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Budget cuts to arts education force online art classes to replace missing skills to publicly educated students so they can compete for arts college admission. Funds are focused on the core subjects resulting in students being unable to make adequate art portfolios
(Newswire.net via Emailwire.com -- July 9, 2013) Guelph, ON -- Budget cuts to arts education force online art classes to replace missing skills to publicly educated students so they can compete for arts college admission. Funds are focused on the core subjects resulting in students being unable to make adequate art portfolios.
Budget cuts to arts education force online art classes to replace missing skills to publicly educated students so they can compete for arts college admission. Funds are focused on the core subjects resulting in students being unable to make adequate art portfolios.
Early this year, US nationwide budget cuts in the arts have adversely affected public schools. The Washington Examiner reports that the DC Public School cut $300,000US from their arts program. The principal has already turned five full-time art teachers into part-timers, against parent wishes, forcing the better teachers to leave.
Eugene Weekly also reports that Churchill High School of Eugene Oregon has limited the sequential art courses switching them to electives. “Arts always, always fall afterwards,” said Churchill art teacher Lance Eagen. “It’s always scheduled after ‘the real classes’ are scheduled.”
According to the University of Michigan report, Education Budgets for Art Education schools are forced to focus the limited funds they have on the subjects that are tested in nation-wide assessments in order to gain federal funding and have little choice but to reduce spending on arts education. The result is that students miss out on building the fundamental skills critical in everyday life.
“Arts learning experiences contribute to the development of certain thinking, social and motivational skills that are considered basic for success in school, work and life,” says Sandra S. Ruppert in her book Critical Evidence: How the ARTS Benefit Student Achievement. “These fundamental skills encompass a wide range of more subtle, general capacities of the mind, self-perceptions and social relationships.”
More importantly, aspiring artists miss out on the opportunity to develop their skills and a shot at a career in art or design. Only those families of adequate wealth can afford the necessary private schooling that it takes to get into the best universities with higher job placement rates upon graduation. It begs the question; how many talented artists and designers are the United States leaving out of the workforce and depriving the nation of potential innovators?
Due to the unavailability of art programs in high schools students look towards websites like PortPrep.com to serve as a solution. They train students how to build an art portfolio, giving publicly educated students a chance to compete for placements in the better schools.
PortPrep founder Karen Kesteloot said in a video, “We help you learn how to plan which images to include in your portfolio…We teach you what colleges are looking for, how to present your work in the best way to show your strengths…Getting into the better schools is going to give you the better education that you need to have an excellent start in your career."
Author: Christopher Jan Benitez
Senior Writer for PortPrep
PortPrep Studios
Karen Kesteloot, founder of Portprep.com
275 Woolwich St, Guelph, Ontario, Canada
N1H 3V8
info@portprep.com
(519) 803-2539
Sources:
www.eugeneweekly.com/20130411/shortchanging-our-schools/b...
sitemaker.umich.edu/356.burba/education_budgets_for_art_e...
www.nasaa-arts.org/Research/Key-Topics/Arts-Education/cri...
Below is the link to the news source:
www.newswire.net/newsroom/education/75314-Art-Students-Fo...
Replacing an earlier digital photo with a better version 09-Jun-25.
This aircraft was delivered to GECAS and leased to SkyEurope Airlines as OM-NGC in Apr-06. It was repossessed by GECAS in Jan-09 and stored as Ostrava, Czechia (SkyEurope ceased operations at the end of Aug-09).
The aircraft was re-registered OK-GCE in Oct-09 and ferried to Shannon, Ireland for repainting. It was leased to Aerolineas Argentinas, Argentina as LV-CBF at the end of Oct-09. Current, updated 09-Jun-25.
A modern Vera Art puzzle. What a shame it lost its original colors! It probably would have been easier with a distinction between the greens and blues.
The cut follows the color cutouts quite precisely, particularly adapting to the artist's brushstrokes.
The puzzle is very difficult to assemble; it's the hardest I've had to do for a 500-piece puzzle.
We reconstructed one piece (see note on the photo).
Vlaminck used pure colors straight from the tubes. The goal was to convey a raw energy.
The painting, originally titled "Partie de campagne à Bougival," was painted in 1905.
To replace anchor cables on the I-90 Lake Washington floating bridges, the divers must work in a fairly hostile environment. It's dark and murky at the bottom of the lake.
A camera is mounted on the diver's helmet. It provides a live video feed which shows the crew back on the barge what the diver is seeing and doing.
This is photo of the monitor on the work barge showing the diver's hands.
The divers are replacing 21 of the 108 anchor cables that help stabilize the I-90 floating bridges against wind and waves.
Learn more at: www.wsdot.wa.gov/projects/i90/floatingbridgesanchorcables/
Replacing an earlier scanned 6"x4" print with a better version 10-Apr-22 (DeNoise AI).
'Lufthansa Express' titles
Named: "Emden".
First flown with the Airbus test registration F-WWCE, this aircraft was delivered to Lufthansa as D-AIDD in Mar-89. It was leased to Hapag-Lloyd in May-04. Hapag-Lloyd was renamed Hapagfly in Apr-05.
It was returned to Lufthansa in Nov-05 and stored at Bournemouth, UK. The aircraft was sold to a lessor in Feb-06 and was due to be leased to Eagle Aviation (France) as F-GTIA. However the lease fell through and it was sold to Blue Airways (Kyrgyzstan - surprise!) as EX-31088 in Mar-06.
It was officially wet-leased to Mahan Air (Iran) in Jan-07. The aircraft was sold to Mahan Air as EP-MHO in Apr-08. It was permanently retired at Kerman, Iran in Jul-20 after 31 years in service. It's due to be preserved at Kerman. Updated 10-Apr-22.
It was a driving school bus, later replaced by a Vest Contrast
Kadrioru Autokool
Built: 1999
Acquired: 2020
Halted: 2024
ex. Laanekate, Ringsõidud, Autopark Metra and Netherlands
Estonia, Tallinn, Toompuiestee
MB777. (M.I.)
Oldsmobile Vista Cruiser (1971).
Brick red body, chrome base, black interior, smoke windows and cut tri-spoke wheels.
Escala 1/68.
Matchbox.
Made in Thailand.
Introduced in 2009.
This variation appears in:
. 5-Packs: Classic Rides (2011)
Sources:
www.bamca.org/cgi-bin/vars.cgi?mod=MB777&var=11
www.bamca.org/cgi-bin/packs.cgi?page=packs.5packs&id=...
matchbox.wikia.com/wiki/Oldsmobile_Vista_Cruiser_(1971)
More info:
www.bamca.org/cgi-bin/single.cgi?id=MB777
www.bamca.org/cgi-bin/vars.cgi?mod=MB777
www.chezbois.com/non_corgi/matchbox/Model_3348.htm
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Oldsmobile Vista Cruiser
From Wikipedia, the free encyclopedia
"The Vista Cruiser is a station wagon manufactured and marketed by Oldsmobile over three generations from 1964 to 1977.
The first and second generation Vista Cruisers are noted for their fixed-glass, roof-mounted skylights over the second-row seating with sun visors for the second row passengers, a raised roof behind the skylight and lateral glass panels over the rear cargo area along the raised roof — and three rows of forward-facing passenger seating.
Sharing its bodystyle with the Buick Sport Wagon, the Vista Cruiser was introduced on February 4, 1964, as a 1964 model, based on the Oldsmobile Cutlass/F-85 model.
