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Though the US Navy reconsidered its decision to retire the AD Skyraider after the Korean War, it was still a piston-engined attack aircraft designed during World War II, while the Navy preferred going to a modern, all-jet attack/fighter fleet. To supplement and then replace the AD, the Navy issued a requirement for a jet attack fighter weighing no more than 48,000 pounds, capable of carrying tactical nuclear weapons, and with a speed of at least 550 miles an hour. The Navy was not surprised when Douglas’ chief designer, Edward Heinemann, submitted a proposal for a delta-winged, light attack jet—they were surprised to find that it met all of the requirements, yet weighed in at only 23,000 pounds, less than half the required weight. It was also so small that it did not need folding wings to fit on aircraft carrier elevators. Heinemann deliberately omitted as much weight as possible to bring the aircraft in under weight, and subsequently, at a lower unit cost than anticipated. One part of this effort was external structural ribbing for the rudder; this “temporary” solution would be used on every aircraft produced.
Heinemann’s design was quickly ordered by the Navy as the A4D Skyhawk. The first A4D-1 flew in June 1952, with deliveries to the fleet beginning in 1956. Pilots used to the increasingly larger and more powerful aircraft the US Navy fielded in the late 1950s, such as the F3H Demon and F4H Phantom II, were surprised at the diminutive A4D, which looked toylike on the decks of Forrestal-class supercarriers. It quickly earned the nicknames “Tinkertoy Bomber,” “Scooter,” and “Heinemann’s Hot Rod.”
The Skyhawk—redesignated A-4 in 1962—also quickly gained a reputation for reliability and nimbleness. Despite its small size, it could carry its own weight in bombs and still turn inside anything in the inventory, even the purpose-built F-8 Crusader fighter. For this reason, the Navy began assigning A-4C Skyhawks as “emergency fighter” detachments to Essex-class antisubmarine carriers, as these ships, still equipped with World War II-era hydraulic catapults and limited in deck space, could not carry the more modern F-4. Besides their internal 20mm cannon, A-4s could also carry up to four Sidewinder missiles.
It would be in the Vietnam War that the A-4 would prove its worth. Besides its large bombload and superb manuverability, the Skyhawk was also found to be able to take considerable punishment. Several A-4s returned to their carriers missing pieces of rudder or with holes shot through the wings. At the beginning of American involvement, the Navy began replacing the older A-4C “short-nose” models with the improved A-4E, which added a fifth hardpoint and a longer nose with more advanced avionics; this was quickly supplemented by the A-4F, which added a dorsal hump with still more avionics and ECM equipment.
Until the A-7 Corsair II began arriving in the fleet in the late 1960s, the A-4 represented the backbone of naval light attack units, operating alongside the A-6 Intruder in striking targets throughout Southeast Asia. On land, A-4s served with Marine Corps units, and proved so reliable and well-liked that the Marines decided not to use the A-7 at all. The Skyhawk also proved itself to be adaptable to other missions: A-4s carried out the US Navy’s first precision strike mission, a 1967 attack on the Hanoi thermal powerplant with AGM-62 Walleye missiles, and also served as Wild Weasel/Iron Hand suppression of enemy air defense aircraft, armed with AGM-45 Shrikes.
Though they were slower than the F-4 and F-8, and lacked the A-6’s ability to fly in the worst of inclement weather, the Skyhawk was not defenseless against enemy MiGs: it was the only American aircraft that could turn with a MiG-17 if it was “clean” of bombs, and only one A-4 was lost to enemy aircraft during the Vietnam War. In turn, one A-4, piloted by Lieutenant Commander Ted Schwartz, shot down a MiG-17 with Zuni rockets in 1967. Skyhawks would drop the first and last bombs of US Navy aircraft in the Vietnam War, and flew more sorties than any other naval aircraft—and paid a commensurate price: 362 Skyhawks were shot down or lost in accidents during the war, the most of any one type. Two A-4 pilots won the Medal of Honor during Vietnam, James Stockdale and Michael Estocin, the latter posthumously; longtime prisoner of war Everett Alvarez Jr. was also an A-4 pilot, as was fellow POW and later Presidential candidate, John McCain.
The A-4’s story did not end with Vietnam. Recognizing its superb manueverability, the US Navy began building adversary units with Skyhawks simulating the MiG-17 as part of the Top Gun program, beginning in 1969. These stripped down “Mongoose” A-4s proved to be a match even against far more advanced F-14 Tomcats and F-18 Hornets, and A-4s remained in the adversary role until 1998. Alongside these aircraft, the Navy used two-seat TA-4J Skyhawks as advanced trainers until 2003, while Marine units continued to use the penultimate A-4M Skyhawk in the light attack role until after the First Gulf War in 1991; Marine OA-4M “fast FAC” forward air control aircraft flew as late as 1998. The TA-4J was replaced by the T-45 Goshawk; there has never truly been a replacement for the A-4E adversaries and A-4M light attack aircraft, though the AV-8B Harrier supplemented them.
While Vietnam was the last war for American Skyhawks, foreign users would put the aircraft to further use. Israel would use their A-4H/Ns in the Yom Kippur War with heavy casualties, due to more advanced Egyptian and Syrian air defenses; better luck was had in the Lebanon War of 1982. Argentina’s A-4B/Qs saw extensive service over the Falklands in 1982, impressing even their British adversaries with hair-raising low-level bomb runs against British ships in San Carlos Water: though the Argentine aircraft took severe punishment from Fleet Air Arm Sea Harriers, they also sank or damaged five ships. Finally, Kuwait used their A-4KU Skyhawks from the beginning of the First Gulf War.
Overall, 2960 A-4s were produced and flew with the air arms of eleven nations. Quite a few survive as government contract aggressor aircraft, or in private hands, while many are preserved in museums.
This A-4E is Bureau Number 151064; it started its career with VA-83 ("Rampagers") aboard the USS Forrestal (CV-59) in 1965. After year stints with two Marine squadrons and the Naval Air Test Center at NAS Patuxent River, Maryland, 151064 joined first VF-101 ("Grim Reapers"), then VF-171 ("Aces") at NAS Key West, Florida, from 1975 to 1984. As both of these squadrons were Fleet Replacement Squadrons for the US Navy's remaining F-4 Phantoms, 151064 likely acted as a "hack" aircraft for pilots to maintain flight hours, or as an aggressor trainer. That was certainly its next role with its next and final squadron: VF-45 ("Blackbirds"), which provided Atlantic Fleet squadrons with adversary training, still operating from Key West. 151064 would act as an aggressor A-4 until 1994, when it was retired. In 2004, it was donated to Planes of Fame in Chino, California.
Clearly, 151064 has seen better days. It still carries Spraylat from its days at AMARG in Arizona, and the camouflage has faded after nearly 30 years in the desert sun. The aircraft itself is intact, and at some point Planes of Fame does intend to restore the aircraft. I saw it in the museum's boneyard in May 2021.
50038 Formidable waits time at Exeter St David's on the Sundays only 1M36 1320 Plymouth to Liverpool on 22nd November 1981.
1M36 was a very good bet for a 50, and it didn't disappoint on this day. I recall we were returning north after a Party Travel trip to Plymouth, having set off on the 0030 Liverpool - Euston early the previous day.
Exeter Middle Signal Box can just be seen on the right of the photo with the old NCL parcels depot behind the train.
A helicopter pilot threads a lead line to a monopole that will eventually carry new transmission lines.
Auto rickshaws are a common means of public transportation in many countries in the world. Also known as a three-wheeler, Samosa, tempo, tuk-tuk, trishaw, autorick, bajaj, rick, tricycle, mototaxi, baby taxi or lapa in popular parlance, an auto rickshaw is a usually three-wheeled cabin cycle for private use and as a vehicle for hire. It is a motorized version of the traditional pulled rickshaw or cycle rickshaw. Auto rickshaws are an essential form of urban transport in many developing countries, and a form of novelty transport in many developed countries. However, in some parts of Europe they remain an essential mode of transportation, notably Italy's.
