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

Fangruida: human landing on Mars 10 cutting-edge technology

 

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

 

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

-------------------------------------------------- -------------

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.

38

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.

40

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.

41

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

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.

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.

 

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!

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.

Like many of my clients, Hugo came to me with the goal of leaning up and getting a hard, defined look with visible abs. As you can see, he achieved just that, and then some.

 

Here’s what Hugo had to say about our time working together:

 

“In my opinion the program was perfect, you were always answering my emails, analyzing all the data, giving feedback and giving me the right direction to follow..The practicality that came with this diet was so great to me and the simplified rules for counting macros were like a painkiller to my head haha.”

 

Congratulations on your incredible results, Hugo.

 

For more on my coaching services, head to - Rippedbody.com/coaching

 

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.

 

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.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.

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.

 

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.

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

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.

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

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

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.

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.

 

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.

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)

This is one of the Garwoods used by Northern Beaches Council for the litter bin service seen collecting over a beautiful sunrise on an early Saturday morning at Deewhy Beach. The truck featured is a 2019 Hino fitted with a 8m Garwood Compact. A few of the Garwood Compacts run by NBC Council have had adjustments made to there hopper covers to allow for a 240L Bin to be carried around. NBC runs a fleet of both Garwood Compacts and Bantams for the litter bins aswell as a Mercedes Econic / Garwood Maxipact for illegal dumps and 2 Hino / Garwood litterpacts as spare litter bin trucks but I understand these aren’t favoured by the drivers due to practicality so they spend most of there time as spares. Also rumored that the 2 Littterpacts would be sold off and replaced with 3 newer Bantams

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!

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.

  

my review of the prom night remake:

 

Ah, the old now-you-see-him-now-you-don't bathroom medicine cabinet mirror gag! Edgy! Ooh, the prom-date-making-her-grand-descent-down-the-stairs-in-her-best-teenybopper-regalia shot! Innovative! More than any other remake of late, Prom Night aggressively reaches out to the shopping mall multiplex crowd -- kids who are too young to notice its pervasive clichés. In fact, it feels more like a Scream clone than a standard remake, thwacking us over the head with airy dialogue about boys, hair, and dresses (one character exclaims, "Oh my God, you guys!!!~~~" in a cadence that somehow demands the use of tildes) and milking a slew of ever-so-hip musical re-appropriations (including a drab and downright funereal cover of The Zombies' "Time of the Season").

 

There is zero style in the cinematography, editing, story, or sound design here. It's all warbly booms, balanced soap opera lighting, and quick cuts framing a hackneyed, lazy, and dubious plot. It's hard to believe that J.S. Cardone, who wrote and directed the phenomenal 1982 slasher The Slayer, penned this pile of sugar-laced garbage. It's a prom for platitudes.

 

If anything, Prom Night shows us how out-of-touch these nouveau slashers are with their forefathers. By spelling everything out for us and rigidly expressing its killer's motives and sentiments from the very beginning, it strips away any potential intrigue -- it makes no attempt at the mystery angle that was somewhat palpable (if not altogether effective) in the 1980 Prom Night. And, because it's firmly planted in PG-13 slasher-lite territory, it doesn't even have geek show appeal.

 

Despite the fact that such practicalities as the killer's name, identity, and wrap sheet are completely revealed to us early on in the first reel, Prom Night is surprisingly tight-lipped about his origins. He is a former high school teacher -- that much I ascertained -- but what subject did he teach, and under what circumstances did he become obsessed with our bleached blonde Final Girl? Simply put: what is the point? And what's with that boring baseball cap he wears? The scariest thing about this guy is his level of banality.

 

Even inferior slashers tend to raise the octane in the last 20-30 minutes or so, when the Final Girl has spotted all her dead friends and encountered the killer and the cat-and-mouse game ensues. Prom Night, however, is interminably boring in its latter quarter. We tediously follow the cops around the hotel as they make austere discoveries of bodies we've already seen slain. We also watch the Final Girl laze around her bedroom a lot, with nary a bag of tricks in sight. It all leads up to a matter-of-fact and unceremonious climax that actually has you thinking, "That's it?"

