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Red Kite - Milvus Milvus
Persecuted to near extinction in the UK, the Red Kite has made a tremendous comeback thanks to reintroduction programmes and legal protection. Seeing one of these magnificent birds soaring high in the sky is a true delight.
Once a very rare bird that could only be found in Central Wales, the Red Kite has been successfully reintroduced to several areas of the UK and can now be seen in Wales, Yorkshire, the East Midlands and the Chilterns. A large, graceful bird of prey, it soars over woods and open areas, its distinctive shape and 'mewing' calls making it easy to identify. Red Kites were routinely persecuted as hunters of game and domestic animals, but they are in fact scavengers, eating carrion and scraps, and taking only small prey like rabbits.
Red kites were common in Shakespearean London, where they fed on scraps in the streets and collected rags or stole hung-out washing for nest-building materials. Shakespeare even referred to this habit in 'The Winter's Tale' when he wrote: 'When the kite builds, look to lesser linen'. The nest of a red kite is an untidy affair, often built on top of an old Crow's nest. It is lined with sheep's wool and decorated with all kinds of objects like paper, plastic and cloth.
Setting for a very popular programme on BBC Tv a rugged coastal location period drama.
The geography of Cornwall describes the extreme southwestern peninsula of England west of the River Tamar. The population of Cornwall is greater in the less extensive west of the county than the east due to Bodmin Moor's location; however the larger part of the population live in rural areas. It is the only county in England bordered by only one other county, Devon, and is the 9th largest county by area, encompassing 3,563 km² (1,376 mi²). The length of the coast is large in proportion to the area of the county. Cornwall is exposed to the full force of the prevailing south-westerly winds that blow in from the Atlantic Ocean. To the north is the Celtic Sea, and to the south the English Channel.
Cornwall is the location of Great Britain's most southerly point, The Lizard, and the southern mainland's most westerly point, Land's End. A few miles further west are the Isles of Scilly.
Information from Wikipedia & BBC Tv.
Texture's & Effect's by William Walton & Topaz.
Source: Scan of the cover of an original copy of the programmer in our collection.
Date: Saturday March 15th 1969.
Ref: SWI.796
Repository: Local Studies, Swindon Central Library.
One I have already posted, some years back, and since then the programmes available to tidy up images have improved. So too, I think, has my inclination to re-visit some photos and try to improve them.
D1016 Western Gladiator is, in the revamped version, looking a lot better for the tweaking. You can actually see the detail on the lower part of the front!
At least part of the trailing load is china clay by the looks of it.
The old fashioned tarpaulin covers on the wagons were designed to keep the load dry - as can be imagined, damp is not really an ideal addition to the clay. It wasn't long before the tarpaulins were replaced by clay hoods which were a much more robust design.
Sadly, this is all long gone from the railway scene. The joy of seeing a freight such as this clattering along is but a memory - there isn't the capacity for slow speed traffic like this n between the much faster passenger trains. It was bad enough back then on a Summer Saturday with the sheer volume of traffic and services similar to this getting looped to let the passenger trains go past.
Now the freights, such as they are, travel much quicker. Enthusiasts can sit at the track side now and read a book for quite a while without any distraction from the passing traffic - such as it is. Have passenger numbers really increased down here or is it in other parts of the country?
Manchester Victoria has many shorter passenger services than I remember while the freight services can be be monsters. One particular freight is so long it presents a challenge pathing it through the area. The loco is through Man Vic while the tail is still on Miles Platting bank. There isn't capacity to route it on the line through Bolton so it takes a different route.
If anything, a passenger service would have to be looped to let this monster go past because what loops are left are unlikely to accommodate it.
Besides, the driver would have a potential nightmare restarting it. The prospect of "stalling" it and causing chaos is a distinct possibility. Better to keep it rolling as any restart would be somewhat slow.
Now if they had the super Western design that never was, maybe things would be different?
Dassault Aviation Rafale B (338, 4-10) operated by Armée de l'air et de l'espace on finals for LEAB during the NATO Tactical Leadership Programme 2022-1
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Escadron de Chasse 2/4 Lafayette
Some pics for the programme launch for the new Edinburgh Women's Fiction Festival, which is coming to the city on the 6th and 7th of October, taking place in Morningside United Church at Holy Corner, Bruntsfield, in association with the adjacent (and award-winning) independent Edinburgh Bookshop.
