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I will describe coloured diamonds now. Most of you could be widespread with colourless or close to colourless gemstones and these could be the most efficiently-appreciated when a male selects to get a diamond engagement ring. Even so there is undoubtedly been a creating want not as well extended ago for coloured gemstones or what we get in touch with get in touch with in the industry “Natural and organic Fancy Coloured Gemstones” Coloured diamonds are in truth rarer than colourless diamonds and as a result trade in a premium. What took spot that these colours are present in the gems? These shades are present given that of the existence of specific trace elements which contains nitrogen, hydrogen , boron and so forth. which have been launched when the gemstones have been acquiring designed fantastic inside the earths mantle. Colored diamonds could be a single colour eg yellow, red, blue, reddish or they can have but yet another colour with them eg Orangey Red connected. Colored gemstones with just a single shade are a good deal a lot more pricey. The strength of the shade is the principal aspect in driving the expenditure of a fancy colored gemstone, the a lot more robust the colour the a good deal a lot more pricey the expenditure. There is undoubtedly a scale for all colored diamonds, light, fancy light, fancy, fancy extreme, fancy dark and at some point fancy vivid. Elaborate outstanding is practically undoubtedly the most pricey given that of its rarity and originality. The most widespread coloured diamond could effectively be yellow-colored and consequently the most expenditure-productive, we have marketed several diamond wedding rings with canary yellow gemstones as the centre rock. The existence of nitrogen give their yellow physical physical appearance to these rocks. Up coming most mined colored gemstones are pink, there is undoubtedly a single mine in Sydney that generates most of the sides red gemstones, the mine.
Jamie Redknapp is a rare exception. He is a footballer that knows how to dress. Of course Jamie quit football a few years ago but now as a pundit for sky sports he remains heavily involved in the game as well as building a television profile for his part as team captain in James Corden’s a league of their own quiz. Mr Redknapp’s fashion sense has been on my radar for a while now and what I love about his look and his sense of style is it’s uniformed out of his own capsule. I’m going to explain this by analysing his formal and dress down looks and why it’s so effective. As a budding fashionista I am constantly looking through magazines and watching endless television for research in to what the guys in the spotlight are wearing and being dressed in. For the last few years tuning into sky’s football coverage hasn’t always been about what game’ s on but what attire Mr Redknapp’s wearing. His formal look is simple but ever so effective as he brings high fashion tailored looks into his own capsule uniform. His suits that are tailored to perfection are rotated between a black, navy and light grey sharkskin. For his sky sports uniform he normally pairs with a crisp white shirt with a simple medium spread collar and to finish it’s again a rotation between a slim tie or a knitted version. Again the colour pallet for his ties doesn’t go out from black or navy with the odd white spot thrown in. I love the concept of what his formal uniform is about and one of my favourite looks of his that I like is when he puts together his light grey sharkskin suit with a similar light grey shirt and black slim tie. Tonal brilliance! Another small detail that sticks out is you very rarely see Redknapp with a belt which I suppose is the perk of having tailored trousers but for me gives his formal uniform look a clean cut, minimal feel as well as never having a handkerchief or an adding touch from a choice of pocket squares. Less is more??? For formal engagements and events out side of his punditry it does seem that he is willing to add some minor adjustments for example a three piece suit, white pocket square or a burgundy tie while still keeping true to his ethos. Where Redknapp is pretty militant with his formal uniform he allows himself a bit more freedom when it comes to dressing down though he still sticks to a similar colour pallet. His dress down looks are made up from tailored jackets with black or white t shirt’s , denim and designer trainers from the likes of Balenciaga and Lanvin. Also in the mix are open collared shirts and knitwear. For me Mr Redknapp is under recognised for his work by the fashion press! Ok some might say he has money at his disposal to spend on the best designers the world of men’s fashion has to offer, but surely he deserves credit for the way he has created with influences his own capsule of looks which are consistent and individual. By Danny Rhone
Craft Beer: Weddings Get On Board With Craft Brewing Craze
to craft beers are shaking up the wedding reception scene by insisting on serving the brews they love on their big day, everything from local al
The famous London-based milliner Philip Treacy is set to design a collection of diamond engagement rings with matching wedding bands with the help of Voltaire Diamonds’ craftsmen.