 

Perhaps the only good thing about this tepid junk is winsome newcomer Dana Davis, who, unfortunately, doesn't last long enough to make a complete impact. I guess I should have prefaced that last sentence with a spoiler warning. Oh, who cares? 1/5

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).

  

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.

 

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.

  

The Hilton Cincinnati Netherland Plaza hotel opened in 1931 and is a National Historic Landmark and charter member of Historic Hotels of America. This Cincinnati hotel features breathtaking French Art Deco that has been restored to its 1930's grandeur. With rare Brazilian rosewood paneling, indirect German silver-nickel light fixtures and soaring ceiling murals, our historic Cincinnati hotel is one of the world's finest examples of French Art Deco.

 

History

The plans for the Carew Tower and Netherland Plaza Hotel were announced in August 1929 and the project was completed in January 1931. The financing for the buildings came from the Emery family, which had made its fortune in processing the by-products of Cincinnati’s stockyards. John Emery hired Walter W. Ahlschlager and Colonel William Starrett for the construction. Starrett was known as the builder of the Lincoln Memorial and the Empire State Building. Ahlschlager designed the Peabody Hotel in Memphis, Tennessee and the Hotel Intercontinental in Chicago.

 

The Carew Tower and Netherland Plaza Hotel were designed to be a “city within a city.” The concept was new in 1929 but Cincinnati were willing to gamble that the combination of shops, department stores, offices and hotel would work. The practicality was made apparent again in 1990 when the Belvedere Corporation invested in the re-development of the Carew Tower Shopping Arcade and Office Tower, featuring a collection of shops, restaurants, a 13,000 square feet fitness center complete with lap pool, and 500,000 square feet of office space.

 

Emery’s vision of the Carew Tower led him to make some bold financial moves - which worked in his favor. Emery had approached the bank to underwrite financing for the “city within a city” project. The bank did not share the vision of the multi-purpose facility and declined the loan. Emery sold all of his stocks and securities, despite advice from his financial advisors. The plans and financing for the Carew Tower were in place, and then the stock market crashed. Had Emery left his stocks and securities tied up in the stock market, he would have lost everything. But instead, with his money going toward the building of Carew Tower, the project could continue as planned. In fact, the construction project became one of the city’s largest employers.

 

As the construction on the hotel came to a close, the name St. Nicholas Plaza was selected. Just before the grand opening, the Cincinnati Realty Company (operators of the Hotel Sinton) filed an injunction against the new hotel’s name claiming that it had purchased the rights to the St. Nicholas name when the old St. Nicholas Hotel closed years before. Having invested heavily into the monogramming of linens, china, silverware and stationery, the new hotel’s name was quickly changed to St. Netherland Plaza. The St. came from Starrett’s (for the builder), the Netherland came from the thought that the hotel occupied the space between the Ohio River and the hills, and Plaza was from the original choice. The name was abbreviated to “St. NP.” Eventually, the “St.” was dropped and “Netherland Plaza” is the name that is now famous.

 

When the hotel opened in January 1931, it boasted the very latest in technology and comfort. The 800 guestrooms featured ultra-modern baths, high-speed automatic elevators, an internal broadcast system both for convenience and safety, and an automatic electric garage. The eleven kitchens that served the hotel’s dining and banquet rooms were specified, ordered and installed in only five weeks. The finest Van Range equipment was so exactingly chosen that the kitchens were able to produce a seven-course meal for 1,800 guests on opening night.

 

The Palm Court was once the main lobby for the hotel. Egyptian, French, and Greek influences abound and are transmuted into an eclectic vision of Art Deco design. At the far end of the Palm Court is a ram’s-head fountain with a breche marble ziggurat-shaped surround, guarded by two strikingly handsome seahorses, crowned with lotus-shaped lights.