The programme launch was in McClarens on the Corner, a former bank building right on Holy Corner, now an upscale bar and restaurant, and for those buying a weekend pass I think they get a discount on food and drink there during the festival.
Some of my chums have been very busy setting this up, and they are deliberately focusing on areas (including romantic and feel-good fiction) that the big literary festivals, much as we love them, don't pay much attention to (same reason we set up the Cymera literary SF festival in the city).
Details on the festival website here www.edwomensficfest.co.uk/
Complete photo coverage on www.photos-automobiles.com
Visit our Facebook page www.facebook.com/pages/photos-automobilescom/
A programme on tv earlier this evening was broadcast from Holy Island in Northumberland. Watching it reminded me I had some images from Holy Island which were taken last year and not yet processed. A search through the hard drive found the pics. and here is one of them.
Hope you like it.
Thanks for all the inspiring comments on my last few posted images, I'm pleased you like them.
Tony
Enfin une framboise dessinée par un algorithme :)
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Organised jointly by Arthur Howes and Brian Epstein.
Among supporting acts were Gerry and the Pacemakers, Gene Pitney, Marianne Faithfull The Kinks and Cilla Black
Kanyashree Prakalpa - a big step in the right direction
West Bengal Government’s flagship programme, Kanyashree Prakalpa is a conditional cash transfer scheme for the promotion of girl’s education and prevention of forced child marriages. It is a unique child sensitive social protection scheme launched in October 2013 with technical assistance from UNICEF.
The scheme includes an annual scholarship of INR ₹500 (£5) for girls between the ages of 13-18 years to continue with their studies from upper primary up to higher secondary levels, and provided they are not married off before the legal age of 18 years. A one-time grant of INR ₹25,000 (GBP £250) is also provided to the girl, once she reaches the age of 18, to pursue higher studies.
Between October 2013 and March 2015, 2.22 million girl students of the state have enrolled in the scheme with a budget of GBP £100 million. The scheme's enrolment pattern is in line with its equity focus - girls from Scheduled Castes are 23.55% of the total beneficiaries while religious minorities are 23.45%, other backward classes are 8.69%, the Scheduled Tribes are 5.71% and from general castes are 37.51%.
The Kanyashree Prakalpa is run by the Department of Women Development and Social Welfare as nodal agency with convergent support of over 13 departments of Govt. of West Bengal besides other partners including the state's leading banks. The project is becoming popular because of its 'simplicity of design, easy accessibility, targeted- communication strategy, convergent implementation and focus on raising the financial, social and self worth of the girls'.
West Bengal Govt. has been given international recognition for this scheme by DFID (Department for International Development, UK) and UNICEF in 2014. UNICEF has supported the state Govt. in the preparation of the scheme Guidelines, its implementation and monitoring framework, its communication strategy, the scheme MIS and has supported an all-district baseline survey on key indicators. It is also technically facilitating regular assessments of the scheme to strengthen its governance, implementation and coverage.
See more at: unicef.in
Display in the Theatre of past Posters/Flyers/Programmes
The Winter Gardens Morecambe opened in 1897 as the Victoria Pavillion Concert Hall and Variety Theatre, as an extension to the existing Winter Gardens Complex which opened in 1878. Over the years it was the home of the internationally renowned Morecambe Music Festival, played host to Sir Edward Elgar, the Halle Orchestra and many others from variety, music and theatre. From The Who to Dame Julie Andrews, Chung Ling Soo to Lawrence Olivier, the venue’s history is a roll call of stars of popular music and variety theatre.
Built as both a concert hall and variety theatre, its 2500 capacity was one of the largest in the North West and it quickly became known as the Albert Hall of the North. With its lavish interiors, striking architectural features and a view to rival the bay of Naples, the Winter Gardens was at the heart of a thriving seaside resort. By the mid-1970s, its fortunes were in decline and by 1977, the decision was taken to close the whole complex, culminating in 1982 with the demolition of the original Winter Gardens leaving only the Theatre remaining and in a perilous position.