According to Treacy, each set of rings will have an individual identity reflecting the emotional commitment involved in engagement and marriage.
Treacy said: “We want the collection pieces to represent beautiful, highly desirable, emotional symbols of love, which are also exclusive, treasured possessions.”
Voltaire Diamonds chief executive officer Seamus Fahy said: “Bringing Treacy’s design originality and remarkable vision to the creation of these rings will create an exceptionally special offering for brides-to-be, and provides a fresh and new creative option that will appeal to a discerning clientele.”
The collection will be launched to coincide with Valentines’ Day 2013.
Treacy has created a number of celebrated and controversial designs during his careers, including the “lobster” headpiece worn by Princess Beatrice at last year's royal wedding. He has also designed hats for fashion designer Alexander McQueen, for his work with Givenchy in Paris, and for Karl Lagerfeld at Chanel.
My goodness. Eclectic Images Photography, we big time heart you. We just can’t get over the way you captured this San Antonio affair – perfectly. The images all feel like a big, romantic party and we can’t help but feel like we were there, having a grand old time. Dancing with the Mariachi Band, toasting with the beautiful couple. Care to join the party?
July 4, 2011 we decided to take a relaxing sun soaked week in Puerto Rico. From the moment we landed it rained, let’s just say we didn’t have a ton of beach time but we definitely became very familiar with Old San Juan, the historic fortresses and the mojitos. On the last day we were visiting yet another fortress, Castillo San Cristóbal, and we walked up to the top grassy area to look over onto the cliffs and watch all the iguanas run around. There was no one around and Brett oh so cleverly got down on one knee….after that for the sun came out! For our last day and a half the weather was gorgeous. Clearly, I knew that my ring was magical!
Because we were already embarked on a 10 year journey, we wanted our day to be “just a party” – a simple celebration of us and the continuation of our adventure together. With that said, we wanted flowers to be colorful and be the colors of spring. We wanted all the formalities to be swept aside and to have a simple ceremony and a reception that was good food, good people and good conversation. So we omitted much of the traditional and really only observed the cutting of the cakes and a short portion dedicated to toasts. Since I was from Texas and many of our guests were traveling to Lone Star State for the first time, I wanted to have a little bit of Texas. So we had some traditional cuisine of south Texas and of course the most amazing mariachi band one could find, including a dancer!
Wedding Photography: Heather Banks of Eclectic Images Photography / Wedding Coordinator: Maria Morgan / Ceremony + Reception Location: Club Giraud / Floral Design: RTC Florists / Cake Design: Cakes by Cathy Young / Groom’s Cake: Sweet Designs / Wedding Stationary: J Papers / Hair: Michael Riviera / Makeup: Rachelle Bell / Transportation: San Antonio River Barge / Band or DJ: Sonja Gary Strings, The Klocks, Las Coronelas / Wedding Gown Designer: Amy Kuschel via Gabriella New York Bridal Salon / Headpiece: Vintage comb from Treasures570 / Jewelry: Van Busch Jewelers NYC and vintage / Shoes: Kate Spade / Bridesmaids’ Dress: Thread Designs / Groom’s Suit: J.Crew / Groom’s Tie: Paul Smith / Groomsmen Attire: Brooks Brothers
This adorable couple wanted something totally different and entirely meaningful for their engagement session and decided on a 50′s inspired photo session that encompassed all the things they love. They infused bits and pieces of their loved ones into the shoot like the groom to be’s grandfather’s briefcase and hat and the bride to be’s grandmother’s engagement ring and wedding band. We totally LOVE that! Matthew Moore Photography snapped up all the pretty and there’s so much more right here in the full gallery ! From the Bride-to-Be… Wes and I were engaged in New York City in December of 2011. We have been dating for four years. One of the most important things to us in regards to our engagement shoot was to have pictures that were different from the norm. To accomplish that, we knew we would need an amazing photographer. I don’t think either of us realized just how lucky we were to have Matthew Moore Photography as our wedding photographers until our engagement shoot. They went