great amount of articulation to its four-link coil-sprung rear axle.

 

But where it shines most in my eyes away from the pavement is when it comes to its performance on unsealed gravel roads – something which abound here in Australia.

  

Centre diff locked or not, it feels remarkably tractable at higher speeds on roads like these, meaning you’re still able to explore the full potential of the big V8. The ride is excellent on roads like this, too, and I’d go so far as to say that it actually feels even smoother here than it does on sealed roads, meaning that as far as you’re aware from behind the wheel, the road simply changes colour every now and then.

 

On sand and through water, too, it performs similarly well, forever feeling solid, planted, and grounded, although on particularly loose sand chewed up by other beach-going off-roaders it did feel surprisingly tail-happy, it must be said, even with the centre diff locked.

 

Of course, some more dedicated off-road tyres would help here and only benefit its all-around capabilities even more, and changing parts and adding to it is the whole point of this mod-ready model, but even as it sits fresh out of the box, it’s a remarkably capable thing.

  

It’s a truly remarkable machine, the 200 Series. There’s little it doesn’t do well, and what it does do well, it truly does really very well indeed. Deftly capable both on-road and off, it still manages to impress 12 years on – even if the GX feels comparably equipped to a 2008 model.

 

What is undeniable, though, is that the burbling V8 under the bonnet is a huge part of its character. It gives it a certain effortlessness and charm, and while if you’re asking me, a smaller but more powerful twin-turbo V6 oiler like you’d find in the Land Rover Discovery would be perfectly fine, something would still be missing. Some things, to be more precise – namely, two cylinders, and an immeasurable amount of charisma.

 

It’ll be sad to see the 200 Series sent off to pasture when it does go, but I’m excited for the new LandCruiser to arrive as it’s certainly not every day that one comes along. Whether you’re worried the V8 will disappear for good, or you are simply a fan of the simplicity this LandCruiser brings to the table, now is definitely the time to buy.

 

2020 Toyota LandCruiser 200 GX List Price: $80,190

Performance - 8/10

Ride & Handling - 8/10

Tech & Features - 6.5/10

Practicality - 8/10

Value for Money - 7.5/10

7.6/10

Pros: Muscular twin-turbo V8 engine, smooth and relaxed feel on the open road, incredibly capable off-road with its excellent gadgetry, simple but handsome looks

Cons: No reverse camera or active safety tech in the GX, lack of basic interior features, feels as big and heavy as it is, undeniably expensive

 

In a nutshell: It’ll be sad to see the 200 Series – and, potentially, it’s wonderful V8 – eventually go, as it’s easy to see why it still sees such incredible popularity after so many years.

www.drivesection.com/reviews/2020-toyota-landcruiser-200-...

 

Built to withstand the harshest of Australian conditions, the 200 Series LandCruiser will go down as one of the all-time great off-roaders, even if it's feeling a bit long in the tooth after 12 years on sale.

 

It feels like every day I read a new rumour, report, or opinion piece about the fate of the V8-powered Toyota LandCruiser as the 200 Series model we know and love nears the end of its course.

 

The 200, I believe, is a vehicle that will truly go down as one of the greatest off-roaders of all time. A perfect blend of refinement and ruggedness, comfort and capability, and sheer V8 grunt, not only is it simply a timeless gem in general, but a car so perfectly suited to Aussie roads – and making a car like that is a hard task to complete.

 

But if the rumours are, indeed, to be believed, the supposed successor to this dying legend, presumably to be called the 300 Series, it’ll swap V8 grunt for more efficient V6 turbo-diesel and petrol-electric hybrid engines instead. Whether you think that’s a good or bad thing, though, it seemed like now was the opportune time to get behind the wheel of a V8 LandCruiser for what could be one of the very last times to prove why the 200 is so great, and that task was to be entrusted to this – the ultra-basic, stripped-out, no-frills, mine-spec GX model.