OVERVIEW
ORIGN
Auto rickshaws of Southeast Asia started from the knockdown production of the Daihatsu Midget which had been introduced in 1957.
Japan had been exporting three-wheelers to Thailand since 1934. Moreover, The Ministry of Posts and Telecommunications of Japan donated about 20,000 used three-wheelers to Southeast Asia. In Japan, three-wheelers went out of use in the latter half of the 1960s.
DESIGN
An auto rickshaw is generally characterized by a sheet-metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a small cabin in the front of the vehicle for the driver (sometimes called an auto-wallah), and seating space for up to three passengers in the rear. Newer models are generally fitted with a compressed natural gas (CNG) fuel scooter version of a 200 cc four-stroke engine, with handlebar controls instead of a steering wheel.
REGIONAL VARIATIONS
AFRICA
EASTERN AFRICA
There are tuk-tuks in several Kenyan towns. Using them is somewhat cheaper than ordinary taxis. However, tuk-tuks cannot operate in mountainous towns, which are common in Kenya. Fierce competition with Boda-bodas (bicycle taxis) and Matatus (minibuses) hinders popularity of Tuk-tuks, especially within the interior of Kenya. While they may not be widely found in Kenya, they are numerous in the coastal regions, which are less mountainous. For example, in the town of Malindi they offer an economical and convenient mode of transportation.
Tuk-tuks are also common in Ethiopia and are becoming common in Tanzania, particularly in the outer areas of Dar es Salaam. In Tanzania and Ethiopia they are known as "Bajaj" or "Bajajis", after the Bajaj Auto company which manufactures many of them. Since 2009, tuk-tuks have become common in Maputo, Mozambique.
EGYPT
In Egypt, auto rickshaws are called toktok (Egyptian Arabic: توك توك pronounced [ˈtoktok], plural: تكاتك takātek [tæˈkæːtek]); they are widely used as taxis in poorer neighborhoods of the capital, and have become a popular symbol for lower class Egyptians, although they are banned from the streets of wealthier neighborhoods. Deposed president Mohamed Morsi (June 2012-July 2013) in his opening speech addressed the Tuk-Tuk (toktok) drivers as a symbol of the lower class population, but his political rivals and mass media considered it as a mean of emotional deception for the masses by rendering what could be a promise to legalize their status.
MADAGASCAR
In Madagascar, man-pulled rickshaws are a common form of transportation in a number of cities, especially Antsirabe. They are known as "posy" from pousse-pousse, meaning push-push. Cycle rickshaws never took off, yet Posy are threatened by the auto-rickshaws, introduced in numbers since 2009. Provincial capitals like Toamasina, Mahajanga, Toliara, Antsiranana are taking to them rapidly. They are known as "bajaji" and now licenced to operate as taxis. They are not yet allowed an operating licence in the congested, and more pollution prone national capital, Antananarivo.
NIGERIA
There are keke-marwa's in several Nigerian towns and cities. Although not as popular as the ubiquitous "Okada" in Nigeria, keke-marwa's are embraced as an alternative means of transport by the middle and lower class citizens. Keke-marwa is named after Lagos former military Governor, Buba Marwa in the late 1990s.
SOUTH AFRICA
Tuk-tuks, introduced in Durban in the late 1980s enjoyed growing popularity in recent years, particularly in Gauteng.
SUDAN
Rickshaws are a major means of transport in all parts of Sudan, it's locally known as Raksha.
ASIA
BANGLADESH
Auto rickshaws (locally called "baby taxis" and more recently "CNGs" due to their fuel source) are one of the most popular modes of transport in Bangladesh mainly due to their size and speed. They are best suited to narrow, crowded streets, and are thus the principal means of covering longer distances within urban areas.
Earlier, auto rickshaws were colored black with a yellow canvas topping and ran on gasoline without any meter system. However, due to the vast supplies of natural gas in Bangladesh, the government has since encouraged the development of four-stroke compressed natural gas (CNG)-powered engines rather than the older two-stroke engine petrol-running models. Two-stroke engines had been identified as one of the leading sources of air pollution in Dhaka. Thus, since January 2003, traditional auto rickshaws were banned from the capital; only the new CNG-powered models were permitted to operate within the city limits. The newly manufactured CNG auto rickshaws are more fuel-efficient and have a lower center of gravity, making them safer than older models. All CNGs are painted green to signify that the vehicles are eco-friendly and that each one has a meter built in as standard.
Another version of the auto rickshaw can be seen in rural areas of Bangladesh, where they are called "helicopters". "Helicopters" are auto rickshaws modified to have a large body with which it can carry more than six or seven passengers.
At the end of the 1980s, a local company Atlas designed and built a new version of the auto rickshaw, called mishuk, a name derived from a children's mascot of a local deer. Unlike baby taxis, mishuks have spoke wheels and a green body, and have no meter system. Mishuks have more space than baby taxis or CNGs, which makes it more popular with women. They are commonly found in Dhaka and elsewhere in the country due to its four-stroke engine, which is not listed as a significant source of air pollution.
CAMBODIA
In Cambodia, the term tuk-tuk (Khmer: ទុកទុក) is used to refer to a motorcycle with a cabin attached to the rear. Cambodian cities have a much lower volume of automobile traffic than Thai cities, and tuk-tuks are still the most common form of urban transport. At the temple complex of Angkor, for example, tuk-tuks provide a convenient form of transport around the complex for tourists. One can hire a tuk-tuk and driver by the day.[citation needed]
Siem Reap tuk-tuks are generally of the style of motorcycle and trailer. This version does not have rear brakes.
Phnom Penh tuk-tuks are one piece. The one piece tuk-tuk is the front end of a motorcycle consisting of steering, tank and engine/gearbox with a covered tray mounted at the back. The power is transferred by chain to an axle mounted to the modified rear fork which drives the two rear wheels. Suspended upon the rear fork is an open cabin with an in-line seat on each side. This arrangement can carry 6 people at ease, with their luggage in the leg space. It is not unusual to see these vehicles greatly overloaded, especially in outer suburbs and around markets.
Sihanoukville tuk-tuks are generally a motorcycle and articulated trailer without rear brakes on the trailer. A minority of tuk-tuks are three wheeled. The rear wheel of the motorcycle is removed and the front of the bike is melded with a trailer. Power is supplied to the trailer wheels by a driveshaft and differential. Rear wheel brakes add significantly to the safety of this design, especially when going downhill.
Currently, Tuk Tuk in Cambodia is being developed to be more convenient and safer. It is also becoming a popular form of transportation for Phnom Penh residents.
Gaza
Together with the recent boom of recreational facilities in Gaza for the local residents, donkey carts have all but been displaced by tuk-tuks in 2010. Due to the ban by Israel on the import of most motorised vehicles, the tuk-tuks have had to be smuggled in parts through the tunnel network connecting Gaza with Egypt.
CHINA
Various types of auto rickshaw are used around China, where they are called 三轮 (Sān lún - three wheeler) or 嘟嘟车 (Dū dū chē - beep beep car).
In Hainan, the southernmost province, electric models are used in the capital Haikou. These may be heavy, purpose-built vehicles, or simple bicycles attached to a light chassis, with a small electric motor housed underneath.
In rural areas, a sturdy, petrol-powered, plastic-bodied type is common, similar to the Philippine motorized tricycle.
INDIA
OVERVIEW
Most cities offer auto rickshaw service, although hand-pulled rickshaws do exist in some areas, such as Kolkata.
Auto rickshaws are used in cities and towns for short distances; they are less suited to long distances because they are slow and the carriages are open to air pollution. Auto rickshaws (often called "autos") provide cheap and efficient transportation. Modern auto rickshaws run on compressed natural gas (CNG) and are environmentally friendly compared to full-sized cars.
It is also not uncommon in many parts of India (including major cities like Delhi) to see primary school children crammed into an auto-rickshaw, transporting them between home and school.
To augment speedy movement of traffic, Auto rickshaws are not allowed in the southern part of Mumbai.