above and beyond to bring the idea I had in my head to real life. Wes’ last name is Crabbe. Mine is Cook, thus making us the Cook-Crabbe wedding. We have decided to fully embrace this, as it gives us further solidification that we are, in fact, meant for each other. One of my favorite hobbies is cooking, and one of Wes’ favorite hobbies is eating (again, proof that we are meant for each other), so we wanted that to be a part of our engagement shoot. While we did a few pictures around my townhome, the majority of our shoot was at a mid-century modern home in Dallas where we acted like a couple from the ’50s. I played a housewife who had been working diligently in the kitchen all day preparing a meal fit for an ideal husband, and Wes was a businessman who had just spent a long day at the office, and was now ready to come home and unwind with his wife. In the photographs, there are many nods to our relatives who we both have loved dearly, but unfortunately have lost. They include my Nana’s china and Wes’ papa’s hat and briefcase. I am also wearing my Nana’s engagement and wedding band in the photographs set in the ’50s. Although these are small details that will go unnoticed to many, they are incredibly special details for us. Our photographers did a beautiful job capturing the nature of our relationship, as I truly think you can feel our love and bond radiating from each photograph. Photography: Matthew + Katie of Matthew Moore Photography / Location: A For-Sale Home in Dallas, Texas, Courtesy of Ed Murchison of Virginia Cook Realtors / Attire: Banana Republic (Mad Men Collection) / Hair + Makeup: Katie Moore
In the 1800s, when pneumatic tubes shot telegrams and small items all around buildings and sometimes small cities, the future of mass transit seemed clear: we’d be firing people around through these sealed tubes at high speeds. And it turns out we’ve got the technology to do that today – mag-lev rail lines remove all rolling friction from the energy equation for a train, and accelerating them through a vacuum tunnel can eliminate wind resistance to the point where it’s theoretically possible to reach blistering speeds over 4,000 mph (6,437 km/h) using a fraction of the energy an airliner uses – and recapturing a lot of that energy upon deceleration. Ultra-fast, high efficiency ground transport is technologically within reach – so why isn’t anybody building it? The next frontier of speed Vacuum tube-based transport has a lot of things going for it. Speed, for one. Anyone who has spent time on a fast motorcycle knows that even without any wind, the air itself is a brutally powerful force working against your engine as you get up above 125 mph (200 km/h). In fact, air resistance is the number one problem to combat as speeds increase. Airliners have to fly 40,000 feet up in the air to take advantage of the reduced drag you get when the air thins out a bit. And even with this advantage, they still can’t cruise much faster than 570 mph (917 km/h) without being horribly inefficient. Take air resistance and rolling resistance away by operating in a vacuum and magnetically levitating your vehicle, and it takes more or less the same amount of energy to accelerate from 3,000 to 3,050 mph (4,828 to 4,908 km/h) as it takes to get from 50 to 100 mph (80 to 161 km/h). And once you reach your top speed, you simply stop accelerating, apply no further energy, and coast. You lose very little speed until you reach your destination, at which point you can slow your vehicle down electromagnetically and recapture almost all the energy you put in to speed it up. Theoretically, with the right length of vacuum tube set up, you could zoom all the way around the world in a matter of hours, nearly ten times faster than today’s airliners. Operating in a vacuum, these vehicles would make almost no sound, even as they smashed through the sound barrier, because there’d be no air for them to create sonic vibrations in. With no actual points of contact or friction with the track or tube, there would be virtually no energy lost to heat dissipation. The vacuum-tube revolutionaries There are no shortage of people and groups pushing for widespread adoption of vacuum tube technology as a superfast travel option – after all, with the demise of the Concorde supersonic airliner, mass global transit speeds have remained stagnant since the 1960s. Sending an e-mail from London to Beijing might be instantaneous, but the rest of the world still feels like a long way away if you have to