However, a group of dedicated people formed the Friends of the Winter Gardens and have worked together since then with one aim to reopen the building that was once at the heart of Morecambe both architecturally and as a centre for culture and entertainment. With the formation of the Preservation Trust in 2006, ownership of the Winter Gardens was transferred to the charitable body who have spent years cleaning, restoring, and fundraising to continue this aim. Now under new governance, the Preservation Trust with the help of our restoration volunteers and the Friends of the Winter Gardens are a step closer to those dreams of many decades ago to finally restoring this remarkable Grade II* listed building. [Winter Gardens Website]
Las Marikarmen posing for a selfie at the end of their enthusiastically received performance at the Sommerwerft. They had a sign reading Destruir el cis- heteropatriarcado, and were pretty passionate about it too.
Thank you everyone for your visits, faves and comments, they are always appreciated :)
The Jaguar programme began in the early 1960s, in response to a British requirement (Air Staff Target 362) for an advanced supersonic jet trainer to replace the Folland Gnat T1 and Hawker Hunter T7, and a French requirement (ECAT or École de Combat et d'Appui Tactique, "Tactical Combat Support Trainer") for a cheap, subsonic dual role trainer and light attack aircraft to replace the Fouga Magister, Lockheed T-33 and Dassault Mystère IV. In both countries several companies tendered designs: BAC, Hunting, Hawker Siddeley and Folland in Britain; Breguet, Potez, Sud-Aviation, Nord, and Dassault from France. A Memorandum of Understanding was signed in May 1965 for the two countries to develop two aircraft, a trainer based on the ECAT, and the larger AFVG (Anglo-French Variable Geometry)
Cross-channel negotiations led to the formation of SEPECAT (Société Européenne de Production de l'Avion d'École de Combat et d'Appui Tactique – the "European company for the production of a combat trainer and tactical support aircraft") in 1966 as a joint venture between Breguet and the British Aircraft Corporation to produce the airframe. Though based in part on the Breguet Br.121, using the same basic configuration and an innovative French-designed landing gear, the Jaguar was built incorporating major elements of design from BAC – notably the wing and high lift devices.
Production of components would be split between Breguet and BAC, and the aircraft themselves would be assembled on two production lines; one in the UK and one in France, To avoid any duplication of work, each aircraft component had only one source. The British light strike/tactical support versions were the most demanding design, requiring supersonic performance, superior avionics, a cutting edge nav/attack system of more accuracy and complexity than the French version, moving map display, laser range-finder and marked-target seeker (LRMTS). As a result, the initial Br.121 design needed a thinner wing, redesigned fuselage, a higher rear cockpit, and after-burning engines. While putting on smiling faces for the public, maintaining the illusion of a shared design, the British design defacto departed from the French sub-sonic Breguet 121 to such a degree that it was for all intents and purposes a new design.
A separate partnership was formed between Rolls-Royce and Turbomeca to develop the Adour afterburning turbofan engine. The Br.121 was proposed with Turbomeca's Tourmalet engine for ECAT but Breguet preferred the RR RB.172 and their joint venture would use elements of both. The new engine, which would be used for the AFVG as well, would be built in Derby and Tarnos.
Previous collaborative efforts between Britain and France had been complicated – the AFVG programme ended in cancellation, and controversy surrounded the development of the supersonic airliner Concorde. Whilst the technical collaboration between BAC and Breguet went well, when Dassault took over Breguet in 1971 it encouraged acceptance of its own designs, such as the Super Étendard naval attack aircraft and the Mirage F1, for which it would receive more profit, over the Anglo-French Jaguar.
The initial plan was for Britain to buy 150 Jaguar "B" trainers, with its strike requirements being met by the advanced BAC-Dassault AFVG aircraft, with France to buy 75 "E" trainers (école) and 75 "A" single-seat strike attack aircraft (appui). Dassault favoured its own Mirage G aircraft above the collaborative AFVG, and in June 1967, France cancelled the AFVG on cost grounds. This left a gap in the RAF's planned strike capabilities for the 1970s at the same time as France's cancellation of the AFVG, Germany was expressing a serious interest in the Jaguar, and thus the design became more oriented towards the low-level strike role.