 

George Unger, a talented theatre designer during the 1920s and 1930s, is credited with the majority of the interior design work. Although myriad mythological figures are found throughout the hotel—the ram, dolphin, seahorse, and mermaid represent protection for travelers—the variety of Art Deco images and forms were adopted not so much for their for their symbolic attributes, but for their dramatic visual effect.

parking test: practicality judging for solar car Stella from the Dutch Solar Team Eindhoven the day after the finish in Adelaide, during the 2013 Bridgestone World Solar Challenge, Apart from time, in Cruiser Class also practicality and total driver-kliometers are counted /

pakeer-test: praktijk-beoordeling voor familie-zonne-auto Stella van Solar Team Eindhoven de dag na de finish in Adelaide tijdens de 2013 Bridgestone World Solar Challenge. Behalve reistijd wordt in de Cruiser Class ook de praktische ervaring van het rijden van de auto, en het aantal berijders-kilometers geteld

Aston Martin has returned to one of their historic nameplates for their 4-door Grand Touring saloon.

 

Rapide is the name given to a previous incarnation of the 4-door concept.

 

Built from the Aston Martin VH (Vertical-Horizontal) aluminium architecture, the Rapide includes an additional 300mm within the wheelbase, allowing for another set of doors, and a more spacious 2nd row of seats. The body also adds a tailgate, opening to the roof, to improve luggage capacity and access.

 

The Rapide is powered by a 350 kW version of the Aston Martin 5.9 litre V12.

 

A stylish mode of saloon format luxury, the Rapide as a valuable addition to the Aston Martin marque for those looking for a bit more practicality from their Grand Touring.

 

This lego model has been created for Flickr LUGNuts 60th Build Challenge, our fifth birthday, to the 32nd Build Challenge, - 'God Save the Queen', celebrating automobiles and associated transport from the land of the United Kingdom.

 

This lego model include a lego vee-engine, rear-wheel-drive, and rear independent suspension. The body has four doors, rear liftback tailgate and bonnet (hood).

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.

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.

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.

The Jaguar D-Type, like its predecessor the C-Type, was a factory-built race car. Although it shared the basic straight-6 XK engine design (initially 3.4 litres and uprated to 3.8 litres in the late fifties) with the C-Type, the majority of the car was radically different. Perhaps its most ground-breaking innovation was the introduction of a monocoque chassis, which not only introduced aircraft-style engineering to competition car design, but also an aeronautical understanding of aerodynamic efficiency. The D-Type was introduced purely for competition, but after Jaguar withdrew from racing, the company offered the remaining, unfinished chassis as the roadgoing Jaguar XKSS, by making changes to the racers: adding an extra seat, another door, a full-width windshield and primitive folding top, as concessions to practicality. However, on the evening of 12 February 1957, a fire broke out at the Browns Lane plant destroying nine of the twenty five cars that had already been completed or in semi-completion. Production is thought to have included 53 customer D-Types, 18 factory team cars, and 16 XKSS versions.

The new chassis followed aircraft engineering practice, being manufactured according to monocoque principles. The central tub, within which the driver sat, was formed from sheets of aluminium alloy. To this was attached an aluminium tubing subframe carrying the bonnet, engine, front suspension, and steering assembly. The rear suspension and final drive were mounted directly onto the monocoque itself. Fuel was carried in deformable bags inside cells within the monocoque; another aircraft innovation.[1]

 

The highly efficient, aerodynamic bodywork was largely the work of Malcolm Sayer, who joined Jaguar following a stint with the Bristol Aeroplane Company during the Second World War. Although he also worked on the C-Type, the limitations of the conventional separate chassis did not allow full expression of his talent. For the D-Type, Sayer insisted on a minimal frontal area. To reduce its height, Haynes and former-Bentley engineer Walter Hassan developed dry sump lubrication for the XK engine. By also canting the engine over by 8° (resulting in the trademark, off-centre bonnet bulge) the reduction in area was achieved. Care was taken to reduce drag caused by the underbody, resulting in an unusually high top speed; for the long Mulsanne Straight at Le Mans, a large vertical stabiliser was mounted behind the driver's head for aerodynamic stability with minimum drag. For the 1955 season, factory cars were fitted with a revised, long-nose version of the bodywork, which increased top speed even further.