physically travel around it. We recently wrote about the ET3 consortium , a licensing organization that owns a number of patents in the evacuated tube transport space, Acabion’s vacuum tube streamliners , and the gigantic Startram space elevator project , which would make use of the low energy requirements of the vacuum tube maglev idea to cheaply propel various objects into orbit. Another contender with an interesting take on the technology is Terraspan , a group that wants to combine superfast transport with the creation of a new intracontinental power grid that can make much more efficient use of the cycles of power creation and usage across a large country like the United States. Here’s the plan – for step one, Terraspan would like to build a backbone network of underground vacuum tube train tunnels linking eastern Canada to western Mexico through the United States. Embedded in the train tunnel network would be a series of thick, superconducting energy cables that would form the heart of the first true continental power grid. The benefits of a long-distance power grid are simple – you can take the energy produced by solar and wind producers in the arid central areas of America, and make it available to much more densely populated and power-hungry areas on the eastern and western coasts. You could also make more efficient use of power creation and usage cycles – energy that’s created in California at off-peak times can be sent across the grid to be used in peak hour in New York. So here’s a plan that wraps up super-fast, ultra-efficient, convenient transport with smart energy usage and a tangible boost for renewable power creation schemes. Let’s go, right? The case for the negative Of course, if it was that simple, we’d already be blasting around the Earth at orbital speeds like they were predicting in the 1800s. Turns out there’s a few serious roadblocks in the way. Safety is no small concern when you’re talking about speeds in excess of 4,000 mph (6,437 km/h). After all, we’ve all seen the wreckage that can be caused in a 60 mph (96 km/h) car crash. The kinds of tube tracks we’re talking about here would have to stretch thousands of miles in order to reach their optimum level of benefit – that’s thousands of miles of safety risks. What happens when an earthquake strikes and cracks the pressure seal or destroys the tube completely? A vehicle traveling 4,000 mph is going to eat up some serious distance in an emergency stop situation. What’s more, there’s really very little precedent to show exactly what happens when a populated carriage goes from ultra high speed in a vacuum to being struck with regular air pressure. Terraspan’s website details a plan to shape the trains with a sort of air wing to bring them down gently in the case of pressurization, but one can easily imagine that being battered to death at the top of the tunnel would be just as bad as crashing to your doom at the bottom of it. How can you hope to control a 4,000 mph airfoil within a tiny tube when the air pressure onset is sudden and unexpected? The thing about maintaining a total vacuum is that one hole in your structure compromises the vacuum almost immediately. And it’s not hard to dream up a dozen situations, whether natural disasters, man-made errors in judgement or acts of war or terrorism that could easily crack or break a structure like this. Then again, let’s say these safety issues can be adequately addressed. Perhaps the more pressing obstacle – at least for the time being – is a purely economical one. Mag-lev train lines themselves are exorbitantly expensive: Japan’s Linimo HSST, a low-speed suburban mag-lev line, cost around US$100 million per kilometer (0.62 miles) to build. And while China hopes to get away with only US$18 million per kilometer when it extends its high speed Shanghai demonstration line, neither of these trains require air-tight tunnels. Add to this the hidden cost of maintaining the vacuum (presumably by constantly pumping air particles out of thousands upon thousands of miles of vacuum tube) and you’re left with a very costly proposition. And that’s not to mention land acquisition – which could prove tough, as these machines move so fast that their turning radius is gigantic and route choices will be limited. So where is vacuum-tube transport likely to go in the next few decades? It’s hard to say – although it seems extremely unlikely that a cash-strapped United States or European Union member would be willing to pony up and lead the way.