  

Now when I say that the LandCruiser GX is basic, it’s hard to overstate just how basic it is. Although the 200 Series was first launched for the 2008 model year, it’s benefitted from two facelifts since then which have not only given it some incredibly handsome new looks in the most recent incarnation, but plenty of additional kit as well in the higher-spec’d models that perform well in other places such as the USA and UAE.

 

By comparison to those upscale models, such as the Sahara, the GX couldn’t be more different if it tried – not least because the sheet metal itself is different. Not only are the third-row seat mounts deleted – it’s only available as a two-row five-seater, while other LC200 variants feature seven and eight-seat three-row configurations – but it features rear barn doors for its cavernous boot in place of the Range Rover-style split-folding tailgate most have become accustomed to now.

   

But when looked at side-to-side with even the GXL variant – one step up from the GX, and the 200 Series most Aussies opt for – this thing really does feel like it’s stuck in 2008 in some regards, while the rest of the range has moved on with the rest of the world.

  

There’s no carpet but instead a vinyl floor covering, there are no mirrors on either of the sun-visors, there’s no map lights up front, no trip computer, no audio controls on the cheap polyurethane steering wheel, the front seats are only manually adjustable aside from the powered lumbar support for the driver, you’ll have to put in and turn a key to start it up, there’s not a scrap of active safety technology, and it doesn’t even have a reverse camera or parking sensors which makes things challenging in a car this big.

 

The centre stack is completely different to that in other 200 Series variants as well, with a digital clock at the top that appears to be from the 1980s, a generic 6.1-inch touchscreen infotainment system – the same as what you’d find in even the Toyota 86 – with Bluetooth and sat nav that only replaced a basic CD player a couple of years ago, and a basic air conditioning unit that doesn’t even give you the temperature it’s set to as a number.

 

Outside, as well, the black plastic grille and door handles, steel wheels, deleted side skirts, and lopsided tailgate do detract slightly from the otherwise ruggedly handsome design of the LandCruiser, although at least the snorkel which is normally an option on other variants is fitted as standard on the GX.

  

And it’s the standardisation of the snorkel that tells you everything you need to know about the GX. This thing isn’t for parking with presence when going to sip lattes like a Sahara is – this thing is a rugged, bare-bones off-roader. Well, at least that’s the way its positioned for private buyers.

 

Don’t look at it as being under-equipped – look at it as being a blank canvas. Put a bull-bar on the front, some smaller wheels with chunkier tyres, and some rock sliders on the sides and you’ve got yourself a tough-looking off-road beast. That unfurnished and indented tailgate is the perfect place to mount a couple of extra spare tyres as well, for instance, while on the inside, that dated infotainment system can easily be swapped for a newer aftermarket unit with Apple CarPlay. Those rubber floors are ideal for hosing out after getting your muddy boots all over them, too, although I must admit it makes me surprised by the dust-gathering velour seat upholstery when vinyl would be much easier to clean.

 

And while that’s the position it takes for private buyers, the other key target of the GX is businesses and specialist fields. I’ve seen plenty of GXs driving around bearing decals for construction companies on the side, for instance, while my local constabulary uses them for its CSI division. Many will end up in mines, too, while other government divisions utilise them for tasks such as forestry.

  

With businesses wanting to spend as little as possible, the GX’s lack of luxuries is reflected in the price tag, which was bumped up for 2020 by a couple thousand to $80,190 before on-road costs. Yes, that’s overpriced for something this spartan, but stepping up to the GXL will set you back another $11,700. If you’re looking for the cheapest way into a new 200 Series, then, the GX is easily the way to do it.

 

And a lot of people I don’t doubt will be looking to get one as cheaply as possible, given those rumours of the V8 LandCruiser’s demise. According to many 200 Series owners have reportedly expressed interest in buying another bent-eight model before they likely disappear for good, so this thing could well take over from toilet paper as the new hot commodity that’s flying off the shelves.

