Split (1)

train · 38k rows

text stringlengths 4.11k 305k	id stringlengths 36 40
BYTON opens North American HQ; next-gen smart EVs for shared mobility and autonomous driving; iPhone on wheels NEVS begins production of electric 9-3 in Tianjin; 2nd and 3rd gen Evs being developed with DiDi DUH says testing indicates use of defeat device in BMW 320d diesel Results of testing on a Euro 6 BMW 320d diesel by the German environmental organization Deutsche Umwelthilfe (DUH), ZDF’s WISO and a software expert point to the use of inadmissible defeat devices, according to DUH. The organizations found that road-testing NOx emissions are up to 7.2 times higher than those produced on the dyno, which met the official NOx limit. The main cause for the higher on-road values is that the exhaust gas recirculation (EGR) is in some cases practically switched off under certain conditions, DUH said. According to the investigation, not only the speed, but also the torque is used as a parameter for this shutdown. The software expert Lothar Daub explained that EGR is switched off above 3,500 rpm; this configuration was stored in the software of the vehicle, with a a map and corresponding data. Such a speed is reached at 47 km/h in second gear, 70km/h in third gear, 87 km/h in fourth gear and 112 km/h in fifth gear. The European Type Approval Regulation 715/2007 explicitly includes in its definition of “defeat devices” the engine speed (RPM) as a parameter for reducing the effectiveness of the emission control system during normal vehicle operation. General activation of defeat devices is inadmissible under this regulation. DUH noted that on 27 September 2017, Harald Krüger, CEO of the BMW Group, said: “We did not manipulate the vehicles, we have clean diesel, and they are the best in the world, there is no defeat device at the BMW Group.” This full-bodied promise is in clear contradiction to the results of the exhaust and software investigations of the BMW 320d, DUH charged. The available measurement results are very clear indications that inadmissible defeat devices are present in the engine control software. These must be completely removed. The vehicle must have fully functional exhaust gas cleaning in all normal operating situations. Today we will hand over our investigation results to the responsible authorities and demand a review and, if necessary, revocation of the type approval and an official recall for all vehicles which have an illegal defeat device. —Jürgen Resch, DUH General Manager The DUH is applying to the German Ministry of Transport for the publication of all officially known defeat devices for diesel passenger cars from different manufacturers; these previously had been refused based on the protection of trade secrets of the manufacturers. The vehicle was tested by TÜV Nord on the dyno using the New European Driving Cycle (NEDC). The vehicle achieved a very good result with 27.6 mg NOx/km. Even when driving on the test bench with 10% higher speed (NEDC + 10%), the values were well below the Euro 6 limit. The same vehicle was then measured on the road. The Real Drive Emissions (RDE) emissions were well above the Euro 6 limits. Particularly in the out-of-town component of the cycle, NOx emissions were significantly increased—and even higher in the NEDC + 10%. The DUH has sent its measurement reports to the Federal Ministry of Transport and the Federal Motor Transport Authority (Kraftfahrt-Bundesamt) and has requested that this matter be clarified. DUH suggested that BMW can not argue that the settings are to protect the engine, because the vehicle does not show this exhaust behavior on the test bench. "According to the investigation, not only the speed, but also the torque is used as a parameter for this shutdown. The software expert Lothar Daub explained that EGR is switched off above 3,500 rpm; this configuration was stored in the software of the vehicle, with a a map and corresponding data." What ignorant BS is this? EGR in passenger cars is often turned off at high loads in order to avoid soot. That there is a trade off between NOx and soot isn't news. The emission limit for on-road measurements is not 80 mg/km; it is 168 mg/km. Axel Friedrich, a “global” expert on emissions, should know this but one could presume that he chose not to mention this, since it would speak against his arguments. Moreover, the 168 mg/km limit is enforced for NEW vehicles starting this autumn and for ALL vehicles in 2019. The limit does not apply retroactively, i.e. on cars manufactured in 2016, such as this car. If we look at data not so biased as this study, we find that, e.g. the German magazine ams, has ranked BMW as the best one of all manufacturers tested so far. We can also note that the certifying body TÜV Süd backs up BMW. They have tested a similar car of the same model. Neither in the lab nor in on-road measurements could they see any signs of illegal defeat devices. Overall, the tested vehicles showed a very robust emission behavior. We can also note that all new (I presume?) BMW diesel engines will have more advanced emission control than this car, which only has a NOx storage catalyst. New engines have a combination of NOx storage and SCR catalysts. One example is the BMW 520d that (so far) has the lowest level of all diesel cars tested by ams. Starting late this year, BMW is also introducing a new engine with; presumably, even lower emissions than the mentioned 520d, which had the old engine but SCR catalyst. https://www.automobilwoche.de/article/20171206/NACHRICHTEN/171209935/manipulations-vorwuerfe-der-duh-tuev-sued-stellt-sich-hinter-bmw I have a 325d with the same engine, only double turbo (a small and a large working in parallel). It's not even once a month that I get above 3,500 rpm. Many days I don't even break 2,500 rpm. Pollution above 3,500 is a non-issue. If you spend more than a few seconds at those rpms, you're driving your diesel engine wrong! That said, there might still be a defeat device in there somewhere. @Thomas Pedersen I can agree with you, although I do not have so many horses in my Ford Focus as you have in your car. It almost never happens that I break 3000 rpm. Normal shift point is just under 2000 rpm. In dense traffic, I would run over the car in front of me if I went over 3500 rpm. It is normal that EGR is reduced at high rpm. Another factor might be that the capacity of the NOx storage catalyst is limited. If the catalyst is almost “full”, I doubt that regeneration of the catalyst could be done if the driver starts very aggressive driving at highway in that situation. There are some thermal limitations for running an engine slightly below lambda 1 (for NOx regeneration) at very high load. This might explain the great variation between their tests. It is obvious that they tried their best to frame BMW. Given the fact that TÜV Süd has thoroughly investigated this car, I would doubt that there is any defeat device in the software. Everything that DUH showed can be explained by applying some knowledge and common (engineering) sense. Having said that, one could add that there will always be off-cycle driving conditions when a grey zone is entered and some measures have to be taken to protect the engine and aftertreatment. This is allowed in the regulation. The same can also be seen for gasoline engines. One such example is the full load enrichment, which also increase emissions, albeit other emission components than NOx (e.g. CO, HC and PM). Without fuel enrichment many engines would destroy the catalyst, with even worse emissions as a result. It is irrelevant whether the EGR should reduce at high rpm. The fact is it does not reduce on the dyno test bed while it does on the road. Therefore the defeat device does not only take rpm and torque into account because those parameters would be