Miles M.52 Supersonic Research Aircraft (1943-1948) (Cancelled Project)
Post by SKB » 20 Nov 2019, 19:51
^ Miles M.52 model, circa 1945–1954
The Miles M.52 was a turbojet-powered supersonic research aircraft project designed in the United Kingdom in the mid-1940s. In October 1943, Miles Aircraft was issued with a contract to produce the aircraft in accordance with Air Ministry Specification E.24/43. The programme was highly ambitious for its time, aiming to produce an aircraft and engine capable of unheard-of speeds of at least 1,000 miles per hour (1,600 km/h) during level flight, and involved a very high proportion of cutting-edge aerodynamic research and innovative design work.
Between 1942 and 1945, all work on the project was undertaken with a high level of secrecy. In February 1946, the programme was terminated by the new Labour government of Clement Attlee, seemingly due to budgetary reasons, as well as a disbelief held by some ministry officials on the viability of supersonic aircraft in general. In September 1946, the existence of the M.52 was revealed to the general public, leading to calls for official explanation as to why the project had been terminated and derision of the decision. The Air Ministry controversially decided to revive the design, but as a series of unmanned rocket-powered 30 per cent scale models instead of the original manned full-scale aircraft that had been previously under development. These unmanned scale models were air-launched from a modified de Havilland Mosquito mother ship.
During one successful test flight, Mach 1.38 was achieved by a scale model in normally controllable transonic and supersonic level flight, a unique achievement at that time which validated the aerodynamics of the M.52. At that point, the ministry had cancelled that project and issued a new requirement, which would ultimately result in the English Electric Lightning interceptor aircraft. Work on the afterburning version of the Power Jets W.B.2/700 turbojet was also cancelled and the Power Jets company was incorporated into the National Gas Turbine Establishment. According to senior figures at Miles, the design and the research gained from the M.52 was shared with the American company Bell Aircraft, and that this was applied to their own Bell X-1, a ground-breaking high speed prototype aircraft which broke the sound barrier.
Prior to the Second World War, conventional wisdom throughout the majority of the aviation industry was that manned flight at supersonic speeds, those in excess of the sound barrier, was next to impossible, mainly due to the apparently insurmountable issue of compressibility. During the 1930s, few researchers and aerospace engineers chose to explore the field of high speed fluid dynamics; notable pioneers in this area were the German aerospace engineer Adolf Busemann, British physicist Sir Geoffrey Taylor, and British engine designer Sir Stanley Hooker. While Germany gave considerable attention to exploring and implementing Busemann's theories on the swept wing and its role in drag-reduction during high speed flight, both Britain and the United States overlooked this research on the whole. It was only by 1944 that information regarding the rocket-propelled Messerschmitt Me 163 or the jet-propelled Me 262, both having been equipped with swept wings, did wider attitudes on its merits begin to change. Prior to this point, the British Air Ministry had already launched a research programme of its own.
In Autumn 1943, the Air Ministry issued a call for nothing less than a revolutionary aircraft in the form of Air Ministry Specification E.24/43. The Specification sought to produce a jet-powered research aircraft for the ambitious purpose of being able to reach supersonic speeds, which was faster than any aircraft had ever flown at that point. It called for "an aeroplane capable of flying over 1,000 miles per hour (1,600 km/h) in level flight, over twice the existing speed record at that time, along with the ability to climb to 36,000 feet (11,000 m) in 1.5 minutes." Aviation author Derek Wood described E.24/43 as being "the most far-sighted official requirement ever to be issued by a Government department...a complete venture into the unknown with engine, airframe, and control techniques beyond anything remotely considered before". In fact, the specification had only been intended to produce a British aircraft that could match the supposed performance of an apparently existing German aircraft: the 1,000 mph (supersonic) requirement had resulted from the mistranslation of an intercepted communication which had reported that the maximum speed to have been 1,000 km/h (subsonic). This report is believed to have been referring to either the Messerschmitt Me 163A or the Me 262.
The Miles Aircraft company had its beginnings in the 1920s and made a name for itself during the 1930s by producing affordable ranges of innovative light aircraft, perhaps the best known amongst these being the Miles Magister and Miles Master trainers, large numbers of both types seeing heavy use by the RAF for fighter pilot training. Although the company's products were relatively low-technology trainers and light aircraft, and did not include any jet-propelled aircraft, Miles had a good relationship with the Air Ministry and the Royal Aircraft Establishment (RAE), and had submitted several proposals for advanced aircraft in response to ministry specifications. Miles was invited to undertake a top-secret project to meet the requirements of Specification E.24/43; thus began Miles' involvement in high speed aviation. The decision to involve the company has been alleged to have been partially in order to resolve a dispute about a separated contract that allegedly had been mishandled by the Ministry of Aircraft Production; Wood states that the Minister of Aircraft Production Sir Stafford Cripps had been impressed by Miles' designs and development team and thus favoured it to meet the specification.
Fred Miles of Miles Aircraft was summoned to the Ministry of Aircraft to meet with researcher Ben Lockspeiser for the latter to outline the difficulties and challenges involved in developing such an aircraft. The project required the highest level of secrecy throughout, Miles being responsible for the development and manufacturing of the airframe while Frank Whittle's Power Jets company developed and produced a suitable engine to equip the aircraft. For this project, Miles would cooperate with and receive assistance from the Royal Aircraft Establishment (RAE) in Farnborough and the National Physical Laboratory. On 8 October 1943, Miles received the formal go-ahead to proceed from Air Marshal Ralph Sorley, and immediately set about establishing appropriate secure facilities for the project.
Faced with limited amounts of existing relevant information from available sources upon which to base the aircraft's design, Miles turned to the field of ballistics instead. He had reasoned that, as it was widely known that bullets could attain supersonic speeds, aerodynamic properties that would enable an aircraft to be capable of becoming supersonic would likely to be present amongst such shapes. In particular, as a result of studying this design data, the emerging aircraft would feature both a conical nose and very thin elliptical wings complete with sharp leading edges. This contrasted against many early jet aircraft, which were furnished with round noses, thick wings and hinged elevators, resulting in these aircraft possessing critical Mach numbers that were below the speed of sound and thus were less suitable for research into high subsonic speeds (in dives) than the earlier Supermarine Spitfire with its thinner wings. In 1943, RAE tests conducted using Spitfires had proved that drag was the main factor that would need to be addressed by high-speed aircraft.
Another critical addition was the use of a power-operated stabilator, also known as the all-moving tail or flying tail, a key to supersonic flight control which contrasted with traditional hinged tailplanes (horizontal stabilizers) connected mechanically to the pilot's control column. Conventional control surfaces became ineffective at the high subsonic speeds then being achieved by fighters in dives, due to the aerodynamic forces caused by the formation of shockwaves at the hinge and the rearward movement of the centre of pressure, which together could override the control forces that could be applied mechanically by the pilot, hindering recovery from the dive. A major impediment to early transonic flight was control reversal, the phenomenon which caused flight inputs (stick, rudder) to switch direction at high speed; it was the cause of many accidents and near-accidents. An all-flying tail is considered to be a minimum condition of enabling aircraft to break the transonic barrier safely without a loss of pilot control. The M.52 was the first instance of this solution, which has since gone on to be universally applied upon high-speed aircraft.
An initial version of the aircraft was to be test-flown using Frank Whittle's latest engine, the Power Jets W.2/700. This engine, which was envisaged to be capable of providing 2,000 lb of thrust, calculated to be capable of providing subsonic performance; when flown in a shallow dive, it would also be capable of transonic flight. Wood described the engine as being "remarkable as it incorporated ideas far ahead of its time". In order to get the M.52 to achieve supersonic speeds, the installation of projected further development of the W.2/700 engine would be necessary.
This further advanced model of the engine, intended to be a fully supersonic version of the aircraft, was partially achieved by the incorporation of a reheat jetpipe – also known as an afterburner.[10] Extra fuel was to be burned in the tailpipe to avoid overheating the turbine blades, making use of unused oxygen present in the exhaust. To supply more air to the afterburner than could move through the fairly small engine, an augmentor fan powered by the engine was to be fitted behind the engine to draw air around the engine via ducts. These changes were estimated to provide an additional 1,620 lb of thrust at 36,000 ft and 500 mph. Much greater thrust gains were believed to be available at speeds in excess of 500 mph.
The M.52's design underwent many changes during development due to the uncertain nature of the task. The overseeing committee was concerned that the biconvex wing would not give sufficient altitude for testing the aircraft in a dive. The thin wing could have been made thicker if required, or a section added to increase the wing span. As the project progressed, an increase in total weight led to concerns that power would be insufficient; thus, the adoption of rocket assistance or extra fuel tanks were considered. Another proposed measure was that the M.52 be adapted to become a parasite aircraft, launching at high altitude from beneath a large bomber serving as a mother ship. The calculated landing speed of 160 to 170 miles per hour (260 to 270 km/h) (comparable with modern fighters but high for that time) combined with its relatively small undercarriage track was another concern; however, this arrangement was accepted.