 

Worth noting, though, is that there are other ways to get a V8 Cruiser without buying the 200 Series, as the V8 diesel-powered 70 Series models that trace all the way back to 1984 are still Euro 5 compliant and on sale in Australia, while at the other end of the scale, those after something more luxurious (and ugly) can opt for the Lexus LX. Factor the four-pot diesel LandCruiser Prado into the mix, and the LandCruiser family certainly is a big one.

  

On the topic of engines, the biggest change for the 200 Series in Australia for 2020 is the ditching of the 4.6-litre naturally aspirated petrol V8 that was available on the GXL, VX, and Sahara models, leaving the 5.7-litre Lexus LX 570 as the only petrol-powered 200 available Down Under now.

   

This change doesn’t matter for the GX, however, as it was only ever offered with the engine the vast majority went for across the range anyway – a 4.5-litre twin-turbocharged V8 diesel that puts out 200kW and an impressive 650Nm, which is channeled to all four wheels through a six-speed torque converter auto and a full-time four-wheel drive system.

 

While the 200 Series itself will go down as one of the all-time great off-roaders, this engine – the 1VD-FTV – will go down in the history books as well. Punchy, powerful, and muscular, it gets the 2.6-tonne beast moving along effortlessly, if not that quickly, while remaining relatively frugal at highway speeds for an engine of its size due to its low sixth gear that keeps it hovering at around 1400rpm at open-road speeds.

 

While 9.5L/100km is the claim, I calculated a return of 12.5L/100km after 950km and the better part of its 138 litre tank – not quite as close as I’d hoped, but impressive for an engine this size and enough to ensure you could indeed go over 1000km on a single tank even at that rate of consumption. Note that this is a verified number, too, as with no trip computer, doing it the old-fashioned but more accurate way of brimming the tank was required.

  

But more than just being powerful, it’s incredibly reliable, too – the 200 Series was recently revealed to be the new car most likely to reach 300,000km by iSeeCars in the US, and it should be noted that the LandCruiser is built with a 25 year lifespan in mind, as opposed to the average eight year lifespan of most modern cars. Furthermore, with this V8 oiler being deliberately under-stressed in stock form, simply tuning it and fitting an aftermarket exhaust can reveal insane power and torque gains, often of over 30 percent.

 

In its stock form, however, it’s brilliant. The power delivery is smooth and progressive, and while you can hustle it a bit – there’s a Power mode to sharpen the throttle response and make it feel a bit more aggressive, and you can lock out higher gears to ensure it doesn’t go into one of its overdrive ratios – it’s better to simply ride out the big wave of torque that it delivers as it’s an engine that better compliments a more relaxed driving style.

 

As such, it’s not going to give something like a Range Rover Sport a run for its money through the corners as the LandCruiser feels heavy and ponderous through the bends, while the steering is on the slower side and requires a fair amount of input, but that’s because it’s been designed to be smooth and comfortable – the perfect open-road tourer. And that, it certainly is.

  

My only real complaint about its on-road performance – as its corner-carving abilities, or rather slight lack thereof, are a non-issue for a vehicle like this – is the braking, as the pedal feel is spongey and the brakes quickly start to lose their bite. This, I suspect, is likely down to GX and GXL models having smaller 340mm front discs, while the VX and Sahara have larger 354mm units, although all other variants do weigh another 100kg more than the GX.

 

But the LandCruiser’s on-road performance is obviously only half of the story. Toyota markets this thing as the ‘king off the road’, and it’s abilities to deal with things getting rougher and tougher are even more impressive.

 

While the GX does lack a lot, it still features all of the off-roading kit the more expensive variants serve up – dual-range transfer case, a locking centre diff, five-speed crawl control, and off-road turn assist, just to name the highlights.

  

The gadgetry all works brilliantly – the crawl control system is absolute genius, handling the throttle and braking for you during low-speed off-roading leaving only the steering to you as it figures out exactly how to get you over or through whatever lies in your wake, while the off-road turn assist, which locks up the inside wheel during tight manoeuvres to reduce this behemoth’s turning circle, does exactly what it says on the tin.

