The construction of a new fire station to replace Gipton and Stanks fire stations and removal of 24 fulltime posts from the establishment by way of planned retirements.

Key Points:

 Gipton is classed as a very high risk area and Stanks as medium risk area.

 Stanks fire station is poorly located at the outer edge of the local community and access/egress from the site is problematic.

 In the 5 year period between 2004/5 and 2009/10 operational demand in these areas reduced by 28% (there has been a reduction of 61% of serious fires) . 2

 WYFRS has piloted a new type of vehicle (Fire Response Unit) to deal with smaller fires and incidents to free up fire appliances to respond to more serious emergencies.

 The pilot has been successful and it is believed that a District based Fire Response Unit will handle in the region of 3,000 calls per year.

 The new fire station would have lower running costs.

 The two Killingbeck fire appliances would be supplemented by a Resilience Pump for use during spate conditions.

 Targeted community safety and risk reduction work would continue.

1. Foreword

1.1 This proposal forms one of a number of similar initiatives developed by West Yorkshire Fire and Rescue Service (WYFRS) as part of its plans for the future provision of a highly effective and professional Fire and Rescue Service.

1.2 Each proposal is based on sound and comprehensive research, using real data from past performance and predictions of future demand and risk. Multiple sources of analysis have been used, allied to professional judgment and experience, to form the basis of robust business cases for change. The proposals are also reflective of the significant improvements in fire and community safety achieved over the past 10 years and represents a return on the investment made by the Authority on behalf of the public of West Yorkshire.

1.3 The proposals also incorporate a number of new and innovative approaches to addressing the challenge of maintaining high standards of performance for an emergency response service, within ever tightening financial constraints. The proposals have been developed as a package of inter related initiatives, representing major capital investment in local communities, whilst at the same time delivering annual recurring savings.

2. Introduction

2.1. Gipton fire station was constructed in 1937; it provides the initial emergency response cover for the residential and commercial areas of Gipton, Harehills, Burmantofts, Killingbeck, Halton Moor and Oakwood.

 The fire station area covers approximately 8.45 square miles.

 There is a population of 75,316.

 There are approximately 2015 commercial properties within the area.

2.2. Stanks fire station was constructed 1973; it provides the initial emergency response cover for the mainly residential locations of Whinmoor, Swarcliffe, Whitkirk, Colton, Halton, Crossgates, Scarcroft, North Seacroft, Wellington Hill, Manston, Barwick-in-Elmet, Scholes and Thorner.

 The station area covers approximately 14.39 square miles

 There is a population of 42,452

 There are approximately 663 commercial properties within the area.

2.3. Gipton has been classified as a very high risk area using the WYFRS Risk Matrix methodology. During 2009/10 there were 2196 operational incidents within this area including 86 dwelling fires and 33 Road Traffic Collisions. Stanks fire station area has been classified as medium risk and during the same period there were 688 operational incidents in the area including 34 dwelling fires and 12 Road Traffic Collisions. 1

2.4. Three fire appliances currently provide the initial fire and rescue coverage for Gipton and Stanks and are constantly crewed by 60 whole-time firefighters. The operational demand in these areas has reduced by 28% between 2004/5 and 2009/10 (there has been a reduction of 61% of serious fires) yet the provision of operational resources has remained the same over this period of time. 24

3. Community Impact Assessment

3.1. The following statement is taken from the 2011-2015 Community Risk Management Strategy and emphasises our commitment to deliver an efficient economic and effective range of services, “Every area within WYFRS will be considered in order to provide a better service at reduced cost”.

3.2. To enable WYFRS to deliver against this commitment a wide range of analysis and modelling tools have been used to determine the current and predicted levels of service delivery, together with their associated costs. These tools have also been used to undertake four separate impact assessments in regard to WYFRS proposals which will seek to:

 Identify options which minimise reductions in service delivery standards and where there is scope for service delivery improvement.

 Develop measures that will mitigate any negative impact upon service delivery and where possible maximise opportunities to achieve improvements.

3.3. WYFRS has developed a risk matrix which allocates a separate score/rating for hazards within communities. It is possible to use this risk rating in conjunction with the costs for providing services to each fire station to compare the cost of fire and rescue cover for each area. Gipton is one of the more cost effective stations in West Yorkshire but Stanks is almost 50% more expensive proportionate to the risk. 6

3.4. For most parts of the day the operational demand on resources based at the new station will be comparable to those of equally resourced fire stations. Figure 1 compares the predicted average operational activity levels for the new station with those of two other fire stations provided with two appliances. It indicates that although operational activity levels are generally comparable they are slightly higher during the evening hours due to the occurrence of smaller nuisance fires. 7

3.5. A Fire Response Unit has been piloted in Leeds District; this unit will attend small fires, car fires and certain fire alarms. These types of incident occur frequently in the East Leeds area. Figure 2 shows the level of activity in the new fire station area with the incidents the Fire response Unit attends taken out of the activity levels. The benefit of the Fire Response Unit can clearly be seen. The activity levels for the new station have been reduced considerably compared to other stations; it also shows that the new station will be less operationally active during the evening than the other local stations.

3.6. The new station in East Leeds will have a comparable level of activity to other fire stations provided with two appliances. 7

Figure 2 - Activity Timeline of Incidents Excluding Secondary Fires and Some False Alarms

Site Locations

3.7. An extensive review of emergency response cover has recently been completed and this has included the use of evaluation tools alongside local knowledge and professional judgment to identify optimum locations to build new WYFRS fire stations.

3.8. A site search mapping system has identified a number of appropriate areas across the County to build new fire stations and a number of sites have been identified within these areas which would provide the best solutions. A new fire station site must first be available for purchase and also provide access to road networks, it must not be located within flood plains and it must meet local planning permission requirements.

3.9. Analysis has been undertaken using the Fire Service Emergency Cover (FSEC – see also para 3.15) toolkit, together with the Phoenix/Active resource modelling toolkit.

3.10. The optimum area for a fire station between Gipton and Stanks has been identified as being situated on the A64 in the vicinity of Killingbeck police station. This proposed site is approximately 1.6 miles from Gipton Approach and 2.2 miles from Sherburn Road. The presence of a large site owned by West Yorkshire Police at this location may also present some potential to co-locate resources.

Determining where resources should be located

3.11. Independent research has assisted WYFRS to determine the potential impact that the implementation of each proposal would have on fire appliance attendance times to operational incidents. A simulation model has been used to identify the performance impact of moving resources to the new fire station. This modelling measures how the location of a new fire station would have performed if it had been in existence and responded to the actual incidents that did occurred in this area between 2007/8 and 2009/10. 4

3.12. Models have been run for locating a two fire appliances at Gipton and closing Stanks, and then run again for locating a two fire appliances at Stanks and closing Gipton, both these options provide a significantly lower level of response performance than would be achieved by locating

3.13. The proposals has a small reduction in performance in fire appliance attendance times against the Risk based Planning Assumptions for all incidents across the whole of West Yorkshire of approximately 0.3% for first appliance and 0.1% for the second appliance. 4

3.14. Local Impact – Figure 3 identifies that:

 There is a reduction in response performance against the Risk Based Planning Assumptions in the Gipton station area. The main reason for this is simultaneous activity. This change will be greatly mitigated by the Fire Response Unit. The predicted response times still represent good performance and are appropriate for the. Further impact will be achieved by targeted risk reduction activities.

Fire Service Emergency Cover (FSEC) toolkit

3.15 The FSEC software toolkit has been developed by Central Government (Department for Communities and Local Government) for use by Fire and Rescue Authorities in determining appropriate fire and emergency cover. It enables the relationship between dwelling fire casualties and the social demographics of small areas in the county (super output areas) and the location of response resources (fire stations) to be determined. Four demographic benchmarks are used to demonstrate this relationship and to represent predicted risk associated with a range of appliance response times.

3.16 Analysis of the FSEC outputs (which is a cost benefit analysis in regard to property and life risk) predicts that the relocating the fire station to Killingbeck will:

 Reduce the risk to the community.

 Result in significant efficiencies. 9

3.17 The FSEC modelling suggests that the impact of the Killingbeck proposal would be less than other relocation options

3.18 The Phoenix/Active software tool is another analysis tool used to identify the impact of any changes of the Risk Based Planning Assumptions referred to above. It predicts that locally there is likely to be a small adverse impact on the performance against Risk Based Planning Assumptions. Across the Brigade the impact is negligible. 10

Predicted Risk Level

3.19. A new fire station located, within the Killingbeck area would attract the same risk classification as the Gipton fire station area therefore the new fire station would be classified as very high risk. Targeted risk reduction activity will help to reduce the risk, with the aim of reducing it sufficiently enough to re-categorise the area as high risk in the future. 1

3.20. Isochrones (travel distance) can be drawn around the proposed location of the new fire station (Section 8). These indicate the distance the appliance would be able to travel within the Risk Based Planning Assumption time of 7 minutes.

3.21. Section 8 also illustrates that for this area of West Yorkshire a single fire station in the new location provides fire appliance coverage which is more proportionate to risk than the current arrangements.

Risk Reduction

3.20 During 2010 a comprehensive and integrated framework for service delivery was developed, this is outlined in the Community Risk Management Strategy 2011-15. This was implemented in 2011 and is proving a very effective means for targeting resources and reducing risk and is an essential method for reducing any negative impact of change in fire cover. Fundamental to this approach is the introduction of District Risk Reduction Teams and Local Area Risk Reductions Teams.

3.21 The location of a fire station in the Killingbeck area will enable targeted community safety activities such as Home Fire Safety Checks to continue.