The RAF had initially planned on a buy of 150 trainers; however, with both TSR2 and P.1154 gone, the RAF were looking increasingly hard at their future light strike needs and realizing that they now needed more than just advanced trainers with some secondary counter insurgency capability. The RAF's strike line-up was at this point intended to consist of American F-111s plus the AFVG for lighter strike purposes. There was concern that both F-111 and AFVG were high risk projects and with the French already planning on a strike role for the Jaguar, there was an opportunity to introduce a serious backup plan for the RAF's future strike needs - the Jaguar.
While the RAF had initially planned to buy 150 trainers, the TSR2 and p.1154 were gone, and believing that both the US F-111 and AFVG were high-risk programs, and with the French already planning a strike role for their Jaguar, the MOD suddenly realized they were in bad need of a new light strike aircraft capable of delivering tactical nuclear weapons. As a result, by October 1970, the RAF's requirements had changed to 165 single-seat strike aircraft and 35 trainers.
The Jaguar was to replace the McDonnell Douglas Phantom FGR2 in the close air support, tactical reconnaissance and tactical strike roles, freeing the Phantom to be used for air defence. Both the French and British trainer requirements had developed significantly, and were eventually fulfilled instead by the Alpha Jet and Hawker Siddeley Hawk respectively. The French, meanwhile, had chosen the Jaguar to replace the Aeronavale's Dassault Étendard IV, and increased their order to include an initial 40 of a carrier-capable maritime version of the Jaguar, the Jaguar M, for the Aeronavale. From these apparently disparate aims would come a single and entirely different aircraft: relatively high-tech, supersonic, and optimised for ground-attack in a high-threat environment.
In the early 1950s the Royal Air Force realised that it could streamline its training programmes if jet powered aircraft only were used. As a result of this, a requirement for a new dedicated training aircraft was issued to UK aircraft manufacturers. Originally developed by Percival as a cheap jet-powered derivative of its successful Alvis Leonides, radial-engined Piston Provost, the Jet Provost evolved into an entirely new aircraft. Powered by a Bristol-Siddeley Viper 102 engine, the prototype aircraft (XD674) took its first flight on 26th June 1954. It soon caught the eye of the RAF with its side by side layout and superb handling qualities, and was appreciated enough for the RAF to purchase an initial batch of nine airframes. They were incorporated in a new training syllabus with 2 Flight Training School (2FTS) based at RAF Hullavington, and performed very successfully.
As a result of this the Royal Air Force adopted the Jet Provost and ordered 201 T.3s in June 1959, and announced that the 'JP' would become the standard basic RAF trainer. The T.3's differed from the T.1s in having Martin Baker ejection seats, tip tanks, updated cockpit avionics and a clear-view canopy.
In November 1961 the RAF issued a follow-on order for a further 198 Jet Provosts T.4's. Powered by an updated Rolls Royce Viper 202 instead of the 102 used in the T.3, these were built and delivered by the British Aircraft Corporation (BAC) until 1964.
In 1967 the RAF made a final order for further JPs, this time 105 Jet Provost T.5s. Two prototypes were built by BAC (XS230 and XS231), and the first of these first flew on February 28th 1967. The T.5 was different from the earlier T.4 with a pressurised cockpit, re-designed windscreen, sliding canopy, longer nose and new wings. Deliveries of this type started in the latter years of the 1960's. Five T.55's were also built and sold to Oman, and the type also enjoyed success in the overseas market with Sri Lanka, Kuwait, Iraq and Venezuela Air Forces.
As a result of the success of the T.5 BAC looked at producing a JP that could also be used as a light attack aircraft as well as a trainer, and the result was the Strikemaster. Changes made to the airframe included 8 stores hard-points underneath the wings, a strengthened airframe and shortened landing gear for use in rough terrains. The prototype Strikemaster first flew in October 1967 and deliveries began as the Strikemaster Mk.80 to the first export customer, Saudi Arabia in late 1968, and many others followed concluding with Sudan in 1984 with the Mk.90.