 

With that said, while they work excellently, the constant juddering sound of the systems working away quickly becomes irritating, so it’s a good thing that if you aren’t a fan of them and would rather take the reigns yourself, it’s wondrously easy to command over even the most challenging of terrain thanks to its 225mm of ground clearance and a great amount of articulation to its four-link coil-sprung rear axle.

 

But where it shines most in my eyes away from the pavement is when it comes to its performance on unsealed gravel roads – something which abound here in Australia.

  

Centre diff locked or not, it feels remarkably tractable at higher speeds on roads like these, meaning you’re still able to explore the full potential of the big V8. The ride is excellent on roads like this, too, and I’d go so far as to say that it actually feels even smoother here than it does on sealed roads, meaning that as far as you’re aware from behind the wheel, the road simply changes colour every now and then.

 

On sand and through water, too, it performs similarly well, forever feeling solid, planted, and grounded, although on particularly loose sand chewed up by other beach-going off-roaders it did feel surprisingly tail-happy, it must be said, even with the centre diff locked.

 

Of course, some more dedicated off-road tyres would help here and only benefit its all-around capabilities even more, and changing parts and adding to it is the whole point of this mod-ready model, but even as it sits fresh out of the box, it’s a remarkably capable thing.

  

It’s a truly remarkable machine, the 200 Series. There’s little it doesn’t do well, and what it does do well, it truly does really very well indeed. Deftly capable both on-road and off, it still manages to impress 12 years on – even if the GX feels comparably equipped to a 2008 model.

  

What is undeniable, though, is that the burbling V8 under the bonnet is a huge part of its character. It gives it a certain effortlessness and charm, and while if you’re asking me, a smaller but more powerful twin-turbo V6 oiler like you’d find in the Land Rover Discovery would be perfectly fine, something would still be missing. Some things, to be more precise – namely, two cylinders, and an immeasurable amount of charisma.

 

It’ll be sad to see the 200 Series sent off to pasture when it does go, but I’m excited for the new LandCruiser to arrive as it’s certainly not every day that one comes along. Whether you’re worried the V8 will disappear for good, or you are simply a fan of the simplicity this LandCruiser brings to the table, now is definitely the time to buy.

 

2020 Toyota LandCruiser 200 GX List Price: $80,190

Performance - 8/10

Ride & Handling - 8/10

Tech & Features - 6.5/10

Practicality - 8/10

Value for Money - 7.5/10

7.6/10

Pros: Muscular twin-turbo V8 engine, smooth and relaxed feel on the open road, incredibly capable off-road with its excellent gadgetry, simple but handsome looks

Cons: No reverse camera or active safety tech in the GX, lack of basic interior features, feels as big and heavy as it is, undeniably expensive

 

In a nutshell: It’ll be sad to see the 200 Series – and, potentially, it’s wonderful V8 – eventually go, as it’s easy to see why it still sees such incredible popularity after so many years.

Visit to the North American International Auto Show at the Cobo Center in Detroit, Michigan on January 25, 2019. Hyundai Kona

 

View my collections on flickr here: Collections

 

Press L for a larger image on black.

Another major European introduction for 1982 was the all-new 700 series from Volvo. Designed to replace the 200 series (itself derived from the 100 series of 1966), the 700 was produced alongside for 12 years. The two models are very close in exterior dimension.

 

The 700 underwent minor exterior changes to become the 900 series in 1991, notably a smoother front end treatment and revised rear treatment on the sedan. The sedan also received an independent rear suspension, with the estate car retaining a live rear axle. The 900 series was futher revised and named the S90/V90 in 1997 in line with Volvo's new naming convention. The model finally went out of production in 1998. The sedan models were subsequently replaced by the front-wheel-drive Volvo S80.