the same on the test bed or on the road. The defeat device also takes into account something else which distinguishes whether the vehicle is on the test bed or on the road. Perhaps steering inputs or stability control. In any event, a billion dollar fine should appropriately prompt an exhaust management software update. ^ That's not what the article says. The dyno test was done according to the NEDC, and I will guarantee that if the proper (prescribed) gear change points are followed and that driving cycle is followed, that engine will never come anywhere close to 3500 rpm in that test! If you follow the NEDC on the road with the prescribed shift points, the results should be close to the same as on the dyno. All combustion engines gasoline and diesel have protection strategies that temporarily emit higher than the prescribed emission limits if driven steadily under the conditions that trigger them (typically high load and high RPM). That's why the standards use average emissions over a driving cycle, not a do-not-ever-exceed limit! I can only surmise that DUH is on a mission to attract attention to themselves. Cars works because of the car engineers. These supposedly device cheats are been invented by the climate gang to collect big fines for themself. Stop publisching lies everywhere, all day long. These peoples inventing new rules everyday don't know a single thing about it. The comments to this entry are closed.	07d3f35e-868e-4fc3-8fac-67b012259ab4
A tale of a Scotsman living in SW london... Saturday, February 10, 2007 So, the media having exhausted the bird flu story, they now try and create a new one by highlighting the conditions the birds are kept in. How is this new news? Must be a slow news day... Friday, February 09, 2007 Installing new PC hardware - Rule number 1. If, while installing a new hardware device in your PC, you find that what was working two minutes prior isn't after you've moved some of the connections into the correct socket, it almost certainly isn't the software that you've just installed, uninstalled, re-installed, played with the settings in the control panel, panicked that you've buggered the card and then thought, hang on, maybe I'll just check that the microphone isn't in the speaker socket and vice versa. I hang my head in shame.... Le Mans Ah, diesel cars. Smelly, slow, fitted to estate cars. Really? Well, you may not be aware that of late Audi has wiped the floor with pretty much anyone at Le Mans 24hr race of late, taking 1,2,3 finishes, and winning every race since 2000 (officially, Bentley won it in 2003, but as they are owned by VW/Audi group, and Audi didn't race that year, I think it's safe to assume that with a splash of paint it was the Audi car painted and rebadged). Last year they got so cocky, they entered a V10 diesel - and won. Well, the French have had enough. Peugeot confirmed they would be entering this years race, and now the car has done some track time. Now, Peugeot are interesting as they wiped the floor in the early 90's before becoming bored and entered F1 (where they failed spectacularly), then rallying (where again they won everything). Now, with no F1 and no rally car to build, they've gone back to 24 hour racing. And built a 5.5 litre, twin turbo V12 diesel, with 700bhp and nearly 900lb/ft of torque. That's immense! Plus, it sounds like a proper race car and not a diesel with lots of driveshaft and gearbox whine. Plus, without the paint on it, it looks like a Stealth bomber. Roll on June.... Video link - http://www.eurosport.co.uk/carracing/mc_vid32301.shtml Well, the drive home yesterday through "snow chaos" was the easiest and quickest I've ever driven from Worcester to London. The car park had turned to slush, and with hardly any cars on the road with clear roads it was actually a very pleasant drive home. While driving it did make me wonder what the fuss had been about. Granted, earlier in the day it had been heavy, and I wasn't on anything other than major routes, but was this an example of media hysetria perhaps? At least the snow got them over the bird flu fixation...Oh no, apparently it's all out war with Hungary over that one. It makes me think - when did the news become a mission in blame? It may be rose tinted glasses, but looking back I can't recall the news ever being a witch hunt. An example...So Steve McLaren loses, suddenly he is the "under fire" manager. Why? Because some players didn't play well? They haven't noticed that they haven't played well for 6 years.... The media could be doing with learning some realism, although I don't suppose that sells papers and gets them viewing figures. Thursday, February 08, 2007 OK, so it's snowing. A lot. Had to scrape 5cm off the car to get it out of the car park this morning, however taking it easy out of the car park managed to negotiate out. The town roads seemed ok, quite slushy but nobody was in a hurry and they were quiet. 20mph was plenty! The trickiest bit was the car park!!!! Like an ice rink, very slippy. Car broke away twice into a little slide, nothing nasty as I was only doing 5mph, but enough just to remind you what your driving on has no traction whatsoever! Wednesday, February 07, 2007 Public speaking Things not to say in public.... Romanian President Basescu was meeting the software giant's chairman in Bucharest to celebrate the opening of a Microsoft global technical center in the Romanian capital. "Piracy helped the young generation discover computers. It set off the development of the IT industry in Romania," Bill gates apparently made no comment. Link - http://www.washingtonpost.com/wp-dyn/content/article/2007/02/01/AR2007020100715.html Well, it's not snowing yet but it can't be far away. Had to really scrape the car this morning, however as I'd packed for the farm I have my heavy boots, gloves, scarves and thermals all in the car. Think I might need them. Talking of the farm, a very pleasant afternoon was spent yesterday down the farm, helping on a test. By helping I mean - keeping as far away as possible of the two ton "monsters of mayhem" (a phrase coined by a member of our team) while writing down what I was told to. Interesting to see how it all works, and you forget just how big a cow can get. And as for the bull... Monday, February 05, 2007 Cracking weekend Yesterday continued what was a great weekend. Very nice walk round Richmond Park in the afternoon, dodging the dear who look a bit startled at the moment (well, they are all a bit shaggy and it's the annual cull, I'll excuse them) and chatting about wedding plans. Seems we have a date now, if not a venue. The plan at least is to book the venue provisionally today, then go and see it later this month again when it'll be a bit more finished, and also suss out the area some more for local hotels we can put people in. It's not a hardship - the surrounding area is just stunning so I can see a pleasant weekend coming up. A early dinner out at the local Thai (always stunning food and brilliant service) was had before heading to the Wimbledon Theatre. It's funny, I can see it from my back door, it's less than 2 minutes walk away, and yet it's only the second time we've been. Anyway, it's all been done up and now gets the touring west end shows which has revitalised it. Last night, we had Omid Djalili, the Iranian British comedian ("the only Iranian comic - still 3 more than Germany!"). Very funny, although some of it is a little close to the "I shouldn't laugh at that but it's so true" line. Recommended though. Link to some of his material: http://www.seeitfirst.co.uk/boundandgagged/omiddjalili.html Sunday, February 04, 2007 How to wash your car OK, so yesterday I didn't get to wash the car, but today I have. Absolutely filthy, but worth the effort. Anyway, most people don't look after their cars properly (I'll admit the odd bout of neglect as well) but even washing weekly can screw up your paint if you do it wrong. So a little tutorial is in order... 