DESIGN & MANUFACTURE
There are two types of autorickshaws in India. In older versions the engines were situated below the driver's seat, while in newer versions engines are located in the rear. They normally run on petrol, CNG and diesel. The seating capacity of a normal rickshaw is four, including the driver's seat. Six-seater rickshaws exist in different parts of the country, but the model was officially banned in the city of Pune 10 January 2003 by the Regional Transport Authority (RTA).
CNG autos are distinguishable from the earlier petrol-powered autos by a green and yellow livery, as opposed to the earlier black and yellow appearance. Certain local governments are advocating for four-stroke engines instead of the current two-stroke versions.
Auto rickshaw manufacturers in India include Bajaj Auto, Kumar Motors, Kerala Automobiles Limited, Force Motors (previously Bajaj Tempo), Mahindra & Mahindra, Piaggio Ape and TVS Motors.
LEGISLATION
Generally rickshaw fares are controlled by the government.
INDONESIA
In Indonesia, auto rickshaws are popular in Jakarta, Medan, Java, and Sulawesi. In Jakarta, the auto rickshaws are similar to the ones in India but are colored blue and orange. Outside of Jakarta the bentor-style auto rickshaw is more ubiquitous, with the passenger cabin mounted as a sidecar to a motorcycle. Where these sidecar style auto rickshaws do occur in Jakarta they are not referred to as bentor, but rather as bajaj (bajai). They were also popular in East Java until the end of the 20th century and were known as a bemo.
LAOS
Lao tuk-tuks come as tuk-tuks or jumbo tuk-tuks. Jumbos have a larger 3- or 4-cylinder four-stroke engine, and many are powered by Daihatsu engines. Jumbos' larger engine and cabin size allow for greater loads, up to 12 persons, and higher top speeds. Jumbos are (with few exceptions) only found in Vientiane and Luang Prabang.
NEPAL
Auto rickshaws were the popular mode of transport in Nepal during the 1980s and 1990s, till Nepal Government decided to ban the movement of 600 such vehicles in the early 2000. Earliest model of auto rickshaw running in Kathmandu were manufactured by Bajaj Auto. Nepal has been a popular destination for Rickshaw Run. The 2009 Fall Run took place in Goa, India and concluded in Pokhara, Nepal.
PAKISTAN
Auto rickshaws are a popular mode of transport in Pakistani towns and is mainly used for traveling short distances within cities. One of the major brands of auto rickshaws is Vespa (an Italian Company). Lahore is hub of CNG Auto rikshaws manufacturers in Pakistan.The government of Pakistan is taking measures to convert all the gasoline run auto-rickshaws to more effective CNG rickshaw by 2015 in all the major cities of Pakistan by issuing easy loans through commercial banks. Environment Canada is implementing pilot projects in Lahore, Karachi and Quetta with engine technology developed in Mississauga, Ontario, Canada that uses CNG instead of gasoline in the two-stroke engines, in an effort to combat environmental pollution and noise levels.
In many cities in Pakistan, there are also motorcycle rickshaws, usually called chand gari (moon car) or Chingchi (after the Chinese company Jinan Qingqi Motorcycle Co. Ltd who first introduced these to the market).
Rickshaws are forbidden in the capital, Islamabad.
Auto rickshaws have had a history of displaying political statements. In February 2013, that legacy was modified to promote peace. According to Syed Ali Abbas Zaidi, head of the Pakistan Youth Alliance, "We need to take back this romanticized art form and use it for peace sloganeering and conflict resolution."
Manufacturers There are many companies involving in Rickshaw manufacturing in Pakistan, some of them are, AECO Export Company, STAHLCO Motors, Global Sources, Parhiyar Automobiles, Global Ledsys Technologies, Siwa Industries, Prime Punjab Automobiles, Murshid Farm Industries, Sazgar Automobiles, NTN Enterprises, Imperial Engineering Company
PHILLIPINES
Auto rickshaws are an especially popular form of public transportation in the Philippines, where they are referred to as "tricycles" (Filipino: traysikel; Cebuano: traysikol). In the Philippines, the design and configuration of tricycles varies widely from place to place, but tends towards rough standardization within each municipality. The usual design is a passenger or cargo sidecar fitted to a motorcycle, usually on the right of the motorcycle. It is rare to find one with a left sidecar. Tricycles can carry five passengers or more in the sidecar, one or two pillion passengers behind the motorcycle driver, and even a few on the roof of the sidecar. Tricycles are one of the main contributors to air pollution in the Philippines, since majority of them employ two-stroke motorcycles. However, some local governments are working towards phasing out two-stroke-powered tricycles for ones with cleaner four-stroke motorcycles.
SRI LANKA
Auto rickshaws, commonly known as three-wheelers and more recently tuk-tuk, can be found on all roads in Sri Lanka from the curvy roads through the hill country to the congested roads of Colombo transporting locals, foreigners, or freight about. Sri Lankan three-wheelers are of the style of the light Phnom Penh type. Most of the three-wheelers in Sri Lanka are a slightly modified Indian Bajaj model, imported from India though there are few manufactured locally and increasingly imports from other countries in the region and other brands of three-wheelers such as Piaggio. In 2007 January the Sri Lankan government imposed a ban on all 2-stroke three-wheelers, due to environmental concerns and therefore the ones imported to the island now are the ones with four-stroke engines. Most three-wheelers are available as hiring vehicles, with few being used to haul goods and as private company or advertising vehicles. Bajaj enjoys a virtual monopoly in the island, with its agent being David Pieries Motor Co Ltd. A few three-wheelers in Sri Lanka have distance meters, and in the capital city it is becoming more and more common, however the vast majority of charges are negotiated between the passenger and driver.
THAILAND
The auto rickshaw, called tuk-tuk (Thai: ตุ๊กตุ๊ก, pronounced "took-took") or sam-lor (Thai: สามล้อ) meaning three-wheeler in Thailand, is a widely used form of urban transport in Bangkok and other Thai cities. It is particularly popular where traffic congestion is a major problem, such as in Bangkok and Nakhon Ratchasima. The name is onomatopoeic, mimicking the sound of a small (often two-cycle) engine. An equivalent English term would be "putt-putt."
Bangkok and other cities in Thailand have many tuk-tuks which are a more open variation on the Indian auto-rickshaw. There are no meters, and trip costs are negotiated in advance. Bangkok fares have risen to nearly equal normal taxis due to uninformed foreigners willing to pay the asking price, but leaves passengers more exposed to environmental pollution than taxis. The solid roof is so low that the tuk-tuk is a difficult touring vehicle. Today few locals take one unless they are burdened with packages or travelling in a big group for short distances.
The Thai tuk-tuk is starting to change from the old smoke-spewing vehicle of yesteryear. Many Thai tuk-tuk manufacturers now produce low emission vehicles, and even old ones are having new engines fitted along with LPG conversions. In an early morning of Bangkok, these same passenger vehicles can be seen busily transporting fresh produce around the city. Newer tuk-tuks also have wet weather sides to keep passengers and drivers dry.
The Thai auto-rikshaw manufacturers are, Monika Motors Ltd., TukTuk (Thailand) Co., Ltd., TukTuk Forwerder Co., Ltd. Bangkok and MMW Tuk-Tuks Co.,Ltd. in Hua Hin. Smaller manufacturers are the Chinnaraje Co., Ltd. in Chiang Mai and the Expertise Co., Ltd. in Chonburi which manufactures its models in Komaki, Japan, also.
VIETNAM
Known locally as xe lam, the vernacular pronunciation of the Lambro from the Lambretta line by Innocenti of Italy, these vehicles were very popular in the 1960s and 1970s, especially the urban centers of South Vietnam. Over time the authorities have moved to limit their use.
Xe lam with 1-wheel forward and 2-aft were designed to carry passengers whereas other variants with 2-forward and 1-aft, used mostly to transport goods are known as Xe ba gác máy. The motorized version of cycle rickshaw is the Xích lô máy is of the same design.