 

Mechanically, many features were shared with the outgoing C-Type. The ground-breaking disc brakes were retained, as was the XK engine. Apart from the new lubrication system, as development progressed during the D-Type's competition life the engine was also revised. 1955 saw the introduction of larger valves, and an asymmetrical cylinder head design within which to accommodate them. The Jaguar D-Type was the second racing car to have Dunlop disk brakes. The Citroën DS, introduced a year later, was the first production car with disk brakes in Europe. The Crosley Hotshot was the first American automobile with disk brakes, in 1949.

 

Elements of the body shape and many construction details were used in the iconic Jaguar E-Type.

The D-Type was produced by a team, led by Jaguar's race manager Lofty England, who always had at least one eye on the 24 Hours of Le Mans, the most prestigious endurance race of the time. As soon as it was introduced to the racing world in 1954, the D-Type was making its presence felt. For the 1954 24 Hours of Le Mans the new car was expected to perform well, and perhaps even win. However, the cars were hampered by sand in their fuel. After the fault had been diagnosed and the sand removed, the car driven by Duncan Hamilton and Tony Rolt quickly got back on the pace, finishing less than one lap down on the winning Ferrari.

 

The 1955 car incorporated the new long-nose bodywork, and the engine had been uprated with larger valves. The team again proved strong at Le Mans, and with no sand to worry about they were a good match for the Mercedes-Benz 300 SLR cars who were hotly tipped to win. Sadly the contest was curtailed by one of the worst accidents ever to occur in motorsport: after only three hours of the twenty-four had elapsed, Pierre Levegh's SLR clipped the tail of an Austin-Healey, sending the German machine into the hay-bale barrier. The Mercedes erupted into a flaming ball and sent burning wreckage and debris into the crowd. More than 80 people, including Levegh, were killed, and many more injured. Mercedes withdrew from the race almost immediately, although at the time Juan Manuel Fangio was leading in his SLR, but Jaguar opted to continue. Some blamed Mike Hawthorn for causing the crash as he swerved his D-Type in front of the Healey, setting off the tragic chain of events. Hawthorn and his co-driver Ivor Bueb went on to win the race.

Jaguar D-Type XKD606, winner of the 1957 Le Mans 24 Hours race, in Ecurie Ecosse metallic Flag Blue livery.

 

With Mercedes deciding to withdraw from motorsport at the end of the 1955 season, the field was clear for Jaguar to clean up at the 1956 24 Hours of Le Mans race. However, it proved to be a bad year for the works team; only one of their three cars made it to the finish, and then only in 6th place. Luckily for the D-Type's reputation, the small Edinburgh-based team Ecurie Ecosse were also running a D-Type, driven by Ron Flockhart and Ninian Sanderson, and this car came through to win ahead of works teams from both Aston Martin and Scuderia Ferrari. Away from Le Mans, the Cunningham Team raced several Jaguar D-Types after being offered the automobiles by Jaguar's head, Sir William Lyons, if Briggs Cunningham would stop building his own automobiles. In May 1956, the Cunningham team's entries in the Cumberland circuit in Maryland included three of those D-Type Jaguars – characteristically painted in the pristine white-and-blue Cunningham Team colors – for drivers John Fitch, John Gordon Benett, and Sherwood Johnston.

 

Ironically, after Jaguar had withdrawn from motorsport at the end of the 1956 season, 1957 proved to be the D-Type's most successful year. In the 1957 Le Mans race D-Types took five of the top six placings; Ecurie Ecosse (with considerable support from Jaguar, and a 3.8-litre engine) again took the win, and second place. This was the high-water mark in the car's career however.

 

For 1958, the Le Mans rules were changed, limiting engine size to 3 litres for sports racing cars, thus ending the domination of Jaguar's D-Type with its 3.8-litre XK engine. Jaguar developed a 3-litre version of the XK engine, which powered D-Types in the 1958, 1959 and 1960 Le Mans races. But the 3-litre version of the XK engine was unreliable, and by 1960 was not producing sufficient horsepower to be competitive.

 

1956 Jaguar D-Type Long Nose

Jaguar D-Type Long Nose at Goodwood Festival of Speed 2009

Problems listening to this file? See media help.