1. rinse the worst of the deposits off the car (using a hosepipe if possible, if not a light wipe with warm water will do) 2. fill two buckets with warm water, adding car shampoo to one 3. using a sheepskin mitt, wash the car starting at the roof. After each use, rinse the mitt in the bucket of water to get most of the grit and deposits out of it - this avoids any light scratching and swirls in your paint. 4. once you've been over the car, do the wheels - wipe with mitt and rinse. If necessary, use an alloy cleaner for as small a time as possible!!! Use a toothbrush if your alloys are fiddly 5. rinse the car with clean warm water (or hose it) 6. dry the car there you go, a quick overview. You can then wax the car, using polish if you've got a weekend to lose. One tip is to get some car wax and wax your alloys when clean - this just makes it harder to get bits stuck to them and easier to clean. Some products - I really Meguiars stuff (I love the NXT shampoo). I binned all the Autoglym stuff after I'd tried it, it really is very good. Big bottle may look expensive, but it last ages and it smells nice ;-) Get some of their microfible cloths as well, really useful for polishing and drying and machine washable. The best Megs stuff I've used is in the NXT range - the wax is a doddle to put on. Cut down the time I take to wax the car by at least half! Other stuff worth looking at is P12s wax, and Poorboys has a good reputation too. Megs is available in Halfrauds, or www.seriousperformance.co.uk for the full range. You can also get into clay bars and stuff - but that's when you lose SERIOUS time. Worth doing if the car has a lot of tar marks or sap on it, but remember to wax AND polish afterwards, ideally in multiple coats. Just remember, if your thinking this all sounds like too much hassle and use fairly liquid (a HUGE no no - it strips all your wax off) - your car is likely to be the second most expensive thing you own - look after it and it'll be worth more come trade in. Video technology At least 5 times this season someone has brought up that football should use video technology. This is usually just after someone (usually playing for Arsenal) has been judged to have been fouled and play was left to continue and Wenger was furious as a result (I always find his eyesight a cause for concern. If I missed everything contentious that my team had done and yet, miraculously, could see everything done to my own team, I'd be getting my eyesight checked, but that's by the by). The argument goes that it's used in rugby and cricket and doesn't disrupt the game. I would argue that it does, but rugby and cricket have more natural breaks (setting up a scrum for example) so it's less noticable. Football is a wonderful, fast flowing game and one of it's appeals is being aggrived when you don't get the breaks (hence famous songs involving fans questioning parental lineage and the referee). It evens itself out over a season (yes, even for you, West Ham fans - having spent millions on a new defensive partnership only to see them both out injured within a week - gutting). Now, yesterday was a prime example of why video technology is not fool proof. Wilkinson scores a try for England. He certainly (and this pains me, but he played very well) deserved it. As he flew through the air to touch it down, some questions were raised if he had touched the flag on it's way (which would indicate he was out of touch and the try should not be awarded). Actually, it was his right leg that was on the floor in touch, certainly all of him from his knee down was well grounded before he touched the ball down. This should have resulted in no try being awarded, but yet, the video ref missed it and the try was given. So there you go, video technology is good, but mistaked can happen - it's not the answer to all our prayers. Much better to allow mistakes in the heat of the moment and allow the game to flow, than to slow it up, and STILL have mistakes made. And anyway, Wenger would still claim he'd forgotten to set his video and had missed it...	ca45f138-51e1-4a01-8465-d8d2cb817771
To be a Non-Driver that doesn't expect lifts. (101 Posts) usualsuspect Tue 12-Feb-13 14:03:37 Or am I a rarity?it would seem so reading all the moaning about giving people lifts threads on MN ATM. treaclesoda Tue 12-Feb-13 14:58:52 I left part of my sentence out there, I mean she asked other people for lifts as well, colleagues and the like, not just close friends. Tee2072 Tue 12-Feb-13 15:00:17 Seeker I use the walk to and from to school as my exercise and that's why I refused both offers from fellow parents today. I like walking. And I like the bus. Don't have to make polite conversation with people on the bus. seeker Tue 12-Feb-13 15:00:22 Well, obviously, 30 miles out of your way is a bonkers thing to ask. But the threads on here are always about people going to the same party, or picking children up from the same place. it's insane to complain about that! Latara Tue 12-Feb-13 15:00:46 I hate getting the bus on sunny days because the type of epilepsy i have is 'photosensitive' - i get a taxi i can't afford rather than get the bus on sunny days, because at least the taxi can stop if i ask them to. usualsuspect Tue 12-Feb-13 15:01:11 I think we feel guilty about our non-driving state. We trudge in the rain sad while you are warm and snug in your cars. usualsuspect Tue 12-Feb-13 15:02:00 But seriously, I do like walking and do refuse lifts if I feel like a walk. Jins Tue 12-Feb-13 15:02:08 Well seeker, it's not just about where I'm going to. It's about how full my car is, how clean my car is, who the person is, whether I'm in a rush, whether I need to stop for petrol, whether I'm not in a chatty mood etc. Most times it's convenient. Sometimes it's not treaclesoda Tue 12-Feb-13 15:02:38 yes, I don't mind giving someone else's children a lift to dance class or whatever. If I'm going that way anyway, its not inconvenient. Tee2072 Tue 12-Feb-13 15:07:29 I don't feel guilty at all about my non-driving state. Why would I? It's not by choice, it's by lack of funds to pay for lessons/tests/license/car/insurance. I got my first US license when I was 17 and my first car at the same time, funded by my mother who insisted I drive so I could run errands for her. I missed it for about 2 months when I first moved to Belfast, now it's just a fact of life. But I actually enjoy walking. Even in the rain. usualsuspect Tue 12-Feb-13 15:10:18 I should have said, we are made to feel guilty for accepting lifts. Especially on MN. Catchingmockingbirds Tue 12-Feb-13 15:11:11 Yanbu. We grew up without a car, only one person in my family had a car and he lived too far away to give any lifts to us. Ex didn't drive either and neither do I so I never expect a lift anywhere, if someone does offer me a lift I'm very grateful and I always offer petrol money. treaclesoda Tue 12-Feb-13 15:12:26 don't feel guilty for accepting lifts. If someone offers you a lift, you have to assume that they actually mean it. If they offer you a lift, and secretly hope that you will say no because they don't want you to accept, then its their own bloody fault. I hate mindgames. Purple2012 Tue 12-Feb-13 15:15:41 I don't think we are in the minority. I can drive but a couple of years ago due to pay cuts etc I made the decision to give up my car. I walk or get the bus pretty much everywhere. We do still have a car but my husband uses it for work so I don't often get to use it. I am sometimes offered lifts, but unless that person has to actually pass by my house I decline. Or if they are passing I offer petrol money or if that's refused insist on paying for lunch/coffe or whatever. It doesn't