4 Firefighter Safety Impact Assessment

Risk and firefighters gathering risk information about premises.

4.1 One of WYFRS’s risk indicators is dedicated solely to “Firefighter safety” and has taken cognisance of the following statement within the 2009 WYFRS Firefighter Safety Strategy; “Effective gathering and analysis of information prior to operational incident attendance is of critical importance”.

4.2 The firefighter safety indicator captures the following information to reflect this statement:

 The predominance of specified commercial properties within each fire station area.

 The availability of associated risk information held for commercial properties.

 The predominance of high-rise properties within each fire station area.

4.3 The swift arrival of supporting resources can have a beneficial impact upon the safe management of operational incidents and this is the rationale for this information being captured by the indicator.

4.4 Following the 2009/10 evaluation process the firefighter safety risk bandings for Gipton and Stanks have been determined as high and very low respectively. 1

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4.5 The targets for operational risk information for the 2012/13 IRMP Action Plan will be set in a proportionate manner, with areas of higher risk levels receiving a greater number of operational risk information inspections. More inspections will take place in areas such as Gipton to increase the availability of risk information available to firefighters via the Mobile Data Terminals (MDT’s) and as more information is made available the corresponding risk level will be reduced.

4.6 The Premises Data-base currently indicates that there are a total of 1650 commercial properties within the Gipton and Stanks area that have not been made subject to an operational information inspection. A high priority has been placed on firefighters in Gipton visiting the premises where incidents could potentially occur. 11

4.7 It is therefore anticipated that the availability of risk information via the Mobile Data Terminals (MDT’s) for properties within all areas will be considerably improved by 2015, by which time the corresponding firefighter safety risk banding will have been reduced to Medium

The arrival times of the 2nd fire appliance

4.9. During 2009/10 there were a total of 333 operational incidents within the areas of Gipton and Stanks which required the attendance of more than one pumping appliance (one every 1.1 days). 12

4.10. Currently the North and East Leeds area has two fire appliances based at Gipton, Moortown and Leeds with one at Rothwell, Garforth, Stanks and Wetherby.

4.11. Increased second pump arrival times require the first attending crew to manage the initial stages of certain incidents in isolation; there is some potential for fires to become more developed in these initial stages.

4.12. The proposal improves the second appliance attendance times into Garforth station areas and there is little impact for the others local station areas.

5. Equality Impact Assessment

5.1 The new Public Sector Equality Duty places a requirement on the organisation to ensure where changes affect service delivery to the community or employees WYFRS assess those changes for any possible negative impact on equality. In this context equality refers to the protected characteristics in the Equality Act 2010, race, gender, disability, religion and belief, sexual orientation, age, gender-reassignment, maternity and pregnancy and marriage and civil partnerships.

5.2 This Equality Impact Assessment has been completed by using information drawn from the Office for National Statistics in regard to this area and has been used to determine whether the removal of a fire appliance from the area will lead to an adverse or disproportionate impact upon any sections of the population. 13

5.3 A 2008 report provided by the Communities and Local Government (CLG) department analysed the correlation between dwelling fires and socio demographics. This report has been used to provide an indication of whether any particular groups within the population are at heightened risk from fire. The report indicates that sick/disabled persons, lone pensioners and Black Caribbean/African groups were associated with a greater incidence of dwelling fires.

5.4 The Gipton and Harehills population was estimated as being 24,904 during 2001 with a fairly equal gender distribution. The predominant ethnic group within the population is White British with Asian/Asian British representing the next major group, followed by Pakistani, Black British/Caribbean and Asian/British Bangladeshi.

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5.5 Approximately 49% of the resident Gipton and Harehills population are Christians, 23% are of Muslim faith and 25% declared no religious preference. In 2001 16% of the population was aged over 60 and 20% of the population had a limiting long-term illness.

5.6 The WYFRS Prevention strategy contained within the 2011-2015 Community Risk Management Strategy emphasises that risk reduction activities will be focussed toward areas of the county identified as being at higher risk from dwelling fires, deliberate fire setting and road traffic collisions and that an appropriate and proportionate allocation of resources will be made available for District Risk Reduction Teams (DRRT) to achieve this.

5.7 Although the Ward statistics indicate that the communities of Gipton and Harehills are very diverse the findings of the Equality Impact Assessment are that this proposal will not lead to any negative changes in the delivery of Prevention, Protection and Response services and consequently there will be no anticipated impact upon any under-represented groups. The Equality Impact Assessment also confirms that there is no negative impact on any employee group.

6. Organisational Impact Assessment

Efficiencies

6.1 This proposal will enable WYFRS to manage some of the financial deficit caused by reduced government funding.

6.2. The proposal has considered the less than optimal positioning of existing fire stations and appliances together with the reduced operational demand placed and associated costs. The most cost effective solution to these issues is to provide a new fire station and ensure that two fire appliances will be crewed by nine firefighters who will respond to emergencies in less than two minutes from being mobilised.

6.3. This can be achieved by reducing the staffing at Gipton and Stanks by 24 posts; this will be done by way of planned retirements. The staffing and duty system at the new fire station will remain the same.

6.4. The removal of posts that coincide with forecasted retirements will achieve significant revenue savings.

6.5. Although capital investment will be required to construct a new fire station, part of these costs will potentially be off-set by the sale of the two existing fire station sites.

6.6. There will be other associated savings delivered by this proposal, including:

 Reduction of Personal Protective Equipment.

 Reduction in consumables and station maintenance costs.

 The new station will be more environmentally friendly and have energy efficiency technology.

6.7. The analysis undertaken for Gipton and Stanks has identified that there is considerable overlap in the existing Risk Based Planning Assumption isochrones (footprints) for these areas. This overlap represents a duplication of resource coverage and therefore one of the objectives for providing a more efficient service within these areas is to reduce this overlap. 14

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Impact across West Yorkshire and Resilience

6.8 The reduction in pumping appliances in this area does have a small impact upon attendance times against the Risk Based Planning Assumptions across West Yorkshire for all incidents; performance is reduced by 0.3% for first appliances and 0.1% for second appliances. 4

6.9 In order to maintain WYFRS’s operational resilience, the fire appliance currently sited at Stanks will be relocated at the new fire station. This fire appliance will not be continually staff but will be activated during periods of anticipated or unanticipated high levels of operational activity and in response to significant events which could affect emergency response; such as wide area flooding, bonfire night, periods of bad weather or when attending very large incidents.

6.10 The use of Resilience Pumps supports WYFRS strategy of staffing the appropriate number of fire appliances for normal levels of activity and having the mechanisms to add further fire appliance when required. This strategy is important in maintaining an excellent fire and rescue service whilst meeting the efficiencies required by the reduction in public service budgets.

7. Conclusions

7.1 The existing fire stations at Gipton and Stanks are 3.7 miles apart and consolidating resources at a new fire station at a central location is an economic, effective and efficient way of providing fire and rescue services for these areas.

7.2 The provision of two front-line fire appliances constantly crewed by whole-time firefighters is still deemed appropriate for this area despite the success of previous year’s risk reduction activities.

7.3 Targeted risk reduction initiatives co-ordinated by the Leeds Outer North East, Inner North East and Outer East Local Area Risk Reduction Teams will be undertaken.

7.4 It is expected that the targets established for gathering safety critical risk information, will mitigate the impact upon the safety of WYFRS firefighters resulting from the removal of a pumping appliance from this area.

7.5 The introduction of a Resilience Pump will maintain three appliances in the area and support WYFRSs resilience arrangements

7.6 The consolidation of Gipton and Stanks resources at one central location together with the addition of a Resilience Pump will deliver significant efficiency savings whilst maintaining a high level of service delivery and providing employees with vastly improved accommodation facilities.

The Burgoyne Bridge in downtown St Catharines, Ontario is about to be replaced. After more than 100 years of service, the time has come to recognize the old bridge is now past its design life and the costs of keeping it in use are no longer acceptable. So a new bridge it will be. Along with two of my Bando de Kvar (www.flickr.com/groups/2472126@N24/) compatriots on our weekend photo exploration of St Kitts (the local term of endearment for St Catharines), we headed of for a (possibly) last look at the underside of the bridge on the downtown end. Here you can find graffiti on the surfaces of the pier walls and the girders, as well as garbage. Clearly the area has been used not simply as shelter for people 'living rough', but also by drug users. The area is littered with used needles and condoms as well as the odd spoon and pieces of cord, souvenirs of drug use and possibly other activities. The construction equipment now beginning to take over the area will no doubt put at least a temporary damper on these activities. But even in all that, there is a sort of beauty-in-decay look to it all. - JW

Date Taken: 2014-03-23

Tech Details:

This is a hybrid HDR image. The original image series spaced at EV+/-2 stops was used to create three HDR versions: light, medium and dark. Using the medium version as the base, selected elements from the light and dark versions were used to improve detail and colour in certain areas. Hence the result is a hybrid creation based on three HDR variants of the original HDR image.