 

With ever decreasing factory support and increasingly competitive cars from rival manufacturers, the D-Type's star waned. Although it continued to be one of the cars to beat in club- and national-level races it never again achieved a podium result at Le Mans, and by the early 1960s had disappeared into obsolescence.

 

Wikipedia

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The Cooper Car Company is a car manufacturer founded in December 1947[1] by Charles Cooper and his son John Cooper. Together with John's boyhood friend, Eric Brandon, they began by building racing cars in Charles's small garage in Surbiton, Surrey, England, in 1946. Through the 1950s and early 1960s they reached motor racing's highest levels as their rear-engined, single-seat cars altered the face of Formula One and the Indianapolis 500, and their Mini Cooper dominated rally racing. Due in part to Cooper's legacy, Great Britain remains the home of a thriving racing industry, and the Cooper name lives on in the Cooper versions of the Mini production cars that are still built in England, but are now owned and marketed by BMW.

 

The first cars built by the Coopers were single-seat 500-cc Formula Three racing cars driven by John Cooper and Eric Brandon, and powered by a JAP motorcycle engine. Since materials were in short supply immediately after World War II, the prototypes were constructed by joining two old Fiat Topolino front-ends together. According to John Cooper, the stroke of genius that would make the Coopers an automotive legend—the location of the engine behind the driver—was merely a practical matter at the time. Because the car was powered by a motorcycle engine, they believed it was more convenient to have the engine in the back, driving a chain. In fact there was nothing new about 'mid' engined racing cars but there is no doubt Coopers led the way in popularizing what was to become the dominant arrangement for racing cars.

 

Called the Cooper 500, this car's success in hillclimbs and on track, including Eric winning the 500 race at one of the first postwar meetings at Gransden Lodge Airfield, quickly created demand from other drivers (including, over the years, Stirling Moss, Peter Collins, Jim Russell, Ivor Bueb, Ken Tyrrell, and Bernie Ecclestone) and led to the establishment of the Cooper Car Company to build more. The business grew by providing an inexpensive entry to motorsport for seemingly every aspiring young British driver, and the company became the world's first and largest postwar, specialist manufacturer of racing cars for sale to privateers.

 

Cooper built up to 300 single-and twin-cylinder cars during the 1940s and 1950s,[2] and dominated the F3 category, winning 64 of 78 major races between 1951 and 1954. This volume of construction was unique and enabled the company to grow into the senior categories; With a modified Cooper 500 chassis, a T12 model, Cooper had its first taste of top-tier racing when Harry Schell qualified for the 1950 Monaco Grand Prix. Though Schell retired in the first lap, this marked the first appearance of a rear-engined racer at a Grand Prix event since the end of WWII.

 

The front-engined Formula Two Cooper Bristol model was introduced in 1952. Various iterations of this design were driven by a number of legendary drivers – among them Juan Manuel Fangio and Mike Hawthorn – and furthered the company's growing reputation by appearing in Grand Prix races, which at the time were run to F2 regulations. Until the company began building rear-engined sports cars in 1955, they really had not become aware of the benefits of having the engine behind the driver. Based on the 500-cc cars and powered by a modified Coventry Climax fire-pump engine, these cars were called "Bobtails". With the center of gravity closer to the middle of the car, they found it was less liable to spins and much more effective at putting the power down to the road, so they decided to build a single-seater version and began entering it in Formula 2 races.

 

Rear-engined revolution[edit]

 

Cooper T39/Climax cars Goodwood 30 May 1955, Equipe Endeavour Chief Mechanic John Crosthwaite facing cars

 

1956 Silverstone GP Formula 2 race winner Roy Salvadori with foot on tyre of Cooper T41

Jack Brabham raised some eyebrows when he took sixth place at the 1957 Monaco Grand Prix in a rear-engined Formula 1 Cooper. When Stirling Moss won the 1958 Argentine Grand Prix in Rob Walker's privately entered Cooper and Maurice Trintignant duplicated the feat in the next race at Monaco, the racing world was stunned and a rear-engined revolution had begun. The next year, 1959, Brabham and the Cooper works team became the first to win the Formula One World Championship in a rear-engined car. Both team and driver repeated the feat in 1960, and every World Champion since has been sitting in front of his engine.