take me long to walk to where I usually meet friends for lunch, or if it's pissing down I get the bus. I think people that expect lifts are in the minority - it just annoys people so they are likely to come on here and moan. atthewelles Tue 12-Feb-13 15:19:42 As far as I am aware, there hasn't been a single post about people expecting drivers to go miles out of their way. It's just horrible, petty mean spiritedness. "it's my car. I don't want you to get in it, you horrible, non driving person. Why, I might catch "poor" from you! Or even "environmental awareness" which would be even worse!" QUote Mandy2003 Tue 12-Feb-13 15:29:32 usualsuspect - I was going to post this thread when I saw the first moaning about giving lifts thread today. I don't drive but don't ask for lifts either. Related to atthewelles quote - I know someone who bought a Smart car so she wouldn't be able to give lifts to two friends together. That really is mean IMO. AmandaPayne Tue 12-Feb-13 15:37:56 I drive, and I only offer a lift if I actually want to give one. I can't stand all that 'fake offer/pretend refuse' stuff. If I don't want to offer, I don't. Forthright me. That said, I rarely actually give lifts these days as I am a SAHM of children firmly still in car seats, and most of the places I go are with other mums and kids, so unless it has been planned in advance you can't give anyone a lift as they don't have the right seats, blah de blah de blah. confusteling Tue 12-Feb-13 15:38:44 SamSmalaidh - tis £15 to get to next village and back, I'd far rather face the wrath of my Gran than fork out £15 for a two mile round trip!! Jins Tue 12-Feb-13 15:40:55 If that's the only reason to buy a smart car then what a strange person. Most people just buy a car that meets their needs surely. I've only got 4 seats in my car so when we're all in it there's no lifts possible. That wasn't the reason for buying it though - small, economical cars aren't big enough for more than four seats atthewelles Tue 12-Feb-13 15:43:01 I think Mandy that qualifies as downright weird, rather than mean. Amanda Good for you. I admit I sometimes offer a lift while inwardly thinking "Oh please say you're not going straight home/are being collected by DH. I'm soooo tired and just want to go straight home and if I drop you I'll have to come off the main road and get stuck in that one way system but if I don't offer a lift I'll look so mean because I know to you it seems like only a ten minute diversion......" Sorry non-drivers who hate being offered lifts when the driver doesn't mean it, but drivers are only human too and try to do the right thing even if we have a private moan about it afterwards. Maryz Tue 12-Feb-13 15:47:48 I used to give a friend a lift a lot. I stopped one day after I overheard her complaining that I had refused to give her a lift home one day. Yes, I did refuse. Because I wasn't going home - I was going to visit my mother that day. Apparently it was my fault that she didn't have a coat, because she expected me to be dropping her home, because I always did confused. I don't believe you non-drivers have never met anyone like that. No more than I believe that there are no drivers who are precious about their cars and refuse to give anyone lifts anywhere. There is wrong on both sides, you know <grumpy> And I never take petrol money, btw. Especially not if I'm going anyway. It is nice if people offer to pay for the parking, or the tolls, or buy a coffee if it is a long journey. JuliaSqueezer Tue 12-Feb-13 16:00:52 I don't think it's always the expectation of a lift that annoys drivers. In my case I really wouldn't mind giving a lift if I was going in the same direction anyway. What does annoy me is when people expect me to drive rather than both/ all of us use public transport. I've had more than one friend suggest a day out to another town or city for shopping, when I've responded "Oh yes that's a good idea, I'll find out the train times" all of a sudden they go off the idea. One friend liked going to out-of-town restaurants but only if I was the designated driver, she wouldn't go if it meant getting a taxi. I had to organise a Christmas 'do' in December, when choosing a restaurant I made sure it was on a main bus route. One woman said she wouldn't be coming because it was too much hassle to catch a bus, I said "Oh dear, that's a shame". For me to collect her and take her home would have been a sixteen mile trip. I listened while she told every other member of the group that she wouldn't be coming and eventually someone did offer her a lift... It's not the lifts - it's the thought that I can just hop in a car that drives itself, knows where to go, doesn't mind getting stuck in traffic, and pays for itself. I hardly ever get offered lifts (maybe i look dodgy!). I have no problem with it I normally get taxis since the buses never seem to go where I want. The only thing I take issue with is when family members organize parties/meals out which are miles and miles away from my house and then get really arsey with me when I say I cant come. I mean what exactly am I supposed to do fly? spend hours and hours on about 4 different buses? not eat for the rest of the week to pay for a taxi? what? I have no problem not going tbh with some of them I am quite glad but I have actually stop speaking to me because I have refused invitations to trips out! Also people who say why dont you just learn to drive and buy a car...well yeah I never thought of that confused they dont get that we dont have the money for lessons or a car so its a car ....or a house. StickEmUp Tue 12-Feb-13 16:19:45 I want to know when driving became the default position. I'm sure once upon a time legs and buses were more used. I've only just learnt, well driving for 1.5 years including lesson time, I'm nearly 30, so thus far more of my life has been spent without a car. dexter73 Tue 12-Feb-13 16:26:40 StickEmUp - we used the car a lot when I was little and never went on buses so for my parents driving was the default position 40 years ago. Arseface Tue 12-Feb-13 16:28:45 I hate driving and feel it's very important for the DCs to walk/develop road sense/know how to use public transport etc so never accept lifts. We do live in an area well served by public transport and I have the car for emergencies but most drivers cannot seem to understand that we actually prefer walking. Even in shitty weather (kids have all weather kit), The younger ones love splashing in puddles and the older like the chance to chat to me when they have my full attention. If you don't/don't want to drive, don't go to places you can't get back from sensibly and have cab fare and numbers on you in case of an emergency. If you drive and don't want to give a lift for what ever reason please don't offer. It is really not your job to ferry others around. Most non drivers are not expecting it. Those that are, are the entitled nightmares being ranted about. Join the discussion Join the discussion Registering is free, easy, and means you can join in the discussion, get discounts, win prizes and lots more. Register now	a63ef8e8-d486-410b-ba65-c95027669c62
