View allAll Photos Tagged responsive
While it’s true that images, grids, and scaled size are extremely important when it comes to responsive website design, the typography – font styles, line length, size, spacing, etc – make a lot of difference too.
Stagecoach North Scotland 44025 : Mercedes City 45. The Mercedes sprinter minibuses bought by Stagecoach East Kent for the demand responsive services in Ashford which lasted only around 18 months have now been 'scattered to the winds' in the Stagecoach empire. This one has traveled the furthest, now being on Orkney where it's limited capacity is probably more in keeping with the passenger numbers!
Driving Change: Gender-Responsive Practices in Business
Driving Change: Gender-Responsive Practices in Business brought together distinguished figures from business, politics and leading research institutes. The panellists discussed the growing need for companies to innovate and embrace diversity within their organisation and their customer base in order to remain competitive in times of economic turbulence, both at home and internationally.
Award Ceremony -
Since 2005, the discussion panel has been followed by a Women in Business awards ceremony. The 2015 awards were presented to three winners from the EBRD region who have proved to be the most advanced in applying gender diversity measures in their businesses.
This year the discussion panel and awards ceremony was complemented by a signing ceremony for the EBRD’s Women in Business programme in the Eastern Partnership countries. Local financial institutions signed letters expressing their interest in participating in the programme, which combines finance and advice for women-led small and medium-sized enterprises (SMEs). The programme will be launched in Georgia in 2015 as part of a regional drive that will benefit more than 2,000 women entrepreneurs.
Thursday, 14 May 2015, 14.00 – 16.15, Room 2, Parliament Building
Moderator:
Tanya Beckett, @bbctanyabeckett Presenter, World Business Report, BBC World News
Speakers:
Mariam Valishvili, Deputy Minister, Ministry of Energy, Georgia
Julia Dawson, Managing Director of Thematic Research, Credit Suisse Securities
Dana Denis-Smith, @ddenissmith, Founder and CEO, Obelisk Support.
The experts looked at key questions including:
How do firms need to innovate and embrace diversity both within their organisation and their customer base?
Why has the solution for advancing gender diversity not been found yet?
Phlip Beesley Workshop October 2015 with CITAstudio
The installation DISSIPATIVE ARCHITECTURES explores the idea of a dynamic responsive architecture. The installation has been constructed during our recent CITAstudio workshop with Philip Beesley.
The opening of the linked exhibition is on Friday 4th at 15.00h in the KADK library: Danneskiold-Samsøes Allé 50 DK 1434 København K.
Driving Change: Gender-Responsive Practices in Business
Driving Change: Gender-Responsive Practices in Business brought together distinguished figures from business, politics and leading research institutes. The panellists discussed the growing need for companies to innovate and embrace diversity within their organisation and their customer base in order to remain competitive in times of economic turbulence, both at home and internationally.
Award Ceremony -
Since 2005, the discussion panel has been followed by a Women in Business awards ceremony. The 2015 awards were presented to three winners from the EBRD region who have proved to be the most advanced in applying gender diversity measures in their businesses.
This year the discussion panel and awards ceremony was complemented by a signing ceremony for the EBRD’s Women in Business programme in the Eastern Partnership countries. Local financial institutions signed letters expressing their interest in participating in the programme, which combines finance and advice for women-led small and medium-sized enterprises (SMEs). The programme will be launched in Georgia in 2015 as part of a regional drive that will benefit more than 2,000 women entrepreneurs.
Thursday, 14 May 2015, 14.00 – 16.15, Room 2, Parliament Building
Moderator:
Tanya Beckett, @bbctanyabeckett Presenter, World Business Report, BBC World News
Speakers:
Mariam Valishvili, Deputy Minister, Ministry of Energy, Georgia
Julia Dawson, Managing Director of Thematic Research, Credit Suisse Securities
Dana Denis-Smith, @ddenissmith, Founder and CEO, Obelisk Support.
The experts looked at key questions including:
How do firms need to innovate and embrace diversity both within their organisation and their customer base?
Why has the solution for advancing gender diversity not been found yet?
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
Caught off-guard...
Another of the small yet expanding fleet of Sprinters used for HertsLynx demand responsive duties, Uno (HertsLynx) Mercedes Benz 516CDi/EVB YE73PZZ heads along High Street in Bishops Stortford arriving into town with passengers from the outlying countryside 07/03/24
By luck...
One of 2 new vehicles provided to Universitybus for the expanded HertsLynx DRT network, Mercedes Benz 516CDi/EVB YE73PYG climbs Hadham Road in Bishops Stortford leaving town after working an inbound journey 15/12/23
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I counted 16 videos that appear in the ePub version of Ethan Marcotte's upcoming book, Responsive Web Design. They work the same as they did in Dan's book. And unfortunately, still only supported in iBooks on iOS (everyone else gets plain images).
Responsive Web Design comes out this Tuesday!
Syzygium is a genus of flowering plants that belongs to the myrtle family, Myrtaceae. The genus comprises about 1200–1800 species, and has a native range that extends from Africa and Madagascar through southern Asia east through the Pacific. Its highest levels of diversity occur from Malaysia to northeastern Australia, where many species are very poorly known and many more have not been described taxonomically. Cascade is a beautiful mid sized shrub with mid-sized glossy apple green leaves with attractive red and pink new growth. Spectacular pink powder-puff flowers in summer are followed by pinkish fruits that are edible and attract birds.
Australia has over 1,700 species of native bee. Bees collect pollen from flowers to feed their young. Flies do not do this, although they may be seen eating pollen, so identification is not always easy. Eleven of the species, the social native bees, are in two genera, Tetragonula and Austroplebeia, and have no sting. 6809
U.S. Department of Agriculture (USDA) Secretary Sonny Perdue participates with the school lunch, and holds a roundtable discussion with school nutrition professionals at North East Independent School District’s Castle Hill Elementary, in San Antonio, TX, on Jan 17, 2020. The tour was led by Student Lighthouse Team Member student Alessandra Fuini.
U.S. Secretary of Agriculture Sonny Perdue announced two proposals today that will put local school and summer food service operators back in the driver’s seat of their programs, because they know their children best. Under the school meals proposed rule, school nutrition professionals have more flexibility to serve appetizing and healthy meals that appeal to their students’ preferences and subsequently reduce food waste. The proposed rule also encourages state and local operators to focus resources on feeding children rather than administrative paperwork. These improvements build on the 2018 reforms that preserve strong nutrition standards while providing schools the additional flexibilities they need to best serve America's students. For more, see usda.gov/media/press-releases/2020/01/17/usda-announces-school-and-summer-meals-reforms
USDA Food and Nutrition Service (FNS) is customer-focused and responsive to our state and local partners. USDA’s relationships with schools and food service professionals has fostered a better understanding of what’s working, and what can be improved together. They've told USDA that while the reforms to date have improved operations, additional changes are needed to better serve nutritious meals that children will actually eat. These new flexibilities deliver on customer feedback, aimed at ensuring that red tape doesn't get in the way of serving kids healthy meals.