 

The engine line up included 4-cylinder, 4-cylinder turbocharged (one of the first major turbocharged passenger car ranges) and carryover vee-six cylinder engines shared with PSA and Renault. The 900 series later replaced the V6 with an inline six developed as part of a modular engine design of inline 4, 5 and 6-cylinder engines.

 

At launch the car was strongly criticised for its overtly rectilinear styling. The car matched the style that was popular in North America at the time, including a near vertical rear window. Unfortunately for Volvo this was the model year introduction of a key competitor, the Audi 100, which was notably aerodynamic in form.

 

This styling theme does have its advantages, with large windows and good visibility. It also provides ample space as an estate car. The model was popular with middle-class families with children, dogs etc, and are now considered 'Lifestyle' families.

 

Volvo's success in this market segment was later eroded by SUV and 'crossover' vehicles which emphasised the adventure part of the lifestyle image without being any more practical as a family car. Volvo went on to launch a vehicle in the crossover segment in place of the 900 wagon, the XC90. This model was very well recieved for its family practicality relative to other vehicles in the luxury crossover segment.

 

This miniland scale model has been created using Lego Digital Designer for Flickr LUGNuts 43rd build challenge - 'Plus or Mius Ten' - celebraing vehilces produced ten years before or after the birth year of the modeller. In this case 1982.

Construction of the Mini first began in 1959, with the car designed by the British Motor Corporation's (BMC) chief designer Sir Alec Issigonis, who envisaged a car that had as much space as was humanly possible devoted to the passenger so as to combine the practicality of a big car with the nippy nature of a Dune Buggy. The result was that 80% of the car's platform was available for use by both passengers and luggage. The car was also designed to be fuel efficient, built in response to the 1956 Suez Crisis which resulted in rising fuel prices and petrol rationing. During this period it became apparent that German 'Bubble Car' equivalents such as the Heinkel Kabine and various Messerschmitt designs were starting to corner the market, and thus the Mini project was launched under project name ADO15 (Amalgamated Drawing Office project number 15). Great care was taken to make sure that as much space was saved for the passenger, including the instalment of compact rubber springs instead of conventional metal and the small but powerful BMC A-Series four-cylinder engine tucked away at the front.

 

In April 1959 the car was launched to the press under the designation of both the Austin Seven and the Morris Mini-Minor (due to the amalgamation of the Austin and Morris brands under BMC). By the time the car was let loose thousands had already been sent abroad in an audacious promotional campaign. Things however started slow for the Mini, but this rising star soon became an icon during the 1960's, selling 1,190,000 by 1967.

 

But, behind all the shining sales figures, there were some major problems for BMC and their wonderchild. Baffled by the car, Ford bought one for the base price of £497 and took it apart, desperate to know how their rivals were doing it for the money. As it turns out they weren't, and were able to determine that BMC was losing at least £30 on every single car they sold. Novelty was the only way to get the car properly moving in this competitive new world, and the Mini was all about that. By 1970 the car had appeared in a variety of movies and TV shows, the most famous of which was their charge to glory in the 1969 film 'The Italian Job', where a trio of Minis were used to plunder gold from under the noses of the Mafia and the Italian Authorities. A Leyland Mini holds a place in the heart of British TV under the ownership of Mr. Bean and his various clumsy antics, usually involving an unfortunate Reliant Regal. At the same time it was a car of choice for TV and Music Stars who wanted to show off their quirks!

 

From then on the car continued to keep up its notorious status as a British symbol of motoring, with a huge variety of cars being made including a spacious van, a country camper, a pickup truck and the Moke dune buggy! There were also two almost identical saloon versions of the car known as the Wolseley Hornet and the Riley Elf that were built between 1961 and 1969 as more luxurious alternatives to the original.