In 1993 the Jet Provost finally ended its career, spanning over 35 years, with the Royal Air Force. It was replaced by the Shorts Tucano. A number of the surviving aeroplanes were retired and sold into private ownership. As a result, they can now be found across the globe, from the UK to the USA, Australia and New Zealand.
Known universally as the 'JP', the Jet Provost helped introduce the concept of all-jet basic training for pupil pilots in the RAF for the first time, and indeed in any air force around the world.
I began my 2016 “Streets Of Ireland” programme with a visit to Kilkenny [9-11 May] and the weather was terrible because it did nothing but rain and at times the rain was very heavy. Based on experience gained in 2015 and 2014 I recently spent a lot of money getting suitable all-weather gear and a more suitable weather-proof camera system and while this investment did help the sky was very grey and impacted greatly on my photography. I had to undertake a lot of work in post to dehaze many of the images so at times the sky may appear a bit strange.
Kilkenny is very much a party town but I wanted to photograph something other then hen/stag parties, nightclubs and tourist-attractions so I asked some local shopkeepers for suggestions and every one of them suggested the ‘Nore Linear Park’ but they all made it sound like a bit of a marathon [maybe they thought that I looked a bit old or unfit].
I made two attempts to explore the linear park, the first was late on Monday but the weather was just so bad that I abandoned the task after I had difficulty exiting a raised-rampway after I came across an arrow pointing to John Street because every gateway that I came to was locked. I had to retrace my route and as a result I did find an interesting old graveyard which I returned to on Tuesday [I will publish those images later in the week]. I asked a number of people about the old graveyard but no one that I asked was aware of it or its history.
On Tuesday I made a second attempt in the morning and while the weather was not good I did manage to photograph all sections within a few hours and along the route I got to meet some very interesting people and one really rude person.
On Monday I used a Sony 28-135mm lens but for my visit the the linear park I switched to a Zeiss Batis 25mm lens [which may have been a bad choice because it is a wide-angle lens]. The Batis is light and much easier to protect from the rain which is why I decided to use it.
The Nore Linear Park follows the banks of the River Nore as it flows through Kilkenny City. The park has a network of accessible cycleways and footpaths on both sides of the river within Kilkenny City and Environs.
The Linear Park can be roughly divided into four sections: -
1. The West Bank (from Bishopsmeadows to the weir at Talbot's Inch): This section is approached from Riverside Drive close to Green's Bridge or from the Sycamores Housing estate. It can also be accessed (by foot only) from steps at Talbot's Inch on the Freshford/Urlingford Road. This section of the park travels through mainly meadow grassland. The footing is easy and level. The section of the park is accessible to persons of limited mobility from the Riverside Drive entrance and from the Sycamores entrance. It should be noted that the Linear Park is located in a floodplain and in periods of high rainfall may be inaccessible.
2. The Peace Park (between John's Bridge and Green's Bridge in the City Centre):This is the most urban section of the Linear park, travelling through town along the eastern bank, parallel to Michael Street. Much of this section is paved and lined with shrub planting beds with plenty of seating areas to sit and enjoy. Access is from Michael Street or from John's Quay in the city centre or from Greensbridge Street.
3. The Canal Walk (parallel to Kilkenny Castle Grounds) :-
The third section of the park runs between the Kilkenny Castle Park and the River Nore and involved the upgrade and extension of the existing 'Canal Walk'. This is an attractive walk lined for much of its length with mature trees especially limes. The walk runs from Canal Square and terminates at Fennessy's Mill . During Kilkenny Castle Park open hours it is possible to access the grounds of the Castle Park from the Canal Walk. See www.heritageireland.ie for Castle Park opening hours.
4. The Lacken Walk: This area has recently been upgraded with bank stabilisation works to restore eroded areas and extended with the installation of a raised timber boardwalk. This walk is accessible from steps on the Dublin Road or from the lower path on Maudlin Street and from a newly constructed ramp linking the area with the Ring Road. The path which is narrow in places runs between HSE grounds on the Dublin Road and the river bank and links to the Nore Valley Walk to Bennettsbridge and beyond.