The British screwed up their automotive industry like no other. The endless badge-engineering meant that their once great cars become as outdated as the fish and chips kiosk just outside the factories, while the long-lasting strikes made sure that the workers went back to do their shifts with just the right attitude. Quality control? In the seventies, even the Romanians cared more about their Dacias than Leyland employees about whatever they built. Lucky survivors like Jaguar, Land Rover or Aston Martin are now owned by entrepreneurs from previous colonies like India, or a bunch of Italians. Less fortunate ones like MG ended up in Chinese hands, which is funny because their new cars just hit the showrooms of Great Britain. If they prove to sell well, it will only show that the Chinese can build a better cheap British car than the Brits themselves. Here's a list of the final cars from once proud, British-owned and operated car companies. Armstrong Siddeley Star Sapphire Armstrong Siddeley was an engineering group making everything from gearboxes to rockets and aircraft engines named after various snakes. They started building luxury cars with the Sphinx logo in the 1920s, while also keeping the aircraft business, and designing air-cooled diesel engines for marine use during their lunch breaks. The Star Sapphire saloon was introduced in 1958, and won the four-door coachwork class at the Earls Court Motor Show straight away. It's four-litre six-cylinder engine made 167 horses thanks to the twin Stromberg carburettors, while servo-assisted disc brakes (only in the front) and power steering helped in keeping the car on track. As you would expect from an executive car, a BorgWarner automatic transmission made sure you never got more then 13 miles from a gallon of petrol. While the Star Sapphire was more expensive than a Daimler Majestic or a Jaguar Mark IX, it was still a bargain compared to a Rolls-Royce or a Bentley, and 980 were sold in two years, including 77 long-wheelbase cars. The Mark 2 was supposed to be the first British car with twin headlamps, but Armstrong Siddeley's merger with Bristol (and later Roll-Royce Limited) meant that only one was built before the automotive section was shut down. The brand's patents and rights are now owned by the Armstrong Siddeley Owners Club. Jensen GT Jensen Motors Ltd was established in 1934 by two brothers from Birmingham who were previously working at a body shop. After customising Morrises, Singers, Standards, and Wolseleys, they went on building a car for Clark Gable on a Ford chassis. That got so much attention that Ford itself commissioned them to build a limited production model, which become the Jensen-Ford. In 1936, they introduced the Jensen S-type, again using bits from Ford GB's factory. Thirty years later, Jensen gave the world its first all-wheel drive shooting break, the Jensen FF. Yes, that is where Ferrari got the idea from... While the FF and its rear-wheel drive twin, the V8 Interceptor were awesome in many ways, the Oil Crisis was hitting the company hard. The Jensen-Healey was quickly introduced in 1972 with Lotus's brand new DOHC four-cylinder featuring 16 valves and an all alloy construction, and while sales were improving, strikes, component shortages and inflation made Jensen lose even more. When the roadster needed some refreshing, Jensen answered with the shooting break version, spending a fortune on the development. Since it was heavier and less powerful thanks to new emission regulations, the GT was nowhere near as popular as the roadster (509 were made compared to the 10,000 roadsters), and Jensen had to pull the plug in 1976. Jowett Jupiter Jowett started in the light car and light commercial vehicle business in 1906. Five years earlier, the two brothers started their company by building motorcycles and V-engines for various applications. After the second world war, they came out with the Javelin, which was a full-sized saloon with 50 horses from its 1.5-litre flat four. More than 23,000 were sold, and while it proved itself at the 1952 Monte Carlo Rally, Jowett also kept on building light vans in vast numbers. The Jupiter was launched at London Motor Show in October 1949, with a tuned engine making 60 horsepower, giving the two-seater a 85 mph top speed. While reaching sixty took 18 seconds if you were good with the four-speed stick, mileage was only 20.9 mpg. These numbers might seem unimpressive, but while it's hard to see while anyone bought a Jupiter instead of a Jaguar XK120 which was only 20 percent more expensive at the time, let's not forget that the little roadster won it's class at the Le Mans 24 Hour race in both 1950 and 1951, and also scored a class 1+2 at the Monte Carlo Rally the same year. To further improve performance, a prototype was built with a light fibreglass body, but since first Ford, then BMC bought the company supplying Jowett with their bodies, shortages started to shadow the production, and when negotiating proved unsuccessful, the shareholders closed up the shop. Marcos TSO Jem Marsh and Frank Costin started their company in 1959. Costin was working on the de Havilland Mosquito fighter-bombers before, and thought using plywood in car construction was a good idea. The first Marcos was the Xylon, a car built purely for racing. It was also ugly as sin. The company built weird and wonderful speed machines using various power plants in the following decades, including a miniature GT which was only big in Japan. One example came last at the 1966 Le Mans race, although it was also the only British car which was able to finish it. Marcos first went out of business in 1971, and than again in 2000 and 2007. Bad habit. While the Marcos Mantis XP is something we all want secretly, the TSO seemed like the product that could turn the company around. The rally legends from Prodrive did its chassis, while the engines came from the Corvette. It went like a TVR, but the styling was more moderate this time, so on paper, things were looking good. Unfortunately, only six were completed before the company went bust again. Shame, since it's always nice to see a Marcos at a racetrack, especially with almost 500 horses on tap... Hillman Avenger The Hillman Motor Car Company started building cars in 1907, after getting enough practice from making bicycles. Independence was never high on their priority list, as they merged with Sunbeam two years after the foundation, only to be bought up first by Humbler, then by the Rootes Group in 1931. Hillman remained the dominant brand of the company, until the whole thing was taken over by Chrysler. After some talbotization, the British marque ended up in the hands of Peugeot. It is one of the greatest badge-engineering achievements of all time. The Avenger was the first Hillman to be developed using American money. Chrysler wanted to squeeze out every penny from the car. Introduced in 1970, the Avenger came with saloon, estate or hatchback bodies, using a 4-cylinder 1.2 or 1.5-liter all-iron overhead valve engine driving a coil spring suspended live axle at the rear wheel. The press thought it was better than the Morris Marina, so Chrysler got greedy. They sold the Avenger also as a Sunbeam in Europe, while the US got it as the Plymouth Cricket. South-Africans could hoon in a Dodge Avenger, while Argentina got it with a VW badge as the Volkswagen 1500. The worst came when Chrysler Europe went bankrupt and was taken over by Peugeot. If you ever come across a Talbot Avenger, there are two things to remember: First, just look away! Second, think about how great the word "talbotization" is. It makes me smile every time. Lagonda Rapide Lagonda was founded by an American opera singer called Wilbur Gunn in 1906. His first car, the 20 horsepower Torpedo won him the Moscow–St. Petersburg trial of 1910 with its reliable six-cylinder. The company built great touring cars as well as smaller saloons, while also participating in both world wars. During the first, they only shifted to building shells, but when Hitler came to the picture, Lagonda replied with a bunch of massive flamethrowers. David Brown bought the firestarters in 1947, just like Aston Martin. The Lagonda 2.6 was put back into production with its Bentley-designed six cylinder, but a brand new chassis. The following car, the new Rapide was David Brown's attempt to revive the Lagonda marque. Using an Aston Martin DB4 as a base, with Superleggera contruction and the engine from the DB5, it also had a horse collar