 

In 1969 the first major facelift came in the form of the Clubman, designed under British Leyland to give the car a new lease of life, but ended up being something of a mongrel. Although functionally the same, the boys at British Leyland couldn't help but get things off to a bad start by relocating construction from the Cowley Plant to the Longbridge Plant, which meant that all kits and tools had to be moved too and thus initial sales were very slow. British Leyland's reliability reputation was soon to follow, with the unfortunate Mini becoming a victim of the shoddy workmanship that had mired so many of its other products.

 

Eventually the Clubman was killed off in 1980, although the original Mini design had been built alongside and was still selling strong. British Leyland however had plans to kill off the Mini in 1980 by introducing its new small economy car, the Austin Metro. Built very much to the same principals of the Mini, the Metro was a much more angular design but still a capable little family hatchback. But the angular lines and big bulky body did nothing for the Metro, and the car failed to sell in the numbers domestically than those of the Mini internationally!

 

Towards the end of the 1980's and 1990's, the car came in a variety of different 'Special Editions' as the car became less of a mass-market machine and more a fashion item. The iconic nature of the car had sealed its fate with new owners of the Rover Group, BMW, who intended to keep the car going for as long as possible. At the same time the car was a major seller in Japan, which gave a boost of sales in the early 1990's with 40,000 new cars being exported there.

 

Eventually however, the design was starting to look very tired and with Rover Group making heavy losses, the Mini and its spiritual cousin the Metro were killed off in 2000 and 1999, respectively. Rover was granted the ability to run-out the model to the very end before Rover itself was sold off in 2000. During the breakup, BMW designed a new version of the Mini which was launched in 2000 and is still being built today as quite a sleek and popular machine, a little bit more bulky than the original but certainly keeping the novelty and charm. The originals however ended on the 4th October 2000, with a red Mini Cooper S bringing an end to 5,387,862 cars.

 

However, although the original Mini is now very much dead, the novelty that surrounds these tiny little cars is enough to keep thousands and thousands of these machines preserved or in continual everyday usage. Older Mini-Minors are a bit hard to come by and the Clubmans rusted away before you could get them home from the showroom, but the later Mini's sold in the 1980's and 1990's are still alive and kicking on the roads of Britain, and can still draw the attention of passers by even 56 years after the first ones left the production line!

Unusually for a sports car, it's actually a hatchback. Don't go thinking it is practical, though, because the rear seats are tiny and the boot isn't very big either. To quote Jeremy Clarkson: if you want practicality, but the Golf.

This exquisite lampshade is created as most of my work using a fine crochet needle and color coated copper wires.

My inspiration for this lamp was the story of Scheherazade the Persian princess that told the king stories until he fell in love with her.

 

The detailed patterns and bright shiny colors create magnificent shades when lighted and rich reflections from other light sources. It is just as attractive during day time and night time.

 

When installed next to a wall it casts fascinating shades, it can be installed in groups or as individuals.

 

Some practicalities:

Size: 5.5 “ (140 mm) diameter, height 3.1 “ (80 mm)

 

The lampshade arrives with a brass light socket (1.2”/30mm long) for a 12V 20W Halogen lamp and a 78”(2 meter) long flexible metal wire (0.08”/2mm diameter).

 

A standard electronic transformer is required for adjusting the voltage into 12V (both from 110V and 230V).

  

I do not take a good profile shot but I took this one in response to an internet forum debate about whether slits were appropriate in men's skirts, to illustrate the five inch deep side vents in the longer length men's jeans skirts from Midasclothing.com .

 

The longer Midas jeans skirts have short side vents for wearer agility and these expose nothing more than a flash of the outer side of hairy knees! I was a bit self conscious of the vents first time I wore this into town but now I usually forget they are there, and the wife says I look good in this style of jeans skirt so she probably knows best.