 

The little-known designer behind the car was Owen Maddock, who was employed by Cooper Car Company.[3] Maddock was known as 'The Beard' by his workmates, and 'Whiskers' to Charles Cooper. Maddock was a familiar figure in the drivers' paddock of the 1950s in open-neck shirt and woolly jumper and a prime force behind the rise of British racing cars to their dominant position in the 1960s. Describing how the revolutionary rear-engined Cooper chassis came to be, Maddock explained, "I'd done various schemes for the new car which I'd shown to Charlie Cooper. He kept saying 'Nah, Whiskers, that's not it, try again.' Finally, I got so fed up I sketched a frame in which every tube was bent, meant just as a joke. I showed it to Charlie and to my astonishment he grabbed it and said: 'That's it!' " Maddock later pioneered one of the first designs for a honeycomb monocoque stressed skin composite chassis, and helped develop Cooper's C5S racing gearbox.

 

Brabham took one of the championship-winning Cooper T53 "Lowlines" to Indianapolis Motor Speedway for a test in 1960, then entered the famous 500-mile race in a larger, longer, and offset car based on the 1960 F1 design, the unique Type T54. Arriving at the Speedway 5 May 1961, the "funny" little car from Europe was mocked by the other teams, but it ran as high as third and finished ninth. It took a few years, but the Indianapolis establishment gradually realized the writing was on the wall and the days of their front-engined roadsters were numbered. Beginning with Jim Clark, who drove a rear-engined Lotus in 1965, every winner of the Indianapolis 500 since has had the engine in the back. The revolution begun by the little chain-driven Cooper 500 was complete.

  

Cooper climax T54 used in the 1961 Indianapolis 500 Mile Race digital collage

Once every Formula car manufacturer began building rear-engined racers, the practicality and intelligent construction of Cooper's single-seaters was overtaken by more sophisticated technology from Lola, Lotus, BRM, and Ferrari. The Cooper team's decline was accelerated when John Cooper was seriously injured in a road accident in 1963 driving a twin-engined Mini, and Charles Cooper died in 1964.

 

After the death of his father, John Cooper sold the Cooper Formula One team to the Chipstead Motor Group in April 1965. The same year, the Formula One team moved from Surbiton to a modern factory unit at Canada Road, Oyster Lane in Byfleet, just along the road from Brabham in New Haw and close to Alan Mann Racing. Cooper's 1965 season petered out and at the end of the year, number one driver Bruce McLaren left to build his own F1 car for the new for 1966 3-litre formula. Cooper's new owners held the Maserati concession for the UK and arrangements were made for Cooper to build a new 3-litre Cooper-Maserati car which would be available for sale as well being raced by the works team. The Maserati engine was an updated and enlarged version of the 2.5-litre V-12 which had made sporadic appearances in the works 250Fs in 1957. It was an old design, heavy and thirsty and the new Cooper T81 chassis built to take it was necessarily on the large side, in spite of which the bulky V-12 always looked though it was spilling out of the back. Three cars were sold to private owners, one each to Rob Walker for Jo Siffert to drive, Jo Bonnier's Anglo Swiss Racing Team, and French privateer Guy Ligier. None of these cars achieved much success.

 

Jochen Rindt was entering the second year of his three-year contract, but with the departure of McLaren, Cooper had a seat to fill in the second car and with the team's recent lack of success, understandably, a large queue of potential drivers was not forming at Canada Road. In the circumstances, Cooper were fortunate to acquire the services of Honda's Richie Ginther, who was temporarily unemployed due to the Japanese company's late development of their new 3-litre car. After a couple of races, Ginther was recalled by Honda to commence testing of their new car and the American was no doubt more than somewhat chagrined to discover that it was even bigger and heavier than the Cooper. After making a one-off arrangement with Chris Amon (unemployed due to the McLaren team's engine problems) to drive in the French Grand Prix, Cooper had an enormous stroke of luck when John Surtees became available after falling out with Ferrari. Once conflicting fuel contract issues were resolved (Surtees was with Shell, Cooper with BP), Surtees joined the team. Cooper honoured its commitment to Amon, so three cars were run in the French GP. Subsequently, the team reverted to two entries for Surtees and Rindt and with the former Ferrari driver's development skills and a switch to Firestone tyres, the car was improved to the point that Surtees was able to win the final race of the year in Mexico.