Other governmental officials included Texas Department of Agriculture Commissioner Sid Miller and USDA FNS Regional Administrator William Ludwig and North East ISD Superintendent Dr. Sean Maika.
The FNS mission is to increase food security and reduce hunger by providing children and low-income people access to food, a healthful diet and nutrition education in a way that supports American agriculture and inspires public confidence.
Castle Hill is a certified Lighthouse School that utilizes Leader in Me (LiM) is an evidence-based, comprehensive-school improvement model. Lighthouse Certification is a standard set by FranklinCovey that is attainable by every Leader in Me school. As it is a significant benchmark, applying for this certification typically occurs four to five years after a school begins the Leader in Me process. FranklinCovey Education, a division of FranklinCovey, provides educational-leadership programs and transformational processes.
@USDA #schoolmeals #summermeals
USDA Photo By Lance Cheung.
For more information, please see:
usda.gov/media/press-releases/2020/01/17/usda-announces-school-and-summer-meals-reforms
U.S. Department of Agriculture - usda.gov
Food and Nutrition Service - fns.usda.gov
National School Lunch Program - fns.usda.gov/nslp
Geoff Cutmore, Anchor, CNBC, United Kingdom, Helle Thorning-Schmidt, Chief Executive Officer, Save the Children International, United Kingdom, Frans van Houten, President and Chief Executive Officer, Royal Philips, Netherlands, Sharmeen Obaid-Chinoy, Documentary Film-maker, SOC Films, Pakistan, Brian T. Moynihan, Chairman of the Board and Chief Executive Officer, Bank of America Corporation, USA. speaking during the session: Responsive and Responsible Leadership in 2017 at the Annual Meeting 2017 of the World Economic Forum in Davos, January 20, 2017
Copyright by World Economic Forum / Greg Beadle
BMW M3 E46 CSL (2004) Engine 3200cc S6 S54 Production 1400
Registration Number M 3 BOY (Cherished number first allocated for London NW)
BMW ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623759864432
The BMW M3 CSL was a limited edition version of the M3 produced in 2004 with only 1400 cars produced, the model was never released in the North American market, and came in only two colours, Silver Grey Metallic and Black Sapphire Metallic .
As the name suggests the emphasis was put on weight reduction and the CSL weighs in at 1385kg, or 110 kg lighter than the standard M3. Much of the sound insulation is removed along with electric seats, navigation aidsair conditioning and stereo system, although BMW would retrofit the sound system free of charge. Unique body pieces are produced from carbon fibre reinforced polymer, and glass-reinforced plastics are used throughout structural points in the car. The standard glass windows are replaced by thinner glass. The cars roof is also made from carbon fiber reinforced plastic., which only reduces the weight by 7kg, but also lowers the cars centre of gravity.
Springs and dampers are upgraded to racing specification and the steering ratio tightened to improve responsiveness The braking system is also upgraded with larger front floating rotors and larger pistons in the rear calipers and the dynamic stability control retuned.
Top speed was limited but on production of a current Motorsport licence, factory ordered cars could be requested with this restriction removed
The engine produces 360bhp against the standard European M3s 343bhp thanks to the use of sharper profile camshafts, a bigger air intake with carbon fibre manifold and a refinement of the exhaust manifold, and slightly different exhaust valves.
The car also receives an aerodynamic lightweight body kit which included carbon fiber front splitter as well as a carbon fibre rear diffuser. The front bumper has a distinct hole that is used to draw cool air into the newly designed air intake. The boot floor is made of a lightweight fibre board (Clarkson called it cardboard) and the boot lid designed to incorporate a raised lip.
Thankyou for a massive 57,202,027 views
Shot 28.10.2016 at The Alexandra Palace, London REF 124-045
Geoff Cutmore, Anchor, CNBC, United Kingdom, Helle Thorning-Schmidt, Chief Executive Officer, Save the Children International, United Kingdom, Frans van Houten, President and Chief Executive Officer, Royal Philips, Netherlands, Sharmeen Obaid-Chinoy, Documentary Film-maker, SOC Films, Pakistan, Brian T. Moynihan, Chairman of the Board and Chief Executive Officer, Bank of America Corporation, USA. speaking during the session: Responsive and Responsible Leadership in 2017 at the Annual Meeting 2017 of the World Economic Forum in Davos, January 20, 2017
Copyright by World Economic Forum / Greg Beadle
Phlip Beesley Workshop October 2015 with CITAstudio
The installation DISSIPATIVE ARCHITECTURES explores the idea of a dynamic responsive architecture. The installation has been constructed during our recent CITAstudio workshop with Philip Beesley.
The opening of the linked exhibition is on Friday 4th at 15.00h in the KADK library: Danneskiold-Samsøes Allé 50 DK 1434 København K.
Stillington - operating on the ‘TeesFlex’ demand responsive network under contract to Tees Valley Combined Authority
Driving Change: Gender-Responsive Practices in Business
Driving Change: Gender-Responsive Practices in Business brought together distinguished figures from business, politics and leading research institutes. The panellists discussed the growing need for companies to innovate and embrace diversity within their organisation and their customer base in order to remain competitive in times of economic turbulence, both at home and internationally.
Award Ceremony -
Since 2005, the discussion panel has been followed by a Women in Business awards ceremony. The 2015 awards were presented to three winners from the EBRD region who have proved to be the most advanced in applying gender diversity measures in their businesses.
This year the discussion panel and awards ceremony was complemented by a signing ceremony for the EBRD’s Women in Business programme in the Eastern Partnership countries. Local financial institutions signed letters expressing their interest in participating in the programme, which combines finance and advice for women-led small and medium-sized enterprises (SMEs). The programme will be launched in Georgia in 2015 as part of a regional drive that will benefit more than 2,000 women entrepreneurs.
Thursday, 14 May 2015, 14.00 – 16.15, Room 2, Parliament Building
Moderator:
Tanya Beckett, @bbctanyabeckett Presenter, World Business Report, BBC World News
Speakers:
Mariam Valishvili, Deputy Minister, Ministry of Energy, Georgia
Julia Dawson, Managing Director of Thematic Research, Credit Suisse Securities
Dana Denis-Smith, @ddenissmith, Founder and CEO, Obelisk Support.