Prior to the 1973 model year the Vista Cruiser utilized a wheelbase which was 5 inches (127 mm) longer than that of the Cutlass/F-85 sedan.
Subsequent Oldsmobile mid-size wagons featured a skylight as did the 1991–92 full-size Oldsmobile Custom Cruiser wagon and the 1991–96 Buick Roadmaster wagon.
Reminiscent of earlier models, the third generation Vista Cruiser (1973–1977) featured optional rear-facing third row seating, while incorporating a single flat venting moonroof over the front row seating.
GM's 1971–76 full-size clamshell wagons, including the Oldsmobile Custom Cruiser, incorporated an optional forward-facing third row and a slightly elevated roof over the cargo area, though no skylight."
- First generation (1964–1967)
- Second generation (1968–1972)
"A major restyling of the GM A-body car line for 1968 replaced the split skylight with a one-piece unit, and stretched the wheelbase 1" to 121 in (3,073 mm).
From 1968 to 1972, a 350-cubic-inch (5,700 cc; 5.7 L) V8 became standard, with a high-output 400-cubic-inch (6,600 cc; 6.6 L) V8 from the 442 muscle car optional in 1968-69, and a 455-cubic-inch (7,460 cc; 7.46 L) V8 available from 1970 to 1972.
Transmission offerings through the years included one of two automatics—the two-speed Jetaway (1968) or three-speed Turbo Hydramatic (1968–72), or very rarely, a standard three-speed manual with column shift or optional four-speed manual with floor-mounted Hurst shifter.
In 1969, the "Dual-Action" tailgate was introduced as an option on two-row models and standard equipment on three-row.
In 1970, an exterior redesign sharpened edges and curves. Although it closely resembled the 1968-69 models, and is essentially regarded a second-generation car (The GM Skywagon Club recognizes the 1970-72 models as "Generation 2a"), many body parts were no longer interchangeable. The dashboard was also completely redesigned.
For 1971, Oldsmobile brought back the Custom Cruiser wagon on the full-sized 98 C-body chassis, featuring GM's disappearing clamshell tailgate, but the glass-roofed Vista Cruiser continued until 1972.
A small number of 1972 Vista Cruisers were modified by Hurst Performance for support car duties at the 1972 Indianapolis 500, joining the 1972 Hurst/Olds official pace car. Both were equipped with 455-cubic-inch (7,460 cc; 7.46 L) Rocket V8. Two modified Vista Cruisers are known to survive as of 2012, a press car and a medical director's car. As of 2012, the medical director's car is owned by a relative of Ray Harroun, the winner of the first Indianapolis 500 in 1911.
In 1998, a second generation Vista Cruiser was used on That 70s Show as Eric Forman's car."
- Third generation (1973–1977)
(...)
Finally got round to replacing the 500GB disc in my three year old iMac. A slightly daunting procedure made far easier by following the guidance in Brian Dorey's excellent video guide at: vimeo.com/2252036.
Took slightly longer than the 30 minutes Brian suggests and my iMac is slightly different internally from the one he's working on.
Required tools: Torx 6 and 9 drivers available from Maplin and a four suction available from Screwfix for about £10.
Note the laptop so that I can follow his instructions on Vimeo as I work thru the transplant. I also needed to clone the content of the 500GB drive onto the 2TB drive. This cloning procedure took seven and a half hours! I used Carbon Copy Cloner. I then transferred the drive from the WD caddy into the iMac. Handling the 24" flat panel with no screen protection and a hell of a lot of dust was a bit nerve wracking. Anyway I managed it but had to be really careful to lay the 20 or so screws out in the right order so that I could re-assemble properly. Just follow Brian's instructions, make sure there are no small children running around, make sure you've got the right kit, take care and you'll be fine!
Computer works fine, seems a bit faster and it's great to have 1.5TB free!
In 1981 Ford introduced the Ford Cargo to replace the famous "D" series. It was seen as very futuristic and has been a very very succesful truck for Ford prior to the amalgamation of Ford and Iveco where upon it became the Iveco Ford Euro Cargo.
You do not see many early ones about now so I was chuffed to see this one in Harrogate earlier this year
Royal town Beroun, the gate to Český kras and Křivoklát region, lies near Prague at the crossroad of our capital, west part of the republic and Germany. The old mercantile road is replaced by D5 highway and railway tracks connecting Beroun with Prague, Plzeň and Rakovník. Present Beroun town with nearly 18 thousand inhabitants, is a cultural, administrative and industrial centre of the region. Town Information Centre in Husovo square can give you information about sights, cultural and sport events, train and bus time tables, tickets and so on.
Royal town Beroun lies on the confluence of Berounka and Litavka rivers and it is attractive for its historical sights and rich cultural and sport events and splendid surrounding. It is the gate to two protected landscape areas-Český kras and Křivoklát region. The settlement was found at the ford over Mže river in prehistory in the 13th century. Important mercantile path from Prague to Plzeň and Bavory in Germany went through it. The first written report about the town is in the document of Přemysl Otakar the IInd from 1265. Latin name Verona was translated as Bern into German language and as Berona, Berún, Beroun into Czech language. But the town run wild soon and had to be built again during the reign of Václav the IInd. New rampart and galleries and a new cloister of Dominicans were built. The ruler awarded a majesty to Beroun in 1303, which allowed to use the administrative rules of the Old Prague Town.
The period of the reign of Charles the IVth braught prosperity of the town and crafts. Our ancestors were famous potters, clothmakers, malt makers, vintners and brewery workers. Also german people lived here. They were concentrated around Dominikans cloister and support Zikmund, an emperor during the Hussite wars. But Žižka conquered the town in 1421, pulled down the Dominicans cloister and enemies of chalice let burn. After the town came down on Hussite brotherhood. Beroun citizens support a new king, Jiří from Poděbrady and they helped him as soldiers. During the reign of Vladislav Jagellonský, the town reached the biggest prosperity. Conflagrations disrupted the development of the town, especially houses. Also floods, epidemies and war plunders hit Beroun. But people thanks to their toughness revived and renewed the town again and again.
Only from the half of the 18th century the town is revitalizing and developing to present face. Beroun is becoming the centre of the region, a school and new associations are found, important personalities go through the town, railway track from Prague to Plzeň is open in 1862. Also industry typical for Beroun is developing-iron works, cementworks, limekilns.
Present Beroun has 17 476 inhabitants. Town hall in Husovo square is the dominant feature. Its pseudo-rennaissance style comes from 1903. Prague and Pilsner gate are very popular among tourists, as well as rests of rampart, moat and bulwarks from the 14th century. The town is famous for its ceramics fair, which has been inviting potters and ceramic masters from the whole country for 7 years. Just potters belonged to the most appreciated and respected craftsmen in the Medieval Age. Also Town Hill with a lookout and a bear-home is a big attraction. There have been living 3 little bears, heroes of the evening fairy tale Matěj, Vojta and Kuba since 2000 (see picture on the left above). Beroun town has a bear in his emblem and in his flag and now it is proud of live bears.
Beroun is an important centre of light and middle-heavy industry. Some companies began to build an industrial zone in the beginning of 90s. They belong to the biggest employers in the town and they are- Cembrit CZ, a.s.(producer of roof tiles), Linde Frigera s.r.o. (producer of refrigerating technics), PAI s.r.o. (producer of car components), Českomoravský cement as a member of HeidelbergCement Group.