EUROPE
FRANCE
A number of Tuk-tuks ( 250 in 2013 according to the Paris Prefecture)are used as an alternative tourist transport system in Paris, some off them being pedal operated with the help of an electric engine. They are not yet fully licenced to operate and await customers on the streets. 'Velos taxis' were common during the Occupation years in Paris due to fuel restrictions.
ITALY
Auto rickshaws have been commonly used in Italy since the late 1940s, providing a low-cost means of transportation in the post-World-War-II years when the country was short of economic resources. The Piaggio Ape, designed by Vespa creator Corradino D'Ascanio and first manufactured in 1948 by the Italian company Piaggio, though primarily designed for carrying freight has also been widely used as an auto rickshaw. It is still extremely popular throughout the country, being particularly useful in the narrow streets found in the center of many little towns in central and southern Italy. Though it no longer has a key role in transportation, Piaggio Ape is still used as a minitaxi in some areas such as the islands of Ischia and Stromboli (on Stromboli no cars are allowed). It has recently been re-launched as a trendy-ecological means of transportation, or, relying on the role the Ape played in the history of Italian design, as a promotional tool. Since 2006 the Ape has been produced under licence in India.
NETHERLANDS
Since 2007, tuk-tuks have been active in the Netherlands, starting with Amsterdam. They now operate in Amersfoort, Amsterdam, The Hague, Zandvoort, Bergen op Zoom, the popular beach resort Renesse and Rotterdam. The tuk-tuks in the Netherlands are imported from India and Thailand. They are fitted with CNG engines and have passed the EURO-4 rules.
UNITED KINGDOM
The first Tuk Tuks to enter service in the United Kingdom were supplied and built by MMW Imports in 1999, under the brand name MMW Tuk Tuks. The very first Private Hire licence was issued to an MMW Tuk Tuk for tours of Bath in the year 2000, MMW also gained full Hackney license in Weston-super-Mare. MMW also now export Tuk Tuks from Thailand to the Netherlands, Germany, Spain, New Zealand and Australia. All the MMW range are built in their own factory in Thailand and are custom made for each customer's needs; hence no two tuk tuks are the same, and they come fully customized as per required spec.
Tukshop of Southampton started the commercial importing of Tuk Tuks into the UK in 2003, which resulted in many people being inspired to set up taxi-type operations in a number of cities including Blackpool, Brighton and Leeds. Tukshop failed to gain a taxi operator license for London after a number of media appearances in 2004. The company, founded by mrsteve, are specialists in experiential marketing using the iconic three-wheelers for street marketing campaigns. Clients of Tukshop include many household names, such as T Mobile, Harrods, Universal Pictures, O2, BBC, Freeview, Price Waterhouse Coopers, Tiger Beer & Grolsch lager. Tukshop have imported and put over one hundred tuk tuks on the roads of the UK and Europe between starting the business and Oct 2010. The company currently stocks models from Piaggio & Bajaj, including the commercial versions such as the TM Van.
A Bajaj tuk tuk is currently operated by Bangwallop of Salcombe, South Devon. Taking just two passengers at a time, the tuk tuk has an operator's licence issued by VOSA and trips can be booked in advance.[citation needed]
Auto rickshaws were introduced to the city of Brighton and Hove on 10 July 2006 by entrepreneur Dominic Ponniah's company Tuctuc Ltd, who had the idea after seeing the vehicles used in India and Sri Lanka. They were CNG-powered, using a four-speed (plus reverse) 175 cc engine. Under the terms of their license, the Bajas ran on a fixed single route, and stopped only at designated stops. They are of the same design as traditional auto rickshaws in other countries.
An investigation was launched into Tuctuc Ltd's operation of the service after complaints were raised, primarily by the city's taxi drivers, that routes, stopping points and timetables were not being adhered to. In November 2006, the company was fined £16,500 – the maximum penalty possible – by the South East Traffic Commissioner. After amendments were made to the timetable to reduce delays and improve reliability, the Commissioner allowed the company to keep its operating license. However, the company announced in January 2008 that it was ceasing operations, citing "archaic legislation" as the reason.
In the Scottish capital, Edinburgh, there is a new street food restaurant called Tuk Tuk Indian Street Food, that has its own branded Tuk Tuks, which are used for marketing around the town and picking up customers on special occasions.
CENTRAL AMERICA
EL SALVADOR
The mototaxi or moto is the El Salvadoran version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back. Commercially produced models, such as the Indian Bajaj brand, are also employed.
GUATEMALA
In Guatemala the commercial vehicles are referred to as tuk-tuks. Tuk-tuks operate, both as taxis and private vehicles, in Guatemala City, Guatemala, around the island town of Flores, Peten, in the mountain city of Antigua Guatemala, and in many small towns in the mountains. In 2005 the tuk-tuks prevalent in the Lago de Atitlán towns of Panajachel and Santiago Atitlán all appeared to be from India (Bajaj Auto).
HONDURAS
Three-wheeled all-in-one tuk-tuks are used in the place of traditional taxis in most rural towns and villages.
NICARAGUA
As of 2011 there were an estimated 5,000 mototaxis, popularly known as "caponeras".
CARIBBEAN
Three-wheeled Coco taxis in Havana, Cuba
CUBA
Three-wheeled Coco taxis, named for their resemblance to a coconut, are used in Havana, Cuba.
SOUTH AMERICA
ECUADOR
The mototaxi is the Ecuatorian version of the auto rickshaw. These are most commonly made from the front end and engine of a motorcycle attached to a two-wheeled passenger area in back.
PERU
It is a common sight in the rural areas, towns and cities of Peru to see auto rickshaws, locally known as "mototaxis," "motokars", "taxi cholo", or "cholotaxi" lining up to pick up passengers as their fares are generally lower than car taxis. They are also in the capital, Lima, but they are usually restricted to the peripheral districts. The "jungle" cities and towns in eastern Peru are famous for their prevalence of auto rickshaws. This vehicle, usually running on regular unleaded gasoline, is the main non-private transport vehicle, and is known as "motocarro", "mototaxi" or "tuk-tuk" (for foreigners).
Many of the jungle areas of eastern Peru can be extremely noisy as a result of poorly maintained auto rickshaws and other 2 or 3-wheel vehicles, especially in high traffic or hilly areas. Auto-rickshaw brands such as the Indian-made Bajaj, which use GLP [a form of liquified petroleum gas which some car taxis also use] are much quieter.
NORTH AMERICA
UNITED STATES
Tuk Tuks were introduced to the United States through Tuk Tuk North America of Swainsboro, Georgia. As early as 2006, Mr. Roy Jordan, the owner of Tuk Tuk North America, began working with both the U.S. federal government and manufacturers in Thailand to configure a tuk tuk that was cost effective but adaptable to meet or exceed U.S. Department of Transportation regulations. He was able to contract a manufacturer who could make imported tuk tuks that could meet all necessary federal regulations in the U.S. Original products were imported from Thailand and were gas propelled. Due to the changing regulations of the Environmental Protection Agency, the introduction of imported gas-propelled tuk tuks was short-lived. Due to such changes, in 2009 Tuk Tuk North America decided to go dormant in its importing of gas propelled tuk tuks into the U.S.
However, with the growing emphasis on sustainable “green” energy and the recognition of the continuing rising oil prices, in 2011 the project's short dormancy was rejuvenated being redirected towards introduction of a complete line of all-electric tuk tuks. The line included eight models of "street legal" tuk tuks including passenger, utility, and delivery vehicles. These were offered under the manufacturer’s new name, Electro Technologies LLC, and marketed and sold exclusively through Tuk Tuk Transport LLC of Lenoir City, Tennessee, under the leadership of C. Phillip Tallant.
Prior to 2013, the greatest obstacle to commercial transportation usage of the electric tuk tuks created by Electro Technologies was addressed in mid 2013 by providing a means by which ET Tuk Tuks could be in service 24/7. With this advancement grew the opportunity for formation of Tuk Tuk of America, a company by which partnering affiliates across the U.S. could begin their own local niche urban mobility transportation company with guaranteed protected territories.