The original three image set was taken using a tripod-mounted Nikon D7100 fitted with a Nikkor 12-24mm lense set to 16mm, ISO100, Aperture priority mode, f/5.6, three auto-bracketed images spaced at EV+-2 around a base exposure of 1/13 sec with an EV-0.67 exposure bias. HDR processing was done using free Open Source Luminance/Qtpfsgui with base settings as indicated below (to get good detail, colour and tonality in the graffiti-covered areas) and then modified settings to produce two variants on the base to produce one lighter version to bring out the darker girder details and a darker variant to bring down the brightness of the light foreground, each disregarding the impact on the rest of the image. The Fatal tone-mapping operator was used to emphasize colour over texture. PP in free Open Source GIMP: The three variants were loaded as layers named medium (the base for all further work), dark and light, the medium layer was adjusted using the tone curve to optimize (to my liking anyway) the detail colour and tonality in the central area bearing the graffiti on the wall and girders disregarding the impact on the rest of the frame and then slightly warmed the colour balance, the dark layer was then adjusted to further darken the brightly lighted foreground and rear left bright areas somewhat and also colour balance adjusted to reduce the excess blue cast, using a large soft-edged eraser tool the foreground area of the medium layer was removed and a new working layer created from the visible result, then the area in the upper girders in the lighter layer was made visible by using a large soft-edged eraser tool to remove the corresponding area from the working layer and a new working layer created from the visible result, slight additional tweaks to contrast and colour balance, sharpen, add fine black and white frame, add bar and text on left, scale to 1800 wide for posting.

= = = = = = =

Luminance HDR 2.3.0 tonemapping parameters:

Operator: Fattal

Parameters:

Alpha: 1

Beta: 0.85

Color Saturation: 0.85

Noise Reduction: 0

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PreGamma: 0.8

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D7B_1902_stkittsburgoynebrdgunder3xHDRmedblendmedltdrkadjbarsigx1800_pregamma_0.8_fattal_alpha_1_beta_0.85_saturation_0.85_noiseredux_0_fftsolver_1

The Soviet Union learned as much from the Vietnam War as the United States. One of the lessons learned was that the MiG-21, while a fair dogfighter and more agile than its usual opponent, the F-4 Phantom II, only had that advantage at close range. At long range, the F-4 had all of the advantages, with a superb radar, long-range missiles, and plenty of fuel. A new design was needed to replace the MiG-21 and give Eastern Bloc pilots true beyond visual range (BVR) capability. Another lesson learned, this time from the Six-Day War, was that long runways were terribly vulnerable to being destroyed: Israeli Mirages had knocked out most of their opponents’ airbases on the first day. As the MiG-21 also needed a long runway, this was a problem that needed to be addressed as well.

Mikoyan-Gurevich began work on two prototypes in 1965. One was a redesigned MiG-21, Project 23-01, that used vertical-takeoff lift jets; this was unsatisfactory, however, as the lift jets were useless once airborne and became just more weight. Project 23-11 was more promising: this was an entirely new design that used variable-sweep “swing” wings for better low-speed handling and shorter takeoff and landing performance. With the knowledge that the Americans were also working on a swing-wing fighter (the F-111), the Soviet Air Force (V-VS) chose the latter design as the MiG-23 in 1967, and the first MiG-23S flew in 1969. It was given the reporting name Flogger by NATO soon thereafter.

The MiG-23S, which retained the MiG-21’s more primitive S-21 “Jay Bird” radar, was only an interim version until the baseline MiG-23M could enter production; equipped with the S-23 “High Lark” radar, this finally gave the V-VS a fighter with reliable long-range missile capability and look-down, shoot-down radar. The MiG-23MS, retaining the Jay Bird radar, was exported to Soviet client states, but was despised as it was no improvement over the MiG-21 and less maneuverable. The resulting backlash led the Soviets to begin exporting only slightly downgraded MiG-23MFs to its allies.

The MiG-23 supplemented (though never quite replaced) the MiG-21 in the air superiority role, and was considered roughly analogous to the F-4 in capability and performance. It was soon in combat, though not with Soviet forces: the first Flogger to see action was a Syrian MiG-23MS, which allegedly shot down two Israeli F-4s in combat in 1974. The type was decimated in combat with Israeli F-15s and F-16s over the Bekaa Valley of Lebanon in 1982, where something like sixty MiG-23s were lost; experiences in other battles were just as bad. In Angola in the late 1980s, Cuban-flown MiG-23s were barely able to achieve parity with South African Mirage F.1s; clashes over the border of Afghanistan with Pakistani F-16s proved even Soviet pilots had trouble with the design. Iraqi MiG-23s suffered against Iranian F-4s and F-14s, and Libyan MiG-23s had the dubious distinction of being shot down by Egyptian MiG-21s armed with American Sidewinders, and later US Navy F-14s. This led many Western observers to conclude that the MiG-23 was a poor design and no dogfighter.

This reputation was to change somewhat in the mid-1980s. Egypt had secretly supplied a few early MiG-23s to the United States in the late 1970s, while a Syrian pilot defected to Israel with a brand-new MiG-23MF in 1983. In flight tests, the Flogger was found to actually have better acceleration in the vertical and horizontal than the F-4 and F-16, and could outperform the F-16 in the vertical. Like most Russian designs, it was rugged and relatively easy to maintain. Those who flew the MiG-23 in the West concluded that the Flogger mainly suffered from flawed tactics and poor training of its pilots. Across the Iron Curtain, V-VS pilots agreed with the assessment. The result was the MiG-23ML, which removed one fuel tank and streamlined the design to lessen weight, and the final Flogger fighter variant, the MiG-23MLD, which introduced a dogtoothed leading edge to improve maneuverability. While these aircraft were still inferior to the F-15 and later model F-16Cs, they were far better dogfighters, and also were equipped with better radars and missiles.

Probably luckily for both sides of the Cold War, MiG-23MLD pilots would never learn how their improved “Super Floggers” would do against Western opponents. The end of the Soviet Union in 1991 and the production of the MiG-29 and Su-27 spelled an early end to the Flogger’s career. While MiG-23s continued to serve in former Soviet client states’ air forces, the new Russian Air Force rapidly retired their aircraft beginning in 1993. Other former Warsaw Pact nations followed suit, as the MiG-23 was more expensive to operate than the venerable MiG-21 or the more advanced MiG-29. By 1998, the MiG-23 fighter variants had become rare, with only Angola, North Korea, and Syria using them in numbers. 5047 MiG-23s were built, and many can be seen in museums, even in the West—there are eleven flyable MiG-23s in the United States alone.

This is a MiG-23MLD variant, recognizable by its lack of the early extended tail fillet and dogtoothed leading edge. It is configured for a fighter mission, with two radar-guided R-23 (AA-7 Apex) missiles under the wing “glove” and two R-60 (AA-8 Aphid) short-range missiles under the fuselage, along with two external fuel tanks. The two shades of green and dark brown over medium gray fuselage was commonly used by MiG-23 units worldwide, and was similar to the American Southeast Asia scheme.

The Flannery O'Connor-Andalusia Foundation received a Save America's Treasures grant, a Georgia Heritage Grant, and numerous donations from Friends of Andalusia to restore the Hill house at Andalusia. andalusiafarm.org/andalusia/restoration.htm

Built 1879 as 3 shops for William Kither, architect Rowland Rees, replacing earlier premises on site. One shop was Kither’s butcher shop and the remaining two were occupied by various businesses, including dining rooms, fancy goods, confectioner, tailor, etc.

William Kither arrived in SA 1855 with his parents & siblings. He first worked for a draper before becoming an apprentice butcher. Later he encouraged his father to purchase the butcher shop. After his father’s death 1869 William with his mother Sarah ran the business as “S Kither & Son” until her death in 1875 when it was known as “W Kither”. He was the first to install refrigeration in 1884. After William’s death the business was carried on by his son Clarence Maturin Kither. The building was sold 1932 when Kither’s moved to King William Street.

Re-opened as Clarkson Ltd showrooms 5 Dec 1932, with architects Woods, Bagot, Laybourne-Smith & Irwin making the transformation, building purchased by Commonwealth Bank 1958, Clarksons leadlight & stained glass department closed 1960.

This building originally had the date MDCCCLXXX (ie 1880) and “Kither’s Buildings” on the facade. The ornate balcony has also been removed.

“Mr. W. Kither, Butcher, 13 and 117, Rundle-street, begs to inform his numerous Customers and the public in general that he has Taken the Business hitherto carried on by Mr. Hince, next the Red Lion, 13, Rundle-street, which will be continued in connection with his old established Shop at 117, Rundle-street. . . continuing to supply Meat of Prime Quality, at the lowest remunerative rates for cash payments.” [Adelaide Express 10 Aug 1866 advert]

“Butchers, Rundle-street. In returning their sincere thanks to the public for their liberal support bestowed on the late W. Kither for so many .years, beg respectfully to intimate that they will still carry on the business on the same premises in the name of S. Kither & Son.” [Express & Telegraph 13 Sep 1869 advert]

“William Kither, Late of the Firm of S. Kither & Son, 117 Rundle-Street, Butchers and Sausage Makers. In tendering my sincere thanks to the customers and the public generally for the very liberal support accorded to our old-established business for the last 20 years, I beg to intimate that I will in future carry on the said business in my own name.” [Register 9 Nov 1875 advert]

“On Saturday evening the first three shops of the block of buildings in Rundle street to be known hereafter as Kither's Buildings were lighted up and opened for the inspection of the public. . . The principal shop of the three is intended for Mr. W. Kither, and is one of the best-appointed butcher's establishments we have ever seen. The shop is thirty feet long by nineteen wide and fourteen in height. A very pleasing effect is secured by the introduction of Minton's hexagon glazed white enamelled tiles, with which the walls are entirely lined. . . There is to be an icehouse in this cellar in which to keep meat during the summer, and the accommodation otherwise is well adapted for the curing and export trade Mr. Kither carries on with Mauritius. Above and behind Mr. Kither's shop there is a substantial residence. The two adjoining shops are eighty-six feet long by twelve feet wide, and have above them rooms of the same dimensions.” [Evening Journal 14 Jul 1879]