As an all-new small-car model, the Chevrolet Sonic was first introduced for the 2012 model year. While it follows in the tracks of the Chevrolet Aveo , and the Chevrolet (Geo) Metro and Sprint before it, the Sonic is not only larger and heavier than those models, but more substantial in many respects. And its creep up a half-size leaves room for a new, smaller Chevrolet Spark minicompact that will arrive for 2013. It’s no surprise that Chevrolet opted to rename the Aveo, which had ended up being a favorite of bargain-hunting rental-car companies and fleet managers, but maligned for its lackluster safety ratings, unimpressive fuel economy, and poor resale value. Compared to the Aveo, the Sonic promises far superior refinement, safety, and performance, and GM jumps from the back of the segment to near the front of the pack in most respects. Built on an all-new global small-car platform (the only one in its class assembled in the U.S.), and borrowing some core powertrain components (including both engines) from the larger Cruze sedan, the Sonic has a promising foundation—and can be had in attractive five-door hatchback or four-door sedan forms. Between those two body styles, sedans are about a foot longer—at 173 inches, the length of a compact, really—and in our opinion their styling doesn’t look like an afterthought. Trunk space for the sedans is surprisingly vast (19 cubic feet), although the versatility of the hatchbacks is hard to beat. Our only letdown, where the hatchback is concerned, is that its load floor is quite high—making it somewhat less useful and versatile than the Honda Fit . Base versions of the Sonic come with a normally aspirated 1.8-liter four-cylinder, but it’s the turbocharged, 1.4-liter (1.4T) engine that’s the pick of the lineup, for its fatter torque curve and smoother, more refined demeanor. With either engine you can choose between a six-speed manual or six-speed automatic transmission, and nicely weighted steering helps give it a nimble but confident feel. Overall, it’s supremely comfortable, refined, and tight, with less road noise than most other small cars. Interior comfort is quite good, too, although the Sonic still doesn’t have a package that’s as intensely space-efficient for cargo versatility as that of the Honda Fit. We’ve found ride comfort to be good too. Gas mileage for the Sonic is also much better than the Aveo. With EPA highway ratings that hit the 40-mpg sweet spot (with the 1.4T; other models get slightly lower), the Sonic rivals the best in this class, while performing somewhat better. The Sonic is also one of the safest—if not the safest—small-car picks, especially among value-leading subcompacts. With top five-star federal safety ratings, and IIHS Top Safety Pick status, the Sonic currently earns a perfect 10 in our Safety category (comparing it to other vehicles in its size and price class). Standard equipment in the Sonic includes keyless entry, air conditioning, and alloy wheels, even on base models. At the middle of the lineup, the Sonic LT gets an upgrade to satellite radio and six-speaker sound, plus power windows and power heated mirrors. To get some tech essentials, like a USB audio input and Bluetooth, you’ll need to reach up to the LT or LTZ, but prices remain affordable, at less than $20k even for a loaded LTZ. For 2013, Chevrolet introduced a sporty Sonic RS variant, offered only in five-door form, that keeps the same 138-hp 1.4T engine but has a number of visual cues to give it more of a ‘hot hatch’ look. On the outside, there are different front and rear fascias, rocker-panel extensions, and special fog lamps, plus 17-inch wheels and a retuned exhaust. Inside, vinyl-and-faux-suede sport seats with red stitching, special trim, and piano-black accents, and the Chevrolet MyLink touch-screen interface is standard. Other Sonic models also got MyLink for 2013; it’s now standard on the LTZ and available on Sonic LS and LT. Among other changes, a six-speaker premium audio system was newly available, blind-spot mirrors were made standard, and remote start was included in all automatic-transmission models. Later in the model year GM will introduce an official navigation app designed to work with MyLink and smartphones.