A real explosion is in the field of individual and group flat constructions. There are built many new flats and family houses, new shopping centres, restaurants and hinterlands for drivers.
Beroun citizens have cooperated with some partner towns for many years-dutch Rijswijk, german Goslar, polish Brzeg. Construction of housing complex in Havlíčkova street in the centre (see picture on the left) by dutch company Bouwfonds is a sample of mutual cooperation. All partner towns supported Beroun in the hardest time, after the destructive flood in August 2002.
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Královské město Beroun ležící na soutoku řek Berounky a Litavky láká k návštěvě nejen svými historickými památkami a bohatou kulturní a sportovní nabídkou, nýbrž i svým překrásným okolím. Je východiskem do dvou chráněných krajinných oblastí - Českého krasu a Křivoklátska. V oblasti, která byla osídlena již od pravěku, vznikla ve třináctém století při brodu přes řeku Mži (Berounku) osada. Procházela jí významná obchodní stezka vedoucí z Prahy do Plzně a dále do Bavor. První písemnou zprávu o městě nacházíme v listině Přemysla Otakara II. z roku 1265. Latinský název Verona byl do němčiny překládán jako Bern, do češtiny jako Berona, Berún a Beroun. Město však brzy zpustlo a musilo být znovu vybudováno za vlády Václava II. Byly založeny nové hradby a ochozy a byl založen i klášter dominikánů. V roce 1303 udělil panovník Berounu majestát, podle něhož se město mohlo spravovat právem Starého Města pražského.
Dnešní Beroun má 17 648 obyvatel. Jeho dominantou je budova radnice na Husově náměstí, jejíž pseudorenesanční podoba pochází z roku 1903. Z velmi zachovalého městského opevnění z 1. poloviny 14. století se těší zájmu turistů Pražská a Plzeňská brána, zbytky hradeb, hradebního příkopu a bašt. Město proslulo i svými hrnčířskými trhy, na které se už sedm let sjíždějí nejlepší hrnčíři a keramici z celé republiky. Právě hrnčíři patřili ve středověku k váženým a uznávaným řemeslníkům. Velkou atrakcí je také berounská Městská hora s rozhlednou a medvědáriem, kde žijí od roku 2000 hrdinové televizního Večerníčku Méďové Matěj, Vojta a Kuba. Město Beroun má ve znaku a na svém praporu medvěda a nyní se může pochlubit i medvědy živými.
Beroun je významným centrem lehkého a středního průmyslu. Svou průmyslovou zónu začal budovat už na počátku 90. let a zdejší podniky - Cembrit CZ, a.s. (výrobce střešní krytiny), Linde Frigera s.r.o. (výrobce chladírenské techniky) či PAI s.r.o. (výrobce automobilových součástek) patří společně s akciovou společností Českomoravský cement, člena skupiny HeidelbergCement Group v České republice mezi nejvýznamnější zaměstnavatele ve městě.
Skutečnou explozi zaznamenala v posledním období hromadná i individuální bytová výstavba. V letech 2004 a 2005 bylo v severozápadní části města, v lokalitě Palouček dokončeno dvanáct bytových domů s 323 novými byty, další bytové jednotky se začnou v blízké době stavět v jejich těsném sousedství. V centru města naproti Grandhotelu Beroun byla v roce 2005 dokončena výstavba polyfunkčního komplexu s obchodními plochami i bytovými jednotkami, v areálu bývalých kasáren staví město 50 malometrážních bytů pro sociálně slabé občany a bytová výstavba se plánuje i v bývalém pivovaru u řeky Berounky.
Berounští už řadu let spolupracují s několika partnerskými městy - holandským Rijswijkem, německým Goslarem a nově také s polským Brzegem. Ukázkou vzájemné spolupráce může být například výstavba obytného souboru v Havlíčkově ulici v centru města dceřinou společností významné holandské firmy na poli bytové výstavby Bouwfonds. Všechna partnerská města pak Beroun podpořila i v době nejtěžší, když se vzpamatovával z rozsáhlých škod způsobených ničivou povodní v srpnu 2002.
I also decided to convert a lot of Amazon Prime trucks into ice cream trucks with electric swing arm stop signs like on school buses and the current yellow trapezoid Children Slow Crossing warning blades that word "CHILDREN SLOW CROSSING" to replace all of the older ice cream trucks that still have the old red trapezoid Children Slow Crossing warning blades that word "IF-SAFE STOP THEN-GO". All of the older ice cream trucks that still have the old former red trapezoid children slow crossing warning blade that word "IF-SAFE STOP THEN-GO" will all be torn apart and have their pieces be used as new McDonald's PlayPlace play equipments replacing the dangerous crawl tubes and ball pits since McDonald's also has been making safety improvements to their PlayPlaces by using better play equipments seen athttps://playtime.com/showcases/towers/mcdonalds-playplace-solutions/ replacing the nasty dangerous crawl tubes and ball pits and some of the newer McDonald's PlayPlaces like the epic one in Orlando has arcade games. The Amazon Prime Trucks that are converted into Ice Cream Trucks will go to Mister Softee, Wholesale Clubs such as Costco and BJ's, and other ice cream truck service on safety updates on ice cream trucks. But there will always be brick and mortar stores in real life and Due to that New Jersey was the slowest on phasing out the bad old outdated red trapezoid Children slow crossing warning blades that word IF-SAFE STOP THEN-GO because of some mean teachers at school forcing some ice cream trucks to keep their red trapezoid and made a bad and mean-spirited law of ice cream trucks requiring those bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO which is extremely confusing to people who are death, color blind, can't read or don't speak English in some of New Jersey, I hereby MOST Amazon warehouses in New Jersey to all be converted into Blue's Clues Handy Dandy Notebook prop replica manufacturing plants and convert most Amazon prime trucks in New Jersey into better and safe updated ice cream trucks with the good awesome current updated yellow trapezoid children slow crossing warning blades that word CHILDREN SLOW CROSSING and School bus stop signs which are octagon shape for the state of New Jersey to also include disabled people in the future too and tear apart the last remaining of the ice cream trucks with the bad old outdated red trapezoid children slow crossing warning blades that word IF-SAFE STOP THEN-GO and recycle all of them into brand new Blue's Clues Handy Dandy notebook prop replicas and reuse the arm the bad old outdated red trapezoid Children Slow crossing warning blades that word IF-SAFE STOP THEN-GO for the brand new stop signs of the new school buses of the future.
Replaced in 1985, Hutton Mill Bridge, carry's this local road from Foulden to Paxton over Whiteadder Water
these three were once my most popular mocs (on mocpages) but as time goes on, and mocers become better, they eventually decide to replace their old models, so these Lamborghini Gallardos will be replaced with new ones (hopefully better ones)
ps. wips coming soon! :D
Overview of how to replace batteries in an Avaya Partner ACS phone system processor. This problem is known by a message that will appear on all display phones stating “replace system batteries with power on”.
Some yeas ago, I replaced my dying D300, which I loved by a D7100. While it is supposzed to be superior, thank to more pixels, higher isos and ability to make movies, I never was entirely happy with the new camera. It felt fiddly, and I never took that much pleasure using it. In the end, i bought an old D700, just to see. And there it was. It is like I was reunited with my D300 and I understood what was missing. It is not the so much the light and plastiquy feel of the D7100 that was putting me off, is the fact that it is so much more difficult to use. On the D700, evrything is there, easily accessible, fast to use, well thought. I am now selling my D7100. I was kind of thinking upgrading it to a D610 or maybe a D750, I know now that I will have to wait until I can afford a D800 or D810...