FUEL EFFICIENCY & POLLUTION
In July 1998, the Supreme Court of India ordered the Delhi government to implement CNG or LPG (Autogas) fuel for all autos and for the entire bus fleet in and around the city.[citation needed] Delhi's air quality has improved with the switch to CNG. Initially, auto rickshaw drivers in Delhi had to wait in long queues for CNG refueling, but the situation has improved with the increase of CNG stations. Certain local governments are pushing for four-stroke engines instead of the current two-stroke versions. Typical mileage for an Indian-made auto rickshaw is around 35 kilometers per liter of petrol (about 2.9 L per 100 km, or 82 miles per gallon [United States (wet measure), 100 miles per gallon Imperial (United Kingdom, Canada)]. Pakistan has passed a similar law prohibiting auto rickshaws in certain areas. CNG auto rickshaws have started to appear in huge numbers in many Pakistani cities.
In January 2007 the Sri Lankan government also banned two-stroke trishaws to reduce air pollution. In the Philippines there are projects to convert carburated two-stroke engines to direct-injected via Envirofit technology. Research has shown LPG or CNG gas direct-injection to be retrofit-able to existing engines in similar fashion to the Envirofit system. In Vigan City majority of tricycles-for-hire as of 2008 are powered by motorcycles with four-stroke engines, as tricycles with two-stroke motorcycles are prevented from receiving operating permits. Direct injection is standard equipment on new machines in India.
In March 2009 an international consortium coordinated by the International Centre for Hydrogen Energy Technologies initiated a two-year public-private partnership of local and international stakeholders aiming at operating a fleet of 15 hydrogen-fueled three-wheeled vehicles in New Delhi's Pragati Maidan complex. As of January 2011, the project was upon completion.
In the meantime, in October, 2011, the Department of Transportation for the U.S. approved the complete 2012 series of American made, all-electric tuk tuks by Electro Technologies. Chassis were still being shipped in from Thailand, but now with the inclusion of all electrical components as manufactured only in the U.S. with assembly completed in Chattanooga, Tennessee. The American made electric tuk tuks were unique in that they were charged through common 110v outlets providing a range of 60 to 100(+) miles per charge (depending upon model and conditions) with a recharge time between 4 to 6 hours. The Electro Technologies Tuk Tuks topped out at 40 miles per hour which perfectly addresses the needs of their design; niche urban mobile transportation.
The greatest obstacle to daily usage in niche urban mobile commercial transportation was addressed in 2013 by Electro Technologies when they introduced their quick-release battery pack allowing for restoration of 100% power availability in just a few short minutes. This commercial upgrade allowed niche urban transportation businesses to operate 24/7 with no interruption to business.
TRAFFIC ISSUES
Auto rickshaws have a top-speed of around 50 km/h (about 31 mph) and a cruising speed of around 35 km/h (22 mph), much slower than the automobiles they share the road with. Traffic authorities in big cities try to implement mechanisms to reduce the resulting traffic slowing, but none have proven effective.
The MMW Tuk Tuk has a top speed of around 70 mph and with the introduction of the new turbo will have much improved acceleration, to allow for increased speed these Tuk Tuks have anti-roll bars and are fitted with disc brakes.
The triangular form of the vehicle makes maneuvering easy, with the single front wheel negotiating the available gap, and the rear two wheels forcing a larger space. Care must be taken even at low speeds, however, because of the stability problems of three-wheeler vehicles with a single front wheel. Such a "delta"-configuration three-wheeler can easily roll if the driver turns while braking.
In the Philippines, 2-stroke motor tricycle such as Yamaha RS-100T can give a top speed of 55 km/h (one passenger in the sidecar), or 30–40 km/h (full passengers in the sidecar).
More powerful four-stroke motor tricycles such as Honda TMX & Yamaha STX & Bajaj CT-100 can give a top speed up to 70–85 km/h (special trip/one passenger) or 40–50 km/h (full passengers).
RACING
Due to their relatively low top-speed, auto rickshaws have never lent themselves to conventional road or street racing. However, their modest speed, simple construction and impressive fuel economy has endeared them to the international amateur adventuring community, most notably with the Rickshaw Run and also the Indian Autorickshaw Challenge, and even off-road racing with the Apecar competitions in Italy. A Tuk Tuk built by Art In Motion, LLC competed in the 2008 Fireball Run II – Back to the Track
PORTRAYAL IN MEDIA
Auto rickshaws are often portrayed in Indian films (Auto Shankar, Basha, Aye Auto, Oram Po, Hero Hiralal) as well as some Hollywood and foreign productions such as the James Bond film Octopussy, the Canada-India film Amal and the Indonesian movie Pembalasan Rambu. Auto rickshaws are also prominent in the fuel-poor London of 2027 A.D. depicted in Children of Men. A memorable tuk-tuk chase features in the Thai film Ong-Bak: Muay Thai Warrior, climaxing with many of them driving off the edge of an unfinished elevated expressway. The video games Just Cause 2, Stuntman, Far Cry 4 and Battlefield: Bad Company 2: Vietnam feature Tuk-Tuks as drivable vehicles. James Bond (Pierce Brosnan) rides in a tuk-tuk in a Visa Card commercial.
WIKIPEDIA
Model: Renke / Eddie
Ringlight. So very in love with it. Look at the wonderful reflection!
I'm gonna try to visit everyone today. Not sure I will suceed 'cause there so much no stuff I haven't seen yet.
This was meant to take on the world this was, but sadly it didn’t get very far! The Rover 800 had so many possibilities, so many variants could have been derived from it, but unfortunately the management was once again very quick to nip this beautiful car in the bud, and the Rover 800 would join that long line of ‘what-could-have-been’ motors that seem to pave British motoring history.
The origin of the Rover 800 goes back to the late 1970’s, when nationalised British car manufacturer and all around general failure British Leyland was absolutely desperate to fix its seemingly endless list of problems. The company had now garnered a reputation for creating some of the worst, most outdated cars of all time, the likes of the Morris Marina, the Austin Allegro and the Triumph TR7 being derided in both critical and customer reviews. A mixture of strike action by uncontrollable Trade Unions led by the infamous Red Robbo had meant that cars were only put together for a few hours per day on a three day week. As such, reliability was atrocious on a biblical scale, be it mechanical, cosmetic or electrical.
As such, in 1979, British Leyland began talks with Japanese car manufacturer Honda to try and help improve the reliability of their machines. The pioneer of this brave new deal was the Triumph Acclaim of 1980, BL’s first reliable car and not a bad little runabout. Basically a rebadged Honda Ballade, the Acclaim wasn’t meant to set the world ablaze, but it certainly helped get the company back onto people’s driveways, selling reasonably well thanks to its reliable mechanics (even if rust was something of an issue). As such, BL decided that from now on it would give its fleet a complete overhaul, basing their new models on Japanese equivalents. From 1984, the Rover 200 arrived on the scene, again, a rebadged Honda Ballade, while the Maestro and the Montego ranges also took on several tips from their Japanese counterparts, though they were primarily based on British underpinnings.
The Rover 800 however spawned quite early on, in 1981 to be exact. Following the catastrophic failure of the Rover SD1 in the American market, which only sold 774 cars before Rover removed itself from the USA altogether, the company was desperate to get another foothold across the pond. As such, the new project, dubbed project XX, would be the icing on the cake in terms of British Leyland’s fleet overhaul, a smooth and sophisticated executive saloon to conquer the world. However, plans were pushed back after the launch of the Montego and the Maestro, and thus project XX wouldn’t see the light of day again until about 1984.
Still in production and suffering from being long-in-the-tooth, the Rover SD1 was now coming up on 10 years old, and though a sublime car in terms of style and performance, it was now struggling in sales. Rover really needed to replace this golden oldie, and thus project XX was back on. In the usual fashion, Honda was consulted, and it was decided that the car would be based on that company’s own executive saloon, the Honda Legend. Jointly developed at Rover’s Cowley plant and Honda’s Tochigi development centre, both cars shared the same core structure and floorplan, but they each had their own unique exterior bodywork and interior. Under the agreement, Honda would supply the V6 petrol engine, both automatic and manual transmissions and the chassis design, whilst BL would provide the 4-cylinder petrol engine and much of the electrical systems. The agreement also included that UK-market Honda Legends would be built at the Cowley Plant, and the presence of the Legend in the UK would be smaller than that of the Rover 800, with profits from the 800 shared between the two companies.