The experts looked at key questions including:
How do firms need to innovate and embrace diversity both within their organisation and their customer base?
Why has the solution for advancing gender diversity not been found yet?
Phlip Beesley Workshop October 2015 with CITAstudio
The installation DISSIPATIVE ARCHITECTURES explores the idea of a dynamic responsive architecture. The installation has been constructed during our recent CITAstudio workshop with Philip Beesley.
The opening of the linked exhibition is on Friday 4th at 15.00h in the KADK library: Danneskiold-Samsøes Allé 50 DK 1434 København K.
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In March 1941 Saab was given the task to design a better fighter than the Seversky Republic P-35s and Reggiane 2000s, at that time the only fighter aircraft Sweden was able or allowed to buy and the air force’s most modern fighters. Several other foreign designs, including the German Bf 109 or even the Japanese Mitsubishi Zero had also been considered.
Anyway, during the ongoing war the procurement of foreign equipment had no predictable future, and so a program for an indigenous fighter aircraft was launched the same year. This resulted in two different designs, which were both initially constructed around an imported German DB 603 engine – a deal which had become possible through the allowance of German transport flights to Norway over Swedish territory, a reason why no Allied equipment was sold to Sweden.
The resulting designs, the L-21 and L-23, differed considerably from each other. The Saab L-21 was a futuristic twin-boom pusher. This unconventional layout was a technological risk, with ejection seat and all, but it was expected to exploit the DB603 engine to the max, with a low-drag airframe (e .g. with a totally buried radiator installation inside of the inner wings) and a well-balanced center of gravity, which was expected to improve handling and turn radius. It was the favored design of Saab’s engineers.
As a fall-back option, though, the L-23 was added. It was a more conservative design with the same DB 603 engine, but with the engine in the classic nose position, a tunnel radiator under the rear fuselage, low tapered wings and a conventional tail. The overall outline resembled the P-51B/C Mustang. Most interestingly, the J 23 was to have a Bofors ejection seat, too, despite its conventional layout.
In December 1941 both designs were approved for prototypes, so that a direct comparison of both layouts could be made. The first of three J 21 prototypes flew on 30 July 1943, while the first three J 23 fighters followed on 10 August, just two weeks later.
Flight tests and evaluation continued until mid-1944 and, despite less weight and size, the J 23 turned out to be fast (Max. speed 626 km/h (388 mph) with the DB 603), but considerably less maneuverable than the J 21, which in itself was also not a perfect aircraft and frequently faced overheating problems.
Faced with two mediocre designs and an urgent need for a modern fighter, it was eventually decided to go ahead with the J 21 for serial production, but a pre-production batch of upgraded J 23 was also ordered for field tests and further development. In the meantime, Sweden had acquired rights to produce the DB 605 in license, and the new fighter was to be adapted to this more modern and powerful engine – it was hoped that the new engine would improve the J 23’s performance, and it was also fitted to the production J 21.
This re-engined variant was the J 23A, of which twelve aircraft were constructed at the main plant in Trollhättan and delivered from August 1945, too late to be involved in typical interception duties at the Swedish borders.
Deliveries of the favored J 21 started in December of the same year. The latter’s field performance turned out to be unsuited for the interceptor role, and the cooling problems persisted. Relegated mainly into the bomber and CAS role (the J 21 turned out to be a passable ground attack aircraft and a stable gun platform), the limitation of the J 21’s pusher design led to a revival of the front-engine J 23.
The resulting J 23B became the aircraft’s actual production variant, incorporating many improvements which had been developed and tested on the prototypes and the pre-production J 23As. These included aerodynamic modifications like a different airfoil on the outer wings and a lowered horizontal stabilizer, coupled with an extended rear fuselage for better directional stability and a slimmed-down radiator fairing for less drag. These machines were delivered from late 1946 on, and a total of forty-six J 23B airframes were produced until early 1948.
In service, the lighter J 23Bs proved to be a better interceptor than the J 21, with a higher top speed and rate of climb, but its handling was less responsive than the pusher aircraft with the same engine and armament.
Overall the J 23B was regarded as inferior to the very similar J 26 (the P-51D) in almost any respect, and the J 23B was never really popular with its flight or ground crews. Consequently, the J 23Bs active fighter career was short and the machines were only operated by the F 16 fighter wing and the F 20 Air Force Academy, both based at Uppsala Airfield, primarily used for advanced weapon and air combat training.
A new evaluation of the J 21 and the J 23 in 1947 led to the decision to retain the J 21 series but to consider the modification of the airframe to accommodate a jet engine. While production line J 21A series aircraft were first selected for conversion, the initial piston-engine version continued in production in five series "batches" that were completed in 1948–49.
Further J 23B production was not resumed, instead the J 26 and J 27 were procured. Anyway, the age of the piston-engine fighter came soon to a close and the Swedish Air Force entered the jet age. Consequently, the J 23B was already phased out, together with the J 21, after 1954.
General characteristics:
Crew: one
Length: 9.58 m (31 ft 4 in)
Wingspan: 11.3 m (37 ft 8 in)
Height: 3.96 (13 ft 0 in)
Wing area: 20.00 m² (215.28 ft²)
Empty weight: 2,535 kg (5,583 lb)
Loaded weight: 3,445 kg (7,588 lb)
Max. take-off weight: 3,663 kg (8,068 lb)
Powerplant:
1× Daimler-Benz liquid-cooled, supercharged, 60° inverted V12 DB 605B engine,
rated at 1,085 kW (1,455 hp / 1,475 PS) and license-built by SFA.
Performance:
Maximum speed: 680 km/h (367 knots, 422 mph)
Cruise speed: 495 km/h (265 knots, 308 mph)
Range: 750 km (466 mi)
Service ceiling: 11,200 m (36,685 ft)
Rate of climb: 17 m/s (3,340 ft/min)
Armament:
1× engine-mounted 20 mm Hispano-Suiza HS.404 or Bofors cannon,
firing through the propeller hub
4× 13 mm Bofors-built Colt machine guns in the outer wings nose
Underwing hardpoints for various bombs, drop tanks and unguided rockets
The kit and its assembly:
The “Swedish Season” continues! The Saab 23 is another “phantom of the past”, a real world design that never left the drawing board. The J 23 actually started as an alternative to the J 21, but was discarded in late 1941 in favor of the more promising, yet bigger and heavier, pusher design. But that would not stop modelers from trying to build one, even though I have never seen a model of this aircraft? Having recently tried to build a Saab 27 fighter caught me in the right mood for another whiffy Swedish design, so I took a chance on the J 23, too.