grille, just like Ford's failed Edsels. The 4-litre straight six was mated to a three speed automatic, and servo assisted disc brakes made sure that the VIPs stayed alive while enjoying the leather and walnut interior. Because it was rather expensive, only 55 were built in the three years of production. Since then, Aston Martin only used the Lagonda name once more, and that didn't work out either... MG got its name from its founder, as Cecil Kimber was working at Morris Garages at the time. He started his business in 1924, and the brand soon become synonymous with small two-seater sports cars. MG also built saloons and coupes, and was bought up by Morris in 1935. The new parents cut back on motorsports, and when BMC took over the whole company in 1952, most of MG's lineup become a badge-engineered mess as well. The seventies were tough, therefore British Leyland decided to shut down the MG brand after the production of the MGB was finished. The rights to the name went to British Aerospace in 1988 and then to BMW in 1994. Badge-engineering went on with the Rover models, until the MG F came to the rescue. While sales were strong, it wasn't enough to save the Rover group, so the whole operation was sold to the Chinese. The MG TF was an improved version of the successful, but also aging F roadster. The new two seater had traditional coil springs instead of the Hydrolastic system from before, while the chassis become 20 percent more rigid than the F's. The 1.6 base engine disappeared, and only the K-series 1.8 was available, with improved reliability and 160 horsepower. That was enough for a sub 7 second 0-60 run, and while the MG couldn't beat the Mazda MX-5 on a racetrack, the British were buying until a certain point. After Rover collapsed, the first thing the Chinese did was put the improved TF back to production. Unfortunately for them, demand was so low they could only build 906... Triumph 2000 The company started with bicycles in 1886. From 1906, they fitted engines on their bikes, and while the army was kicking German asses from the backs of Triumph bikes in 1918, they become Britain's largest manufacturer of motorcycles. After getting the Dawson Car Company, the first Triumph car arrived in 1924 featuring a 1.4-litre engine. Three years later, the Super 7 was introduced, and it soon generated massive sales for the company. While the sale to Standard Motor Company was probably not a bad move in 1944, what followed in the sixties was basically like digging a grave. Yes, it was British Leyland, all over again. The last Triumph was a shamefully rebadged Honda, but after the company went bust, BMW bought the whole package. Since then, they sold it, but insisted on keeping the Triumph brand. A revival in the future? Well, unlikely if the spend more on their i sub-brand. While the last Triumph was a Honda, let's forget about that, and focus on a real one. The 2000 was built from 1967 to 1977, with the latter ones getting 2.5-litre engines. Since even the smaller engines were six-cylinders, Triumph could make the Rover P6 run for its money until 1968, when the latter was fitted with a Buick V8. This wasn't the only problem the Triumph 2000 had, because while most people liked the Michelotti designed body, nobody was a fan of massive overheating. The problem can be described with two words: Lucas electronics. The electric fuel pump commonly overheated causing fuel to vaporise. That's never good, but not surprising when a pump is adapted from what was originally a windscreen wiper motor. Another funny fact you should know about is that the estate version of the Mark II cars was 5 inches shorter than the saloon, because the rear bodywork of the car was carried over unchanged from the MkI version. You lazy bastards... TVR Sagaris Trevor Wilkinson was too cool for school, so he left it at the age of 14, only to learn about engineering in a garage. He built his first car on an Alvis chassis in 1947. Two years later, the first official TVR was built with an alloy body wrapping a two seater tubular chassis. In 1953, the aluminium was replaced by glass fibre, and the fantastic Grantura was born. The sixties and seventies were uncertain times, with all sorts of engines making TVRs go fast as hell. Thankfully, Peter Wheeler arrived in the eighties, and immediately started using massive Rover V8s instead of turbocharged six-cylinders. He also managed to get Holden V8s from Tom Walkinshaw, the brain behind that other TWR. Just to make it more challenging, Wheeler also started the development of TVR's own V8, which become a straight six they modestly called "the Speed Six". And you don't want to know what happens when you use two of those... My love for the TVR Sagaris knows no boundaries. It's a 385 horsepower rear-wheel drive sports car weighting no more than a large kitchen table with a top speed of 185 mph. It also has insane styling, but no ABS or any other piece of German assistance. Next to the possibility of sudden death, it also attracted customers with remarkable build quality compared to previous TVRs, or in fact anything coming from British boutique manufacturers. Just look at its exhaust! It's either your kind of thing or not. But the one thing we can certainly agree on is that when they give the pride of the great city of Blackpool to the son of a Russian oligarch, serious amounts of Detroit's rock 'n' roll is needed to deal with the pain. Photo credit: Wikipedia, Chris Sampson, Gareth Williams, daveoflogic, Matt Buck, Brian Snelson	c47a3c13-5371-4d82-a201-ead5cf9da5c6
Jump to content Platinum Members • Content count • Last visited • Days Won Everything posted by sharkfan 1. sharkfan E34 Headliner material idea's There's a guy on PH doing a great Rover SD1 restoration who did a load of research for his headling woes; I asked him and he said this stuff... https://www.woolies-trim.co.uk/product/1554/high-heat-resistant-aerosol-adhesive 2. sharkfan E34 Headliner material idea's What is the best glue recommended for re-gluing the headliner back up; this summers sun has caused mine to start coming away a little. 3. sharkfan E34 parts Hi Cotswold, Are these parts still available and how much are they please? https://www.realoem.com/bmw/enUS/part?id=HK42-EUR-11-1995-E34-BMW-540i&mg=31&sg=10&diagId=31_0142&q=31321129196 And the sill cover clips, 1938940 for the same car. Many thanks. 4. sharkfan What are you currently drinking...? Currently drinking cold black coffee and amaretto over crushed ice; caffeine to fend off the heat lethargy and ice cold to... fend off the heat, amaretto to make the black coffee palatable. 5. sharkfan 3night break suggestions please Lived just down the river from there back in 1999, in Kiev. Scary museum in Kiev, horrible stories from the locals about medical problems and the river Dnieper was NOT for swimming in. I used to work in the nuclear industry as well so had read a very many detailed classified reports about the incident. 6. sharkfan Ask in the F10 section, you might find there was a recall on dodgy OEM condensors. 7. sharkfan Need Help...Broken M5 1. Check for vacuum leaks on the little pipes that operate the fuel pump regulator and intake plenum flap. CHECK THOROUGHLY. 2. Check for leaks on the intake system, especially the ribbed rubber section, jubilee clips, etc. 3. Compression check, including checking how tight the spark plugs are when you undo them. 4. Coolant sniffer check, to check for petrol/emission gases blowing from the head gasket to the coolant system. Good luck and I hope its something simple. 8. sharkfan AC engineer around surrrey/ Croydon area If that's sourcing, replacing and re-commisioning then I'd say it's pretty fair but I'm no expert. I use AutoAir out of Woking for all my AC repairs and re-charging. 