Launched on July 10th, 1986, the Rover 800 was welcomed with warm reviews regarding its style, its performance and its reliability. Though driving performance was pretty much the same as the Honda Legend, what put the Rover above its Japanese counterpart was its sheer internal elegance and beauty, combined with a differing external design that borrowed cues from the outgoing SD1. The 800 also provided the company with some much-needed optimism, especially following the gradual breakup of British Leyland by the Thatcher Government between 1980 and 1986.
Following her election in 1979, Prime Minister Margaret Thatcher took a no nonsense attitude to the striking unions, and the best form of defence was attack. To shave millions from the deficit, she reduced government spending on nationalised companies such as British Airways, British Coal Board, British Steel and British Leyland by selling them to private ownership. For British Leyland, the slow breakup of the company started with the sale of Leyland Trucks and Buses to DAF of Holland and Volvo, respectively. 1984 saw Jaguar made independent and later bought by Ford, but when rumours circulated that the remains of British Leyland would be sold to foreign ownership, share prices crashed, and the company was privatised and put into the hands of British Aerospace on the strict understanding that the company could not be sold again for four years. With this move, British Leyland was renamed Rover Group, the Austin badge being dropped, and the only remaining brands left being the eponymous Rover and sporty MG.
In the light of this tumultuous period, many of Rover and MG’s projects had to be scrapped in light of turbulent share prices and income, these projects including the Austin AR16 family car range (based largely off the Rover 800) and the MG EX-E supercar. The Rover 800 however was the first model to be released by the company following privatisation, and doing well initially in terms of sales, hopes were high that the Rover 800 would herald the end of the company’s troubled spell under British Leyland. The Rover 800 was planned to spearhead multiple Rover ventures, including a return to the US-market in the form of the Sterling, and a coupe concept to beat the world, the sublime Rover CCV.
However, British Leyland may have been gone, but their management and its incompetence remained. Rather than taking the formation of Rover Group as a golden opportunity to clean up the company’s act, to the management it was business as usual, and the Rover 800 began to suffer as a consequence. A lack of proper quality control and a cost-cutting attitude meant that despite all the Japanese reliability that had been layered on these machines in the design stage, the cars were still highly unreliable when they left the factory.
Perhaps the biggest sentiment to the 800’s failure was the Sterling in America. The Sterling had been named as such due to Rover’s reputation being tarnished by the failure of the unreliable SD1. Initial sales were very promising with the Sterling, a simple design with oodles of luxury that was price competitive with family sedan’s such as the Ford LTD and the Chevy Caprice. However, once the problems with reliability and quality began to rear their heads, sales plummeted and the Sterling very quickly fell short of its sales quota, only selling 14,000 of the forecast 30,000 cars per annum. Sales dropped year by year until eventually the Sterling brand was axed in 1991.
With the death of the Sterling came the death of the CCV, a luxury motor that had already won over investors in both Europe and the USA. The fantastic design that had wooed the American market and was ready to go on sale across the States was axed unceremoniously in 1987, and with it any attempt to try and capture the American market ever again.
In 1991, Rover Group, seeing their sales were still tumbling, and with unreliable callbacks to British Leyland like the Maestro and Montego still on sale, the company decided to have yet another shakeup to try and refresh its image. The project, dubbed R17, went back to the company’s roots of grand old England, and the Rover 800 was the first to feel its touch. The R17 facelift saw the 800’s angular lines smoothed with revised light-clusters, a low-smooth body, and the addition of a grille, attempting to harp back to the likes of the luxurious Rover P5 of the 1960’s. Engines were also updated, with the previous M16 Honda engine being replaced by a crisp 2.0L T16, which gave the car some good performance. The car was also made available in a set of additional ranges, including a coupe and the sport Vitesse, complete with a higher performance engine.
Early reviews of the R17 800 were favourable, many critics lauding its design changes and luxurious interior, especially given its price competitiveness against comparable machines such as the Vauxhall Omega and the Ford Mondeo. Even Jeremy Clarkson, a man who fervently hated Rover and everything it stood for, couldn’t help but give it a good review on Top Gear. However, motoring critics were quick to point out the fact that by this time Honda was really starting to sell heavily in the UK and Europe, and people now asked themselves why they’d want to buy the Rover 800, a near carbon-copy of the Honda Legend, for twice the price but equal performance. Wood and leather furnishings are very nice, but not all motorists are interested in that, some are just interested in a reliable and practical machine to run around in.
As such, the Rover 800’s sales domestically were very good, it becoming the best-selling car in the UK for 1992, but in Europe not so much. Though Rover 800’s did make it across the Channel, the BMW 5-Series and other contemporary European models had the market sown up clean, and the Rover 800 never truly made an impact internationally. On average, the car sold well in the early 1990’s, but as time went on the car’s place in the market fell to just over 10,000 per year by 1995. Rover needed another shake-up, and the Rover 75 did just that.
In 1994, Rover Group was sold to BMW, and their brave new star to get the company back in the good books of the motoring public was the Rover 75, an executive saloon to beat the world. With this new face in the company’s showrooms, the Rover 800 and its 10 year old design was put out to grass following its launch in 1998. Selling only around 6,500 cars in its final full year of production, the Rover 800 finished sales in 1999 and disappeared, the last relic of the British Leyland/Honda tie up from the 1980’s.
Today the Rover 800 finds itself under a mixed reception. While some argue that it was the last true Rover before the BMW buyout, others will fervently deride it as a Honda with a Rover badge, a humiliation of a Rover, and truly the point where the company lost its identity. I personally believe it to be a magnificent car, a car with purpose, a car with promise, but none of those promises fulfilled. It could have truly been the face of a new Rover in the late 1980’s, and could have returned the company to the front line of the motoring world, at least in Britain. But sadly, management incompetence won again for the British motor industry, and the Rover 800 ended its days a lukewarm reminder that we really didn’t know a good thing until it was gone.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Parder was a successor of the Tiger I & II tanks, combining the latter's thick armor with the armor sloping used on the Panther medium tank (which was, in fact, inspired by Soviet designs, most of all by the T-34). While several Entwicklungspanzer designs were under development, the Parder was a short-term attempt to overcome the Tiger II's main shortcoming: its weight of almost seventy metric tons (it was protected by up to 180 mm/7.1" of front armor!), the resulting lack of mobility and an overburdened drivetrain originally intended for a lighter vehicle. Leaking seals and gaskets also took their toll on reliability.
In order to keep the development phase short the Parder used basically the same chassis as the Tiger II, as well as the engine, transmission and the long barreled 8.8 cm KwK 43 L/71 gun. But it reveiced a new hull with optimized armor and many detail modifications that reduced the overall weight by more than ten tons, getting overall weight back to the level of the Tiger I
The SdKfz. 190 used a conventional hull design with sloped armor from all sides, resembling the layout of the T-34 a lot. Its was so effective that the front armor could be reduced to 120 mm (4.7 in) with only little loss in protection. The crew was reduced to four, only the driver remained in the hull and the front machine gun was omitted, too.
The 'Parder' (archaic German term for leopard), how the vehicle was semi-officially christened by the Entwicklungskommission Panzer, had a rear mounted engine and used nine steel-tired overlapping road wheels per side with internal springing, mounted on transverse torsion bars.
The turret had been designed by Krupp and featured a rounded front and steeply sloped sides, with a difficult-to-manufacture curved bulge on the turret's left side to accommodate the commander's cupola (often related to as the "Porsche" turret). The powerful 8.8 cm KwK 43 L/71 gun was combined with the Turmzielfernrohr 9d (German "turret telescopic sight") monocular sight by Leitz - a very accurate and deadly weapon.