Replacing a photo taken at PAE 27-Jul-15 with a better version without obstructions 29-Jul-15.
Prototype KC-46A Tanker with boom and underwing 'probe & drogue' pods.
Curtiss had a success with the P-36 Hawk fighter, but so quickly was aerial technology moving in the 1930s that it was nearly obsolete before it even reached full production. To update the design without radically changing it, Curtiss modified a P-36A, replacing the radial engine with an inline Allison V-1710. This streamlined the front of the P-36, lessening drag while maintaining power. Though the V-1710 lacked a supercharger, this was not considered a problem in 1938, and impressed with its performance—especially as the RAF and Luftwaffe were reequipping with inline-engined fighters such as the Supermarine Spitfire and Messerschmitt Bf 109—the US Army Air Corps ordered over 500 P-40B Tomahawks. It also lacked range, but as the Tomahawk was intended as a point-defense interceptor, this was overlooked. A French order for P-40Bs was not filled before the fall of France in May 1940, and so this order was diverted to the RAF as the P-40C/D Kittyhawk. When the United States entered World War II in December 1941, the P-40B was the principal fighter of the USAAF, while RAF P-40Cs were active in North Africa and the P-40B-equipped American Volunteer Group—the famous “Flying Tigers”—were forming in China.
Facing the Japanese Ki-27s and A6M Zeroes in Southeast Asia, and Luftwaffe Bf 109Es in North Africa, P-40 pilots learned that their craft could not manuever with the lighter, more nimble Axis fighters, and that the P-40’s lack of a supercharger put it at a severe disadvantage over 15,000 feet, where it would be sluggish. The armament of two .50 caliber machine guns in the nose and four .30 caliber machine guns in the wings was also considered inadequate against the cannon-armed Axis fighters. Independently, however, both the RAF in North Africa and the AVG in China discovered the P-40’s saving grace: its toughness and weight.
If the P-40 was a poor climber and inadequate in the turn, it was deadly in a dive. P-40 pilots learned to establish altitude over their Axis opponents, then dive, blast through the formation, and use the velocity built up in the dive to return to altitude. Even if the P-40 was intercepted, its robust construction and use of armor around the cockpit meant that it could survive a good deal of punishment; because its level speed was faster than the Bf 109 or the Zero, P-40 pilots could always choose to simply abandon a fight and retreat to fight another day. Even the Zero was at a disadvantage against these tactics: hard turns and dives that were normal for a P-40 would rip the wings off a Zero, and if the P-40 could get away from a Zero, the reverse was not true. Despite being technically inferior to their opponents, the AVG shot down 247 Japanese aircraft for the loss of only four aircraft in air combat.
The earlier P-40B/C variants gave way to the more advanced P-40E, which deleted the nose guns in favor of six .50 caliber machine guns in the wings, and the P-40F/L, which replaced the Allison engine with the more efficient Rolls-Royce Merlin, which improved high altitude performance; to counter the higher torque, the fuselage was extended. These later marks were nicknamed Warhawk.
Final versions included the P-40M/N series, which reintroduced the Allison engine (as there was a shortage of popular Merlins) but kept the stretched fuselage, and cut down the rear fuselage; one weakness of other P-40 variants was a lack of vision to the rear. By the time the P-40 ended production in December 1944, the war had begun to leave it behind: higher-performance aircraft such as the P-51 were in service, and the Warhawk’s lack of range limited its effectiveness. Nonetheless, it was the only American fighter that was in service at the beginning of the war that would finish it. Nearly 14,000 were produced between 1938 and 1944. At the end of the war, the P-40 was rapidly taken out of service due to its obsolescence; however, its popularity among veterans meant that over 80 would be preserved in museums, with 19 still airworthy.
This P-40 is yet another of Dad's models he built for my characters in my novel "Audacity"--again, Akela Canis. In Canis' backstory, he started flying P-40Es with the 57th Fighter Group (a real unit) in North Africa before getting his own command with the 8th AF in England. This is a straight out-of-the-box P-40, using the 1/48 Monogram kit, painted in standard USAAF camouflage for 1943 over the Mediterranean and North Africa--two shades of brown over RAF-style light blue, with early USAAF roundels. The 57th FG did not fly with sharkmouths, but no P-40 looks right without one. The little name on the cowling is "Fifinella," the nickname of female gremlins.
Northwest Airlines began life in September 1926 as Northwest Airways, headquartered in Detroit, Michigan and flying air mail. A year later, it expanded its service to include passenger routes, flying Hamilton H-47 biplanes. Due to the fallout from the Air Mail Scandal of the early 1930s, Northwest Airways changed its name to Northwest Airlines in 1934 to distance itself from its air mail beginnings. By that time, it had already moved its main base of operations to Minneapolis-St. Paul, Minnesota, and was operating a comparatively large route network through the upper Midwest. Due to this experience, Northwest got the coveted route from New York to Seattle, making the airline one of the few transcontinental American airlines. Because a good deal of this route was flown over the rugged Rocky Mountains in often winter weather, Northwest pioneered long-distance mountain flying in poor conditions.
During World War II, Northwest’s experience in flying these routes served it well: many of its pilots were tapped to map out the Alaska-Siberia (ALSIB) air ferrying route from Great Falls, Montana to destinations in the Soviet Union. With the risk of crashing into sparsely populated areas a real threat, Northwest’s aircraft were painted with bright red tails to better find them if there was a crash-landing. When the war ended, Northwest kept their red tails, which brought recognition from potential passengers. It also gained the airline’s pilots a great deal of experience in long-distance flight.
Before the war, Northwest was already considering a transpacific route through Alaska and Japan to China; after the war, with new long-range aircraft such as the Douglas DC-4 and Boeing 377 Stratocruiser becoming available, this idea became a reality. Northwest flew its first transpacific route from Minneapolis to Tokyo in 1947—the first to use the “Great Northern Circle” route. Asia became Northwest’s stock in trade after 1947. To reflect this, the airline began calling itself Northwest Orient, though it did not begin applying this title to its aircraft immediately. For awhile, Northwest was not only one of the more well-known American air carriers, it was also Japan’s largest and the American airline with the most destinations in Canada.
By 1960, when Northwest received its first jets (Douglas DC-8s, though these were soon replaced by Boeing 707s), it had the most Asian destinations of any US airline, and was also the largest airline in the Pacific Northwest as well, with a dense network serving small airports between Seattle and Minneapolis, as well a few Midwest locations as well. It had also acquired turboprops as one of the launch customers for the Lockheed L-188 Electra, but after a series of catastrophic accidents, these were quietly replaced by Boeing 727s, making Northwest one of the first all-jet airlines. A new livery was adopted in the early 1970s that kept the red tail but dropped the words “Northwest”; new titling with “Northwest Orient” was carried on the forward fuselage, and more bare metal was used. About the same time, Northwest entered the wide-body field in a big way, ordering both Boeing 747s and McDonnell Douglas DC-10s. In 1977, it received its first European routes, making it a worldwide airline.
Because of its extensive international network and near-stranglehold on the Pacific Northwest (its only rival was Western Airlines), Northwest weathered the post-deregulation American market and even profited from it: seeking to expand into the American East and South, it bought Republic Airlines in 1986. Not long afterwards, the title “Orient” was dropped from Northwest’s advertising and aircraft, as it was no longer a primarily transpacific airline.