“the style adopted being Italian renaissance of very ornate character, forming a striking addition to the architecture of Adelaide. The verandahs are of noble proportions, and the effect is greatly added to by the artistic pencils of Messrs. Vosz & Son and their workmen.” [Chronicle & Weekly Mail 19 Jul 1879]

“William Kither, Butcher and Sausage Maker, has the honour to announce that he will Open His Elegant and Commodious Premises, recently rebuilt at great expense under the supervision and from the designs of a well known architect, at Kither’s Buildings, Rundle-Street on Saturday, July 19, 1879, where he trusts his numerous customers and friends will favour him by a continuance of their support, which he has enjoyed for so many years past.” [Evening Journal 18 Jul 1879 advert]

“To Let Two New Shops (Kither’s Buildings), each 70 feet long, with Corresponding Rooms above, and Good Cellars.” [Register 15 Jul 1879 advert]

“Wanted, a Slaughterman. Apply at W. Kither's, Rundle-street.” [Register 29 Jul 1879 advert]

“We are requested to call the attention of the Public of the east part of the City to those cool and well ventilated Rooms, opened by J. Jackman, which was so much needed in that locality, where Tea, Coffee, or Cooca, 3d. per cup, can be had at any time from 7 a.m. till 8 p.m.; also Breakfast, consisting of Meat Bread and Butter, 2 cups of Tea or Coffee, 1s.; Dinner — three courses, 1s, Soup Joint, Pastry, or Cheese; Tea, according to bill of fare, with Bread and Butter and 2 cups of Tea, 1s. Ice Drinks, Ice Creams during the season.— Jackman's Dining Rooms,48 and 59, King William-street, and 117, Rundle-street, Kither’s Buildings.” [Advertiser 8 Mar 1880 advert]

“J. Menkens & Son . . . have Removed from 167 to 117a Rundle-street (Kither’s New Buildings), Invite inspection of their Stock of Fancy Goods, Bohemian and other Glassware, Crockery, Accordeons of the celebrated Lyre Brand, &c., &c. Motto — ‘Small Profits and Quick Returns’.” [Evening Journal 7 Dec 1880 advert]

“The Adelaide Cash Grocery Store, 117A, Rundle-Street. Just opened. . . Kither’s Buildings, nearly opposite the Plough and Harrow.” [Register 10 Jul 1882 advert]

“On Tuesday from noon until 2 o'clock in the afternoon the first free distribution of soup and bread to the distressed poor was made at the premises of Alderman Kither, who on that occasion provided both articles. . . there is a great deal of distress in the city. Altogether about thirty gallons of soup and forty loaves of bread were carried off by eager and indigent and genuinely grateful applicants, and the average daily demand will probably be about double that quantity. . . The soup and the bread were distributed by three private gentlemen who have interested themselves in the movement, and they were assisted by two of the City Missionaries and Miss Green.” [Evening Journal 28 May 1884]

“A refrigerating machine, the invention of Mr. Edmund Taylor — the first of the kind ever introduced into this colony — has just been erected under the superintendence of the inventor on the premises of Mr. W. Kither, butcher, of Rundle-street. . . In the very hot weather it is impossible by any ordinary process to keep meat more than a few hours, and to many it is equally difficult to eat it when newly killed. . . sufficient cold air can be stored to keep the compartments cool for thirty-six hours without recourse to the machine, an advantage which enables the butcher to dispense with Sunday work, and which allows the slaughterman a clear rest from Saturday noon to Monday morning.” [Evening Journal 23 Jul 1884]

“Salvatore Lazza, French, Italian, and English Confectioner, late of Adelaide Exhibition. . . has Removed to those commodious Buildings known as Kither’s Buildings, 117 Rundle-street. . . All Goods of the choicest, quality retail at wholesale prices. . . French Cocoanut and Cocoanut Chips fresh daily.” [Express & Telegraph 28 Jan 1888 advert]

“Defrie’s Lamps, Chimneys, and Wicks, Chair Seats, all sizes, only from H. L. Newman, Kither’s Buildings, Rundle-street.” [Evening Journal 25 Feb 1892 advert]

“Suits. . . Hats. . . High Class Tailoring. . . All Wool Materials, Thoroughly Shrunk. . . Hepworth’s Ltd. The London, Leeds, and Edinburgh Tailors and manufacturers, 117, Rundle-st. (Kither’s Buildings).” [Register 8 May 1895 advert]

“The Co-operative Coupon Company Limited. Have Leased those Extensive Premises at 117a, Rundle-street, known as Kither's Buildings, and have opened them as Showrooms for the display of their Goods, which consist of Silverware, Lamps, Furniture, Clocks, Musical Instruments, Japanese Goods, &c., &c. The novel feature of this Company is that the Goods are Given Away Free in Exchange for Co-operative Coupons, which are obtained from the various Tradesmen in the City and Suburbs issuing them.” [Evening Journal 1 Nov 1898 advert]

“Quality Meat. New Season’s Lamb. 7½d. Paddock-fed Beef. Kither’s Quality Butchers, Rundle St.” [Register 31 Oct 1924 advert]

“Clarkson Limited has purchased the freehold of the building in Rundle street, in which the business known as W. Kither, butcher, is conducted. The premises have a frontage of 63 ft. to Rundle street and a depth of 160 ft. to Twin street. It is understood that the purchase price is in the vicinity of £40,000.” [News 14Jun 1926]

“At the Abattoirs sales on Wednesday a consignment of spring lambs, which, was sold by Messrs. Elder, Smith and Co., Limited, on account of the Roseworthy College, provided an interesting example of the type and growth of various breeds and crosses. . . All the lambs were purchased by W. Kither, butcher, of Rundle-street, and will be exhibited at this shop later in the week.” [Chronicle 23 Jul 1931]

“Auction. . . To Butchers, Engineers. Dealers, &c. . . at Kither’s Old Premises, 135 Rundle Street. . . Sale of Surplus Plant and Equipment Owing to Expiration of Lease and Change of Address.” [Advertiser 16 Mar 1932 advert]

“Tenders are invited . . . for Remodelling and Extending Premises, Rundle Street, for Clarkson Limited. . . Woods, Bagot, Laybourne Smith and Irwin, Architects.” [News 8 Jul 1932 advert]

“From very small beginnings in 1848. . . The originator was Mr. H. L. Vosz, the Pioneer Painter and Plumber of South Australia. He first imported Glass to the colony, and a small shop was opened at 88 Rundle street, where the business was carried on until long after his death in 1886. . . The present Managing Director, Mr: A. E. Clarkson, entered the business in 1890. . . In 1915 the business assumed the name of Clarkson Limited. . . Clarkson Limited will open new premises .in Rundle street on Monday, December 5, on the site formerly known as Kither's Buildings, and the new showrooms will be up to date and modern in every respect. There is a frontage of 63 ft. and a floor space of over 30.000 square feet. . . It is the Company's intention to specialise, as in the past, in the requirements of the Building and allied trades, viz., Paints, Glass, Mirrors, Leaded Lights, Wallpapers, Artistware, Builders' Hardware, Plumbingware, etc., and domestic electrical appliances and refrigerators have also been added to the Company's stocks.” [News 1 Dec 1932]

“Clarkson Limited — Adelaide glass, paint and hardware merchants — this year celebrates its centenary of trading in South Australia. . . The business was founded 100 years ago by Mr. H. L. Vosz, who arrived from Europe in 1848 and started work as a carpenter and painter in Ackland street. . . Soon afterwards he rented premises in Rundle street and he was the first to import plate glass into SA. Mr. Vosz died in 1886 and for some years the business was carried on by those who had been closely associated with him. In 1904 the firm was incorporated . . . and in 1915 the name of the company was changed from H. L. Vosz Limited to Clarkson Limited, assuming the name of its managing director, the late Mr. A. E. Clarkson, who died in 1936. . . The company has occupied its present premises in Rundle street since 1932.” [Advertiser 17 Feb 1948]

WILLIAM KITHER

“Mr. William Kither, of Adelaide. . . was the proprietor of one of the oldest businesses in Rundle street; he had lived 55 years in South Australia. . . Mr. Kither had been married more than 40 years, and his wife, formerly Miss Elizabeth Morcom, was the daughter of an Adelaide coachbuilder well known in the early days of the State. . . Mr. Kither was a Londoner, born at Bow, in 1843. . . came to South Australia in 1855 with his father, mother, and six brothers and sisters in the ship Constance. . . his first duty was to weigh pins into 1-oz. packets. Ere long Master Kither apprenticed himself to a butcher. . . the apprentice persuaded his father to reopen the shop. That was about 1857. . . For two or three years the son and the widow were in partnership, then Mr. Kither began business on his own account. His operations rapidly expanded, and he found it necessary to pull down the old shop, and build the more commodious place which still bears his name. . . Mr. Kither became Councillor for Hindmarsh Ward in the City Council, and in 1883 was chosen as Alderman. . . a stanch advocate of asphalting in preference to woodblocking for street pavements.” [Register 25 Jan 1911]

“The citizens of Adelaide will remember his goodness all through the severe winter of 1884. when he proved his practical nature by keeping open a soup kitchen for the benefit of those who were in need. In support of organised philanthropic institutions and bodies, Mr. Kither's name always figured. He was a life governor of the Children's Hospital, and also of the Blind. Deaf and Dumb Asylum, and he served for ten years on the board of management of the Adelaide Hospital.” [Express & Telegraph 24 Jan 1911]

“Mr. Kither has left a widow and nine children. The sons are Messrs. J. M. Kither, H. Kither, of Messrs. Bennett and Fisher, J. S. Kither, and C. M. Kither. . . The daughters are Mesdames J. Vicars (Sydney), H. L. Jackman, Leslie Taylor, and Roy Taylor. The widow is in London.” [Evening Journal 24 Jan 1911]

“Probate has been granted in the will of the late Mr. William Kither, of Mount Lofty, who died at Knightsbridge, London, on January 23 last, while on a visit to England. . . The executors are Elizabeth Jane Kither (widow of the testator), and Herbert Kither and Clarence Maturin Kither (sons). . . The butchering business so successfully carried on under the direction of the deceased has been transferred to Clarence Maturin Kither, who managed it in his father's absence.” [Register 21 Mar 1911]

The internet and mobile technology has revolutionised the way we live, for both good and bad. At the touch of a button you can buy just about anything (!), though it has turned the younger generation into zombies – a generation that's never known any other way of communicating.