During 1943, a single Miles M.3B Falcon Six light aircraft, which had been previously used for wing tests by the RAE, was provided to Miles for purpose of performing low-speed flight testing work on the project. A full size wooden model of the M.52 wing, test instrumentation, and a different undercarriage were fitted to this aircraft. Owing to the wing's thinness and sharp leading and trailing edges somewhat resembling a razor blade, the aircraft was nicknamed the "Gillette Falcon". On 11 August 1944, this low-speed demonstrator performed its maiden flight. These tests found the wing to present favourable aileron function, but also indicated that landing without flaps to be more difficult than its contemporaries. Compared with a standard Falcon Six, wing area was reduced by about 12 per cent; it had the effect of increasing the landing speed by over 50 per cent from 40 to 61 mph (64 to 98 km/h), higher than any prior aircraft.
For high speed testing, the flying tail of the M.52 was fitted to the fastest aircraft then available, a Supermarine Spitfire. RAE test pilot Eric Brown stated that he tested this aircraft successfully during October and November 1944; on one such flight, he managed to attain a recorded speed of Mach 0.86 during a dive from high altitude. The flying tail was also fitted to the "Gillette Falcon", which proceeded to conduct a series of low speed flight tests at the RAE in April 1945.
Due to the limited capability of existing wind tunnel facilities in Britain, Miles elected to manufacture their own wind tunnel, which was used to conduct the first M.52 aerodynamic tests. This undertaking necessitated Miles to construct their own on-site small-scale foundry, both due to secrecy requirements and to produce components of sufficient tolerance. By August 1945, the design of the M.52 had been firmly established and development had proceeded to an advanced stage. By early 1946, 90 per cent of the detailed design work had been finished, the component assembly programme was well underway, while the jigs and innovative augmentor fan had been manufactured; a maiden flight of the first M-52 prototype had been anticipated to occur that summer.
The Miles M.52 was envisioned to be a supersonic research aircraft capable of achieving 1,000 miles per hour (1,600 km/h) in level flight. In order to achieve what was at the time previously unachievable speeds, a very high number of advanced features were incorporated into the design of the M.52; many of which had been the product of detailed study and acquired knowledge of supersonic aerodynamics. Wood summarises the qualities of the M.52's design as possessing "all the ingredients of a high-performance aircraft of the late fifties and even some of the early sixties".
The fuselage of the M.52 was cylindrical and, like the rest of the aircraft, was constructed of high tensile steel with light-alloy covering. The fuselage had the minimum cross-section allowable around the centrifugal engine with fuel tanks in a saddle-like arrangement placed over the upper area around it. The engine was positioned with its center of gravity coincident with that of the aircraft and the wings were attached to the main structure just aft of the engine. The use of a shock cone in the nose was another key design choice; the inlet cone slowed incoming air to the subsonic speeds determined by the engine, but with lower losses than a subsonic aircraft pitot intake. A retractable tricycle undercarriage was used. The nose wheel was positioned close to the pilot's feet and the main wheels were fitted onto the main fuselage, folding out under the wings when deployed.
The M.52 had very thin wings of biconvex section, which had been first proposed by Jakob Ackeret, as they gave a low level of drag. These wings were so thin that they were known to test pilots as 'Gillette' wings, named after the brand of razor. The wing tips were "clipped" to keep them clear of the conical shock wave that was generated by the nose of the aircraft. Both wide-chord ailerons and split-flaps were fitted to the wings. As a high speed wing of this shape and size had not been tested before, Miles produced a full-scale wooden model of the wing for aerodynamic testing purposes; other representative portions of the aircraft, such as the tailplane, would be similarly produced and underwent low-speed flight testing.
The Power Jets W.2/700 turbojet engine was intended to be the first powerplant for the M.52. Initial aircraft would have been powered by a less-capable 'interim' model of the W.2/700 and thus be limited to subsonic speeds only; it did not feature either the afterburner or the additional aft fan that were to be present on the projected more advanced version with which later-built M.52s would have been equipped. In addition to the W.2/700 engine, a centrifugal-flow jet engine, designs were prepared for the M.52 to be fitted with a variety of different engines and types of propulsion, including what would become the newer Rolls-Royce Avon axial-flow jet engine, and a liquid-fuel rocket motors.
The M.52's single pilot, who, for the intended first flight, would have been test pilot Eric Brown, would have flown the aircraft from a small cockpit which was set inside the shock cone at the nose of the aircraft. The pressurised cockpit, in which the pilot would have had to fly the aircraft in a semi-prone position, was complete with a curved windscreen that was aligned with the contours of the bullet-shaped nose. In the event of an emergency, the entire section could be jettisoned, the separation from the rest of aircraft being initiated via multiple cordite-based explosive bolts. Air pressure would force the detached capsule off the fuselage while a parachute would slow its descent; during the capsule's descent, the pilot would bail out at a lower altitude and then parachute to safety. In order to serve its role as a research aircraft, the M.52 was to be equipped with comprehensive flight instrumentation, including automated instrument recorders and strain gauging throughout the structure connected to an oscilloscope.
In 1944, design work was considered 90 per cent complete and Miles was told to proceed with the construction of a total of three prototype M.52s. Later that year, the Air Ministry signed an agreement with the United States to exchange high-speed research and data. Miles Chief Aerodynamicist Dennis Bancroft stated that the Bell Aircraft company was given access to the drawings and research on the M.52; however, the U.S. reneged on the agreement and no data was forthcoming in return. Unknown to Miles, Bell had already started construction of a rocket-powered supersonic design of their own but, having adopted a conventional tail for their aircraft, were battling the problem of control. A variable-incidence tail appeared to be the most promising solution; the Miles and RAE tests supported this conclusion. Later, following the conversion of the aircraft's tail, pilot Chuck Yeager practically verified these results during his test flights, and all subsequent supersonic aircraft would either have an all-moving tailplane or a delta wing.
In February 1946, Miles was informed by Lockspeiser of the immediate discontinuation of the project and to cease work on the M.52. Frank Miles later stated of this decision: "I did not know what to say or think when this extraordinary decision was sprung upon me, without warning of any kind. At our last official design meeting all members, including the Ministry and Power Jets' representatives, had been cheerful and optimistic". According to Frank Miles, when he approached Lockspeiser for reasons behind the cancellation, he was informed that it was due to economic reasons; Lockspeiser also stated his belief that aeroplanes would not fly supersonically for many years and may not ever do so. By this point, the postwar Labour government, headed by Clement Attlee, had implemented dramatic budget cuts in various areas, which may have provided an inducement for the cancellation of the M.52, which was projected to involve considerable cost. According to Wood, "the decision not to go ahead was purely a political one made by the Attlee Government".
In February 1946, around the same time as the termination of the M.52's development, Frank Whittle resigned from Power Jets, stating that this was due to his disagreement with official policy. At the point of cancellation, the first of the three M.52s had been 82 per cent completed and it had been scheduled to commence the first test flights within only a few months. The test programme would have involved the progressive testing and development of the M.52 by the RAE, initially without reheat installed. The ultimate aim of the tests would have been to have achieved Mach 1.07 by the end of 1946.
Miles made a last ditch attempt to revive the project, submitting a proposal for a single near-complete M.52 prototype to be outfitted with a captured German rocket engine and automated controls, eliminating the requirement for a pilot to be on board. However, this proposal was rejected. Due to the project falling under the Official Secrets Act, the existence of the M.52 was unknown to the wider British public; thus, neither the nation nor the world knew that a supersonic aircraft had nearly been built, nor of its unceremonious termination. The Ministry repeatedly refused to allow Miles to hold press conferences on the M.52 and, while conducting its own press conference on the topic of high-speed flight on 18 July 1946, the Ministry made no mention of the project at all. It wasn't until September 1946 that the Ministry allowed Miles to announce the existence of the M.52 and its cancellation.
Upon the announcement of the M.52's existence, there was a huge amount of press interest in the story, who pressured the government to provide more detail on the cancellation. A spokesman for the Ministry of Supply eventually commented on the topic, suggesting that other approaches had been suggested by later research that were being pursued in place of the M.52. According to Wood, the response from the Ministry was "a complete smokescreen...it was unthinkable to admit that supersonic expertise was non-existent." Lockspeiser's role in cancelling the M.52 became public knowledge, leading to his decision being derided in the press as "Ben's blunder".
It was not until February 1955 that another official reason for the M.52's cancellation emerged; a white paper issued that month stated that "the decision was also taken in 1946 that, in light of the limited knowledge then available, the risk of attempting supersonic flight in manned aircraft was unacceptably high and that our research into the problems involved should be conducted in the first place by means of air launched models." This same paper acknowledged that the termination decision had seriously delayed the advancement of aeronautical progress by Britain. It has since been widely recognised that the cancellation of the M.52 was a major setback in British progress in the field of supersonic design.
In 1947, Miles Aircraft Ltd entered receivership and the company was subsequently re-structured; its aircraft assets including the design data for the M.52 were acquired by Handley Page.
^ A de Havilland Mosquito on the ground; note the rocket model in place below the fuselage
Subsequent work
Instead of a revival of the full-scale M.52, the government decided to institute a new programme involving expendable, pilotless, rocket-propelled missiles; it was envisioned that a total of 24 flights would be performed by these models, which would explore six different wing and control surface configurations, including alternative straight wing and swept wing arrangements. Wood referred to the failure to revive the full-scale aircraft as "at one stroke Britain had opted out of the supersonic manned aircraft race". The contract for the expendable missiles was not issued to Miles but to Vickers-Armstrongs, whose design team was led by noted British engineer and inventor Barnes Wallis. While the base design work was conducted by Wallis' team, engine development was performed by the RAE itself. The product of these efforts was a 30 per cent scale radio-controlled model of the original M.52 design, powered by a single Armstrong Siddeley Beta rocket engine, fuelled by a mix of high-test peroxide.