This was not without price, however: the sudden acquisition of Republic left Northwest glutted with aircraft it could not afford to operate and routes it did not want, while continued issues with labor nearly led to strikes. The airline nearly went bankrupt in 1993 before restructuring; a modernization program began, with many regional routes farmed out to Northwest Airlink, its commuter service, and older aircraft leased out. Its European routes, however, were strengthened by a close relationship and codesharing agreement with KLM Royal Dutch Airlines.
Northwest returned to profitability after a brief period of low sales in the late 1990s, but then was deluged with a number of problems. This included its previous uncontested dominance in Asia being challenged by United and Delta; the latter, after buying out Western, was also becoming increasingly present in the Pacific Northwest as well, where low-cost carriers like Alaska and Southwest were beginning to take a toll. Labor issues continued to be an issue as well. After the 9/11 attacks grounded American air traffic—which for Northwest, came on the heels of a strike that grounded the airline for two weeks—Northwest filed for bankruptcy in 2005.
This led to a massive sell-off of older aircraft, the end of a great deal of complimentary items for passengers, slashing its Airlink fleet, and other cost-saving measures. Northwest emerged from bankruptcy in 2007, but never truly recovered. It curtailed some of its European routes in exchange for new routes to China, but though Northwest was posting a profit, it was not the airline giant it had been in the 1980s and 1990s.
In 2008, Northwest announced a merger with Delta, which would allieviate the problems with both airlines, though Northwest was clearly the junior partner. Though Delta adopted a shade of red in its famous widget identical to that of Northwest’s tail colors, the Northwest brand disappeared by 2010 as Delta became the largest airline in the world by fleet size.
I found this Boeing 727 miniature/toy in an antique store in Poulsbo, Washington while on vacation. (They had almost everything Northwest flew in the late 1970s in the same scale...I should've bought all of them!) This is a tiny toy, much smaller than even the AeroMinis that are in the Poletto Collection. It is in Northwest's "Northwest Orient" colors the airline carried through the 1970s and most of the 1980s.
SHANLING ヘッドホンアンプ UA2.
元々ついていたハイレゾロゴのシールを剥がしたら、その下にレーザー加工で刻印されていました。
・・・シール必要なかったな。
ハイレゾのロゴステッカーが剥がれてきたので、AliExpressで購入。
さすがパチモンだけあって微妙にフォントが違う。
Replacing an earlier scanned print with a better version 17-Mar-16.
First flown with the french temporary registration F-WWEV in May-96, the aircraft was stored at Toulouse before being delivered to Cityflyer Express as G-BXTN in Oct-97. Cityflyer were (and still are) a British Airways franchise partner and the aircraft was operated on behalf of British Airways Express. It was returned to ATR as F-WQNR in Aug-03 and stored at Dinard, France. In Feb-04 the aircraft became G-BXTN again when it was leased to Aurigny Air Services (Guernsey). It was returned to the lessor in Apr-09 as F-WKVC. In Jun-09 it was leased ro RAM Royal Air Maroc Express as CN-COD. It was returned to ATR in Dec-11 and sold to Aircraft Solutions Lux V-B Sarl with the Manx registration M-ABEG, then leased to fly540africa.com (Angola) as D2-FLC. Fly540 Angola ceased operations in May-14 and the aircraft was stored. It was returned to the lessor in Jan-16 as M-ABEG and continues in storage.
Replacing an earlier scanned photo with a better version 08-Aug-21.
This aircraft was delivered to ILFC International Lease Finance Corporation and leased to Leisure International Airways as G-UKLI in Apr-94. Leisure International was merged into Air 2000 in Nov-98 and the aircraft was re-registered G-OOAO in Jan-99.
It was sub-leased to Britannia Airways between Jan/May-01. The aircraft was returned to the lessor in Sep-01 and was stored at Manchester, UK.
In Dec-01 it was leased to Aeris (France) as F-GOFS. Aeris ceased operations in Nov-03 and the aircraft was returned to the lessor. It was re-registered N164LF in Dec-03 and stored. In Apr-04 it was leased to North American Airlines as N760NA.
The aircraft was stored at Miami, FL, USA in May-11, then at Everett, WA, USA in late 2012 and in Jan-13 it was moved to Victorville, CA, USA for maintenance and returned to service in Mar-13. The aircraft was returned to the lessor in Mar-14 and stored at Lake Charles, LA, USA.
It was converted to freighter configuration with a main-deck cargo door at Tel Aviv (Israel) in Mar-15 and was leased to CargoJet Airways (Canada) as C-FDIJ the following month. Current, updated 08-Aug-21.
Kathmandu Durbar Square or Hanuman Dhoka Durbar Square is the plaza in front of the old royal palace of the then Kathmandu Kingdom. It is one of three Durbar (royal palace) Squares in the Kathmandu Valley in Nepal, all of which are UNESCO World Heritage Sites.
The Durbar Square is surrounded with spectacular architecture and vividly showcases the skills of the Newar artists and craftsmen over several centuries. The royal palace was originally at Dattaraya square and was later moved to the Durbar square location.
The Kathmandu Durbar Square holds the palaces of the Malla and Shah kings who ruled over the city. Along with these palaces, the square surrounds quadrangles revealing courtyards and temples. It is known as Hanuman Dhoka Durbar Square, a name derived from a statue of Hanuman, the monkey devotee of Lord Ram, at the entrance of the palace.
HISTORY AND CONSTRUCTION
The preference for the construction of royal palaces at this site dates back to as early as the Licchavi period in the third century. Even though the present palaces and temples have undergone repeated and extensive renovations and nothing physical remains from that period, names like Gunapo and Gupo, which are the names referred to the palaces in the square in early scriptures, imply that the palaces were built by Gunakamadev, a king ruling late in the tenth century. When Kathmandu City became independent under the rule of King Ratna Malla (1484–1520) the palaces in the square became the royal palaces for its Malla kings. When Prithvi Narayan Shah invaded the Kathmandu Valley in 1769, he favored the Kathmandu Durbar Square for his palace. Other subsequent Shah kings continued to rule from the square until 1896 when they moved to the Narayan Hiti Palace.
The square is still the center of important royal events like the coronation of King Birendra Bir Bikram Shah in 1975 and King Gyanendra Bir Bikram Shah in 2001.
Though there are no written archives stating the history of Kathmandu Durbar Square, construction of the palace in the square is credited to Sankharadev (1069–1083). As the first king of the independent Kathmandu City, Ratna Malla is said to have built the Taleju temple in the Northern side of the palace in 1501. For this to be true then the temple would have had to have been built in the vihara style as part of the palace premise surrounding the Mul Chok courtyard for no evidence of a separate structure that would match this temple can be found within the square.
Construction of the Karnel Chok is not clearly stated in any historical inscriptions; although, it is probably the oldest among all the courtyards in the square. The Bhagavati Temple, originally known as a Narayan Temple, rises above the mansions surrounding it and was added during the time of Jagajaya Malla in the early eighteenth century. The Narayan idol within the temple was stolen so Prithvi Narayan Shah replaced it with an image of Bhagavati, completely transforming the name of the temple.