Information for people under 25 – this is the inside of a telephone kiosk, those odd glass boxes you occasionally see on roadsides (some are red, with lots of little windows in). Think of it as a Tardis, just in REAL life? Try texting (or sexting!) on one of these!! Also, you have to insert coins, real ones not bitcoins, and it's not paid for by mum and dad... no contract either!

Sadly, this is not the sort of WEB the 'phone box was designed for – this example in Upper Lydbrook, Gloucestershire, is a prime example of how we've fallen out of favour with the dated technology that the phone box has become. This one still works, though no one has used it in ages, by the looks. Another example in nearby Stowfield was just the same – working but overgrown and forgotten...

Please check out my VW Jetta 12V Car Battery Replacement Guide.

VANDENBERG AIR FORCE BASE, Calif.--Officials cut the ribbon Feb. 27 ceremonially opening a brand new education center that will help Airmen stationed at this central coast base achieve their personal and professional education goals.

The $14.2 million center replaced a 60-year-old elementary school campus, which had been used as the education center for more than 40 years.

"We hear the dollar value, and I just can't stress how precious those dollars are in today's fiscal environment," said Col. Keith Balts, 30th Space Wing commander. "The fact that we get to do military construction at all, especially something for the quality of our Airmen and their families, says a lot about the importance we place on education."

One of the center's first customers was Senior Airman Antoine Marshall, 30th Force Support Squadron, who joined the Air Force four years ago with an associate degree in criminal justice.

"I just took the analyzing and interpreting literature CLEP (College Level Examination Program) exam," said Marshall, who's pursuing a bachelor's degree in organizational management. "It was my first one--I passed it. I'm extremely happy!"

The 38,384-square-foot facility includes 20 classrooms, computer lab, testing center, and 75-seat auditorium, as well as offices for various colleges and universities serving the Vandenberg community.

"I think the facility is great," said Marshall. "Overall, it provides a better environment to work and study, and it's just comfortable."

The design-build project was constructed by Corps contractor Teehee-Straub, a joint-venture team from Oceanside, Calif.

"The design was quite extensive, just due to the detail and the location," said Keith Hamilton, project executive for Teehee-Straub. "The site work was very challenging, and I think that was something that brought a lot of character to this building."

Teehee-Straub's 21st century design included sustainable development and energy efficiencies, such as light pollution reduction and water use reduction.

"This is a sustainable building," said Col. Kim Colloton, U.S. Army Corps of Engineers Los Angeles District commander. "We can build our buildings smartly, so they can do more; it's more [money] that can go back into the base."

During construction, 75 percent of the construction and demolition debris was diverted from landfills and redirected back to the manufacturing process as reusable and recyclable material. Walk-off mats, exhaust systems and filtered heating and cooling improves indoor air quality. Low-flow fixtures and faucets, high-efficiency drip irrigation and drought-tolerant landscaping reduce potable water use by more than 40 percent. All are efficiencies the contractor believes will achive a LEED Silver rating (Leadership in Energy & Environmental Design, a Green Building Council rating system).

"We're just proud to be part of this," said Teehee-Straub managing partner Richard Straub. "The Corps of Engineers is one of our favorite customers, and we love supporting the Air Force in doing a job that will educate a lot of servicemen."

The plot on the corner of Christchurch Rd and Spurgeon Rd was occupied by by the Clarence Park Motor Works as early as 1911, with the site retaining an association with servicing the needs of the local motoring community, ending its days as a petrol station, until being replaced by a Tesco Express store in 2006.

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A [ very ] potted history of Pokesdown......

Prior to 1810 there was no town of Bournemouth. All that lay between Poole and Christchurch, themselves not the large towns they are today, was unspoilt heathland with the more fertile land of the Stour Valley to the north and east that had supported small farming communities such as Wick, Iford, Holdenhurst, Throop, Muccleshell and Ensbury for centuries.

Although these communities were centred on the individual villages, farms and smallholdings would have been scattered across the surrounding area, an example being Pokesdown Farm which, along with a few cottages for farm workers, stood on the very edge of the heath where it began to slope down on the sides of the Stour Valley overlooking Iford and Wick.

Most of the farms, smallholdings and associated cottages came and went without being recorded on maps although Pokesdown Farm is one of the few exceptions, its origins are a little lost in the mists of time, some claim to have traced it back to 1580 although it was certainly there in the 1660s.

In 1766 when Edmond Bott had a large home called Stourfield House built at Pokesdown [ see seperate images and set for further info ] which at the time would have been in the middle of nowhere and perhaps a very unlikely place to want to build a house.

Stourfield House would no doubt have been a catalyst for more development at Pokesdown if only in the form of cottages for those drawn there by the employment opportunities such a relatively large house and grounds would bring to an impoverished rural community. It is likely that the former Pokesdown Farm morphed into Stourfield Farm in connection with the house.

The last two remaining old thatched cottages, known as 'Lily of the Valley Cottages' and being at least 200 years old, were demolished in the latter 1960s when Appletree Close was created, and with their passing went the last ties with the area's rural past.

The building of Stourfield House predates the official birth of Bournemouth in 1810 by some 44 years and except for the modest Bourne Tregonwell estate that remained all but unknown to the outside world, the first notable development to take place, and what really sparked the development of the town of Bournemouth was Sir George Gervis' 'Marine Village of Bourne' in the mid to late 1830s.

As Bournemouth began to expand around the mouth of the Bourne Stream in today's town centre the community of Pokesdown also continued to grow.

Bournemouth expanded its boundaries to take in neighbouring areas such as the fledgling Boscombe in 1876 and Westbourne in 1884 but Pokesdown, that had a chapel built in 1835, followed by a church, a couple of pubs, two blacksmiths, two schools, laundries and, in 1886 , a railway station, and who's population had grown from 171 in 1861, 867 in 1871 to almost 4500 in 1893, became an urban district that allowed it to govern itself on a local level but ultimately Pokesdown became part of the fast expanding Bournemouth in 1901.

Originally Pokesdown covered a larger area than it does today, reaching to the coast and a lot further into Boscombe. Twenty first century Pokesdown is a densely built up area with busy main roads and side streets clogged with parked cars, a problem that blights the modern world.

Stood outside Pokesdown Station with our back to the entrance i suppose we'd class Pokesdown as covering Christchurch Rd to the right towards Boscombe up to the junction with Parkwood Rd, Christchurch Rd to the left going over the railway bridge and along to the brow of what is called Pokesdown Hill that actually runs through an area that prefers to call itself Boscombe East on its way to Iford, and Seabourne Rd opposite until it meets Southbourne Grove.

The area boasts an interesting variety of architecture but has seen some buildings replaced by blocks of flats and tenement houses which is understandable if older properties, though full of character, don't meet the needs of modern society. It's a problem that needs to be managed carefully and is by no means one unique to Bournemouth and is being experienced across the country.

At the time of writing some traders and residents are involved in promoting Pokesdown as Bournemouth's 'vintage quarter'. a destination for independent shops as well as those offering a wider range of goods and services, in a bid to raise the area's profile.

The green on the corner of Christchurch Rd and Seabourne Rd next to the Seabournes Pub and directly opposite the railway station is being transformed with borders of flowers and an information board that highlights the area's history, with the aid of a £22,000 Lottery grant..

FURTHER READING.

www.pokesdown.org/history/PokesdownPast/04_Village_Starts...

Click on the 'history' tag to read J A Young's 'Pokesdown's Past'.

Pokesdown and Neighbourhood 1895 - 1910. A memoir by E G Wills A Bournemouth Local Studies Publication.

Review LG LED IPS Monitor 23MP65HQ (LG 23EA63V replaced) An Phat PC by dtien87 ductien daoductien - www.anphatpc.com.vn

Replacing an earlier scanned slide with a better version 07-Feb-16.

InterCity Airlines, leased from & operated by Guernsey Airlines.

First flown as G-14-3068 with Short Brothers & Harland, the aircraft was leased to Inter City Airlines in Apr-81 as G-BITV. It was sub-leased to BAF British Air Ferries in Aug-83 and repossessed by Short Brothers in Nov-83. It was leased to Air Ecosse the following month. In Mar-85 it was sub-leased to Brymon Airways, returning to Air Ecosse in Sep-85. It was returned to Short Brothers in Sep-86 and then leased, short-term, to Syd-Aero between Oct/Dec-86. In May-87 it was leased to Connectair and operated on behalf of British Caledonian Commuter/Caledonian Link. Returning to Short Brothers in Jan-89, it was re-registered G-OGIL and leased to Gill Air the following month. On 10-Jul-92 the aircraft was damaged beyond repair at Newcastle during a taxiing accident. Gill Air bought it from the Insurers in Oct-92 and it was used for spares. The remains were later preserved at the North East Aircraft Museum, Sunderland, UK.