9. sharkfan Painting chrome trim I had my tired external chrome trims on my E34 vinyl wrapped with gloss black vinyl a few years ago and they are still great - no shrinkage, no fading. 10. sharkfan What tool? From memory a 10mm and 11mm box spanner, fairly common and easy to get hold of. 11. sharkfan MOT advice As long as no 'Dangerous' defects are noted on the fail sheet you can still use the car to the date on the previous MoT. The other defect classifications are 'Minor' which are not MoT failures, and 'Major' which are MoT failures, but not sufficient to render the car dangerous to be used while the existing MoT is still in date. 12. sharkfan OAL-BB 50 - 50 years of BMW Alpina book One here... https://www.ebay.co.uk/itm/BMW-ALPINA-Automobile-50-Jahre-3-0-CSL-3-5-6-7-8er-Z1-Z4-Z8-B3-B6-B7-Buch-book/360732997486?hash=item53fd5cb76e:g:N7cAAOSwYIxX2~00 or call Sytner, they might have some on the shelves still. Edit to add; Buchloe still have it listed as available at its original price of 75 Euros. 13. sharkfan What have you done on your E34 Today MoT passed after a couple of small bits of sill welding, inoperative main beam headlight and a drip from the rear diff. Diff cleaned off and now bone dry, headlamp fixed, welding down and underseal protection applied. 14. sharkfan Help with "Alpina" B10 cam install requested Have you double checked the spark plug leads are correct from the distributor to the plugs? 15. sharkfan Motorcyclist films himself at 189mph Followed by two gigantic sweepers of your own... As a former Paramedic I can see there is very little, if anything, to choose between the driving capabilities of the poorest bike and poorest car drivers. One thing I will say is that I see far fewer car drivers overtaking on double white lines, single white line against or even the zig-zags of zebra crossings than I do motorcyclists - which I do witness almost on a daily basis around the South-East. 16. sharkfan Motorcyclist films himself at 189mph Mobile organ donor... if you can find any decent pieces ... 17. The Alpina V8 engines have a lovely burble and a blue and white propellor... 18. You should consider the V12; a decent level of toys and the nice ones have all the toys; the engine is better and far more powerful and reliable than the V8's and everyman should own a V12 sometime shouldn't they... 19. No affiliation or anything but if anyone is free for a chance of a roadtrip to Moscow for Sunday's big match have a look at this... https://www.facebook.com/99575746433/posts/10155499511856434/ 20. sharkfan Any issues with the new MOT for anyone? It's worth getting under the engine, gearbox and diff to see if there are any leaks to be cleaned up. Wipe them up and make it look clean and dry and you'll have less chance of getting caught on the 'leaks detrimental to the environment' clause. 21. sharkfan E34 Alpina B10 3.5 Yep, a 535i plus bolt on parts and a glued together badge. Back in the early 1990's when you could order either, the B3.5 came in just under £4.5k for them to fit all the bits I mentioned plus the genuine Alpina shocks and springs (which this car has lost) compared to a proper B10 3.5 was around £13k, which of course included the 260bhp Alpina M30 engine and a LSD. Any Alpina interior mods would be more money again but were available to order from Buchloe. Frank Sytner had made himself whole range of 'Alpina' cars, probably to the increasing consternation of Herr Bovensiepen who owns Alpina; I suspect the cutting and pasting of genuine 'B10 3.5' into 'B3.5' badges was perhaps the last straw after all the E30 variety box cars Frank offered and the E36 B2.5 and even a E31 B5.0 mash up. By contrast Alpina in Buchloe were only producing brand new cars, not some used cars like Sytner, and also had standard model specifications instead of Franks broad brush for all sizes of wallets. I think the last Sytner conversions were around 1994, certainly the two rhd 'B10 4.0' E34 models were made by Sytner in 1994 and by 1995 I believe all Alpina production was returned to Buchloe exclusively. This shouldn't detract from what appears to be a very well looked after E34 but IMHO the vendor is stretching the Alpina name and provenance of this particular car to justify quite a high asking price. What would anyone price an E34 535i at, if it was near identical condition to this car, and also had all the 'B3.5' Alpina bits fitted to it, perhaps including the suspension? £5k? £8k? £10k? Or £18.5k like this car? 22. sharkfan Headlamp aim too low If you posted a bit more information about where you live someone local might offer to pop by and help you out. My E24 failed on dip beam aim a few years ago and the mechanisms were seized but it took ten minutes to take the entire headlights out, five minutes to free them up and two minutes to set them right when I got it back to the MoT station. 23. sharkfan I gave up counting all the mistakes - utter garbage in terms of accurate information across M-models, Alpina and even basic E numbers. 24. sharkfan Hello from Cala D’or Good for you Dave, hope you all have a great time. 25. sharkfan E34 Alpina B10 3.5 Perhaps there isn't a fuss about it because it isn't a B10 3.5? It's a B3.5, a Frank Sytner special for his customers who couldn't afford a B10 3.5, so no Alpina engine or transmission modifications whatsoever. Back then, and even now, you can make your own B3.5 because all it is in essence, is all the bits that Alpina will sell you from their E34 accessories catalogue, namely wheels, suspension, steering wheel, gearknob and a spoiler. All Frank did was put a bow on it by cutting up some genuine 'B10 3.5' badges and gluing them together to make a 'B3.5' badge (also offered on an E32 chassis as well) and perhaps liberally throwing some more Alpina stickers around the car. Sytner specials, those cars that aren't identically built to Buchloe standards, aren't exactly collectible as they are all possibly different (being built to cusomers specs of what they could afford and not what Alpina stated was a model), generally not Alpina powered (E30's are their own can of worms) and it's perhaps cars like these that helped Burkard Bovensiepen decide to take all Alpina car manufacture back to Buchloe with no more concession design and builds ever allowed. Edit to add; Reading through the advert the car hasn't even got Alpina suspension (which is still available) so all it is, is wheels, steering wheel, spoiler and gearknob. Absolutely brand new and wrapped in glorious Alpina wrapping paper I suspect those items wouldn't cost much more than £3.5k from Buchloe, with the suspension kit another £1.5k so for £5k you could make any E34 you choose more of an Alpina than this £18,500 imposter...	dc271e1c-8cf5-43f8-8e65-f62ffc3390e8