 

The Jeans Skirt is an interesting example of androgyny in fashion. Like the Utilikilt it is said to owe its origins to re-cycled trousers. According to Wikipedia, the jeans skirt derives from hippie culture in the nineteen sixties when skirts were created by re-cycling old jeans. Unlike the Utilikilt though which was marketed as men's wear from its introduction in the year 2000, the Jeans Skirt first entered mainstream fashion as a woman's garment in the nineteen seventies. The characteristic front zip fly, belt loops and pockets, and the denim material gave a masculine appearance. By the start of the twenty first century women were mostly wearing trousers and men were slowly beginning to rediscover the comfort and practicality of unbifurcated garments. A few specialist clothing manufacturers began to produce Jeans Skirts in male waist/hip proportions, specifically marketed as men's wear. As men's garments Jeans Skirts are often referred to as kilts and worn with kilt accessories such as broad belts and knee socks.

  

Two tourists take on Queen Street with a wheely bag, windproof layers, and an optimistic stride. The outfits may not scream fashion week, but they’ve clearly packed for practicality over pageantry — and in this city, that’s half the battle.

go on

 

Money... the source of controversy... here's one of them, the latest in Omaha, Bob Kerrey Pedestrian Bridge debates over it's functionality, practicality, budget, who and how it will be funded, classic case of controversy over money. the breakdown over it's cost It's finally opened, it's here, so deal with it and move on with our normal lives. I see it as a photo op. for a jump shot, not to mention resale value for my condo :))

Hundreds of African Refugees from Eritrea and Ethiopia make a pilgrimage to Bethlehem to visit Manger Square and the Church of the Nativity for a Coptic Christmas. Bethlehem, Palestine, 6th January 2012.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

 

BOX DATE: 1996

MANUFACTURER: Kid Kore

DOLLS IN PACK: Katie X2; Jodi

 

PERSONAL FUN FACT: I definitely feel that the other Fast Food Fun Jodi outfit with the strange food print fit the theme of the pack better. However, this outfit is so adorably realistic. It isn't the best quality, unfortunately. It had a run in it after we dressed/undressed Jodi once! Of course we were being very mindful while doing so, but the white shirt fabric is incredibly thin. This is one of the few Kid Kore outfits that would not stand up to tons of play. I find that the majority of ensembles made by Kid Kore are quite durable and long lasting, not to mention super cute. I love the practicality of these overalls. They are the perfect thing for playtime. I can envision little Jodi on my Kelly playground in these overalls, as her big sister, Katie, waits for her to be done. The bright red color accents Jodi's brunette hair so well. But the polka dot print on the top makes this outfit a tad unexpected. As for these plain, funny looking red shoes, they are on the cheaper side like all Jodi footwear. It wasn't all that uncommon for our Jodi shoes to split down the seams when we were kids because they weren't always sized adequately for her feet. Not to mention, some Jodi dolls had slightly bigger feet (one doll might have a large foot and a small foot). The quality control was definitely lacking in the body mold department!

These photos are taken from our exclusive track day with the Noble M600 at Goodwood.

 

Romans International is now the official specialist dealership for Noble Automotive luxury super cars in Surrey, for the London area, the South and International sales. We offer the very best quality examples of Noble sports cars available on the market.

   

Noble are a low volume sports super car manufacturer who puts emphasis on quality, speed, drivability through tried and tested design, whilst pushing the boundaries of sports car innovation, without loosing the feel of a real road going sports car. Noble has evolved from the pursuit for excellence in motor engineering with cars primarily designed for speed and handling however this is not at the expense of either comfort or practicality, which puts the driver back in the driver's seat for the ultimate driving experience.

   

All Noble sports cars are hand made and assembled at the UK factory near Leicester. The factory's latest production car, the new Noble M600 is so quick, it has entered the realms of genuine "hyper-car" territory for speed and performance.

   

The breath taking performance statistics are not just down to the power-plant in the Noble M600, which is a mid-mounted, purpose built 4.4 litre V8 Twin turbo charged engine, which produces an impressive 650BHP and is mated to a Graziano 6 speed manual gearbox and a conventional stick shift selection.