Note: The aircraft taxied into a vehicle and a hangar at Gill Air's base at Newcastle, UK, striking another Shorts 330, G-BIFH. The aircraft was damaged beyond repair.

I also have a photo of this aircraft in Connectair/Caledonian Link livery at www.flickr.com/photos/kenfielding/13889820193

Replaced my M-stem with a H-stem, Aberhallo stem adapter and straight handle bars (58 cm)

It is about 2cm lower now. Brake/shifter cables are not modified.

Toronto, Art Gallery of Ontario (AGO). Detail of "Colouored Vases" (2007-2010), an installation by Ai Weiwei. For this series, Ai dipped vases from the Han dynasty into industrial paint, hiding their faded but richly patterned surfaces beneath brightly coloured veneer that he let drip at random.

Replacing an earlier scanned 6"x4" print with a better version 30-Dec-14, plus Topaz DeNoise AI 31-Mar-23.

This aircraft was delivered to Bavaria Fluggesellschaft as D-BIBI in May-64. It was sold back to Handley Page Aircraft as G-AVPN in Jun-67 and leased to Itavia as I-TIVB the following month. Itavia bought it in Jul-70.

It was sold to BIA British Island Airways as G-AVPN in Jul-73 and BIA was merged into AirUK in Jan-80. It was wet-leased to 'Skyguard' in Aug-85 and returned to AirUK in Sep-85. In Feb-86 the aircraft was sold to Nordic Oil Services and leased to Business Air Centre.

In Mar-86 it was sub-leased to Euroair Transport and returned to Business Air Centre in Sep-86. The aircraft was returned to Nordic Oil Services in Aug-87 and stored at Norwich, UK.

It was leased to British Air Ferries as a small package freighter in Nov-89 and then sold to Channel Express Air Services in Nov-91. It was sold to The Dart Group PLC (owners of Channel Express and later Jet2.com) in Feb-92 and leased back to Channel Express.

After 33 years in service the aircraft was permanently retired at Bournemouth, UK in Jul-97. It was donated to the Yorkshire Air Museum in Oct-97 and placed on display at Elvington, Yorkshire. I was advised in Apr-19 that over the intervening years the airfame had suffered from extensive corrosion and at that time only the nose section survived.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!

In July 1967, the first Swedish Air Force student pilots started training on the Saab 105, a Swedish high-wing, twin-engine trainer aircraft developed in the early sixties as a private venture by Saab AB. The Swedish Air Force procured the type for various roles and issued the aircraft with the designation Sk 60.

Scotland additionally showed interest in a small fleet of 1st generation Saab 39 interceptors that would replace the RAF fighters based on Scottish ground.

General characteristics:

Crew: two pilots in tandem

Length incl. pitot: 13.0 m (42 ft 8 in) for the A trainer, 13.68 m (44 ft 10 in) for the S variant

Wingspan: 9.94 m (32 ft 7 in)

Height: 4.6 m (15 ft 1 in)

Empty weight: 3,790 kg (8,360 lb)

Max. takeoff weight: 7,500 kg (16,530 lb)

Powerplant:

2× Williams International FJ44-4M turbofans without reheat, rated at 16.89 kN (3,790 lbst) each

Performance:

Maximum speed: 1,038 km/h (645 mph)

Range: 1,670 km (900 nm)

Armament:

No internal gun; five hardpoints for 2,500 kg (5,500 lb) of payload and a variety of ordnance

The kit and its assembly:

A simple kit travesty! This is basically the 1:72 Kawasaki T-4 from Hasegawa, with little modifications.

Originally, I wondered what an overdue Saab 105 replacement could or would look like? The interesting Saab 38 never saw the light, as mentioned above, there was also an A-10-style light attack aircraft (maybe to be built as a kitbashing some day...) and I assume that neutral Sweden would rather develop its own aircraft than procure a foreign product.

Consideration of the BAe Hawk, Alpha Jet and the L-39 Albatros as inspirations for this project, I eventually came across the modern but rather overlooked Japanese Kawasaki T-4 trainer – and found that it had a certain Swedish look about it? Hmm... And coupled with a very characteristic paint scheme, like “Fields & Meadows”, maybe…?

I wanted to keep things simple, though, so the T-4 was mostly built OOB. A pleasant experience. The kit is relatively simple and fit is very good, with only minimal PSR necessary.

The only changes are the underwings hardpoints, which come from a Heller SEPECAT Jaguar, the pair of drop tanks (from an Academy F-5E, IIRC), a scratched recce pod for the ventral hardpoint and a modified bow section. This camera nose is a transplant from a Marivox Saab 105, assuming that the new trainer would be employed in similar roles as the Sk 60. The respective Swedish kit comes with a lot of optional parts, including the extended Sk 60 C’s camera nose - and it fits very well onto the T-4's rounded nose.

Painting and markings:

Well, when building a kit is not a true challenge, maybe the paint job is? The T-4 in a "Fields & Meadows" livery was the initial inspiration for this build, so I tried to stick with the concept as far as possible, even though I'd assume that Swedish aircraft in the kit's time frame would rather be grey with subdued markings. But there's hardly anything as Swedish and spectacular as "Fields & Meadows", and this scheme would also be perfect for the tactical recce role of this build.

The pattern was loosely inspired by the Saab Viggens’ scheme (I found pictures of Sk 60 in Fields & Meadows, but could not puzzle together a complete view) as benchmark.

Painting was done with a fine brush (size 2), free-handedly. Even the waterline was created without masking tape - a clean, bigger brush (size 6) was enough to create the sharp edge. This sounds bizarre and maybe suggest a masochistic touch, but it actually worked better than expected - and I was in the lucky situation that I did not have to slavishly copy and recreate the splinter pattern on a real-world model. ;-)

Finding proper tones for the famous and very characteristic Swedish paint scheme was not easy, though. Pictures of real aircraft vary largely, light conditions and weathering make a proper identification difficult, to say the least. Since I wanted a simple solution (a lot of corrections during the painting process was expected), I settled upon the following enamel tones:

• Modelmaster 2060, RAF Dark Green

• Humbrol 150, Forest Green FS 34127

• Humbrol 72, Khaki Drill, for the earth tone

• A 1:1 mix of Humbrol 33 (Flat Black) + Modelmaster 2094 (RAL 7021) for a very dark grey

• Humbrol 247 (RLM 76) for the undersides

Painting was done from black (starting here because it was the only mixed tone), then the earth tone, light green and finally the dark green - a slow (2 full days) but rather uncomplicated process. But I think that the effort paid out, and helps selling the fictional Sk 90 idea.

The cockpit was painted in neutral grey, while the landing gear and the air intakes became white. A very Swedish touch are the bright green headrests - seen on Saab 37.

The markings were kept simple, puzzled together from various sources. Tactical codes come from a Heller Saab 37 Viggen sheet, while the roundels come from an RBD Models sheet (great stuff!) from Sweden - they actually belong to a Saab 32, but since the roundel sizes are normed the transplant onto the smaller aircraft here was easy and even plausible.

Some stencils were taken from the T-4 OOB sheet or gathered together from the scrap box, e .g. the "FARA" warnings.

The silver trim at the flaps and the fin rudder were made with generic 0.5mm decal stripes in silver. Similar strips in black were used to create the de-icers on the wings' leading edges.

Finally, the kit was sealed with matt acrylic varnish (Italeri).

Not tough to build, but still a challenge to paint. But the result is spectacular, and the T-4 under foreign flag looks disturbingly plausible. How could Sweden hide this aircraft from the public for so long...?

And it's certainly not the last T-4 I will build. A Scottish aircraft, as mentioned in the background, is a hot candidate - but the aircraft has a lot of OOB whiffing potential...

This weekend, we replaced switches at Hicksville, where the LIRR's Port Jefferson Branch and Ronkonkoma Branch merge.

This photo shows new track being moved into place by cranes set up in the parking lot.

Photo: MTA Long Island Rail Road / John Swanson.

A beautiful oasis on the edge of downtown Holland, Windmill Island features a 249 year old working Dutch windmill "De Zwaan" (meaning graceful bird). The windmill, which reaches 125 feet from the ground to the top of the blades, towers over 36 acres of manicured gardens, dikes, canals and picnic areas.

• Over 150,000 tulips bloom in the spring. In the summer, annual plants and flowers decorate the ground. We welcome you to linger amid a sea of flowers.

• The Posthouse museum is an exact replica of a 14th century wayside inn. Inside you can view a 12 minute presentation about Windmills, The Netherlands and our "De Zwaan".

• During the summer, visitors delight in the old-time klompen dance performed by girls dressed in folk costumes and wooden shoes.

• Kids will love the antique Dutch carousel, featuring hand-carved and painted wooden horses.

• Visit the miniature Netherlands Village made by the early settlers.

• Enjoy some world famous fudge.

• Visit the souvenir shop for some mementos of your visit.

• Listen to our antique Amsterdam street organ and learn how it works.

He is here, G2 Maethor has arrived after much work. G2 Maethor has also replaced G1 Maethor as my Primary Self-MOC. I do have plans to make a V3 of G1 Maethor but that will be much later. Here's the stuff:

Name: Maethor

Race: Demigod Toa

Element: Ice

Weapons/Equipment: Sword, Dagger, Magic Cloak

Powers/Abilities: Control of Ice, Dragon powers (tough skin, hand to hand combat leaves claw marks on opponents), near invincibility, expert swordsman, magic cloak makes him invisible in any shadow.