An old image of mine reprocessed through a different programme, Taken at a street theatre performance in Sunderland.
Sluishuis housing Amsterdam
At the place where urban, rural areas and water meet in Amsterdam IJburg, Sluishuis has been realised: the iconic housing project designed by Bjarke Ingels Group (BIG) and Barcode Architects. Sluishuis forms a welcoming entrance to Amsterdam IJburg. The volume is elevated on one side to allow the water into the courtyard and stepped down on the other side to make an inviting gesture towards IJburg with friendly green terraces. From every angle, you experience the Sluishuis volume differently. Whether you are standing on the dyke, motorway or bridge, walking across the jetties or public route over the roof, or even viewing the building from the air: Sluishuis knows how to surprise you from all sides. The residential programme consists of 442 apartments. Rental and owner-occupied homes alternate throughout the building and provide space for various target groups, income levels and age categories. All apartments are accessible via the central courtyard. There, the cantilever and the water welcome you to the building. Each home has optimal views and daylight thanks to the special shape of Sluishuis with its double-cut volume.
Sluishuis has a rich diversity of housing typologies, such as compact urban studios and water sports apartments. On the top two floors are duplex penthouses with both a relationship with the courtyard and a view over the IJmeer. Premium flats with luxurious and sunny wooden roof terraces with views over IJburg are located on the stepped part. Extra special are the apartments at the bottom of the cantilever, with stunning views over the IJ and directly on the water. What makes these apartments so unique is that they hang over the water and in the part of the floor that runs along with the sloping façade, there is a large window through which you can see the boats sail right underneath you. The plinth will accommodate a varied programme including a sailing school, water sports centre and restaurant with a spacious terrace in the sun. Residents and visitors enter through the courtyard. The walkway to the roof of Sluishuis offers visitors and residents a spectacular view of the water and the neighbourhood. There is also a jetty promenade with 34 houseboats around the building. The jetty landscape stimulates contact with the water with various mooring places, sitting decks, and floating gardens. The carefully designed landscape also stimulates flora and fauna with local plant species and a bird island. In this way, the plinth and the surrounding landscape form a high-quality addition to the environment.
In its materiality, the building seeks contrast but also a connection with its surroundings. In the material palette, natural materials have been chosen so that the building will have a rich and natural appearance over the years. The abstract, untreated aluminium of the façade reflects the water and gives the volume a different appearance at any time of day. In contrast, the stepped roof terraces and the jetty promenade are made of wood, which gives a tactile appearance. Sluishuis is one of the most sustainable buildings recently completed (2022). It has an energy performance coefficient (EPC) of -0.02. The building's heating requirements have been minimised by combining excellent insulation techniques, triple glazing and heat recovery from the ventilation systems and showers. The building is heated by a combination of energy-efficient district heating and heat pumps for hot water and cooling. The building's energy consumption for heating, heat pumps, ventilation and LED lighting is fully provided by approximately 2,200 m2 of solar panels. In addition to these technical aspects, a great deal of attention was paid to the greenery and water collection in the development of Sluishuis. At the front, sides and in the courtyard are gardens with local plant species. The greenery runs across the roof terraces upwards in built-in planters. On the roof, this creates a pleasant green atmosphere.
Client // Contractor
BESIX RED, VORM // Building consortium BESIX Nederland/VORM
Collaborators
BIG - Bjarke Ingels Group, BIG Landscape architecture, Van Rossum (structural engineer), Buro Bouwfysica (building physics), Klimaatgarant (sustainability), DWA
Year
2016 - 2022
Size
49.000m²
The Trade Facilitation Programme (TFP) currently includes over 100 Issuing Banks in the EBRD region and more than 800 Confirming Banks worldwide. The event gave EBRD partner banks the opportunity to review and discuss industry challenges, pricing, limits and trade opportunities with key industry specialists, regulators and representatives from the World Trade Organization, the International Chamber of Commerce HQ and local National ICC Committees.
It also featured the highly popular award ceremony for ‘The Most Active EBRD TFP Banks’ and ‘The Best Transaction of 2016’.
13 February, First day of Spring in Bengali Year...
Location: Fine Arts Institute, Dhaka, Bangladesh.