In total, there had been an overall interval of 15 months between the termination of the manned M.52 and the emergence of the first flight-ready rocket-powered test model. As envisioned, the test model would be launched from altitude via a flying mother ship in the form of a modified de Havilland Mosquito; it was installed upon a purpose-built rack installed in between the aircraft's bomb bay doors. Shortly after launch, its onboard autopilot was to level the model out prior to the rocket motor being started. Within 70 seconds of being released, the model was envisioned to be capable of achieving a speed of Mach 1.3 (880 mph); it was then to descend into the ocean below without any chance of recovery. The acquired data on each flight was to be provided via transmitted radio telemetry, which was received by a ground station based on the Scilly Isles.
On 8 October 1947, the first launch of a test model occurred from high altitude; however, the rocket unintentionally exploded shortly following it release. Only days later, on 14 October, the Bell X-1 broke the sound barrier. There was a flurry of denunciation of the government's decision to cancel the project, with the Daily Express taking up the cause for the restoration of the M.52 programme, to no effect. On 10 October 1948, a second rocket was launched, and the speed of Mach 1.38 was obtained in stable level flight, a unique achievement at that time. By this point, the X-1 and Yeager had already reached M1.45 on 25 March of that year. Instead of diving into the sea as planned, the model failed to respond to radio commands and was last observed (on radar) heading out into the Atlantic. Following that successful supersonic test flight, further work on this project was cancelled, being followed up immediately by the issue of Ministry of Supply Experimental Requirement ER.103.
One of the official reasons given for the cancellation was "the high cost for little return". Wood commented of the model programme: "with the money thus wasted the piloted M.52 could have been completed and flown and a great store of invaluable information obtained...the pilot was shown to be essential for any worthwhile development process and a well designed test-bed aircraft to be a sine qua non for full-scale knowledge".
Many important design principles that were incorporated in the M.52 did not reappear until the mid- to late 1950s, with the development of truly supersonic aircraft such as the Fairey Delta 2, and the English Electric P.1 which became the highly regarded English Electric Lightning. And the X-1, D-558-2, F-100, F-101, F-102, F-104, Mig-19 etc. in the 40s and early 50s. Note also that the wing design of the M.52 was similar to the supersonic Wasserfall German rocket. Both of those aircraft were developed in response (initially) to requirement ER.103 of 1947, informed by the knowledge gained from the M.52 aircraft and missile research projects together with German experimental data.
Length: 28 ft 7 in (8.71 m)
Wingspan: 27 ft (8.2 m)
Wing area: 143 sq ft (13.3 m2)
Aspect ratio: 5:1
Airfoil: bi-convex – root : 7.5% thickness ; tip: 4.9% thickness
Gross weight: 7,710 lb (3,497 kg)
Fuel capacity: 200 imp gal (240 US gal; 910 l) / 1,600 lb (730 kg)
Powerplant: 1 × Power Jets W.2/700 turbojet engine with augmentor fan and afterburner, 2,000 lbf (8.9 kN) thrust at sea level dry
3,200 lbf (14 kN) with afterburner for take-off, 4,100 lbf (18 kN) with afterburner at 1,000 mph (870 kn; 1,600 km/h) (M1.5) and 36,000 ft (11,000 m)
Maximum speed: 1,000 mph (1,600 km/h, 870 kn) at 36,000 ft (11,000 m) after a dive from 50,000 ft (15,000 m) (M1.5), 705 mph (613 kn; 1,135 km/h) with augmentor at sea level, 585 mph (508 kn; 941 km/h) without augmentor at 30,000 ft (9,100 m)
Best climb speed: 600 mph (520 kn; 970 km/h)
Time to altitude: 36,000 ft (11,000 m) in 1 minute 30 seconds
Wing loading: 52 lb/sq ft (250 kg/m2)
Take-off run to 50 ft (15 m): 4,650 ft (1,420 m)
Re: Miles M.52 Supersonic Research Aircraft (1943-1948) (Cancelled Project)
(Professor Simon Holland) 25th January 2018
In 1947 Chuck Yeager broke the sound barrier. This is the REAL story of the British team who designed the aircraft, built the engine and worked out how to fly faster than the 'Speed of Sound', before the USA.
Features interviews with Captain Eric "Winkle" Brown.
Digger22
Post by Digger22 » 23 Dec 2019, 18:04
I remember watching an American Documentary about the X1 where some American 'Expert' claimed that the all moving or flying tail was an American invention, and the British hadn't got a clue on how to solve the controllability issue!
I also remember that it was the yanks who cracked Enigma, capturing a U boat in the process!
The M.52 story would make a great film...
Having said that Eric Brown's life would make a film series...


Tag Archives: Rajput military hill architectural
The Crowning Glory Of Rajasthan, KUMBHALGARH FORT.
September 17, 2020 Raj	2 Comments
Kumbhalgarh fort is situated 82 km northeast of Udaipur by road. It was the most important fort in Mewar after Chittorgarh fort.
It is a world heritage site included in hill forts of Rajasthan.
Built during the course of the 15th century by Rana Kumbha.
Kumbhalgarh Fort is a Mewar fortress on the westerly range of Aravalli Hills, in the Rajasthan district near Udaipur of Rajasthan state in western India.
About Kumbhalgarh fort.
The fort as we see today was built by Kumbhakarna aka Rana Kumbha of Mewar kingdom in the 15th century. It was designed by a famous architect of that period, named Mandan.
Nestled in the foothills of the Aravalli Mountain Range, Kumbhalgarh near Udaipur is a majestic citadel and a major tourist attraction.
Surrounded by verdant forests, the fort attracts travelers due to its pristine location and architectural grandeur. Its 36-km long external wall is the second longest wall in the world, after the Great Wall of China.
According to local legends, Rana Kumbha faced many difficulties during the construction of the fort that he nearly abandoned it. Then a holy man told him that all these problems would end if a pure-hearted man willingly sacrificed his life for the construction.
On hearing this, the king was disappointed and that was when the holy man beheaded himself and sacrificed his life. After that, the king was able to build the fort without any problems.
It is believed that the entrance to the fort marks the place where the holy man's head fell.
Kumbhalgarh Fort Architecture
Due to its mountainous location, Kumbhalgarh was built in the Rajput military hill architectural style that makes use of the defensive properties of the terrain. The fort is built on a hilltop at a height of about 3600 feet above sea level and enveloped by a 36-km long wall with seven fortified gateways.
The wall, which is listed among the longest walls in the world, is often called the Great Wall of India.
The frontal walls of the fort have a thickness of 15 feet. There are more than 360 temples inside the fort, out of which 300 are ancient Jain temples and the others are Hindu shrines. Though several additions were made to the fort by the rulers of Mewar over the years, the original structure exists even now.
1.) Kumbhalgarh Fort is one of the largest fort complexes in the whole world and the second-largest fort in India, the first being the Chittorgarh Fort.
2.) The fort's walls are so wide that eight horses can walk abreast through it.
3.) You have to cross seven massive gates before entering the fort. Each consecutive gate is narrower than the previous one. The gates were constructed in this manner so that elephants and horses can't enter the fort beyond a certain point.
4.) King Samprati, who is believed to be the builder of the original fort, was the grandson of Emperor Ashoka.
What to see inside the Kumbhalgarh Fort?
#Badal Mahal, a two-storied structure built by Rana Fateh Singh.
#Lakhola Tank, constructed by Rana Lakha.
#Ram Pol, the main gateway to the fort.
#Aaret Pol, Hanuman Pol, and Halla Pol, other major gateways to the fort.
#Badshahi Bavdi, a water tank.
#Hindu temples, including the ancient Ganesha temple and Neel Kanth Mahadeva temple.
#Jain temples, including the Parsva Natha temple, Golera Jain temple, Mamdeo temple, Mataji temple, Surya Mandir, and Pital Shah Jain temple.
#Chattris, Baoris, and water reservoirs.
Local food delicacies you have to try.
When it comes to local delicacies, Kumbhalgarh resort in Rajasthan is simply the best place to eat. Don't miss the Gatte ki Subzi, a traditional Rajasthani specialty, wherein gram flour dumplings flavored with dry spices are boiled and then dunked into a yogurt-based curry.
Attractions near Kumbhalgarh Fort
Attractions near Kumbhalgarh Fort.
#Kumbhalgarh Wildlife Sanctuary (3 km)
#Ganga Govrdhan Museum (3.3 km)
How can I go to Kumbhalgarh from Udaipur?
The fastest way to reach from New Delhi to Kumbhalgarh is the flight to Maharana Pratap Airport, then cab to Kumbhalgarh, and takes 3h 24m. The recommended way to reach from
New Delhi to Kumbhalgarh is the flight to Maharana Pratap Airport, then cab to Kumbhalgarh, and takes 3h 24m.
If you are a history lover or a historian then Kumbhalgarh Fort is definitely worth visiting. If you are not then too you should visit the place for its grandeur.
Kumbhalgarh, beyond any doubt, is a fascinating destination where several stories from the past await you, to be told and retold.
So, go ahead and enjoy a trip to this historic fort near Udaipur.