The oldest temples in the square are those built by Mahendra Malla (1560–1574). They are the temples of Jagannath, Kotilingeswara Mahadev, Mahendreswara, and the Taleju Temple. This three-roofed Taleju Temple was established in 1564, in a typical Newari architectural style and is elevated on platforms that form a pyramid-like structure. It is said that Mahendra Malla, when he was residing in Bhaktapur, was highly devoted to the Taleju Temple there; the Goddess being pleased with his devotion gave him a vision asking him to build a temple for her in the Kathmandu Durbar Square. With a help of a hermit, he designed the temple to give it its present form and the Goddess entered the temple in the form of a bee.
His successors Sadasiva (1575–1581), his son, Shiva Simha (1578–1619), and his grandson, Laxmi Narsingha (1619–1641), do not seem to have made any major additions to the square. During this period of three generations the only constructions to have occurred were the establishment of Degutale Temple dedicated to Goddess Mother Taleju by Shiva Simha and some enhancement in the royal palace by Laksminar Simha.
UNDER PRATAP MALLA
In the time of Pratap Malla, son of Laksminar Simha, the square was extensively developed. He was an intellectual, a pious devotee, and especially interested in arts. He called himself a Kavindra, king of poets, and boasted that he was learned in fifteen different languages. A passionate builder, following his coronation as a king, he immediately began enlargements to his royal palace, and rebuilt some old temples and constructed new temples, shrines and stupas around his kingdom. There also took the massacre called Kot Parva where the queen, prime minister, head of the states,and other people with guards died. This massacre took place in the court yard inside the palace.
During the construction of his palace, he added a small entrance in the traditional, low and narrow Newari style. The door was elaborately decorated with carvings and paintings of deities and auspicious sings and was later transferred to the entrance of Mohan Chok. In front of the entrance he placed the statue of Hanuman thinking that Hanuman would strengthen his army and protect his home. The entrance leads to Nasal Chok, the courtyard where most royal events such as coronation, performances, and yagyas, holy fire rituals, take place. It was named after Nasadya, the God of Dance, and during the time of Pratap Malla the sacred mask dance dramas performed in Nasal Chok were widely famed. In one of these dramas, it is said that Pratap Malla himself played the role of Lord Vishnu and that the spirit of the Lord remained in the king's body even after the play. After consulting his Tantric leaders, he ordered a stone image of Lord Vishnu in his incarnation as Nara Simha, the half-lion and half-human form, and then transferred the spirit into the stone. This fine image of Nara Simha made in 1673 still stands in the Nasal Chok. In 1650, he commissioned for the construction of Mohan Chok in the palace. This chok remained the royal residential courtyard for many years and is believed to store a great amount of treasure under its surface. Pratap Malla also built Sundari Chok about this time. He placed a slab engraved with lines in fifteen languages and proclaimed that he who can understand the inscription would produce the flow of milk instead of water from Tutedhara, a fountain set in the outer walls of Mohan Chok. However elaborate his constructions may have been, they were not simply intended to emphasize his luxuries but also his and the importance of others' devotion towards deities. He made extensive donations to temples and had the older ones renovated. Next to the palace, he built a Krishna temple, the Vamsagopala, in an octagonal shape in 1649. He dedicated this temple to his two Indian wives, Rupamati and Rajamati, as both had died during the year it was built. In Mohan Chok, he erected a three roofed Agamachem temple and a unique temple with five superimposing roofs. After completely restoring the Mul Chok, he donated to the adjoining Taleju Temple. To the main temple of Taleju, he donated metal doors in 1670. He rebuilt the Degutale Temple built by his grandfather, Siva Simha, and the Taleju Temple in the palace square. As a substitute to the Indreswara Mahadeva Temple in the distant village of Panauti he built a Shiva temple, Indrapura, near his palace in the square. He carved hymns on the walls of the Jagannath Temple as prayers to Taleju in the form of Kali.
At the southern end of the square, near Kasthamandap at Maru, which was the main city crossroads for early traders, he built another pavilion named Kavindrapura, the mansion of the king of poets. In this mansion he set an idol of dancing Shiva, Nasadyo, which today is highly worshipped by dancers in the Valley.
In the process of beautifying his palace, he added fountains, ponds, and baths. In Sundari Chok, he established a low bath with a golden fountain. He built a small pond, the Naga Pokhari, in the palace adorned with Nagakastha, a wooden serpent, which is said he had ordered stolen from the royal pond in the Bhaktapur Durbar Square. He restored the Licchavi stone sculptures such as the Jalasayana Narayana, the Kaliyadamana, and the Kala Bhairav. An idol of Jalasayana Narayana was placed in a newly created pond in the Bhandarkhal garden in the eastern wing of the palace. As a substitute to the idol of Jalasayana Narayana in Buddhanilkantha, he channeled water from Buddhanilkantha to the pond in Bhandarkhal due bestow authenticity. The Kalyadana, a manifestation of Lord Krishna destroying Kaliya, a water serpent, is placed in Kalindi Chok, which is adjacent to the Mohan Chok. The approximately ten-feet-high image of terrifyingly portrayed Kal Bhairav is placed near the Jagannath Temple. This image is the focus of worship in the chok especially during Durga Puja.
With the death of Pratap Malla in 1674, the overall emphasis on the importance of the square came to a halt. His successors retained relatively insignificant power and the prevailing ministers took control of most of the royal rule. The ministers encountered little influence under these kings and, increasingly, interest of the arts and additions to the square was lost on them. They focused less on culture than Pratap Malla during the three decades that followed his death, steering the city and country more towards the arenas of politics and power, with only a few minor constructions made in the square. These projects included Parthivendra Malla building a temple referred to as Trailokya Mohan or Dasavatara, dedicated to Lord Vishnu in 1679. A large statue of Garuda, the mount of Lord Vishnu, was added in front of it a decade later. Parthivendra Malla added a pillar with image of his family in front of the Taleju Temple.
Around 1692, Radhilasmi, the widowed queen of Pratap Malla, erected the tall temples of Shiva known as Maju Deval near the Garuda image in the square. This temple stands on nine stepped platforms and is one of the tallest buildings in the square. Then her son, Bhupalendra Malla, took the throne and banished the widowed queen to the hills. His death came early at the age of twenty one and his widowed queen, Bhuvanalaksmi, built a temple in the square known as Kageswara Mahadev. The temple was built in the Newari style and acted as a substitute for worship of a distant temple in the hills. After the earthquake in 1934, the temple was restored with a dome roof, which was alien to the Newari architecture.
Jayaprakash Malla, the last Malla king to rule Kathmandu, built a temple for Kumari and Durga in her virginal state. The temple was named Kumari Bahal and was structured like a typical Newari vihara. In his house resides the Kumari, a girl who is revered as the living goddess. He also made a chariot for Kumari and in the courtyard had detailed terra cotta tiles of that time laid down.
UNDER THE SHAH DYNASTY
During the Shah dynasty that followed, the Kathmandu Durbar Square saw a number of changes. Two of the most unique temples in the square were built during this time. One is the Nautale, a nine-storied building known as Basantapur Durbar. It has four roofs and stands at the end of Nasal Chok at the East side of the palace. It is said that this building was set as a pleasure house. The lower three stories were made in the Newari farmhouse style. The upper floors have Newari style windows, sanjhya and tikijhya, and some of them are slightly projected from the wall. The other temple is annexed to the Vasantapur Durbar and has four-stories. This building was initially known as Vilasamandira, or Lohom Chok, but is now commonly known as Basantapur or Tejarat Chok. The lower floors of the Basantapur Chok display extensive woodcarvings and the roofs are made in popular the Mughal style. Archives state that Prthivi Narayan Shah built these two buildings in 1770.