At first glance you can mistake the J 23 for a P-51B with an engine from a late Bf 109, some sources describe it as “a Swedish Messerschmitt”. But that’s only superficial, much like the later Griffon-powered J 27 project which can be described as a “Super Spitfire”, but this does not do justice to the aircraft’s construction.
Both were independent developments, even though the P-51 (some early specimen were forced to land in Sweden and closely examined) certainly had a massive impact on both designs.
Anyway, the information basis surrounding the J 23 is worse than the J 27’s, and I only had rather vague profile drawings/sketches at hand for reference. A basis model was also hard to find: the rear section from a P-51B (in this case an Intech kit from Poland) was settled, since the Mustang’s cockpit shape, dorsal section and fin come really close to the J 23. But you cannot simply mate a P-51 with a Bf 109 nose, it would result in a rather wacky Mustang-thing because the proportions are not right.
Finding a good solution was not easy, and I was lucky to find a Hasegawa Ki-61 in the stash – it has a German engine (an earlier DB 601, though) and an overall layout similar to the P-51B. But the Ki-61 is considerably larger than a Bf 109, more in the P-51’s size class. Despite many detail modifications I decided to mate these unlikely aircraft for the J 23s basis – engraved panel lines on both kits made the combination less obvious, too.
The InTech P-51B gave its tail and the cockpit section (excluding the radiator tunnel and the wing roots), cut away from the rest of the Mustang fuselage with a Z-shaped cut. With a matching cut on the Ki-61’s fuselage, the engine and the whole wing/fuselage intersection were used. Styrene strips held the fuselage sections in place, on the outside the seams were later blended with nitrous compound putty. One benefit of this solution is that the OOB P-51 canopy could be used (even though the rear end fit necessitated some body work), and the resulting cockpit position was just as far forward as on the J 23, right above the wings. As a consequence the rear fuselage behind the cockpit appears to be rather long, but that is AFAIK correct, the J 23 had these slightly odd proportions!
For the J 23’s DB 605 engine a different, bigger spinner had to be mounted – scratched from a massive PZL 23 spinner and single blades (from the Hasegawa Ki-61), together with a metal axis and a styrene tube adapter inside of the nose. Some putty work was necessary to fair over the Ki-61 guns on the cowling, the typical DB 601 front bulge and blend the bigger, new spinner to the rest of the fuselage, but the result looks O.K.
The Ki-61’s original wings and landing gear could, thanks to the original fuselage section from the Hasegawa kit, be carried over and easily mounted, even though the wing tips were clipped for a square, Mustang-esque shape (the J 23’s look in all illustrations I’ve seen like upscaled Bf 109E wings).
The InTech P-51’s horizontal stabilizers were used, but for a J 23 they had to be placed in a different position: further back (so that wedges for the vertical rudder had to be cut out) and considerably lower, necessitating some (more) body work to hide the original attachment points. The new position adds to the impression of an extended fuselage section behind the cockpit, even though the P-51 donor fuselage section is only a little longer than the Ki-61’s. All tail surface outlines were slightly modified, too.
The J 23’s typical, shallow radiator tunnel had to be scratched, the semi-buried construction sits far behind the wings’ training edge. In an initial step, the removed Ki-61 radiator’s gap as well as the P-51 tail wheel well were faired over with styrene sheet and new intake/outlet ramps integrated into the lower rear fuselage. The tunnel itself is the narrow, aerodynamic fairing of a Boulton Paul Defiant’s machine guns behind the turret (raised when not in use), left over from a Pavla kit, opened at both ends.
As a consequence of the new and long radiator tunnel, the P-51 tail wheel well was moved about 5mm further back and the fuselage profile under the tail fin re-shaped.
One of the final steps was the cockpit interior, because I was not sure concerning the relative position of the P-51’s canopy (cut into three pieces for open display) and dashboard and the Ki-61’s cockpit floor panel and seat. But both turned out to match relatively well, and I added a tank and radio dummy behind the seat in order to prevent a clear view into the rear fuselage.
The landing gear was taken OOB from the Ki-61 – it looks similar to the real J 23 arrangement, so I stuck with it. The tail wheel comes from the InTech P-51, just the covers were scratched for the re-located well.
All gun barrels on spinner and wings are hollow steel needles, no ordnance was hung under the wings, even though the Ki-61 hardpoints were retained. After all, it’s a fighter aircraft.
Painting and markings:
Once more a classic, if not conservative, livery for a fictional aircraft – and in this case I chose the simple olivgrön/ljust blågrå camouflage of the late Fourties, coupled with contemporary color-coded letters identifying the individual aircraft and its squadron within the Flygflöttilj group.
The uniform upper surfaces were painted with RAF Dark Green (Humbrol 163). This tone has an olive drab touch and comes IMHO pretty close to the original Swedish color, the frequently recommended FS 34079 is IMHO too blue-ish. For the underside I used Humbrol 87 (Steel Gray), which is a blue-greenish gray. The authentic tone would be FS 36270, but on a model it appears much too dark, so that the lighter Steel Gray is a handy and individual alternative.
A light black ink was applied in order to emphasize the panel lines, some more depth was added through dry-painted panels with lighter shades of the basic colors (in this case, Humbrol 155 and 128).
The cockpit interior was painted in dark gray (Humbrol 32), while the landing gear and the wells became Aluminum (Humbrol 56).
As an aircraft of the air staff flight, this J 23 received a white spinner and a white code letter on the tail. These and other markings came from various sources and spare decal sheets. Some extra color was added with red warning markings on the wings above the flaps, plus some visual markings - all made with generic decal stripes. The cock nose art is a personal addition - taken from a Spanish Bf 109D, but AFAIK such personal markings were not uncommon on Swedish Air Force aircraft in the post WWII era.
An eye-catcher and some variety on the otherwise simple green/gray livery are white high-viz markings on the wing tips and a wide fuselage band. Such additional markings were frequently used in the post WWII-era during exercises, training or public displays. Styles varied considerably, though, between “color blocks” and wide single bands which I used (seen on a J 21) and even dense, thin zebra stripes on wings and fuselage. In this case, the white markings were painted onto wings and fuselage (Humbrol 34).
Since most panel lines on the fuselage were lost I painted some new ones with a soft pencil. Finally, after some gun soot and exhaust stains made with grinded graphite as well as some dry-brushed silver on the wings’ leading edges and around the cockpit were added, the kit received a coating with matt acrylic varnish.