During practice, the estimated probability of a first round hit on a 2 m (6 ft 7 in) high, 2.5 m (8 ft 2 in) wide target only dropped below 100 percent at ranges beyond 1,000 m (0.62 mi), to 95–97 percent at 1,500 metres (0.93 mi) and 85–87 percent at 2,000 m (1.2 mi), depending on ammunition type. Recorded combat performance was lower, but still over 80 percent at 1,000 m, in the 60s at 1,500 m and the 40s at 2,000 m.
Penetration of armored plate inclined at 30 degrees was 202 and 132 mm (8.0 and 5.2 in) at 100 m (110 yd) and 2,000 m (1.2 mi) respectively for the Panzergranate 39/43 projectile (PzGr—armor-piercing shell), and 238 and 153 mm (9.4 and 6.0 in) for the PzGr. 40/43 projectile between the same ranges. The Sprenggranate 43 (SpGr) high-explosive round was available for soft targets, or the Hohlgranate or Hohlgeschoss 39 (HlGr—HEAT or High explosive anti-tank warhead) round, which had 90 mm (3.5 in) penetration at any range, could be used as a dual-purpose munition against soft or armored targets.
Like all German tanks, the Parder had a gasoline engine; in this case the same 700 PS (690 hp, 515 kW) V-12 Maybach HL 230 P30 which powered the Panther, Tiger I and Tiger II tanks. The Tiger II was under-powered with it, though, and consumed a lot of fuel, which was in short supply for the Germans, but in the Parder it proved to be adequate, even though performance was not oustanding. The transmission was the Maybach OLVAR EG 40 12 16 Model B, giving eight forward gears and four reverse, which drove the steering gear.
In order to distribute the tank's weight an extra wide track was used, but this meant that each tank was issued with two sets of tracks: a normal "battle track" and a narrower "transport" version used during rail movement. The transport tracks reduced the overall width of the load and could be used to drive the tank short distances on firm ground.
The Parder was, like many German late war designs, rushed into combat, but thanks to its Tiger I & II heritage many mechanical teething problems had already been corrected. Reliability was considerably improved compared to the much heavier Tiger II, and the Parder did prove to be a very effective fighting vehicle, especially in a defensive role. However, some design flaws, such as its weak final drive units, were never corrected due to raw material shortages, and more tanks were given up by the crews than actually destroyed in combat.
The Parder was issued to heavy tank battalions of the Army (Schwere Heerespanzerabteilung – abbreviated s.H.Pz.Abt) where it replaced the Tiger I & II.
Specifications:
Crew Four (commander, gunner, loader, driver)
Weight 54 tonnes (60 short tons)
Length 7.02 metres (23 ft in) (hull only)
10.64 metres (34 ft 10 1/3 in) with gun forward
Width 3.88 metres (12 ft 9 in)
4.14 metres (13 ft 6 3/4 in) with optional Thoma shields
Height 2.84 metres (9 ft 4 in) w/o AA machine gun
Suspension torsion-bar
Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)
Fuel capacity: 820 l (180 imp gal; 220 US gal)
Armor:
30–120 mm (1.2 – 4.7 in)
Performance:
Speed
- Maximum, road: 41.5 km/h (25.8 mph)
- Sustained, road: 38 km/h (24 mph)
- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)
Operational range: 240 km (150 mi)
Power/weight: 12,96 PS/tonne (11,5 hp/ton)
Engine:
V-12 Maybach HL 230 P30 gasoline with 700 PS (690 hp, 515 kW)
Transmission:
Maybach OLVAR EG 40 12 16 B (8 forward and 4 reverse)
Armament:
1× 8.8 cm KwK 43 L/71 with 80 rounds
1× co-axial 7.92 mm Maschinengewehr 34 with 3.000 rounds
The kit and its assembly:
Something different… a whif tank! This was spawned from curiosity and the “wish” to build a German vehicle that would fit right into the E-25… E-100 range of experimental tanks.
It was to become a battle tank, and while browsing options and donation kits, I settled upon a replacement for the formidable but heavy and cumbersome Tiger B, also known as Tiger II, Königstiger or (wrongfully translated) King Tiger.
Anyway, creating a tank that would look (late war) German and still be whiffy was trickier than expected, and finally easier than expected, too. My solution would be a kit bashing: using many Tiger B parts (including the stylish Porsche tower and the running gear) and combining it with a hull that would offer better armor angles and look less “boxy”.
I effectively bashed two kits: one is the excellent 1:72 early Tiger B from Dragon, the other is Roden’s Soviet IS-3 tank – also very nice, even though the styrene is somewhat brittle.
My biggest fear was the running gear – combining the IS-3 hull with the Tiger B’s totally different legs scared me a lot – until I found that the parts from both kits (the Tiger B’s lower hull with all the suspension and the IS-3’s upper hull) could be combined rather easily combined. Just some cuts and improvised intersections, and the “new” tank hull was done!
As a side effect, the huge turret moved forward, and this considerably changes the silhouette. The IS-3’s opening had only to be widened slightly in order to accept the Porsche turret. Things matched up pretty well, also concerning size and proportions.
Otherwise, not much was changed. All wheels and tracks come from the Trumpeter Tiger B, the turret was also borrowed wholesale. I just changed some details (e. g. moving the spare track elements to the hull front), added some handles and also a heavy AA machine gun on the commander’s cupola, which is OOB, too.
Too simple? Well, for me it was not enough. For a more personal edge to the kit I decided to add Thoma skirts! Not the massive 5mm plates you frequently see on late Panzer IV tanks and its derivatives, rather the mesh type – lighter, less material-consuming, and a very special detail.
These were scratched. There are PE sets available, but that was too expensive and I was not certain if such items would fit in shape and size? So I made a cardboard template for the flanks and built a pair of skirts from styrene strips and a fine PET mesh that I had salvaged from a wallet long time ago.
The stuff is hard to glue onto something, so the styrene frame had to carry the mesh parts – and it works! The attachments to the hull were also scratched from styrene.
The Thoma shields add more width to the flat tank, but I think that they set the kit even more apart than just the borrowed IS-3 hull?
Painting and markings:
Hmmm, not totally happy with the finish. This was supposed to become a simple Hinterhalt (Ambush) paint scheme in Dark Yellow, Olive Green and Red Brown, but I did so much weathering that not much from the scheme can be recognized…
Painting was straightforward, though – I used Humbrol 94 and 173 as well as Modelmaster’s RAL 6003 as basic colors. The scheme’s benchmark is the official Tiger B scheme.
The basic colors received mottles in green on the yellow and yellow on the green and brown, and then the thing was thoroughly weathered with a black ink wash, dry-brushing, some aquarelle paint to simulate dust, and finally some pigments that simulate mud.
The tracks are made from soft vinyl, and also received a paint treatment in order to get rid of that shiny vinyl look: at first, with a mix of black and silver, which was immediately wiped off again, and later with a second, similar turn with silver and dark brown.
The mud was added just before the whole running gear was mounted as one of the final assembly stages, and final retouches were made with acrylic umbra paint.
Alas, I think I overdid it – much of the formidable and very attractive paint scheme was lost, even though the yucky, brownish finish now also works fine and looks like rough duty?
So, an experiment with good and bad results. Certainly not the last whif tank (at least one more on the agenda), and after so many aircraft a new kind of challenge. ^^
The mechanical reliability of MTA New York City Transit’s fleet of 6,200 subway cars has been a major source of pride for employees. That achievement stems from a simple idea; fix things before they break. That is the philosophy behind the Scheduled Maintenance System (SMS) program developed by the Division of Car Equipment as a way of maintaining the reliability of new subway cars and older subway cars that had gone through the General Overhaul (GOH) program.
Photo: Patrick Cashin / Metropolitan Transportation Authority
This Highway 1 four-laning project through the Village of Chase will improve safety and reliability for people travelling along this important corridor. The project includes: Widening 1.6 km of highway to four lanes through the Village of Chase including new grade-separated access, median and roadside barrier, active transportation and municipal infrastructure improvements.
Staff of the Nauru Utilities Corporation (NUC) at work.