 

www.romansinternational.com

www.twitter.com/romanscars

www.facebook.com/romansinternational

Armenian Orthodox Christmas mass and procession inside the Church of the Nativity in the West Bank town of Bethlehem January 18, 2011. Church services and ceremonies are conducted in the Cathedral of Nativity all night long and until the next day.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

The exhibition “Beautiful Faces of Balata” currently on show at the Church of the Ascension at the “Kaiserin Auguste Victoria Foundation” on the Mount of Olive's can be visited on a virtual tour on my website. Virtual tour of the Exhibition »

 

The exhibition is a project of Public Culture - Palpics, under the auspices of the Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH and the Yafa Cultural Center (YCC) .

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

Benjamin Stein, Die Leinwand (The Canvas)

An Event of the DAAD

Reading

Wed, 29.12.2010, 19:00

Goethe-Institut Jerusalem

in German

  

Based on the scandal of Benjamin Wilkomirski's falsified Holocaust memoir, this novel deals with the unreliability of memory and the struggle for identity. Two stories are told from both ends of the book. In one of the stories Amnon Zichroni, an Orthodox Jew who grew up in Israel and becomes a psychoanalyst in Zürich, encourages Minsky, a supposed Holocaust survivor, to write down his memories. The other story is about East German journalist Jan Wechsler who tries to expose Minsky's memoirs as false. In the centre of the book a confrontation takes place when the two narrators, Amnon Zichroni and Jan Wechsler, meet one another.

 

Shortly about me:

 

It’s my passion to create stories and bring back pictures of events, people and places that are rarely seen. It’s a combination of exploration, exposition and artistry that together create a life of adventure and excitement.

 

In my work it is imperative for me that information be accurate and the images must be respectful of the subject and viewer. My goal is to combine creativity with practicality to capture the best possible images to document events, tell a story, meet the picture editor's deadlines.

 

The exhibition “Beautiful Faces of Balata” currently on show at the Church of the Ascension at the “Kaiserin Auguste Victoria Foundation” on the Mount of Olive's can be visited on a virtual tour on my website. Virtual tour of the Exhibition »

 

The exhibition is a project of Public Culture - Palpics, under the auspices of the Deutsche Gesellschaft für Internationale Zusammenarbeit (GIZ) GmbH and the Yafa Cultural Center (YCC) .

 

If you would like to know more, or even just pick my brains to discuss your project with me, please visit my homepage documentary photography or send me an Email.

  

Hands (n) The end part of a person’s arm beyond the wrist, including the palm, fingers, and thumb.

Hands have numerous meaning in oxford dictionary, with meaning pertaining to verb - trans. v, int. v - usage, prticiple usage, phrasal verb and also in idiomatic terms.

But real sense of Hands is better known by the craftsman and workers who make the most of it. It is how they make their livelihood and grow through every walks of life.

Hands are also important to every people and every person of different walks of life. Be it a student, who needs it for writing his exams and charting the process of his/her professional life; An engineer, who not only makes better use of hands in manufacturing automobiles,but also gives a personal touch of hand made trademark; A doctor, who God only knows how he uses these hands to save life of person on OPT table; A writer, who can only envisage all the fancy ideas and imagination of his and juxtapose in a single journal called novel; A judge, who makes a difference by writing a petition, amending the law or constitution, giving justice to the people and society as a whole; a sports person (cricketer, tennis player, javelinist, swimmer, sprinter, basketball player, etc...); a cinematographer, an actor, a painter, a defense personnel,a photographer and to say the least - a bureaucrat, for he goes day by day with files and work with decision making which is imperative on his part to serve the public, for he is the decree of public, for he is the rightful executive of the Constitution and thus liable to it.

Hands realizes the realm of theoretically and practicality. What I may try to accomplish can only be pursued with their help. I hope these hands serve me to right meal. Because they are the only organs of part which reaches out the most and works the most in good and in bad.

I open my eyes to it, I close my eyes to it, I have my meals to it, I ride because of it.

All I can say is Hands down for hand in hand efforts for taking me until here, and to take me until there.