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Aaret PolAravalli HillsArchitectBadal MahalBadshahi BavdiBaorisChattrisEmperor AshokaFoot hillsFortressGrandsonGreat wall of ChinaHindu TempleJain TempleKanth MahadevKing SampratiKumbhalgarh FortLakholaLongest wallMandanMewarNestledRajasthanRajput military hill architecturalRam polRana KumbaWesterly RangeWestern IndiaWestern Range


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Home Dealership Reliance petrol pump dealership | how to get? | cost and profit.
Reliance petrol pump dealership | how to get? | cost and profit.
Dealership future business plan • June 21, 2021 • 0 Comment
Overview: Reliance petrol pump
Reliance petrol pump market.
Indian oil market overview:
petrol pump dealership cost
Petrol pump profit margin:
petrol pump dealership requirements
USP of RIL
benefits of petrol pump dealership:
How to apply for reliance petrol pump dealership?
reliance jio-bp petrol pump dealership commission:
The reliance industry also one of the top players in the oil market. Let's see how to apply for a reliance petrol pump dealership? and dealership cost, profit, and contact details.
As the world's principal fuel sources, oil and natural gas are key sectors in the energy industry and have a significant impact on the global economy.
How to apply for reliance petrol pump dealership online?
Mukesh Ambani of Reliance Industries Limited (RIL), one of India's largest private sector corporations, owns Reliance Petroleum, an Indian petroleum firm specialising in oil and energy.
It has interests in the downstream oil market and is situated in Ahmedabad, Gujarat, India. On September 29, 2009, RPL and Reliance Industries Limited amalgamated.
Two oil rigs – DD KG-1 and DD KG-2 – are owned or chartered by Reliance Petroleum and RIL for a long time (DD standing for Dhirubhai Deepwater).
Deepwater Pacific Inc., a Transocean company, owns both drilling ships, which are registered in the Marshall Islands.
RPL is the world's biggest refinery, with an annual crude processing capacity of 1,240,000 barrels (197,000 m3) per stream day.
Using the Nelson Complexity Index, it will have a complexity of 21.0, making it one of the most complicated in the industry.
The polypropylene facility will be able to generate 0.9 million metric tonnes of polypropylene per year.
The refinery project is being built at a cost of Rs 270,000 million, using a combination of equity and borrowed financing.
This works out to less than $10,000 per barrel per day in capital costs, which compares well to the average capital costs of new refineries announced in recent years.
According to the International Energy Agency (IEA), the average capital cost of a new refinery in OECD countries is between $15,000 and 20,000 per barrel per day.
When the low initial cost of RPL is compensated for the refinery's high complexity, it becomes even more appealing.
In the third quarter, Reliance stated its gasoline retail sales revenues increased by 5% to Rs 3,725 crore.
During the three-month period, 538 million gallons of petrol were sold.
Reliance runs 1,394 fuel stations, 518 of which are owned by the firm and the rest are run by dealers.
Reliance agreed to sell 49% of its gasoline retail business to BP plc of the United Kingdom for Rs 7,000 crore in April of last year.
In the following five years, the Reliance-BP joint venture plans to extend the network to 5,500 stations.
There are now 66,817 fuel stations in the nation, with 59,716 owned by public sector merchants. PSU merchants have already begun employing dealers in order to double their network.
While Reliance currently has 1,343 petrol stations on its own, BP was granted permission to open 3,500 gasoline retail locations in India in October 2016.
India is one of the few major global economies where gasoline consumption is increasing, and it has piqued the interest of international gasoline merchants looking to get into a market controlled by state-owned enterprises.
The oil and gas industry is one of India's eight essential industries, and it has a significant impact on how other critical sectors of the economy make decisions.
Because India's economic growth is intimately linked to its energy needs, the country's need for oil and gas is expected to increase.
To meet the rising demand, the government has implemented a number of initiatives. It has authorised 100 percent foreign direct investment in numerous sectors, including natural gas, petroleum products, and refineries, to name a few.
As seen by the presence of Reliance Industries Ltd (RIL) and Cairn India, it draws both domestic and global investment.
India is predicted to be a major contributor to global non-OECD petroleum consumption growth.
Crude oil imports increased dramatically from US$ 70.72 billion in 2016-17 to US$ 101.4 billion in 2019-20.
India's oil refining capacity was 259.3 million metric tonnes (MMT) as of December 1, 2020, making it Asia's second-largest refiner.
In FY20, private enterprises owned 35.29 percent of total refining capacity.
India produced 32.2 million metric tonnes of crude oil in FY20. The crude oil output in February 2021 was 2.3 MMT, while it was 27.9 MMT in FY21*.
Crude oil imports climbed to 4.54 million barrels per day in FY20, up from 4.53 million barrels per day in FY19.
By 2040, natural gas consumption is expected to rise to 143.08 million tonnes (MT). During FY20, India imported 33.68 billion cubic metres of LNG.
India's petroleum product consumption increased by 4.5 percent to 213.69 MMT in FY20, up from 213.22 MMT in FY19. From US$ 34.9 billion in FY19 to US$ 35.8 billion in FY20.
the total value of petroleum products exported from the country grew to US$ 35.8 billion. India's petroleum exports climbed from 60.54 million metric tonnes in FY16 to 65.7 million metric tonnes in FY20.
GAIL (Gas Authority of India Ltd.) held the greatest proportion of the country's natural gas pipeline network (69.39 percent or 11,884 kilometres) as of December 31, 2020. (17,126 kms).
The total investment required to open a Reliance Petrol Pump Dealership Franchise in your city is between Rs.50 and Rs.70 lacs, excluding land costs.
RIL also requires a security deposit of Rs.23,50,000, which is refundable.
RIL also needs a signing fee of Rs.3,50,000.
DODO is the name of the franchise (Dealer Owned Dealer Operated).
The dealer is responsible for all civil work at the outlet, including the construction of the driveway, boundaries, canopy, facia, and salesroom building, as well as employing employees.
The owner should have the funds to purchase or rent the requisite land, as well as to invest in the construction of the gas station.
Petrol Pump X has a total investment of Rs.50,00,000
Monthly expenses are those that are incurred on a regular basis.
Monthly wage for ten employees Equals Rs. 1,00,000
Monthly rent for 1000 square feet of land is Rs.1,50,000.
Monthly miscellaneous expenditure = Rs.20,000
A month's worth of spending equals Rs.2,70,000.
If 50 clients come in every day to have their vehicles' fuel tanks filled with petrol, the average cost per day is Rs.10,000 (keeping 1 person spending Rs.200).
As a result, the monthly income collected from petrol is 10,000*30 = Rs.3,00,000.
If 30 clients fill their vehicles' fuel tanks with diesel on a daily basis, the average cost per day is Rs.3000 (keeping 1 person spending Rs.100).
As a result, the monthly money collected from petrol is 3000*30 = Rs.90,000.
Total income earned in a month = Rs.3,90,000
Total profit = Rs.1,20,000 (Rs.3,90,000 – Rs.2,70,000)
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The location of the franchise shop is critical. You have two options for where you want to open your store.
The majority of these locations are on the outside of the city, such as along roads. Since users can never be certain of finding another fuel pump along highway routes.
Opening an outlet is a more profitable company because it will draw more clients. A gas pump on the highway requires an area of 800 square feet.
If you're going to build a Reliance fuel station in the city, make sure it's in a location where there aren't any other gas stations nearby.
As a result, having a pump outlet will bring in more consumers. To accomplish so, a total area of roughly 1500 sq.ft. is necessary.
Skills or experience required
Employees should have a thorough understanding of the items supplied at the franchise store so that accurate information may be passed on to customers.
The gas attendant will be in charge of wiping automobile windshields and collecting money from customers using whichever method of payment the consumer prefers.
They should also turn on the fuel pump and fill cars' fuel tanks to a certain level with diesel, petrol, or gasoline.
Employees at Reliance Petrol Pump outlets should be well-dressed and friendly to clients, as well as have strong communication skills.
They should be able to work in a variety of shifts.
The inventory and relations with all vendors should be the responsibility of the gas station management.
Among his other responsibilities, he should develop a staff timetable and manage mail activity.
The outlet's proprietor should have a minimum qualification of a 10th or 12th grade diploma.
Requirement training.
The station manager who is appointed at the dealership franchise outlet receives management and back-office training from RIL.
The parent company's laws and regulations must be followed by the franchise owner. As a result, the owner would be obliged to receive the requisite training in order to comprehend how the parent company's other retail shops operate.
Minimum staff requirements.
Because it is a 24-hour petrol store, three gas station managers are necessary.
There will be a total of 8 pump attendants needed.
It is necessary to have two air pressure attendants.
Reliance is a well-known corporation that uses world-class procedures and automated technologies to deliver guaranteed quantity and quality 24 hours a day, seven days a week.
The corporation is regarded as one of the most powerful actors in the oil and gas business.
They have significant financial stability and success year after year because they do not compromise on quality.
Pump attendants at Reliance are well-trained, competent, and pleasant.
They have demonstrated enormous operational efficiency in refining, putting them at the forefront of the consumer market.
Reliance constantly employs cutting-edge technology in its search for new oil resources as well as in determining the best marketing and distribution channels through which to sell its refined goods.
Reliance Petroleum has become the world's single largest refining hub and the world's 17th biggest refining corporation as a result of their merger with Reliance Industries, providing their firm a strong and reputable name.