Another scratch build of an obscure Swedish aircraft that never reached the hardware stage – and pretty successful, IMHO. This sleek J 23 model looks just as harmless and innocent, but involved massive construction work in almost every area as the kitbashed J 27 before. It’s actually the first model rendition of the J 23 I have seen so far – and another funny fact is that this “Swedish Messerschmitt” was built without any Bf 109 part at all!
Phlip Beesley Workshop October 2015 with CITAstudio
The installation DISSIPATIVE ARCHITECTURES explores the idea of a dynamic responsive architecture. The installation has been constructed during our recent CITAstudio workshop with Philip Beesley.
The opening of the linked exhibition is on Friday 4th at 15.00h in the KADK library: Danneskiold-Samsøes Allé 50 DK 1434 København K.
Geoff Cutmore, Anchor, CNBC, United Kingdom, Helle Thorning-Schmidt, Chief Executive Officer, Save the Children International, United Kingdom, Frans van Houten, President and Chief Executive Officer, Royal Philips, Netherlands, Sharmeen Obaid-Chinoy, Documentary Film-maker, SOC Films, Pakistan, Brian T. Moynihan, Chairman of the Board and Chief Executive Officer, Bank of America Corporation, USA. speaking during the session: Responsive and Responsible Leadership in 2017 at the Annual Meeting 2017 of the World Economic Forum in Davos, January 20, 2017
Copyright by World Economic Forum / Greg Beadle
That’s why paying attention to these rules of responsive web designing will go a long way in developing the best website for your business.
These are the first images @5x & 50x captured by summer trainee, Susan Margolis. Awesome shots! ID requested for diptera....
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen. Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively. Contact information: Mark Smith M.S. Geoscientist mark@macroscopicsolutions.com Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer daniel@macroscopicsolutions.com Annette Evans Ph.D. Student at the University of Connecticut annette@macroscopicsolutions.com
I've decided to go back to the Fuji X100T. I bought the Fuji XT1, but returned it after a couple of days of shooting and picked up the X100T. XT1 with the (wonderful) kit lens was just a tad big for me. I may as well carry a DSLR (I have a Canon 6D). XT1 didn't quite inspire me to take it out and shoot with it. Don't get me wrong, it's a great camera. If I didn't have a Canon 6D, I'd pick the XT1 for its versatility. I've shot with the original X100 as well as the X100s. X100T is noticeably more responsive so the shooting experience is better. I haven't shot a lot with it yet, but I will continue posting and writing my thoughts on Flickr.
Mercedes Benz 516CDi - EVB B16F
New to this Operator during August-2021 .
Hertfordshire County Council have introduced a Demand Responsive service ( Herts Lynx ) in rural East Hertfordshire . Based I believe on Buntingford , Bishop's Stortford is about as far East as you can pre-book a trip / ride to
RJ21XDB is running into the Bishops Stortford Bus Interchange , on such a trip .
Saturday morning 28th-January-2023
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In March 1941 Saab was given the task to design a better fighter than the Seversky Republic P-35s and Reggiane 2000s, at that time the only fighter aircraft Sweden was able or allowed to buy and the air force’s most modern fighters. Several other foreign designs, including the German Bf 109 or even the Japanese Mitsubishi Zero had also been considered.
Anyway, during the ongoing war the procurement of foreign equipment had no predictable future, and so a program for an indigenous fighter aircraft was launched the same year. This resulted in two different designs, which were both initially constructed around an imported German DB 603 engine – a deal which had become possible through the allowance of German transport flights to Norway over Swedish territory, a reason why no Allied equipment was sold to Sweden.
The resulting designs, the L-21 and L-23, differed considerably from each other. The Saab L-21 was a futuristic twin-boom pusher. This unconventional layout was a technological risk, with ejection seat and all, but it was expected to exploit the DB603 engine to the max, with a low-drag airframe (e .g. with a totally buried radiator installation inside of the inner wings) and a well-balanced center of gravity, which was expected to improve handling and turn radius. It was the favored design of Saab’s engineers.
As a fall-back option, though, the L-23 was added. It was a more conservative design with the same DB 603 engine, but with the engine in the classic nose position, a tunnel radiator under the rear fuselage, low tapered wings and a conventional tail. The overall outline resembled the P-51B/C Mustang. Most interestingly, the J 23 was to have a Bofors ejection seat, too, despite its conventional layout.
In December 1941 both designs were approved for prototypes, so that a direct comparison of both layouts could be made. The first of three J 21 prototypes flew on 30 July 1943, while the first three J 23 fighters followed on 10 August, just two weeks later.
Flight tests and evaluation continued until mid-1944 and, despite less weight and size, the J 23 turned out to be fast (Max. speed 626 km/h (388 mph) with the DB 603), but considerably less maneuverable than the J 21, which in itself was also not a perfect aircraft and frequently faced overheating problems.
Faced with two mediocre designs and an urgent need for a modern fighter, it was eventually decided to go ahead with the J 21 for serial production, but a pre-production batch of upgraded J 23 was also ordered for field tests and further development. In the meantime, Sweden had acquired rights to produce the DB 605 in license, and the new fighter was to be adapted to this more modern and powerful engine – it was hoped that the new engine would improve the J 23’s performance, and it was also fitted to the production J 21.
This re-engined variant was the J 23A, of which twelve aircraft were constructed at the main plant in Trollhättan and delivered from August 1945, too late to be involved in typical interception duties at the Swedish borders.
Deliveries of the favored J 21 started in December of the same year. The latter’s field performance turned out to be unsuited for the interceptor role, and the cooling problems persisted. Relegated mainly into the bomber and CAS role (the J 21 turned out to be a passable ground attack aircraft and a stable gun platform), the limitation of the J 21’s pusher design led to a revival of the front-engine J 23.
The resulting J 23B became the aircraft’s actual production variant, incorporating many improvements which had been developed and tested on the prototypes and the pre-production J 23As. These included aerodynamic modifications like a different airfoil on the outer wings and a lowered horizontal stabilizer, coupled with an extended rear fuselage for better directional stability and a slimmed-down radiator fairing for less drag. These machines were delivered from late 1946 on, and a total of forty-six J 23B airframes were produced until early 1948.
In service, the lighter J 23Bs proved to be a better interceptor than the J 21, with a higher top speed and rate of climb, but its handling was less responsive than the pusher aircraft with the same engine and armament.