Rana Bahadur Shah was enthroned at the age of two. Bahadur Shah, the second son of Prithvi Narayan Shah, ruled as a regent for his young nephew Rana Bahadur Shah for a close to a decade from 1785 to 1794 and built a temple of Shiva Parvati in the square. This one roofed temple is designed in the Newari style and is remarkably similar to previous temples built by the Mallas. It is rectangular in shape, and enshrines the Navadurga, a group of goddesses, on the ground floor. It has a wooden image of Shiva and Parvati at the window of the upper floor, looking out at the passersby in the square. Another significant donation made during the time of Rana Bahadur Shah is the metal-plated head of Swet Bhairav near the Degutale Temple. It was donated during the festival of Indra Jatra in 1795, and continues to play a major role during the festival every year. This approximately twelve feet high face of Bhairav is concealed behind a latticed wooden screen for the rest of the year. The following this donation Rana Bahadur donated a huge bronze bell as an offering to the Goddess Taleju. Together with the beating of the huge drums donated by his son Girvan Yudha, the bell was rung every day during the daily ritual worship to the goddess. Later these instruments were also used as an alarm system. However, after the death of his beloved third wife Kanimati Devi due to smallpox, Rana Bahadur Shah turned mad with grief and had many images of gods and goddesses smashed including the Taleju statue and bell, and Sitala, the goddess of smallpox.
In 1908, a palace, Gaddi Durbar, was built using European architectural designs. The Rana Prime Ministers who had taken over the power but not the throne of the country from the Shahs Kings from 1846 to 1951 were highly influenced by European styles. The Gaddi Durbar is covered in white plaster, has Greek columns and adjoins a large audience hall, all foreign features to Nepali architecture. The balconies of this durbar were reserved for the royal family during festivals to view the square below.
Some of the parts of the square like the Hatti Chok near the Kumari Bahal in the southern section of the square were removed during restoration after the devastating earthquake in 1934. While building the New Road, the southeastern part of the palace was cleared away, leaving only fragments in places as reminders of their past. Though decreased from its original size and attractiveness from its earlier seventeenth-century architecture, the Kathmandu Durbar Square still displays an ancient surrounding that spans abound five acres of land. It has palaces, temples, quadrangles, courtyards, ponds, and images that were brought together over three centuries of the Malla, the Shah, and the Rana dynasties.
VISITING
Kathmandu's Durbar Square is the site of the Hanuman Dhoka Palace Complex, which was the royal Nepalese residence until the 19th century and where important ceremonies, such as the coronation of the Nepalese monarch, still take place today. The palace is decorated with elaborately-carved wooden windows and panels and houses the King Tribhuwan Memorial Museum and the Mahendra Museum. It is possible to visit the state rooms inside the palace.
Time and again the temples and the palaces in the square have gone through reconstruction after being damaged by natural causes or neglect. Presently there are less than ten quadrangles in the square. The temples are being preserved as national heritage sites and the palace is being used as a museum. Only a few parts of the palace are open for visitors and the Taleju temples are only open for people of Hindu and Buddhist faiths.
At the southern end of Durbar Square is one of the most curious attractions in Nepal, the Kumari Chowk. This gilded cage contains the Raj Kumari, a girl chosen through an ancient and mystical selection process to become the human incarnation of the Hindu mother goddess, Durga. She is worshiped during religious festivals and makes public appearances at other times for a fee paid to her guards.
WIKIPEDIA
iss071e549501 (Aug. 26, 2024) --- NASA astronaut and Expedition 71 Flight Engineer Tracy C. Dyson replaces experiment hardware in the Combustion Integrated Rack located aboard the International Space Station's Destiny laboratory module. The hardware replacement work was for the SoFIE-MIST investigation that is exploring ways to design safer materials for future space facilities and determine the best methods for extinguishing fires in space.
We're taking a new approach to how we perform critical inspection and maintenance of subway components that are necessary to providing reliable service -- FASTRACK. The third implementation of FASTRACK is taking place on the Sixth Avenue B/D/F/M Line from 57 Street to W 4 Street from Feb. 27 to March 2, 2012. Because a section of the subway is closed to trains for seven consecutive hours, FASTRACK is a safer and more efficient way to maintain and clean New York City's sprawling subway — a system that never closes.
With no trains running along Sixth Avenue, 800 MTA employees are able to inspect signals, replace rails and cross ties, scrape track floors, clean stations and paint areas that are not reachable during normal train operation. Workers also took the opportunity to clean lighting fixtures, change bulbs and repair platform edges while performing high-intensity station cleaning.
Photo by Metropolitan Transportation Authority / Leonard Wiggins.
Replacing an earlier scanned photo with a better version, plus Topaz DeNoise AI 02-Mar-24.
Named: "Moussorgski".
First flown in Dec-91 with the Airbus test registration F-WWCD, this aircraft was stored at Toulouse until it was delivered to a lessor (Airbus) and leased to Aeroflot - Russian Airlines using the French Overseas registration F-OGQT in Jul-92.
It was returned to Airbus Industrie Financial Services in Feb-05 and stored at Dresden, Germany. The aircraft was converted to full freighter configuration with a main deck cargo door in Dec-05.
It was sold to Emirates Sky Cargo as A6-EFC in Dec-05. It was sold to Kuzu Air Cargo (Turkiye) as TC-VEL in Apr-09 and transferred to ULS Global Cargo in May-09. It operates cargo service for Turkish Airlines. Now over 32 years old it continues in service. Updated 02-Mar-24.
Replacing an earlier scanned photo with a better version 27-Aug-18.
Named: "Innsbruck".
This aircraft was delivered to Austrian Airlines as OE-LMM in Mar-90. It was sold to a lessor in Jul-01 and immediately leased to Vanguard Airlines (USA) as N136NJ. Vanguard ceased operations at the end of Jul-02. It was returned to the lessor and initially stored at Kansas City, MO, USA before being moved to Tucson, AZ, USA in Oct-02 for further storage. The aircraft was leased to AeroMexico XA-TXH in May-03 and returned to the lessor in Feb-09. It was sold to Allegiant Air for spares as N399NV the following week and ferried to Mojave, CA, USA where it was permanently retired. The aircraft was last noted at Mojave in Apr-10 with both sides of the fuselage cut out.
Note: The registration OE-LMM was used again by Austrian charter airline MAP Jet between Dec-06/Sep-08. That aircraft, an MD-83, had previously been operated by Austrian Airlines as OE-LME.
Experimental piece for Beyond Beyond with Kim Klassen. The canola field is Kim's photo. The sky replacement is mine. Additional texture by Kim Klassen.
For: the people that love to download music for free without worrying too much about viruses or fake songs...
purpose: is to show that there are other p2p sharing software out there besides plain-old virus filled limewire.
downsides: If you are using Internet explorer you'll end up gettin some pop-ups... i would recommend safari for most of us but ill talk about that in a diff vid.
I did a fairly extensive photo shoot with my Fodens the other day. Having dug the Fodens out for the first time in ages I gave them a wash to get rid of eight months’ worth of dust. I wanted something to photograph with the new gear to start and get a feel for it, there are some photographs with the EOS M but most are with the 5D. They will appear repetitive but for my own reasons I have decided to upload most of the shoot.