It is also included in the Fortune 500 list of firms.
In India, there are several advantages to having a Reliance Petrol Pump Dealership.
RPL franchisees provide service and products 24 hours a day, 7 days a week.
Every dealership location will have attendants that are well-trained, groomed, educated, and pleasant.
A cutting-edge automated system ensures precise quantity and high-quality goods.
Due to its high-speed dispenser technology, there is a lower wait time for dispensing items.
The dealership also offers a variety of payment alternatives as well as speedy electronic billing for all transactions, making it quicker and more convenient for its consumers.
Free drinking water, free air service, and clean restrooms are available at each dealership location.
Products such as high-speed diesel, gasoline, auto LPG, and lubricants are delivered across the country via the company's outlets.
To apply for a reliance fuel pump dealership, fill out an application and submit it online. On the Reliance Petroleum Business Enquiry Page, you may find the application form.
If your qualifying criteria fulfil their standards, the Reliance Petroleum Official Team will contact you with more information.
These rules and regulations must be followed while starting a business:
In order for a business to function effectively and without suffering in the long term, its processes must be followed when it is first established in any industry.
When operating a fuel station in India, specific conditions must be met for a variety of reasons relating to government regulations.
When a set of fuel pumps is set up in this country, the government compels the owners or their affiliates to follow specific laws and regulations so that business may begin.
The reasons for acquiring a licence and adhering to the laws and regulations necessary to establish a business are to ensure business security and to carry out the same and right processes.
Before comprehending the policy of beginning a firm, a great deal of caution must be used.
The commission for selling gasoline pumps varies depending on the agency and area. However, the general commission runs from Rs. 2 to Rs. 5 per liter, and tax, commission, and duty account for about half of the total cost of fuel per liter.
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Sharing the moment
Whiskey and the Wench play Inch Bar on Thursday night. Photo: Supplied
Whiskey and the Wench is widely regarded as Dunedin's loudest folk-punk band, with around a decade's worth of blistering (sometimes literally) live jams behind them. On Thursday, it will be adding another to the pile in the form of an album release gig for its long overdue album After ...
I spoke to accordion player and vocalist Ruth Evans ahead of the gig.
Q You've been a band for about a decade and are only just releasing an album. Why did it take so long?
Technically, we have released two albums before ... These albums were just never released on the digital platform. We kept it to the physical copies only. Old-school styles.
That being said, After ... did take a very long time. We recorded that album at Chicks Hotel, on day of Yule [winter solstice] in 2015.
There's a number of factors that slowed it down, but they all come back to the challenges of being in a band with lots of people with busy lives. We're more of a collective than a band, and we wanted the album to show this. The album comes with a zine/song book, and creating that was what really slowed the process.
Q Would you say the band is more about playing live?
Well, I'd say we're more about playing music together first. So jamming out, really. We don't call them "practices". They are, have always been, and will always be, "jams". Then playing live comes second to that. That's where we get to share those moments with the rest of our community.
Q How do the songs happen? With so many band members how do you all end up playing the same thing?
We play a lot of covers, and traditionals. In these cases someone brings a song to the crew and we play it together. If they stick, they often change, taking on the "Wench" flavour. We're all about that folk tradition of sharing and adapting songs by others. As for the originals, it really depends.
Some are written by an individual member alone, and shared with the crew. Sometimes half-songs will be brought to the crew and they are completed as a group. Then some songs, like Old Friend of Mine for instance, manifest in the jams. Someone will start singing, others will join in. There's no fixed way that we do things.
As for how we manage to all play the same thing? That's not how it always goes. Ha ha ha ha. I can be a bit of a pain in the arse and get excited about a new song and want to play it real badly at a show, when others have maybe never even heard it before. Luckily, I play music with a talented bunch, and they always keep up.
Q How would you describe your collective beliefs or politics as a band?
We are very political, as a band and as people, but then, who's not? Politics is a huge part of our lyrical content.
While I can't summarise our political ideologies into one easy category, I would say that we are all leftist. And I mean LEFTIST, not liberal. A few of us identify as anarchists. But others cringe at the concept of labels being imposed on us in any way. Ha ha ha, it's like they don't realise they're anarchists. But yeah, politics is a big part of what Whiskey and the Wench is all about. Hard-line, anti-capitalist, anti-racist, anti-sexist, leftists. Anti-fascist, too. Needs to be said these days, eh.
Q Have any thoughts on the local body elections?
Ha ha ha - I'm glad Vandervis lost.
While I'm personally of the opinion that electoral politics is insufficient, I do think that Aaron Hawkins' win for mayor - the first ever Green Party mayor in the country - that could be a very good thing for Dunedin and the New Zealand left.
Q Cool, so what should people expect from the gig at Inch Bar? And who should come?
Everyone! Ha ha ha. What should people expect? Lots of music, lots of booze and then even more music. We can jam for hours.
Whiskey and the Wench album release party, Inch Bar at 8pm, Thursday, October 24. Koha on the door.
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November massive month for music
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Salty treats for everyone
No such thing as a free lunch
An aura of dark mystery
Mellow band totally juiced


NHS gambling clinics for child addicts are a shocking but inevitable consequence of Tony Blair's government
Labour led us into this gambling purgatory and we need more than a clinic to solve this nationwide crisis
The politician who led us here was Tony Blair after he 'liberalised' gambling laws (Photo: Getty Images)
By Yasmin Alibhai-Brown
June 24, 2019 8:07 pm(Updated October 8, 2020 1:28 pm)
My father, Kassam, was a compulsive gambler. This was in Kampala, the capital of Uganda. My mother cooked and sewed for people and taught at a nursery school. Papa got good jobs or made money through his various business ventures, then wasted it on wild schemes and card betting games, in City Bar, the male den of vice.
One night my mum, Jena went to the bar and publicly shamed Kassam. He twisted her hand and broke a finger. He'd never hit her before and never did again. And never gambled again either. This is why I am vehemently opposed to bets and wagers of any kind.
Apparently, that makes me a killjoy. Apparently, in a free society, people must be free to fall into gambling dependence, to destroy themselves and their families. The politician who led us here was Tony Blair. In 2005, he "liberalised" the existing laws.
The late Tessa Jowell, then Culture Secretary, described those of us who were against the policy as "snobs" who wanted to deny ordinary people the right to enjoy a flutter or two. This Labour government also had dreams of getting vast Las Vegas-style casinos in our cities.
'Apparently, in a free society, people must be free to fall into gambling dependence, to destroy themselves and their families' (Photo: Getty Images)
Gambling dependence
Thankfully that didn't happen. But ministers did lead the nation into gambling purgatory. In 2017, The New York Times ran a story about the UK's gambling problem, focused on a Briton called Tony Franklin, who spent £2,600 in 42 minutes. His story could have been replicated a million times over.
'The proposed clinic is a chimera. It cannot solve the Blair-made crisis'
Online gambling came along, easily exploited the malevolent habit, spread it through the population. Temptation enters the home, the smartphone, catches viewers, traps them, controls their desires, turns them into obsessives.
About 95 per cent of TV advertising breaks during live UK football matches feature at least one gambling advert, According to the Gambling Commission, between 2012 and 2015, there was a 53 per cent increase in the number of people who could not contain their impulses to bet.
'Online gambling came along, easily exploited the malevolent habit, spread it through the population' (TONY KARUMBA/AFP/Getty Images)
Most shocking of all, around half a million Britons aged between 13 and 25 years are at it – more than do drugs or drink alcohol or smoke. Of those, 55,000 are now hooked and need help. The first-ever NHS clinic to help such young victims is about to open. Many have fallen into depression or are displaying other mental health symptoms. Some have died by suicide.
'Take Denise Coates, the founder of the online Bet365. Her personal fortune is estimated at £6.9bn. In 2017, Coates paid herself £217m'
Simon Stevens, chief executive of NHS England, is critical of the unethical industry which makes massive revenues, yet contributes derisory amounts of cash to the NHS, which is left to sort out the resulting wreckage.
Take Denise Coates, the founder of the online Bet365. Her personal fortune is estimated at £6.9bn. In 2017, Coates paid herself £217m. This was 22 times more than the whole industry "donates" to treatment. But after all, she did set up a foundation to help various charities and people in need.
Bold plan plea
Of course, some of those people may have ended up destitute precisely because of betting. Other gambling bosses also expect to be lauded and honoured. And they are. The proposed clinic is a chimera. It cannot solve the Blair-made crisis.
The Government should, instead, impose a high, targeted tax on gambling companies and build nationwide treatment centres.
Not likely is it? Whether it's Hunt or Johnson, profits will always come before people. And gambling addicts can go hang.
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VTech Announces FY2007 Annual Results
Home / Press Release / VTech Announces FY2007 Annual Results
Strong performances from all businesses leads to record year
Record revenue and profit
Group revenue increased by 21.5% to US$1,463.8 million
Profit attributable to shareholders rose by 42.0% to US$182.9 million
Net profit margin expanded 1.8% points to 12.5%
Net cash, after special dividend of US$71.7 million, rose to US$246.5 million
Final dividend of US41.0 cents per share, total dividend per share for the year (include special dividend of US30.0 cents) up 150.0%
Hong Kong - VTech Holdings Ltd (HKSE: 303; LSE: VTH; ADR: VTKHY) today announced its results for the year ended 31st March 2007, reporting record revenue and its second successive year of record profit.