Overall the J 23B was regarded as inferior to the very similar J 26 (the P-51D) in almost any respect, and the J 23B was never really popular with its flight or ground crews. Consequently, the J 23Bs active fighter career was short and the machines were only operated by the F 16 fighter wing and the F 20 Air Force Academy, both based at Uppsala Airfield, primarily used for advanced weapon and air combat training.
A new evaluation of the J 21 and the J 23 in 1947 led to the decision to retain the J 21 series but to consider the modification of the airframe to accommodate a jet engine. While production line J 21A series aircraft were first selected for conversion, the initial piston-engine version continued in production in five series "batches" that were completed in 1948–49.
Further J 23B production was not resumed, instead the J 26 and J 27 were procured. Anyway, the age of the piston-engine fighter came soon to a close and the Swedish Air Force entered the jet age. Consequently, the J 23B was already phased out, together with the J 21, after 1954.
General characteristics:
Crew: one
Length: 9.58 m (31 ft 4 in)
Wingspan: 11.3 m (37 ft 8 in)
Height: 3.96 (13 ft 0 in)
Wing area: 20.00 m² (215.28 ft²)
Empty weight: 2,535 kg (5,583 lb)
Loaded weight: 3,445 kg (7,588 lb)
Max. take-off weight: 3,663 kg (8,068 lb)
Powerplant:
1× Daimler-Benz liquid-cooled, supercharged, 60° inverted V12 DB 605B engine,
rated at 1,085 kW (1,455 hp / 1,475 PS) and license-built by SFA.
Performance:
Maximum speed: 680 km/h (367 knots, 422 mph)
Cruise speed: 495 km/h (265 knots, 308 mph)
Range: 750 km (466 mi)
Service ceiling: 11,200 m (36,685 ft)
Rate of climb: 17 m/s (3,340 ft/min)
Armament:
1× engine-mounted 20 mm Hispano-Suiza HS.404 or Bofors cannon,
firing through the propeller hub
4× 13 mm Bofors-built Colt machine guns in the outer wings nose
Underwing hardpoints for various bombs, drop tanks and unguided rockets
The kit and its assembly:
The “Swedish Season” continues! The Saab 23 is another “phantom of the past”, a real world design that never left the drawing board. The J 23 actually started as an alternative to the J 21, but was discarded in late 1941 in favor of the more promising, yet bigger and heavier, pusher design. But that would not stop modelers from trying to build one, even though I have never seen a model of this aircraft? Having recently tried to build a Saab 27 fighter caught me in the right mood for another whiffy Swedish design, so I took a chance on the J 23, too.
At first glance you can mistake the J 23 for a P-51B with an engine from a late Bf 109, some sources describe it as “a Swedish Messerschmitt”. But that’s only superficial, much like the later Griffon-powered J 27 project which can be described as a “Super Spitfire”, but this does not do justice to the aircraft’s construction.
Both were independent developments, even though the P-51 (some early specimen were forced to land in Sweden and closely examined) certainly had a massive impact on both designs.
Anyway, the information basis surrounding the J 23 is worse than the J 27’s, and I only had rather vague profile drawings/sketches at hand for reference. A basis model was also hard to find: the rear section from a P-51B (in this case an Intech kit from Poland) was settled, since the Mustang’s cockpit shape, dorsal section and fin come really close to the J 23. But you cannot simply mate a P-51 with a Bf 109 nose, it would result in a rather wacky Mustang-thing because the proportions are not right.
Finding a good solution was not easy, and I was lucky to find a Hasegawa Ki-61 in the stash – it has a German engine (an earlier DB 601, though) and an overall layout similar to the P-51B. But the Ki-61 is considerably larger than a Bf 109, more in the P-51’s size class. Despite many detail modifications I decided to mate these unlikely aircraft for the J 23s basis – engraved panel lines on both kits made the combination less obvious, too.
The InTech P-51B gave its tail and the cockpit section (excluding the radiator tunnel and the wing roots), cut away from the rest of the Mustang fuselage with a Z-shaped cut. With a matching cut on the Ki-61’s fuselage, the engine and the whole wing/fuselage intersection were used. Styrene strips held the fuselage sections in place, on the outside the seams were later blended with nitrous compound putty. One benefit of this solution is that the OOB P-51 canopy could be used (even though the rear end fit necessitated some body work), and the resulting cockpit position was just as far forward as on the J 23, right above the wings. As a consequence the rear fuselage behind the cockpit appears to be rather long, but that is AFAIK correct, the J 23 had these slightly odd proportions!
For the J 23’s DB 605 engine a different, bigger spinner had to be mounted – scratched from a massive PZL 23 spinner and single blades (from the Hasegawa Ki-61), together with a metal axis and a styrene tube adapter inside of the nose. Some putty work was necessary to fair over the Ki-61 guns on the cowling, the typical DB 601 front bulge and blend the bigger, new spinner to the rest of the fuselage, but the result looks O.K.
The Ki-61’s original wings and landing gear could, thanks to the original fuselage section from the Hasegawa kit, be carried over and easily mounted, even though the wing tips were clipped for a square, Mustang-esque shape (the J 23’s look in all illustrations I’ve seen like upscaled Bf 109E wings).
The InTech P-51’s horizontal stabilizers were used, but for a J 23 they had to be placed in a different position: further back (so that wedges for the vertical rudder had to be cut out) and considerably lower, necessitating some (more) body work to hide the original attachment points. The new position adds to the impression of an extended fuselage section behind the cockpit, even though the P-51 donor fuselage section is only a little longer than the Ki-61’s. All tail surface outlines were slightly modified, too.
The J 23’s typical, shallow radiator tunnel had to be scratched, the semi-buried construction sits far behind the wings’ training edge. In an initial step, the removed Ki-61 radiator’s gap as well as the P-51 tail wheel well were faired over with styrene sheet and new intake/outlet ramps integrated into the lower rear fuselage. The tunnel itself is the narrow, aerodynamic fairing of a Boulton Paul Defiant’s machine guns behind the turret (raised when not in use), left over from a Pavla kit, opened at both ends.
As a consequence of the new and long radiator tunnel, the P-51 tail wheel well was moved about 5mm further back and the fuselage profile under the tail fin re-shaped.
One of the final steps was the cockpit interior, because I was not sure concerning the relative position of the P-51’s canopy (cut into three pieces for open display) and dashboard and the Ki-61’s cockpit floor panel and seat. But both turned out to match relatively well, and I added a tank and radio dummy behind the seat in order to prevent a clear view into the rear fuselage.