The Electricity Supply Security and Sustainability Project intends to increase the reliability and sustainability of power generation in Nauru.
The Institutional Strengthening of the Nauru Utilities Corporation (NUC) supports the management and governance of the organization.
Read more on:
Electricity Supply Security and Sustainability
Institutional Strengthening of the Nauru Utilities Corporation
The New Trakker make every job possible even in extreme offroad conditions.
Discover it and download the app in Apple App Store or in Google Play Store!
Decided to invest in a aluminium coolant tank to eliminate a known weak point of the Mini Cooper R50 / R52 / R53 platform.
There are several options, I find it important to know what the coolant level is without opening the coolant cap. So an inspection window was important in my choice.
Because the Airtec had delivery issues, I opted for the DaveFab. And it looks the part, but is relatively expensive. But reliability is more important, thats why I also bought the ATI Super Damper.
JCP&L plans to spend $357 million in 2018 on infrastructure projects and other work to enhance customer reliability across its 13-county northern and central New Jersey service area. Major projects scheduled include replacing remote-controlled substation equipment used to monitor and respond to grid conditions, replacing 34.5 kilovolt (kV) substation circuit breakers and upgrading distribution circuit breakers and more than 90 circuit upgrades.
JCP&L plans to spend $357 million in 2018 on infrastructure projects and other work to enhance customer reliability across its 13-county northern and central New Jersey service area. Major projects scheduled include replacing remote-controlled substation equipment used to monitor and respond to grid conditions, replacing 34.5 kilovolt (kV) substation circuit breakers and upgrading distribution circuit breakers and more than 90 circuit upgrades.
A helicopter pilot carefully guides a lead line onto a pulley as one of the first steps in the transmission cable pulling process.
Penelec, a subsidiary of FirstEnergy Corp. (NYSE: FE), has begun a significant project to help prevent or minimize service disruptions in downtown Johnstown, Cambria County, by reinforcing its underground electrical network.
Crews work on the Southwest Michigan 1200B Pipeline, The $120 million project will run 24 miles through St. Joseph and Branch counties and completes a 90-mile dual gas transmission pipeline corridor, which will increase value, reliability and safety for Consumers Energy’s 1.7 million natural gas customers.
Uptime Elements and Certified Reliability Leader at the Oracle Work and Asset Management User Group in 2015
2016 Lexus LS 460 Reliability 2016 Lexus LS 460 Reliability -Â The only typical problems I hear with this design is wind sound, however then once again the car is damn peaceful Car USÂ Review and I would like to get one if I choose to ditch my strategies for a 2011 GTR. You're not going to get
Specialized pipeline inspection equipment is used to inspect the inside of natural gas pipelines to look for dents, corrosion and other items. Consumers Energy is inspecting nearly 300 miles of natural gas pipeline in 2015 to proactively seek and repair imperfections that could compromise the integrity of those lines and potentially affect their operation.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
AJS 350 Motorcycle with a stunning backdrop parked up at Tan Hill Inn during the Reliability Run 2011.
To help enhance service reliability for customers, Jersey Central Power & Light (JCP&L) is continuing construction work this summer and throughout the remainder of 2016 on distribution and transmission infrastructure projects totaling approximately $387 million in its northern and central New Jersey service areas.
Crews work on the Southwest Michigan 1200B Pipeline, The $120 million project will run 24 miles through St. Joseph and Branch counties and completes a 90-mile dual gas transmission pipeline corridor, which will increase value, reliability and safety for Consumers Energy’s 1.7 million natural gas customers.
UNESCO Tentativelist.
whc.unesco.org/en/tentativelists/5906/
Ancient City of Kaunos
Turkey
Date of Submission: 15/04/2014
Criteria: (i)(ii)(iii)(iv)
Category: Cultural
Submitted by:
Permanent Delegation of Turkey to UNESCO
State, Province or Region:
City of Mugla, Mediterranean Region
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Property names are listed in the language in which they have been submitted by the State Party
Description
The property within boundaries of District of Koycegiz is located in the face of Dalyan City and on the right shores of Dalyan Stream (Calbis) which connect Koycegiz Lake to Mediterranean. It was the capital of the ‘Kaunos Region’ between the Caria and Lycia until the beginning of the 4th BC.
The existence of Kaunos had known by the scholars but its location was a mystery until English archaeologist Hoskyn discovered it in 1842. Swedish archaeologist P. Roos defined the independent state boundaries of Kaunos as follows: “Starting from the Fethiye Bay at the north and Ancient City of Krya at the north of the bay; extending till Tlos at the 35 km east of Fethiye, Idyma at Gokova Bay at the west and Çamkoy located in the west of Urla which is little forward to north.” In today’s context, the coastal area starting from the south plains of Mugla and extending till the mountains between Mugla and Antalya was under the sovereignty of Kaunos. Kaunos has kept this borders until the 4th century BC but then lost its statue of sovereign state after the Persian invasion. It was one of two cities resisting against Persian invasion (other is Xanthos) such that they paid high taxes to prevailing states many times in order to keep their independency as a port city.
Kaunos was mentioned as Ksibde in Lycian scripts, while as Kbid in the scripts of other surrounding cities. Life style and language of Kaunos people share similarities with Carian people except five letters in their alphabet are not seen in latter which makes Kaunos language is unique to them. Heredot reveals in this respect that “There is Carian influence in their language or their influence in Carian language. This is an issue which I couldn’t clarify.” In fact, epigraphic materials in Carian language are found mostly in Kaunos today. Kaunosian could not be understood until very recently just because Carian language was not decoded. However, by virtue of a stela written in Greek and Carian, it has been possible to unravel Carian language and a little of Kaunosian due to Greek language had already been known.
Kaunos was an important sea port city with two ports; one is in the south at the southeast of Küçük Kale (Small Castle) and the inner port at its northwest, the present Sülüklü Göl (the Lake of the Leeches). The southern port was used from the foundation of the city till roughly the end of the Hellenistic era, after which it became inaccessible due to its drying out. The latter was used till the late days of Kaunos, but due to the silting of the delta and the ports, Kaunos had by then lost its important function as a trade port and started becoming poor. After Caria had been captured by Turkish tribes and the serious malaria epidemic of the 15th century AD, Kaunos was completely abandoned.
The city was constructed on terraces; significant religious structures like Baselius Kaunios Temple, Apollon Sanctuary and Demeter Sacred Rocks on one side and Bath, Theatre and other structures including Palaestra on a large terrace which is called Upper City on the other. The monumental terrace on which the Upper City situated connects Baliklar Mountain with the Acropolis by extending the city into Mediterranean like a tongue and naturally creating a second harbour basin in the east.
In many places in the ancient city, it has been found stone cutlery and arrowheads from Palaeolithic era. The finding and remains in Kaunos reveal the prosperity of the city as a great power of its time and that it was a sovereign state which minted on its behalf. The coins printed in this region especially in the first half of the 5th century BC are of great importance since a winged figure is displayed on the front side while pyramidal formed monoliths on the back. Besides, letters of K and B found on the coins are important due to they are the first two letters of the first name of Kaunos, Kbid.
The oldest find at the Kaunos archaeological site is the neck of a Protogeometric amphora dating back to the 9th century BC, or even earlier. A statue found at the western gate of the city walls, pieces of imported Attic ceramics and the South – Southeast oriented city walls show habitation in the 6th century BC. Although none of the architectural finds at Kaunos itself dates back to earlier than the 4th century BC, history of Kaunos is believed much earlier than that.
Because of the paleogeographic formation of Dalyan Delta and the silting of the former Bay of Dalyan (from approx. 200 BC onwards), Kaunos is now located about 8 km from the coast.
Fuses separate lines into numerous segments so that damage to the distribution system can be quickly isolated. That means fewer customers are impacted by outages caused by trees, vehicle accidents or equipment issues.
Power outages caused last year by squirrels, raccoons and other curious animals getting into Consumers Energy’s substations dropped by more than 50 percent as construction work continues across the state to keep animals out and the lights on.
Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.