Revenue for the Group increased by 21.5% over the financial year 2006 to US$1,463.8 million. Profit attributable to shareholders increased by 42.0% to US$182.9 million. Earnings per share rose 39.5% to US76.6 cents. In light of the continued increase in profitability, together with the very strong Group balance sheet, the Board of Directors has proposed a final dividend of US41.0 cents per share. Together with the interim dividend of US9.0 cents and the special dividend of US30.0 cents made in celebration of the Group's 30th anniversary, this gives a total dividend for the year of US80.0 cents per share, 150.0% higher than the US32.0 cents declared in the financial year 2006.
"All three of our businesses recorded revenue increases during the financial year 2007. The record results demonstrate that we are reaping the benefit of the hard work put in to enhance our operations and build a solid foundation for growth," said Mr. Allan Wong, Chairman and Group CEO of VTech Holdings Limited.
Sales Rebound at TEL Business
Revenue at the telecommunication products (TEL) business increased by 11.1% over the financial year 2006 to US$660.6 million, accounting for 45.1% of Group revenue.
North America was the key growth driver. For the financial year 2007, revenue from the region increased by 26.3% to US$514.3 million, representing 77.9% of total TEL revenue, against 68.5% in the financial year 2006.
The competitiveness of the TEL business in North America has strengthened following the rationalisation of its business operations two years ago. Better products, together with enhanced supply chain and channel management resulted in higher market share. The new 5.8GHz cordless phones, together with the AT&T 2.4GHz products using proprietary technology developed inhouse, were well-received by consumers and enabled VTech to win more shelf space from retail customers.
In Europe, as mentioned in the interim report, the market had suffered from excess inventory, especially during the first half of the financial year. Hence, despite a pick up of sales in the second half over the first half, revenue from this market still declined 25.1% over the financial year 2006 to US$126.2 million, accounting for 19.1% of total TEL revenue.
Across the Board Growth at ELP Business
The ELP business achieved record revenue in the financial year 2007, which increased by 26.2% as compared with the financial year 2006 to
US$570.1 million. This was equivalent to 39.0% of total Group revenue, as compared with 37.5% in the previous financial year.
The growth came across the board, with good performances from all product ranges. The traditional ELPs recorded higher sales growth than the V.Smile range, mainly driven by increased shelf space and an expanded product portfolio.
Revenue increases were apparent in all markets, with particularly strong growth in North America as VTech continued to gain shelf space in this market. Sales from the region rose by 29.2% to US$281.2 million. In Europe, revenue grew by 21.5% over the previous financial year to US$260.9 million and VTech maintained its leadership position in its principal markets.
In the financial year 2007, the V.Smile range entered its third year of sales. Sales of the basic console and software met management expectations. In addition to the basic V.Smile, the range was extended through the introduction of the V.Smile Baby Infant Development System™ (V.Smile Baby), aimed at children from nine months to three years old and the V.Flash Home Edutainment System™ (V.Flash), which targets those aged six and up.
Outperformance of CMS Business
The CMS business once again achieved excellent results, with revenue for the financial year 2007 increasing by 47.3% over the financial year 2006 to US$233.1 million, the third consecutive record. The business accounted for 15.9% of Group revenue, up from 13.1% in the previous financial year.
The business once again outperformed the global Electronic Manufacturing Services (EMS) industry, which grew by some 13.5%* during the calendar year 2006. Although some new customers were acquired, the growth in revenue came primarily from existing customers, especially in the areas of switching mode power supplies, professional audio equipment and industrial printing. Particularly strong demand was experienced from customers in the United States and hence this market grew its share of total CMS revenue markedly from the 29.5% recorded in the previous financial year.
Switching mode power supplies and professional audio equipment continued to be the leading product categories, accounting for 28.2% and 27.7% of total CMS revenue respectively, followed by communications products and home appliances. Europe remained the leading source of revenue, representing 48.4% of total CMS revenue, followed by North America at 36.6% and Asia Pacific at 15.0%.
Countering Cost Pressures
All three businesses did well to counter cost pressures during the financial year 2007, despite high materials prices, rising labour cost and overheads in China, following the appreciation of the Renminbi. Greater economies of scale and efficiency gains mitigated these pressures. The new plant at Qingyuan, in the northern part of Guangdong province, is also beginning to make a positive impact.
Changes in Directors
The Group's Deputy Chairman, Mr. Albert Lee Wai Kuen, retired with effect from 1st April 2007. He has been with the Group since 1984 and will continue to play a role as an adviser to the Group. Two new Executive Directors were appointed in April 2007, Mr. Edwin Ying Lin Kwan, Group Chief Operating Officer and Mr. Pang King Fai, Group Chief Technology Officer.
The rise in our production volumes has begun to put pressure on capacity and to ease capacity constraints and realise further economies of scale, the Group is adding manufacturing facilities. In the second quarter of the financial year 2008, a new factory building for the CMS business will open, increasing its capacity by some 50%. We also intend to build a second factory at Qingyuan, to serve the growing needs of the ELP business.
Growth at the TEL business will primarily come from Europe as the market recovers from excess inventory. The North American business will be hard pressed to repeat the similar growth recorded in the financial year 2007, since it has already rebounded from a sales decline and regained its leadership position. Nonetheless, innovative designs such as DECT 6.0 models are creating new product categories for retail customers, while new technologies such as the infoPhone™ will enable VTech to explore new distribution channels. To add further avenues of growth, the TEL business intends to develop the small and home office market.
Building on its strong position in Europe and increasing market share in North America, the ELP business is expected to continue to grow. The Whiz Kid Learning System™ will enable VTech to capture a position in the reading market. The V.Smile range will continue to evolve through an enhanced V.Smile console that will hit the shelves in August 2007, as well as a smaller and lighter version of V.Smile Pocket. The library of cartridges will expand further.
Growth at the CMS business is expected to moderate as existing customers mature and newer customers only gradually build up orders, but it should again outperform the EMS market. The Japanese market will be a focus for new business development, with separate facilities, a dedicated team and a new sales office ready to serve the clients.
"The succession of good results achieved in recent years testifies to VTech's ability to develop sound business strategies and execute them well. I believe we have developed a solid foundation for future expansion. Despite the uncertainties of the US economy, a probable further appreciation of the Renminbi, as well as continued rises in labour costs and components prices, we expect to achieve a similar level of profitability as in the financial year 2007," said Mr. Wong.
*Source: Manufacturing Market Insider – December 2006 issue
~ End~
VTech is one of the world's largest suppliers of corded and cordless telephones and a leading supplier of electronic learning products. It also provides highly sought-after contract manufacturing services. Founded in 1976, the Group's mission is to be the most cost effective designer and manufacturer of innovative, high quality consumer electronics products and to distribute them to markets worldwide in the most efficient manner.
Grace Pang
VTech Holdings Ltd
(852) 2680-1000 (office)
(852) 2680-1788 (fax)
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VTech representative in HK
Nick Bradbury, GolinHarris
VTech representative in the US
John Columbus, GolinHarris International
(212) 373 6037 (office)
(212) 373 6001 (fax)


Hyperlocal Publisher Shout Out: The Blade (Toledo, OH)
by: Elizabeth Harrington, on Nov 22, 2013 in Publisher Shout Outs
We're excited to shout out a warm welcome to new publisher partner The Blade, whose print origin dates back to December 19, 1835 — two years earlier than the official incorporation of the city it serves, Toledo, OH.
The Toledo Blade can be officially found online here, but we think their use of their brand name as an alternate domain, including a splash page that invites visitors to select the way they would like to view the content (website, mobile or subscribe to print) is worthy of note, too. What an impressive way to offer their audience a customized experience with their brand!
The Blade was named after the product Toledo, Ohio's sister city, Toledo Spain, was best known for producing: the steel-tipped blade. The newspaper covers 14 counties in northwest Ohio and southeast Michigan and their website makes information about the area accessible to the world. It is their ongoing goal to be the premier source of news and information about northwest Ohio and southeast Michigan on the World Wide Web.
We're excited to be working with a hyperlocal website that combines a rich and storied history with such terrific attention to the digital requirements of their audience, today and into the future.
Local Yokel Media delivers relevant, higher paying ads to our local and community publishing partners. If you have a hyperlocal website and would be interested in joining our supplemental ad revenue program, we'd love to have you!
Signing up is contract-free and easy as 1-2-3. To get started, click below.
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Equinix Enters Mexico, Acquiring 3 Data Centers for $175M
7 Oct 2019 by Mike Allen
Equinix, the global interconnection and data center company, is continuing its global expansion into new markets. The company has entered into an agreement with Axtel S.A.B. de C.V. to acquire three data centers that serve the Mexico City and Monterrey metro areas of Mexico for US$175 million in an all-cash transaction. Equinix expects to close the acquisition in Q1 2020, subject to customary closing conditions, including regulatory approval.
According to Equinix, this acquisition, when combined with the previous acquisitions of key traffic hubs in Dallas and Miami, will further strengthen its global platform by increasing interconnection between North, Central, and South America. With three more data centers, the colocation giant will add approximately 115,000 square feet of colocation space to the Equinix International Business Exchange(IBX) data center portfolio. The company claims that the transaction would make Equinix one of the largest network-neutral data center operators in Mexico.