McDonnell XF-85 Goblin 46-0524 "parasite fighter" displayed on its ground handing trestle beneath the wing of a Convair B-36J bomber at the SAC Museum, near Omaha Nebraska.
This strange looking little aircraft was conceived at the end of WW2 to be carried in the bomb bay of the huge B-36 and launched for defence against enemy fighters, following which it would be recovered. The retractable hook ahead of the cockpit was used to connect with a trapeze extended from the belly of the bomber. Two prototypes were evaluated with an EB-29, but the programme was cancelled as the fighter didn't have the performance to match the likely hostile interceptors they would face, and significant difficulties were encountered in docking.
Launch of the IAEA Marie Sklodowska-Curie Fellowship Programme held at the Agency headquarters in Vienna, Austria. 9 March 2020
Photo Credit: Dean Calma / IAEA
Moderator:
Sophie Boutaud de la Combe, Moderator and IAEA Director, Office of Public Information and Communication, Director General’s Office for Coordination
PANELISTS:
Ms Karen Hallberg, Principle Researcher, Bariloche Atomic Centre, National Atomic Energy Commission and Professor, Physics, Balseiro, Institute, Argentina
HE Mr Xavier Sticker, Resident Representative of France to the IAEA
HE Ms Dominika Anna Krois, Resident Representative of Poland to the IAEA
Although this may look like a domestic cat it's a Scottish Wild Cat. They are critically endangered. Only about 100 are left in the wild and there's just a handful of captive breeding programmes. So this is a rare sight!! This fella is in the Highland Wildlife Park at KIncraig where they have been really successful with captive breeding. I have a pic of a wild cat kitten which I'll post later. 8-)
During the late 1920s and into the 1930s, at a time of huge expansion of the London Underground system, a series of "letters" to varous grades of administrative staff explaining issues of policy were issued. Starting in 1927, these 'personal' letters from the 'Operating Manager' blossomed into quite sizeable publications, complete with extensive maps, drawings and plans - especially of the massive schemes connected with the London Passenger Transport Board's "New Works Programme, 1935 - 40. This, the largest ever single investment programme initiated by the newly unified "London Transport" included the Central line extensions both east and west, the Northern line extensions, the Bakerloo's Stanmore branch works as well as the replacement of the capital's tramway system by trolleybuses. Most of the schemes were seriously interupted by the outbreak of war in 1939 and whilst some were re-started in post-war years others, most notably the Northern line extensions and the tram/trolleybus switch-over were mostly abandoned.
Letter No. 23, dated 26 April 1938, is a detailed description of the North London Electrification Scheme that involved both new works in tune to connect the existing Highgate and Northern City branches to the existing mainline Alexandra Palace, High Barnet and Edgware branches of the LNER along with electrification of these steam operated branches. The works also saw an intended extension of the existing Edgware branch north to a new terminus at Bushey Heath along with a new depot at Aldenham. Although much work started, including the Bushey Heath extension and works to the Alexandra Palace via Finsbury Park branches, these were formally abandoned in the 1940s - partially due to parlous state of the UK's post-war economy as well as the new 'Green Belt' planning legislation that nailed any major new suburban developments north of Edgware. The link at low level of the tube north of Archway at Highgate and out to East Finchley did come into use and the whole branch to High Barnet was converted along with a stub of the Edgware branch to Mill Hill East. Although East Finchley station was reconstructed along "LT" lines no other major reconstructions took place and indeed the original GNR stations still mostly serve the Tube to this day. The depot at Aldenham was built and after wartime use as a factory it became, instead, London's second major bus overhaul works.
The opening page shows some of the NWP's schemes as well as the level of investment - £45,000,000 in 1938 was a staggering sum of money.
Al-Jauhara Al-Mohammed, Taif Women's Healthy City Programme President, presented a lecture entitled First Steps in Community Based Initiatives Projects under Results Based Management of the Taif Healthy City Programme at the female only session of the one day symposium held at the Al-Manae (Medical Training Academy) Health Institute under the auspices of the Preventive Healthy Agency of the Ministry of Health & the World Health Organization on November 7th., 2007 in Al-Khobar.