The landing gear was taken OOB from the Ki-61 – it looks similar to the real J 23 arrangement, so I stuck with it. The tail wheel comes from the InTech P-51, just the covers were scratched for the re-located well.
All gun barrels on spinner and wings are hollow steel needles, no ordnance was hung under the wings, even though the Ki-61 hardpoints were retained. After all, it’s a fighter aircraft.
Painting and markings:
Once more a classic, if not conservative, livery for a fictional aircraft – and in this case I chose the simple olivgrön/ljust blågrå camouflage of the late Fourties, coupled with contemporary color-coded letters identifying the individual aircraft and its squadron within the Flygflöttilj group.
The uniform upper surfaces were painted with RAF Dark Green (Humbrol 163). This tone has an olive drab touch and comes IMHO pretty close to the original Swedish color, the frequently recommended FS 34079 is IMHO too blue-ish. For the underside I used Humbrol 87 (Steel Gray), which is a blue-greenish gray. The authentic tone would be FS 36270, but on a model it appears much too dark, so that the lighter Steel Gray is a handy and individual alternative.
A light black ink was applied in order to emphasize the panel lines, some more depth was added through dry-painted panels with lighter shades of the basic colors (in this case, Humbrol 155 and 128).
The cockpit interior was painted in dark gray (Humbrol 32), while the landing gear and the wells became Aluminum (Humbrol 56).
As an aircraft of the air staff flight, this J 23 received a white spinner and a white code letter on the tail. These and other markings came from various sources and spare decal sheets. Some extra color was added with red warning markings on the wings above the flaps, plus some visual markings - all made with generic decal stripes. The cock nose art is a personal addition - taken from a Spanish Bf 109D, but AFAIK such personal markings were not uncommon on Swedish Air Force aircraft in the post WWII era.
An eye-catcher and some variety on the otherwise simple green/gray livery are white high-viz markings on the wing tips and a wide fuselage band. Such additional markings were frequently used in the post WWII-era during exercises, training or public displays. Styles varied considerably, though, between “color blocks” and wide single bands which I used (seen on a J 21) and even dense, thin zebra stripes on wings and fuselage. In this case, the white markings were painted onto wings and fuselage (Humbrol 34).
Since most panel lines on the fuselage were lost I painted some new ones with a soft pencil. Finally, after some gun soot and exhaust stains made with grinded graphite as well as some dry-brushed silver on the wings’ leading edges and around the cockpit were added, the kit received a coating with matt acrylic varnish.
Another scratch build of an obscure Swedish aircraft that never reached the hardware stage – and pretty successful, IMHO. This sleek J 23 model looks just as harmless and innocent, but involved massive construction work in almost every area as the kitbashed J 27 before. It’s actually the first model rendition of the J 23 I have seen so far – and another funny fact is that this “Swedish Messerschmitt” was built without any Bf 109 part at all!
Orange County Fashion Week 2015
Orange County, CA – The California Riviera is no stranger to luxury or style and this year’s OCFashion Week (OCFW) will exude both those traits during its full week of events, beginning with World of Fashion Photography Exhibit and gala at Newport Lexus on Friday, February 27th and culminating in the Couture Designer event at Dawson Fine Art on Thursday, March 5th.
Each night holds something magical and fashionable, beginning at 6 pm with cocktails. Showtime on the runway begins at 7 pm, with after-parties at 10 pm. Each night is presented by Newport Lexus with signature sponsors by Toni & Guy Academy Manna Kadar Cosmetics, runway styling by Betinnis in Brea and will spot light a different charity each night. Orange County Fashion Week is produced by Hauteoc Inc. Discover the World You've Been Missing. Discover the World of Orange County.
NEWPORT BEACH, FEBRUARY 28th, 2015 – OC Fashion Week is proud to announce that this season’s 2015 presenting sponsor, Newport Lexus of Newport Beach, will be the site for this year’s SUGAR RUSH. The event will be held on Saturday, February 28, 2015 from 6:00pm – 9:00pm and will showcase makeovers, a celebrity runway show and the Fashionably Responsible Awards Reception. The night will also feature models from popular television show America's Next Top Models.
Beginning at 7 pm, Brit B of BeachCandy Swimwear will open the presentation showcase of Orange County Sugar Rush designers with a preview of her latest collection of swimwear, followed by the Fabulous Life of Claire Farewell’s London designer wear. As the night continues, designers Victoria by Elizabeth, According to Kimberly and Men’s Undercover Underwear debuts an exciting runway tribute to OC Fashion Week’s to retailers and fashion designers that embrace both cause and commerce in their business practices. Jewelry, handbag and accessories designers will showcase their goods, alongside pop-up shops with a portion of the proceeds donating to Working Wardrobes, which has helped more than 70,000 victims of abuse and addiction regain control of their lives by helping them dress for success.
Additionally, guests will have the opportunity to receive makeovers throughout the evening by Manna Kadar Cosmetics founder and CEO Manna Kadar. A noted industry expert, beauty editor and makeup artist to an impressive roster of celebrity clients, Manna has made her mark as a true trendsetter in the world of beauty.
Other evening highlights include a runway show featuring past contestants from America’s Next Top Model and up-and-coming designers that give back to this fashion-studded evening.
Meet the Designers:
Brit B. of BeachCandy Swimwear: A native of Orange County, with her signature store in Corona del Mar, Brit B. creates custom swimsuits for clients with the goal of making every woman feel beautiful and comfortable.
Claire Farwell of Claire Farwell London: A former model and survivor of cancer, Farwell has not only succeeded in one of the toughest industries she has also been a tireless supporter of women fighting cancer.
Manoni Handbags and Accessories: Hand-crafted out of full-grained ostrich and crocodile, every handbag is designed for the chic, fashion-forward-thinking woman.
Victoria by Elizabeth: Pencil Skirt Designers innovating style bringing the elegance of women, by heart and soul.
Kimberly Luu of According to Kimberly: Born and raised in Orange County, the multitalented Luu is a clinician, blogger and designer whose first design won Top Five at OC Fashion Week’s 2011 Designer competition. That was just the beginning of her success story.
Salt Shoes SALT SHOES are uniquely designed with your comfort in mind. But having flexibility by way of look and color is what makes Salt Shoes the “IT” wedge or heel to get. Interchangeable straps allow you to create a new look with each outfit.
What a Betty
What A Betty designs have been seen everywhere from gorgeous brides, to celebrities on the red carpet and has been on hit TV Shows such as “Revenge” and "VH1", and high fashion and bridal magazines.