M462LYL was one of the 400 or so 4000 series gritters that were supplied to the Highways Agency over a period of years to replace the S80 series Fodens, that we had five of. This wagon would have been scrapped along with most of the others but for the intervention of Stuart Kaye. Although it is in exceptional condition so were most of them, regardless, they had to be scrapped and not sold back onto the UK market. A scandalous waste of money, many had been extensively (and expensively) refurbished to a very high standard – total rebuilds – they were still scrapped. A Cummins 325 and six speed auto box makes this wagon very nice to drive empty! I very much doubt that the auto box and gearing would get up our local hills fully loaded and certainly not if pushing a plough. The wagon has covered 85,000 km and other than corrosion caused by salty hands the cab interior is very good.
I bought a second 4000 series, but just the chassis cab. The scrapping contract allowed for chassis or gritter bodies to be sold separately. Once separated the body takes a lot of refitting. There are hundreds of wires in plastic trunking and they just hacked through them, you couldn’t overstate the scale of the job of refitting, cost effectively, a body back onto one of the original chassis. I had sourced a dump truck body from an MOD Foden Alpha that would fit nicely on the 4000 chassis. We use this around the yard alongside our 1960’s Foden dumper.
It was whilst looking at the chassis cabs with Stuart in Geesons at Ripley that we saw OYE779Y, parked up with a plough fitted, it was minus 11 during this period and almost every motor in the yard had flat batteries, which the frost had then killed completely. We didn’t get to see a motor running but I ended up buying two including OYE. As soon as I saw this motor I knew that there was something strange about it. A Paccar (Kenworth) chassis, Cummins L10 250, Eaton Twinsplitter and Rockwell axles, with a 4000 series cab. As a regular buyer and driver of Fodens in the 80’s and 90’s I knew that these components weren’t available in 1982, when it was allegedly built. I had a new Foden the same month as this motor was supposed to have been built, December 1982. BYG167Y had Foden chassis and S10 cab, the Twinsplitter hadn’t been invented at this point. The serial number stamped on the chassis relates to an S80 series gritter, one of the previous generation, with Foden Gearbox, chassis, axles and Rolls Royce 265L engine. This is what the Foden Microfiche build sheet still shows for this serial number.
OYE779Y seems to have been built to replace the original, which was written off in a serious accident. The strange thing is the allocation of the same serial and registration numbers to a totally different vehicle. We have seen a black and white photograph of the wagon, when new with a conventional Atkinson gritter body. This was replaced with the French body now fitted. This has water tanks and can spread the salt with water, made of plastic and stainless steel, it appears unused. The wagon itself was unloved and un driven, we think, because of the Twin splitter gearbox, which wasn’t suitable for the drivers employed on the motorway gritting teams. With 30,000 km on the clock, mostly service miles, the wagon is like new. Other than sag in the roof lining material the cab interior is like new. I’m guessing that it saw very little actual work, subsequently it doesn’t have the fantastic paint job of the newer 4000 series, the result of being sandblasted and two pack painted. OYE has been touched up, a bit of a splodge here and there. There is a total lack of corrosion, it just needs a good respray and it would be like new. A new set of tyres fitted in 2003 still have the stickers on them. The long and the short of it is that this is a much newer wagon. The 4000 series cab was available in 1987, I bought one on an E plate, the last generation of S10 was still available in 1986 on a D plate so I reckon it would be built around this time.
There are only a few 4000 series gritters survived in the UK but some went to Ireland and others to Eastern Europe. Presumably Roger Geeson was allowed to export to countries where it wouldn't affect the sales of the suppliers of the new gritting fleet - this appeared to be why there was a restriction on sales in the UK.
If anyone has more to add regarding this story please let me Know.
I couldn’t resist adding my other two Fodens to the line-up, customers were coming and going at the same time hence some other motors in there. I decided to add some cab interior shots a day or two later, just for the record as it were.
To see more about J B Schofield and Sons and the history of the business and its 33 years as a gritting contractor, look here www.jbschofieldandsons.co.uk/
Replaced =)
Model: Niña
This & it's sister photo are less 'well thought out shoot material' more 'sudden inspiration during random photo takeage'. Both photos were shot with a particular type of edit in mind, both ideas evolved as I played around with my software.
I've been spending a lot of time doing photoshoots for friends & others and editing those so not had much time for my flickr stream, shall be uploading a few of the shoot products soon to keep up activity =)
Please ask for my permission if you wish to use any of my photo's on websites or the like & give due credit (weblink/name/suttum so folks know it's mine & not yours) when you do so.
Thanks =)
View from the Penistone end. Like at the other side, the year of construction - 1948 sits up above but faded to invisibility. Maybe a cast iron plaque could replace it?
INFO:
The Woodhead line was the Great Central railway route from Sheffield Victoria to Manchester Piccadilly.
It has - well had - a claim to fame as the first electrified main line railway in the UK, when it went live in 1953. Unfortunately, due to the evils of Beeching, the passenger services ceased to be on January 5th, 1970...along with Victoria itself.
Several small intermediate stations had already shut during the years up to its demise, with Wadsley Bridge, Oughtibridge, Deepcar all having sold their last ticket by 1968. Wadsley remained partly open for football services until the late 80s, with loco hauled services which required retaining the loop at the western end of the station to change ends.
The line continued as a major goods corridor for several years, although the wires went in 1981. Passenger DMUs from Sheffield to Huddersfield used the route until 1983, reversing and travelling through Victoria, before being route through Barnsley instead. The track was lifted from north of Deepcar up to Hadfield between 1985-86. The surviving single track branches off left towards Stocksbridge steel works, alongside where a new shopping village is shortly to appear.
The trackbed continues as The Transpennine Trail from this point. The ten-and-a-half mile section passes west through Wortley, Thurgoland, Oxspring and Penistone where it junctions with the still current Sheffield/Barnsley-Huddersfield line. An also electrified branch from Wath near Rotherham brought coal trains up and across the Pennines - this diverged near Stairfoot and junctioned with the Barnsley-Huddersfield route near Oxspring. The line was lifted in 1981 - the trackbed is now better known as the Dove Valley trail.
Beyond Penistone the former GC line leaves to head on through Millhouse Green, Hazelhead and eventually Dunford Bridge where the closed Woodhead Tunnel cuts the path short.
The climb up from Penistone was as steep as 1 in 100 and trains that travelled from the Wath line were push-pulled by up to two electric locomotives at each end.
Cyclists and walkers with the strength to continue can climb the near vertical Windle Edge left out of Dunford and then trek over the Pennines to Woodhead Station where the track remerged into daylight. This six mile section onward to Hadfield continues as the Longendale Trail.
11-shot HDR Panorama taken from the 5th floor deck of the Marriott Waterfront. View the original size to check out the detail. You can even read the banner that the plane is pulling. I highlighted a few of the details you can see at Max size.
In the foreground is the Pier 6 Concert Pavilion. 12 hours earlier, Several Species, a Pink Floyd cover band, was just finishing up their encore inside the tent. It's a great place to see a concert.
It took me several days to process the 11 shots through Photomatix. I did all the HDR conversions before stitching them together in Photoshop CS4. The finished product was too big for Flickr, so I had to reduce it a bit.
Replaced Acme Spring Water and Super Chill Spring Water at Acme, Acme/Acme Pharmacy, and Acme Sav-on
ALE used a total of fifty six axles of SPMT and sixteen 100t capacity jacks to remove and lower the original 450t cast iron bridge span and replace it with a 420t steel rail bridge.
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