Titles: Disinherited King (rarely used), Ranger, My liege (formerly)

Occupation: Roaming the forest, killing animals, generally being a bad***

Personality: Very closed off from others, likes to be alone, easily provoked into a fight, willing to make the tough choices.

Theme: Requiem of Spirit (Rock version) youtu.be/EA2thLa6gi8

Bio: (Prologue to my G2 story)

On the island of Tolgur six kingdoms existed; each of six elements having a realm. The rulers of the six kingdoms were Toa, and the lordship of the realm was passed from parent to child for many generations. It happened that Kerauth, ruler of the Ice Kingdom, was seduced by Daemlu, Goddess of the Dragon and the king slept with her. She bore Maethor, firstborn of the King.

Had circumstances remained unchanged, Maethor would have been next in line for the kingship however less than a year later, the king took a wife and eventually she bore him three sons. Due to Maethor being an illegitimate child, the sons of the King’s wife were to inherit the throne, rendering Maethor’s claim to the kingdom meaningless.

After eighteen years, word spread that Ekimu and Makuta, the greatest mask makers in the universe, had killed each other. Soon after this news had reached Tolgur, Maethor left the island to make his way in the wilds of anywhere he could find.

Due to the fact his mother was a goddess Maethor was considered a demigod and thus was immortal. He spent the next 1,997 years sharpening his skills in the wilds and learning control over the Dragon powers he had inherited from his mother.

During those years, the state of affairs on Tolgur deteriorated as the Toa rulers become more and more greedy, and the villagers were struggling to survive. A strange being who called himself Gavorenth came and assisted the villagers in launching a rebellion. Gavorenth was able to overpower the rulers and imprison them. He then placed a villager in charge of each Kingdom although they were mere puppet rulers, only carrying out the commands given to them. Over time, Gavorenth became more open about his rule until he deposed the rulers of the six realms and named himself dictator of Tolgur, enslaving the rest of the villagers.

Creator's Notes:

I'm quite satisfied with this version of Maethor, he will be keeping this look for a while and stuff and there will be upgrades. The only things I'm really not pleased with are the gunmetal, the back armoring and the top of the torso which is flat as heck. Otherwise this is probably my best MOC of all time.

And that's it for this post. Oh yes, this is the final post with Inika Man. G2 has come and the Inika has no place in this world. RIP in Pieces

Replace the mystery bracket/shield/whatever. Snap the wiring connector back into its bracket and plug in the one for the top of the CAS.

Off to work I go :-)

Got a new toy yesterday, something I've wanted for quite a while––an 85/1.4.

I've been looking out for all the possibilities out there... FA* 85/1.4... out of the question; Contax/Yashica Planar 85/1.4... probably was the most likely, but that meant I could only use it on my 5D... and of course, I thought about repurchasing a Helios-40/2 85/1.5, and the M42 or Exakta mount CZJ Biotar 75/1.5 was also in my radar. But they're all too darn expensive.

Then I heard good stuff after good stuff about this lowly Korean made modern manual focus 85/1.4. I was ready to buy it (after all, what's $250??), then there was a trade deal that came up and I just couldn't resist. Off went my CZJ Biometar 120/2.8 (P6 mount) in a 1:1 exchange for this Rokinon :-D (I'll replace the Biometar some day soon, though).

So far, I haven't done much with it, but I like what I see. I wish it would focus closer than 1m, though.

Weapon of the Day: K-7 + Rokinon 85mm f1.4

Eagle Scout Slade Henderson led a project to replace a fencing H-brace, which was burned in a wildfire. During the project, scouts and Bureau of Land Management staff also re-stretched and replaced wire damaged by wildfire. Henderson’s project covered half of a one mile total fencing project. (BLM Photo by Deej Brown)

Replacing rail ties and spikes. www.dailydieseldose.com for more!

Replaced componants.

Replace the blue parts.

For more, check out my Hyundai Tucson Windshield Wiper Blades Replacement Guide.

Cathedral Rd, Calcutta.

This Anglican cathedral replaced St John's Church (see my photo at flickr.com/photos/23268776@N03/2584732902/in/set-72157606... ) as the establishment place of worship in colonial Calcutta. Completed in the "Indo-Gothic" style, so described by Bishop Cotton as "spurious Gothic adapted to the exigencies of the Indian climate", it was designed by Major William Nairn Forbes of the Bengal Engineers.

The British Library online gallery has a photo of the Cathedral taken in 1851 by Frederick Fiebig at :-

www.bl.uk/onlinegallery/onlineex/apac/photocoll/s/019pho0...

The photo shows that the original structure was topped by a spired tower; this was damaged by earthquakes in 1897 and 1934, after which it was finally removed. The renovated spire-less tower was modelled on that of Canterbury Cathedral in England, known as the Bell Harry Tower. Another old photo can be seen on the pages of fellow flickrite wobblyturkey at www.flickr.com/photos/wobblyturkey/257081248/in/set-72157... .

The interior of the Cathedral is a beautiful and evocative place to visit. It pays tribute to a very British Calcutta (with its statues of notable residents, plaques commemorating heroic deeds in long-forgotten wars, stained-glass and wonderful mosaics) and it is a world away from the chaos of modern Kolkata. It sits at the southern end of the Maidan, close to the Victoria Memorial and in a calm,green and shaded oasis, it is far removed from the chaos of the city.

Built to replace the then fastest production car in the world, the XK140 took many of the previous styling of the XK120 and made the general look somewhat larger, but still maintaining an overall beauty that would come to define the Jaguar brand.

The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, and flashing turn signals (operated by a switch on the dash) above the front bumper.

The grille remained the same size but became a one-piece cast unit with fewer, and broader, vertical bars. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the bonnet (hood) and boot (trunk) lid. An emblem on the boot lid contained the words "Winner Le Mans 1951–3".

The interior was made more comfortable for taller drivers by moving the engine, firewall and dash forward to give 3 inches more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two Seater had a single 12-volt battery, which was installed in the front wing on the passenger side.

The XK140 was powered by the Jaguar XK engine with the Special Equipment modifications from the XK120, which raised the specified power by 10hp to 190hp as standard. The C-Type cylinder head, carried over from the XK120 catalogue, and producing 210hp was optional equipment.

The result was that this powerplant gave the car a 0-60 time of 8.4 seconds, with a top speed of 120mph in the regular model, and 1250mph in the SE.

When fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America.

In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhausts were options, and most XK140's imported into the United States had wire wheels. Cars with the standard disc wheels had spats (fender skirts) over the rear wheel opening.

The XK140 remained in production until 1957, whereupon it was replaced by the XK150, a car which, although styled to look similar to its 120 and 140 brothers, revised the Jaguar look to incorporate the style of the Mark I, which would later go on to be added into the legendary Mark II and the original S-Type.

Oregon DOT. Crews use a helicopter with a long line to install a mesh to protect the highway from potential rockfall.

Photo: Oregon DOT- www.flickr.com/photos/oregondot/51875693366/

WashTec SoftCare Pro Classic in white/yellow "Shell Design" with red SofTecs brushes installed in 2016, replacing a WashTec SoftCare Pro

Video - youtu.be/7E3GGgg5hnw

• Operator •

Shell

• Supplier •

WashTec UK

• Address •

Shell Petrol Station

Hitchin Road

Luton

LU2 7UP

England

Car Wash replaced in 2026 with a brand new Karcher CW5

flic.kr/p/2rTECYQ

Replacing an earlier scanned photo with a better version 29-May-20.

'Brasil 500 years' special livery.

This aircraft was delivered to Itochu Airlease BV and leased to VARIG Brasil as PP-VOK in Jun-90. It was returned to the lessor as N483TC in May-05. The aircraft was leased to LOT Polish Airlines as SP-LPE in Jul-05, painted in 'Star Alliance' livery. It was permanently retired at Middlesborough-Teesside Airport, UK in Jul-13.

Note: The United Boeing 777-222ER in the background is N797UA.

At Wembley 66067 was replaced by two class 90s numbers 037 and 021 the wagons continuing on to Daventry under headcode 6B41.

DB Schenker Rail (UK) Ltd's class 66 (JT42CWR) number 66067 in English, Welsh and Scottish Railway maroon livery with zigzag gold band, large number and EWS logo works 6B20 from Dollands Moor to Wembley European Freight Operations Centre on 20 January 2015 hauling 27 Tonne (tare du wagon) G.E. Rail Services owned IZA (GE117CT Hfirrs 3) semi-perminantly coupled 4-wheeled CARGOWAGGON vans with shared running numbers built by Duewag. Having started out in France and passed through the channel tunnel each pair of vans is used to transport approximately 59,000 litters (59 Tonnes) of Danone bottled mineral water (eau minerale) in crates of PET (polyethylene terephthalate) bottles such as Evian imported from Évian-les-Bains in the French Alps and Volvic from the Massif Central. Evian bottled at the SAEME plant Post is transported by train (for a map of the route click here) from Évian-les-Bains to the UK via Publier, (Bellegarde Longeray or Annemasse?), Culoz, Ambérieu-en-Bugey, Bourg-en-Bresse, Louhans, Gevrey-Chambertin, Dijon-Perrigny, Chalons-en-Champagne, Reims, Longueau and Calais-Frethun. For Volvic the route is thought to be from the SEV bottling plant in Riom to the UK via Gannat, Saincaize, Vierzon, Valenton (Paris), Longueau and Calais Frethun. From Wembley this train continues on route to Crick under headcode 6B41 and is ultimately unloaded at a distribution warehouse at Daventry International Rail Freight Terminal (DIRFT).