 

Surtees left to join Honda for 1967 and Pedro Rodríguez joined Rindt in the team and immediately won the opening race of 1967 in South Africa in an unlikely Cooper one-two. This was a fortuitous win for Rodríguez, as he was being outpaced by Rhodesian John Love in his three-year-old ex McLaren Tasman Cooper powered by a 2.7-litre Coventry Climax FPF. Unfortunately, Love had to make a late pit stop for fuel and could only finish second. This was to be Cooper's last ever Grand Prix victory. The rest of the 1967 season had the team's fortunes steadily decline and the midseason appearance of the lighter and slimmer T86 chassis failed to improve things. Rindt, impatiently seeing out his Cooper contract, deliberately blew up his increasingly antiquated Maserati engine in the US Grand Prix and was dropped for the final race of the year in Mexico.

 

For 1968, Cooper would have liked to have joined the queue for the Cosworth-Ford DFV, but felt that its connections to British Leyland with the Mini-Coopers made this inadvisable. Instead, a deal was done with BRM for the use of its 3-litre V-12, originally conceived as a sports car unit, but which BRM themselves would be using in 1968. A slightly modified version of the T86 was built for the new engine, dubbed T86B and Italian ex-Ferrari driver Ludovico Scarfiotti and young Englishman Brian Redman were employed to drive it. The cars managed three-four finishes in the Spanish and Monaco Grands Prix, largely thanks to the unreliability of the competition, but then Scarfiotti was killed driving a Porsche in the Rossfeld hill climb and Redman had a big accident in the Belgian Grand Prix which put him out of action for several months. Cooper continued the season with a motley collection of drivers, none of whom could make anything of the outclassed T86B. During the season, Cooper built a modified chassis, the T86C, intended to take an Alfa Romeo 3-litre V-8 but the project was stillborn.

 

The beginning of the end for the Cooper Car Company was in 1969, as it tried, and failed, to find sponsorship for a new Cosworth DFV-powered car and there were many redundancies. Frank Boyles was the last to leave, since he was in charge of building customer cars and it had been hoped that some more F2 cars would be sold. Frank went on to design and build a Formula Ford car called the Oscar and also a series of Oval Circuit cars known as Fireballs. Driving the rear-engine version of this car, Frank won more than 200 races during a period up until 1975 in a car he had designed and raced himself. This record is believed to have never been beaten.

 

In all, Coopers participated in 129 Formula One World Championship events in nine years, winning 16 races.

 

Besides Formula One cars, Cooper offered a series of Formula Junior cars. These were the T52, T56, T59, and T67 models. Ken Tyrrell ran a very successful team with John Love and Tony Maggs as his drivers. Following the demise of Formula Junior, Ken Tyrrell tested Jackie Stewart in a Formula Three car, a Cooper T72. This test at the Goodwood Circuit marked the start of partnership which dominated motorsport later on.

 

In October 2009, Mike Cooper, the son of John Cooper, launched Cooper Bikes, the bicycle division of the Cooper Car Company.

practicality judging for solar car Stella from the Dutch Solar Team Eindhoven the day after the finish in Adelaide, during the 2013 Bridgestone World Solar Challenge, Apart from time, in Cruiser Class also practicality and total driver-kliometers are counted /

praktijk-beoordeling voor familie-zonne-auto Stella van Solar Team Eindhoven de dag na de finish in Adelaide tijdens de 2013 Bridgestone World Solar Challenge. Behalve reistijd wordt in de Cruiser Class ook de praktische ervaring van het rijden van de auto, en het aantal berijders-kilometers geteld

I am grateful for practicality - and color!

 

Gratitude Series 2012 - photo #92 - Barkal - Ingush

 

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.

 

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