"The three Axtel data centers that serve the Mexico City and Monterrey metros provide an optimal market entry for Equinix to bolster operations in the region and facilitate even greater interconnection within the Americas region and between the Americas, Asia, Australia and Europe," said Jon Lin, president of the Americas for Equinix, in a statement.
Axtel's two data centers that serve Mexico City metro are located in Querétaro. They are carrier-neutral facilities with multiple fiber entry points that include five network service providers currently operating within each data center. The first facility is a 110,000 gross-square-foot data center with 37,000 square feet of colocation space. The second facility is currently an 80,000 gross-square-foot data center with 6,000 square feet of colocation space. Meanwhile, the Monterrey area facility has 25,000 gross square feet of data center space with 12,500 square feet of colocation space. It is a carrier-neutral facility with 10 network service providers.
Equinix is actively extending its global leadership into attractive large-growth markets. The Redwood City, Calif.-based company has invested more than $500 million in its Latin American operations including Brazil, Colombia and now Mexico. Equinix operates more than 200 IBX data centers in 53 markets on five continents. Upon closing of the Axtel assets, Equinix will increase the number of its owned assets by two.
Mike Allen
Mike Allen serves as VP of Solutions & Engineering and engages with clients directly to determine the best course of action for their IT infrastructure based on current and future requirements. Mike has an extensive technical background having worked for some of the largest carriers both domestically and Internationally. He specializes in data center, network, cloud and communications. He holds several certifications including CCNA and SSCA.
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Today : Friday Jan 21 2022
Meet the Vice-Presidency
History of the Vice-Presidency
The Vice-Presidency
Deputies & Centers
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Deputy for Technology Innovation & Commercialization Development
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Description of affiliated centers
Biotechnology Development Headquarter
Address : No. 15, On the Corner of Zahedi Dead-end, Pirouzan St., Pirouzan Sq., North Sheikh Bahaei St., Molasadra St., Tehran, Iran
Phone : 880311980
website : http://en.biodc.isti.ir/
Technology & Development Headquarters
Biotechnology is known as one of the state-of-the-art technologies in 21st century and is among the seven key industries which will determine the socioeconomic destiny of communities in the coming decades.
Biotechnology has a long history and is very well-developed in Iran. The history of biotechnology research and academic centers in Iran goes back to a century ago when traditional biotechnology initially was employed to develop medicines and vaccines at the Pasteur Institute of Iran (PII).
The Pasteur Institute, founded in 1921, and the Razi Institute for Serums and Vaccines, founded in 1924, are two well-established centers in Iran for biotechnology research. The Institute of Biochemistry and Biophysics, founded in 1976 and affiliated to the University of Tehran, is also engaged in biological research. The Biotechnology Institute at the Iranian Research Organization for Science and Technology (IROST), founded in 1980, has been actively involved in traditional biotechnology research since its establishment and has gradually shifted its activities to modern biotechnology.
The history of modern biotechnology in Iran dates back to 1980's. The establishment of the National Institute of Genetic Engineering and Biotechnology in 1989 marks a significant point in developing modern methods of biotechnology in the country. With respect to its priority and strategic importance for the Islamic Republic, the Biotechnology Development Council affiliated to the Vice-Presidency for Science and Technology was established in 2008 as the main body for policymaking, planning, executive leadership, coordination and monitoring biotechnological research in the country.
In general, enormous biodiversity in terms of ecosystem, species, and geographical variation; rich natural resources; and unique genetic patterns found in humans, plants, animals, and microorganisms has made obtaining and making use of this vital and transformative technology possible for Iran. Consequently, Iran has made large investments and dramatic progress in biotechnological research, especially over the past decade.
scientific and technological department of presidential office, No,. 20, Ladan alley, North Sheikh Bahayee St., MollaSadra St., Vanak Sq., Tehran, Iran
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Last update : Dec 27 2021 13:08
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Blood, sweat, and tears
by Winston Churchill
334 5 68,754 (3.86) 6
This first volume of collected essays and journalism from the Nobel Prize-winning prime minister includes some of his most important WWII speeches. Legendary politician and military strategist Winston S. Churchill was a master not only of the battlefield, but of the page and the podium. Over the course of forty books and countless speeches, broadcasts, news items and more, he addressed a country at war and at peace, thrilling with victory but uneasy with its shifting role in global politics. In 1953, he was awarded the Nobel Prize for Literature for "his mastery of historical and biographical description as well as for brilliant oratory in defending exalted human values." During his lifetime, he enthralled readers and brought crowds roaring to their feet; in the years since his death, his skilled writing has inspired generations of eager history buffs. Churchill was at his best when rallying Britons to the twin causes of war and justice, delivering inspiration and hope during the hard years of bombings, violence, sacrifice, and terror. This compilation, composed of speeches made in the early years of the war, contains some of his best. Profound words from famous speeches in this collection include: "This was their finest hour;" "Never in the field of human conflict was so much owed, by so many, to so few;" and "I have nothing to offer but blood, toil, tears and sweat." Many decades after the end of the war, Churchill's words still have the power to stir the blood--and inspire the heart. A must-read for all WWII history fans.… (more)
▾Book information
Member: comptonjohn
Title: Blood, sweat, and tears
Authors: Winston Churchill
Info: n.p. n.d.
Collections: Church Office
Blood, Sweat, and Tears by Winston S. Churchill
Recently added by walterhistory, MrsLee, JSTAHR, rmb41, Rupert_Chapman, FuzzyLionel, cfjustian, NIWMCollections, AmyAtOasis
Legacy Libraries Hannah Arendt, Walker Percy, Ernest Hemingway
Publisher's Weekly Bestsellers NON-Fiction list - 1928 - 1950 (110)
Into Battle: Speeches By The Right Hon Winston S Churchill C H, MP
tony_sturges | Jul 13, 2018 |
Preface and note by Randolph Churchill. Speeches, from May, 1938 to February, 1941, following the WHILE ENGLAND SLEPT volume .This edition includes speeches not in the U.K. edition
"Upon this battle depends the survival of Christian civilisation. Upon it depends our own British life and the long continuity of our institutions and our Empire. The whole fury and might of the enemy must very soon be turned on us now. Hitler knows that he will have to break us in this island or lose the war. If we can stand up to him, all Europe may be free and the life of the world may move forward into broad, sunlit uplands. But if we fail, then the whole world, including the United States, including all that we have known and cared for, will sink into the abyss of a new Dark Age, made more sinister, and perhaps more protracted, by the lights of perverted science. Let us therefore brace ourselves to our duties, and so bear ourselves that, if the British Empire and its Commonwealth last for a thousand years, men will still say, 'This was their finest hour.'
Speech in the House of Commons, June 18, 1940 "War Situation"
After reading a speech like that, nothing can compare! This book is a collection of early war speeches dealing with WWII in Europe and Africa. It mentions the U.S. several times, but only in passing. Churchill is eloquent, succint, and arousing. His speeches should be studied by students, scholars and the common man. They are timeless as is morality and doing what is right. ( )
Tess_W | Jan 24, 2011 |
JohnMeeks | Jun 10, 2010 |
fascinating collection of his original speeches from May, 1938 to November, 1941.like reading the news as it happens, you are there.....great, motivational speech witing by whomever.... ( )
spearr | Sep 25, 2009 |
Shows the power of Churchill's oratory. I started wondering as I read it, though, if the Nazis just happened to match in over-the-top evil how forceful Churchill's speeches would be on any topic. ( )
Poemblaze | Aug 14, 2006 |
» Add other authors (10 possible)
Winston S. Churchill — primary author all editions calculated
Churchill, Randolph S Editor secondary author some editions confirmed
Churchill, Randolph S. Preface secondary author some editions confirmed
Publishers Weekly Bestseller (Non Fiction, 1941)
This first volume of collected essays and journalism from the Nobel Prize-winning prime minister includes some of his most important WWII speeches. Legendary politician and military strategist Winston S. Churchill was a master not only of the battlefield, but of the page and the podium. Over the course of forty books and countless speeches, broadcasts, news items and more, he addressed a country at war and at peace, thrilling with victory but uneasy with its shifting role in global politics. In 1953, he was awarded the Nobel Prize for Literature for "his mastery of historical and biographical description as well as for brilliant oratory in defending exalted human values." During his lifetime, he enthralled readers and brought crowds roaring to their feet; in the years since his death, his skilled writing has inspired generations of eager history buffs. Churchill was at his best when rallying Britons to the twin causes of war and justice, delivering inspiration and hope during the hard years of bombings, violence, sacrifice, and terror. This compilation, composed of speeches made in the early years of the war, contains some of his best. Profound words from famous speeches in this collection include: "This was their finest hour;" "Never in the field of human conflict was so much owed, by so many, to so few;" and "I have nothing to offer but blood, toil, tears and sweat." Many decades after the end of the war, Churchill's words still have the power to stir the blood--and inspire the heart. A must-read for all WWII history fans.
The first in the published series of Churchill's War Speeches, this book appeared in England under the title Into Battle.
940.5342 — History and Geography › Europe › Europe › 1918- › World War II › Europe
D742.G7 — History of Europe, Asia, Africa and Oceania › History (General) › World War II (1939-1945)


Fifteen unique last-minute Holiday gifts
December 2018 – We have selected fifteen small price art works from our stock that would make great last-minute Holiday gifts for true art lovers. Any of these art works ordered before Wednesday December 19 will be UPS shipped to arrive at your home Friday December 21 (within Europe), but of course we will also honour later orders! All art works except the first two are one of a kind and are offered on a first-come-first-serve basis.