A similar set of cargowaggon vans was photographed by Nicolas Villenave on 9 May 2014 returning empty passing through Écaillon (department Nord) on their way from Calais Frethun to Culoz railway junction in the Ain department in the Rhône-Alpes region of France, by Mattias Catry at Boisleux-au-Mont on 9 September 2012 and by Laurent Knop at Béthisy-St.-Pierre, Picardie in the Oise department on 12 March 2014. 66067 (works number 968702-067) was built by General Motors Electro-Motive Division, London, Ontario, Canada in 1998 and unloaded from the Heavy Lift Ship MV "Fairlift" at Newport Docks on 5 February 1999.

According to Realtime Trains the route and timings for 6B20 were;

Dollands Moor Sidings .........0707.........0727..........20L

Ashford International UML...0723.........0746 3/4..23L

Maidstone East [MDE] 1.........0750 1/2..0814 1/4....23L

Otford Junction[XOT]............0817 1/2....0839 1/2...22L

Swanley [SAY] 1.......................0829 1/2..0851...........21L

St Mary Cray Junction...........0835.........0856 1/4....21L

Bickley Junction[XLY]............0836 1/2..0859 1/4...22L

Bromley South [BMS].............0840.........0904 1/2...24L

Shortlands [SRT].....................0842.........0907.........24L

Shortlands Junction...............0843.........0909 1/2...26L

Voltaire Road Junction.........0906 1/2..0922..........15L

Latchmere Junction...............0911 1/2....0931 1/2....20L

Imperial Wharf [IMW] 2..........0915 1/2...0934 1/4....18L

West Brompton [WBP] 4.......0918..........0936 1/4....18L

Kensington Olympia .............0922........0938 3/4...16L

Shepherds Bush [SPB] 2.......0923.........0942..........19L

North Pole Signal Vc813.......0924 1/2..0944..........19L

North Pole Junction...............0925........0943 1/2....18L

Mitre Bridge Junction............0926 1/2..0946..........19L

Willesden West Londn Jn.....0928.........0947 1/2....19L

Wembley Eur Frt Ops Ctr.....0939.........0952..........13L

At Wembley 66067 was replaced by two class 90s numbers 037 and 021 the wagons continuing on to Daventry under headcode 6B41.

Wembley Eur Frt Ops Ctr................1143..........1308...........85L

Wembley Central [WMB] 5..............1148 1/2...1312 1/2......84L

Harrow & Wealdstone 5..................1154 1/2...1317 1/2......83L

Watford Junction [WFJ] 8................1202........1323 1/2......81L

Apsley [APS] 3....................................1209 1/2..1329 1/2.....79L

Hemel Hempstead [HML] 3............1211 1/2....1331.............79L

Bourne End Junction(Herts) ...........1213..........1332............79L

Berkhamsted [BKM] 3.......................1216 1/2...1335............78L

Tring [TRI] 3.........................................1222........1340 1/4.....78L

Ledburn Junction[XOD]...................1228.........1347............79L

Leighton Buzzard [LBZ] 3................1230.........1351 3/4......81L

Bletchley [BLY] 3...............................1237.........1400...........83L

Denbigh Hall South Junction.........1238 1/2..1401 1/4......82L

Denbigh Hall North Junction..........1240.........1402 1/4.....82L

Milton Keynes Central 3..................1242.........1403 3/4.....81L

Hanslope Junction[XHN].................1248.........1410 1/4......82L

Northampton [NMP] 1.......................1259........1428 1/2.....89L

Northampton Mill Lane Junction...1300 1/2..1501 1/4....120L

Long Buckby [LBK]............................1311...........1511 3/4....120L

Daventry South Junction.................1318..........1520 3/4..122L

I have to feather back the paint edges, apply some primer , then color and blend in the clear coats. There will be some baking and sanding mixed in there also.

Replaced with a few modern houses quite some time ago and before that it was a Fina site in its last days - see below. www.google.co.uk/maps/@52.2063511,1.5809145,3a,75y,90h,90...

Native copper-replaced cross-bedded sedimentary rocks from the Precambrian of Michigan, USA. (CMNH 20309, Cleveland Museum of Natural History, Cleveland, Ohio, USA)

A mineral is a naturally-occurring, solid, inorganic, crystalline substance having a fairly definite chemical composition and having fairly definite physical properties. At its simplest, a mineral is a naturally-occurring solid chemical. Currently, there are over 5500 named and described minerals - about 200 of them are common and about 20 of them are very common. Mineral classification is based on anion chemistry. Major categories of minerals are: elements, sulfides, oxides, halides, carbonates, sulfates, phosphates, and silicates.

Elements are fundamental substances of matter - matter that is composed of the same types of atoms. At present, 118 elements are known. Of these, 98 occur naturally on Earth (hydrogen to californium). Most of these occur in rocks & minerals, although some occur in very small, trace amounts. Only some elements occur in their native elemental state as minerals.

To find a native element in nature, it must be relatively non-reactive and there must be some concentration process. Metallic, semimetallic (metalloid), and nonmetallic elements are known in their native state as minerals.

Copper is the only metallic element that has a "reddish" color - it’s actually a metallic orange color. Most metallic elements, apart from gold & copper, are silvery-gray colored. Copper tends to form sharp-edged, irregular, twisted masses of moderately high density. It is moderately soft, but is extremely difficult to break. It has no cleavage and has a distinctive hackly fracture.

The unbelievable copper specimen shown above comes from northern Michigan's White Pine Mine, which is developed in the Precambrian-aged Nonesuch Shale (~1.07 to 1.08 Ga). At this mine, native copper is usually encountered filling fractures (joints). This large, 70-pound specimen represents actual sedimentary rock that has been replaced by native copper. The irregular layers are crossbeds, which formed as the original sediments were deposited by a one-directional current. The small black-colored patches are bits of the unaltered sedimentary host rock. White Pine Mine copper mineralization occurred at 1.05 to 1.06 billion years ago.

Stratigraphy: lower Nonesuch Shale (near the contact with the Copper Harbor Conglomerate), late Mesoproterozoic, ~1.07-1.08 Ga

Locality: near the southwestern shaft at the 2500 foot level, White Pine Mine, Upper Peninsula of Michigan, USA

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

Photo gallery of copper:

www.mindat.org/gallery.php?min=1209

I replaced the original steel caliper bolts with a high quality (A4 spec) stainless steel equivelents. These bolts will not corrode and will always be easy to remove when assembled with anti seize grease.

And they look great too.

I replaced the fuzzy, night time photo with this clear, daylight view. MUCH better!. I'll stare at it for a few days and clean it up until a name pops into my head. About 20 x 9 inches. Layered, stacked, and embellished glass mosaic

Replaces Thomas TL960 from Veolia fleet

Biggenden.

In the 1880s parts of the early pastoral runs were resumed for closer farming settlement. Then when gold was discovered in the ranges to the north at Mount Shamrock and Paradise in 1889-90 the town of Biggenden emerged. The real impetus to that development was the arrival of the railway from Maryborough in 1891. In 1891 the Live and Live Hotel opened followed by the Biggenden School in 1892. The Courthouse was constricted in 1902. The township flourished as the surrounding districts were suitable for both dairying and grain growing. By the 1920s it had several butter factories. The Maryborough Cooperative ran their factory here from 1911 to 1969. Its Capitol Theatre also opened in the 1920s. The wooden Wesleyan Methodist Church opened in 1910 at a cost of £215. The first church in Biggenden appears to have been the wooden Catholic Church built in 1904. This was replaced with a new St Peters Catholic Church with terracotta tiles opened around 1939 at a cost of £1,880. A Catholic School run by the Sisters from Gayndah had opened in Biggenden in 1919. An Anglican was later built in the town around 1912 and the Presbyterians opened their Biggenden Church in 1938. The town’s population has declined since the closure of the butter factories in the 1960s. The top floor of the Paradise Courthouse on the goldfields was removed to become part of the Biggenden Police Station in the early 20th century. It has been the town museum since 1980. The town now has around 700 inhabitants. Along the Isis Highway are dramatic vistas of Mt Walsh (703 metres) and its surrounding National Park with granite outcrops. The Park was established in 1947.

replacing a shitty sensor D600 after 3 years suffering

The County of Santa Clara Animal Care and Control Department needed to replace their makeshift former residence with several additions and portables into an adequate home for the area’s needy animals.

Dreyfuss + Blackford Architecture — working with animal care designer, The Bacon Group — created the County’s new Animal Services Center campus with state-of-the-art animal care functions in a park-like setting, providing innovative and sustainable building systems and amenities in the 24/7 facility.

The new Animal Services Center has capacity for 54 dogs and 90 cats, with spaces for other types of animals including rabbits, horses, and goats. To house and showcase larger animals, a barn is sited along the main building frontage, increasing visibility.

Taking a distinct departure from traditional shelter design, dog kennels are organized around an outdoor landscaped courtyard named “The Park”. Together with surrounding “Get Acquainted” pods, the experience offers a bright and open area to meet and greet potential pets in a natural park-like environment.

In addition to animal adoption, a primary objective of the Animal Services Center is to educate the public about the benefits of spaying and neutering. The County is taking a proactive approach to overpopulation by educating the public on reducing the number of animals ending up at the Animal Services Center through the use of the public surgery suite, located inside the facility’s clinic.

Another key solution the Animal Services Center provides is its large Educational Meeting facility. Not only will animal-specific community events be held there, but other County agencies will also be able to utilize the assembly space for conferences and gatherings up to 150 occupants—a resource they previously lacked.

The County of Santa Clara Animal Services Center is designed to achieve LEED Silver certification.

Replaced hood form Ex CACS bus 6 (2008 CE)