Undercover Underwear
Adriana Viano is the owner and founder of UnderCover MensWear Inc. Adriana always had the vision that the privilege of the right, sexy and comfortable underwear and loungewear should not only be for women. She always believed that men were in need of their own "Victoria's Secret". UnderCoverMensWear.com is an on line only boutique with unique and innovative products carefully chosen from around the world. All items sold in the on line store will not be found in any department stores.
You can download or view Macroscopic Solutions’ images in more detail by selecting any image and clicking the downward facing arrow in the lower-right corner of the image display screen.
Three individuals of Macroscopic Solutions, LLC captured the images in this database collaboratively.
Contact information:
Mark Smith M.S. Geoscientist
mark@macroscopicsolutions.com
Daniel Saftner B.S. Geoscientist and Returned Peace Corps Volunteer
daniel@macroscopicsolutions.com
Annette Evans Ph.D. Student at the University of Connecticut
annette@macroscopicsolutions.com
Phlip Beesley Workshop October 2015 with CITAstudio
The installation DISSIPATIVE ARCHITECTURES explores the idea of a dynamic responsive architecture. The installation has been constructed during our recent CITAstudio workshop with Philip Beesley.
The opening of the linked exhibition is on Friday 4th at 15.00h in the KADK library: Danneskiold-Samsøes Allé 50 DK 1434 København K.
FORT IRWIN, Calif. - U.S. Army Soldiers assigned to Alpha Company, 3rd Battalion, 29th Field Artillery Regiment, 3rd Armored Brigade Combat Team, 4th Infantry Division, shoot a 155mm cannon with an M109A6 Paladin at enemy targets during Decisive Action Rotation 15-02 at the National Training Center here, Nov. 6, 2014. Decisive Action Rotations at the NTC ensure brigade combat teams remain versatile, responsive and consistently available for the current fight and unforeseen future contingencies. (U.S. Army photo by Sgt. Richard W. Jones Jr., Operations Group, National Training Center)
Orange County Fashion Week 2015
Orange County, CA – The California Riviera is no stranger to luxury or style and this year’s OCFashion Week (OCFW) will exude both those traits during its full week of events, beginning with World of Fashion Photography Exhibit and gala at Newport Lexus on Friday, February 27th and culminating in the Couture Designer event at Dawson Fine Art on Thursday, March 5th.
Each night holds something magical and fashionable, beginning at 6 pm with cocktails. Showtime on the runway begins at 7 pm, with after-parties at 10 pm. Each night is presented by Newport Lexus with signature sponsors by Toni & Guy Academy Manna Kadar Cosmetics, runway styling by Betinnis in Brea and will spot light a different charity each night. Orange County Fashion Week is produced by Hauteoc Inc. Discover the World You've Been Missing. Discover the World of Orange County.
NEWPORT BEACH, FEBRUARY 28th, 2015 – OC Fashion Week is proud to announce that this season’s 2015 presenting sponsor, Newport Lexus of Newport Beach, will be the site for this year’s SUGAR RUSH. The event will be held on Saturday, February 28, 2015 from 6:00pm – 9:00pm and will showcase makeovers, a celebrity runway show and the Fashionably Responsible Awards Reception. The night will also feature models from popular television show America's Next Top Models.
Beginning at 7 pm, Brit B of BeachCandy Swimwear will open the presentation showcase of Orange County Sugar Rush designers with a preview of her latest collection of swimwear, followed by the Fabulous Life of Claire Farewell’s London designer wear. As the night continues, designers Victoria by Elizabeth, According to Kimberly and Men’s Undercover Underwear debuts an exciting runway tribute to OC Fashion Week’s to retailers and fashion designers that embrace both cause and commerce in their business practices. Jewelry, handbag and accessories designers will showcase their goods, alongside pop-up shops with a portion of the proceeds donating to Working Wardrobes, which has helped more than 70,000 victims of abuse and addiction regain control of their lives by helping them dress for success.
Additionally, guests will have the opportunity to receive makeovers throughout the evening by Manna Kadar Cosmetics founder and CEO Manna Kadar. A noted industry expert, beauty editor and makeup artist to an impressive roster of celebrity clients, Manna has made her mark as a true trendsetter in the world of beauty.
Other evening highlights include a runway show featuring past contestants from America’s Next Top Model and up-and-coming designers that give back to this fashion-studded evening.
Meet the Designers:
Brit B. of BeachCandy Swimwear: A native of Orange County, with her signature store in Corona del Mar, Brit B. creates custom swimsuits for clients with the goal of making every woman feel beautiful and comfortable.
Claire Farwell of Claire Farwell London: A former model and survivor of cancer, Farwell has not only succeeded in one of the toughest industries she has also been a tireless supporter of women fighting cancer.
Manoni Handbags and Accessories: Hand-crafted out of full-grained ostrich and crocodile, every handbag is designed for the chic, fashion-forward-thinking woman.
Victoria by Elizabeth: Pencil Skirt Designers innovating style bringing the elegance of women, by heart and soul.
Kimberly Luu of According to Kimberly: Born and raised in Orange County, the multitalented Luu is a clinician, blogger and designer whose first design won Top Five at OC Fashion Week’s 2011 Designer competition. That was just the beginning of her success story.
Salt Shoes SALT SHOES are uniquely designed with your comfort in mind. But having flexibility by way of look and color is what makes Salt Shoes the “IT” wedge or heel to get. Interchangeable straps allow you to create a new look with each outfit.
What a Betty
What A Betty designs have been seen everywhere from gorgeous brides, to celebrities on the red carpet and has been on hit TV Shows such as “Revenge” and "VH1", and high fashion and bridal magazines.
Undercover Underwear
Adriana Viano is the owner and founder of UnderCover MensWear Inc. Adriana always had the vision that the privilege of the right, sexy and comfortable underwear and loungewear should not only be for women. She always believed that men were in need of their own "Victoria's Secret". UnderCoverMensWear.com is an on line only boutique with unique and innovative products carefully chosen from around the world. All items sold in the on line store will not be found in any department stores.
Healthy Lifestyle is a fully responsive WordPress theme for websites or blogs. Easily usable with any device, without removing any content!. The theme has a beautiful slider and packed with custom widgets.
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Cleand Code
Uncompressed and organized code makes the theme easy to edit. Your...
Helle Thorning-Schmidt, Chief Executive Officer, Save the Children International, United Kingdom speaking during the session: Responsive and Responsible Leadership in 2017 at the Annual Meeting 2017 of the World Economic Forum in Davos, January 20, 2017
Copyright by World Economic Forum / Greg Beadle