Brass miniatures by Henk van Putten
November 2018 – We are proud to announce that renowned Dutch artist Henk van Putten has chosen our gallery to exclusively launch his new solid brass miniature series. Henk's well known work consists of both small and very large scale indoor and outdoor geometric sculptures and his work is part of many public and private collections in The Netherlands and abroad. He has recently decided to recreate all the important sculpture designs he has ever made in a small solid brass miniature version, each in a limited edition.
Introduction Série architectural Olivier Julia
November 2018 – French-Dutch artist Olivier Julia has worked very hard this summer to finish a new body of work, on time for the introduction at the international autumn art fairs our gallery has signed up for. The Série architectural currently consists of two free standing sculptures (Equilibre and Cube architectural) and six wall hanging sculptures (Carré architectural). All sculptures are made of wood (mdf) and finished with the characteristic dark grey with bronze acrylic paint and a final coating. The sizes of these sculptures range from 15x15x10 cm to 25x15x15 cm and come in editions of 15. The Série architectural is a continuation of his earlier minimalistic bodies of work and although small in size the works are great in presence!
New website www.gallery40.nl
October 2018 – Simultaneous with the introduction of our new gallery name Gallery40NL we are proud to introduce our new website www.gallery40.nl which does much better justice to our current activities. There is more detailed information on the art fairs we participate in, as well as more information on other events such as upcoming exhibitions. Furthermore we have improved the news message area and we are highlighting some of our art projects. And last but not least our new website is now fully platform proof which means that the information is optimised for desktop, laptop, tablet and smartphone!
Galerie NUMMER40 becomes Gallery40NL
October 2018 – From now on the gallery will go by its new name Gallery40NL, or Gallery40 in everyday speech! Nearly 10 years have gone by since the start of our gallery in 2009. The name giver of the gallery was the big number 40, painted on the front facade of what is now our gallery and home. But originally this big painted number 40 has been a local landmark since the early '60s when the house was designed and built by Dutch architect Alexander Giesen for his own family.
Let de Kok joins Galerie NUMMER40
September 2018 – We are happy to announce the cooperation between Dutch artist Let de Kok and our gallery. Let de Kok is a renowned artist in The Netherlands, very well known for her abstract geometric ceramic objects. Recently she has started making glass and vinyl wall panels incorporating graphic elements that are very strongly related to her ceramic work. Let's work will be presented by us at the regularly scheduled group exhibitions and national and international art fairs. In the upcoming months we will show her work in Stockholm, Amsterdam, Hamburg and Luxembourg.
Artist page »
Symetria Orca finds new home
August 2018 – At Eliza Kopec' recent solo exhibition "(in)visible beauty" her largest geometric paper relief to date – called Symetria Orca and measuring 223×87 cm – attracted lots of attention. Notwithstanding the great artistic quality and visual appreciation of the work, the sheer size of it made it a not-for-every-home showpiece. Fortunately a Dutch private collector's couple was able to find a suitable spot for this marvelous art work where it now is looked at in all its glory on a daily basis. We are very happy that the Orca has finally found a new permanent home!
Galerie NUMMER40 at Art on Paper Amsterdam
July 2018 – Our gallery will be one of the 30 selected galleries participating in the new thematic art fair Art on Paper Amsterdam. The new fair will concentrate on work on paper by the presented artists. Work on paper, whether it be pencil, charcoal, pen and ink, watercolor, gouache or collage, often shows the artist in the most spontaneous and artistically free moment. The directness that is connected with this medium brings artist and viewer closer together. In their intimacy and vulnerability, works on paper thrive well with the exclusive attention they receive at a specialized art fair. The fair takes place in the industrial-monumental Zuiveringshal at the Westergasfabriek from 13-16 September 2018.
6th AAF Hamburg participation confirmed
July 2018 – We are happy to announce that the AAF Hamburg selection committee has confirmed our 6th consecutive participation in the fair. During the previous years our gallery has gained a good reputation with the art lovers and collectors in northern Germany. We are looking forward to return after our last year's "Hamburg Anniversary" and aim to present an even finer selection of abstract geometric and organic art works to the nearly 20.000 visitors than ever before! This year AAF Hamburg will take place from 14-18 November.
Monography Eliza Kopec
June 2018 – Our gallery presents a new monography on Polish-Dutch visual artist Eliza Kopec. She is very well known for her hand cut geometric paper reliefs and her large abstract geometric paintings that by now have found their way to numerous art lovers and collections inside and outside Europe. With texts (Dutch and English) by Carijn Oomkens (Tekst & Regel) and photography and a superb design by Wendy Wezendonk (Studio Wezendonk), the 54 pages full colour monography offers an interesting view on the artist and her thoughts about her art. ISBN 978-90-828635-0-5
Sculpture garden in the make
April 2018 – Works to create a dedicated gallery sculpture garden have started. The devastating January 2018 storm brought down many of our large 40-60 years old trees and rescaping of the plot was necessary anyway. We decided to turn this into an opportunity and are now converting nearly 1.000 square meters into what should become a mini forest for small and medium sized outdoor sculptures and installations. Hidden from immediate views by dense underbrush and newly planted trees, the mini forest will eventually harbour a few dozen works by selected (inter)national artists. Expected opening will be summer 2019.
Minotti selects Galerie NUMMER40 art works
March 2018 – Following our well received first participation in the AAF Milan art fair, we were contacted on behalf of the renowned Minotti design furniture company to showcase works by a selection of our artists at the Salone del Mobile 2018. In close cooperation with Minotti, sculptural objects by Dutch artists Carl Möller and Haringa+Olijve and South-African artist Ian Garrett were selected and incorporated in the Minotti presentation from 17-22 April 2018. All our artists were exclusively credited for their participation in the Salone del Mobile publication of the company.
Galerie NUMMER40 returns to KunstRAI Amsterdam
February 2018 – We are happy to announce our second participation in the renowned Dutch art fair KunstRAI after a succesfull first showing last year. Besides the usual group presentation of our selected artists, the stand will this year's edition also include a dedicated solo presentation of Polish-Dutch artist Eliza Kopec, especially highlighting her abstract geometric paintings. The fair takes this year place from 4-8 April at the well known RAI venue in Amsterdam.
Petra Benndorff joins Galerie NUMMER40
January 2018 – We are happy to announce the cooperation between German artist Petra Benndorf and our gallery. Petra Benndorf is a well known ceramic artist who has created a very distinct and personal style with her unique porcelain and stoneware objects. Petra's work will be presented for the first time at our Art Salon in February and after that at art fairs in Brussels and London and later this year at the regularly scheduled group exhibitions and other national and international art fairs.


WTI Crude $86.37 +1.1%
Total Makes Significant Oil Find
Total (NYSE: TOT) has announced that it and Apache Corporation (Nasdaq: APA) have made a 'significant' new oil and gas discovery at the Keskesi East-1 well in Block 58 off the coast of Suriname.
Total (NYSE: TOT) has announced that it and Apache Corporation (Nasdaq: APA) have made a "significant" new oil and gas discovery at the Keskesi East-1 well in Block 58 off the coast of Suriname.
The well was drilled at a water depth of about 2,380 feet and was said to have encountered a total of 206 feet of hydrocarbons, comprising 190 feet net of black oil, volatile oil, and gas pay in good quality Campano-Maastrichtian reservoirs, and 16 feet of net volatile oil pay in Santonian reservoirs.
Drilling is still ongoing for deeper Neocomian aged targets, Total revealed. The company's latest find follows previous discoveries at Maka Central, announced in January last year, Sapakara West, announced in April last year, and Kwaskwasi, announced in July last year, Total highlighted.
"We are delighted to announce this new discovery, which confirms this first exploration campaign as a full success and adds to the proven resource base" Kevin McLachlan, the senior vice president of exploration at Total, said in a company statement.
"We are also excited, as new operator of the block, to start the appraisal operations designed to characterize the 2020 discoveries, while in parallel start a second exploration campaign on this prolific block in 2021," he added.
Commenting on the find, John Christmann, Apache's chief executive officer and president, said, "we are very pleased to announce our fourth consecutive discovery in Block 58 at Keskesi, which confirms oil in the eastern portion of the block".
"We are excited to commence the appraisal program on our initial discoveries and extend our Block 58 exploration program to the north in 2021," he added.
Pursuant to the terms of its joint venture agreement, Apache transferred operatorship of Block 58 to Total S.A. on Jan. 1, 2021. Back in December 2019, Total announced that it had signed an agreement with Apache to acquire a 50 percent working interest and operatorship in the "highly prospective Block 58 offshore Suriname".
In addition to its discoveries offshore Suriname, Total has also made notable finds in other areas of the globe recently. At the end of October last year, for example, the company announced a significant gas condensate discovery on the Luiperd prospect, which is located on Block 11B/12B in the Outeniqua Basin off the southern coast of South Africa. Total also made a gas discovery with the Bashrush well on the North El Hammad license in July 2020 and a gas and condensate discovery in the North Sea in March 2020.
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WTI Crude $86.37 +1.1 2:48 PM