Across Europe, where e-bikes were embraced by the public long before the rest of the world, e-bike growth has averaged in excess of 20 percent each year between 2014 and 2017, with a whopping 25.3 percent growth to a total of two million e-bike sales in 2017. Analysts predict that strong growth will continue, with worldwide e-bike sales expected to hit $23.83 billion by 2025. A lot of that growth will be right here in the US. When I finally had the ability drive this thing in my city, it feels fantastic, you're cruising easily. But the minute it starts going up a hill, you also gotta peddle to help it go up. Which is okay because the little engine helps a lot so you're not straining yourself. But, being that the wheels are so small, after a while, you feel your legs get swore. I guess the size of the wheelwe especially love is how quiet this e bicycle is. If you’re riding down the street or through the park, the gentle hum of the motor is unnoticeable. This is because it’s hidden by the sound of your smooth pedaling. If you’re not into flashy gadgets, any ordinary person would assume you’re riding a conventional peddle bike. This is a great commuter bikParliament has decided to approve the speed pedelec – a type of super electric bike that can reach speeds of up to 45 km/hour – for riding on cycle paths. Danish Parliament has decided that as of July 1 2018 those operating the super bikes only need to have turned 15 and wear a helmet, while the licence and number-plate demands will no longer be in play. [38] Electric bikes are a green alternative to driving a vehicle. Studies carried out in several towns and cities show that the average car speed in rush hour traffic can dip as low as 18 to 20 mph. Electric bike speed can be as high as 15 mph. With an electric bike, you can reduce pollution, improve fitness, and still arrive at the same time as your car-bound colleague-bike usage worldwide has experienced rapid growth since 1998. In 2016 there were 210 million electric bikes worldwide used daily.[33] It is estimated that there were roughly 120 million e-bikes in China in early 2010, and sales are expanding rapidly in India, the United States of America, Germany, the Netherlands,[2] and Switzerland.[34] A total of 700,000 e-bikes were sold in Europe in 2010, up from 200,000 in 2007 and 500,000 units in 2009.[35ince fat tire electric bikes are suitable for a wider variety of situations than a standard cruiser or commuter e-bike, they have the potential to appeal to more people. For example, hunters and campers are ideal candidates for fat tire e-bikes, as they’ll benefit greatly from the heavy-duty tires and powerful motor when they’re navigating difficult wooded trails with lots of gearLast year we found a very low-priced (under $600 at Amazon) bike made by Ancheer. Overall, it made some good compromises to get down to the $600 price point but I had some issues with the build quality, the power of the motor, lack of display on the controller and size of the battery. This year a new low-cost Amazon ebike from Rattan seems to have answered many of my concernFirst, think about what you need your bike for -- if it's just for a short city commute, in among traffic, then consider a smaller frame that's easy to manoeuvre through cars. The GoCycle G3 (right) is impressively nimble and its electric assistance will help propel you up to 15 mph (24 kph). Better yet, it has built-in lights, automatic gears and you can customise the amount of power the motor provides using a phone app. Photo: Could solar power be the future of electric bicycles? The large solar panel mounted over the back wheel of this experimental bike powers an electric motor connected by a chain drive to the back wheel, helping the rider when he doesn't feel like pedaling. Using clean, green solar power would remove the problem of having to charge electric bikes with electricity generated from fossil fuels—and help to extend their range significantly. Photo by Warren Gretz courtesy of US DOE/NREL. The first mechanically-propelled, two-wheeled vehicle may have been built by Kirkpatrick MacMillan, a Scottish blacksmith, in 1839, although the claim is often disputed.[20] He is also associated with the first recorded instance of a cycling traffic offense, when a Glasgow newspaper in 1842 reported an accident in which an anonymous "gentleman from Dumfries-shire... bestride a velocipede... of ingenious design" knocked over a little girl in Glasgow and was fined five shillings.[21] "Bicycle" means either of the following: (1) A device having two wheels and having at least one saddle or seat for the use of a rider which is propelled by human power. (2) A device having two or three wheels with fully operable pedals and an electric motor of less than 750 watts (one horsepower), whose maximum speed on a paved level surface, when powered solely by such a motor while ridden, is less than 20 miles per hour.[citation needed], We've also released our first native 72V battery pack in a conventional downtube battery casing, assembled using the high power Samsung 27100 40T cells so that even with the small 8Ah capacity it is able to deliver 40-50A continuous currents. This is an ideal battery for fast and sporty offroad ebike builds, allowing powerful performance without the weight or complexity of most 72V setups (either two 36V packs in series or a large triangle frame battery). is is an unofficial guide to the laws governing electric bicycles in the United States as of 2016. It was contributed by a guest writer The Smart Ped`aleck who was paid and remains unaffiliated with any electric bicycle company. It may be updated ongoing and is cited throughout with reference links and attributions at the end. It is designed to be an entertaining starting point for understanding the space, digging deeper and in turn choosing the best electric bike platform for your needt Volt, when we sell an ebike, we like to keep in touch with our customers. This is not only to find out how their electric bike is performing and if they are happy with it, but also to learn how they use it. Many have impressive stories to tell. We have heard from people using Volt bikes in the most diverse ways and places, from the Scottish Highlands to central London. The entire drive system is neatly incorporated into the bike's design for optimal weight distribution and the ultimate in sexy design, while users control torque and power output, which peaks at a surprisingly punchy 530W, via a cool Mission Control App that can also be programmed to a time or distance parameter to ensure there's enough power to get you home. When I finally had the ability drive this thing in my city, it feels fantastic, you're cruising easily. But the minute it starts going up a hill, you also gotta peddle to help it go up. Which is okay because the little engine helps a lot so you're not straining yourself. But, being that the wheels are so small, after a while, you feel your legs get swore. I guess the size of the wheelMotor-driven cycles may be operated on the roadway without registration, but the operator must have a driver's license.[85] The cycle may not be operated on any sidewalk, limited access highway or turnpike. If the maximum speed of the cycle is less than the speed limit of the road, the cycle must operate in the right hand lane available for traffic or upon a usable shoulder on the right side of the road unless the operator is making a left turnAddmotor MOTAN 1000W Electric Bicycle 14.5Ah Lithium Battery Electric Bike 26 Inch Fat Tire Ebike Front Fork Suspension Mountain Beach Snow Pedal Assist M-5500 for Adults Men (Black) Price: $2,699.00 BUY NOW ON AMAZON Full Disclosure: We earn a commission if you click this link and make a purchase, at no additional cost to you. Last Updated: 01/02/2019 Controllers for brushed motors: Brushed motors are also used in e-bikes but are becoming less common due to their intrinsic lower efficiency. Controllers for brushed motors however are much simpler and cheaper due to the fact they don't require hall sensor feedback and are typically designed to be open-loop controllers. Some controllers can handle multiple voltages. Übrige "Motorfahrräder": “E-Bikes mit einer Leistung zwischen 500 und 1000 Watt oder einer bauartbedingten Höchstgeschwindigkeit von 20 bis 30 km/h oder einer Tretunterstützung, die auch bei einem Tempo von 25 – 45 km/h wirkt, gelten als Motorfahrräder und benötigen ein entsprechendes Kontrollschild.”. You can use any bicyle path and also hiking roads forbidden to motorbikes if you drive slowly But if you're someone who loves riding, commutes to work on a bike, or has a gig that requires you to spend a lot of time in the saddle, you might want to look at electric bikes. You'll be able to go farther, faster, and expend less energy riding one. And if electric bikes are for you, look hard at the Cross E8 Step-Thru. It's an incredibly well-made, well-thought-out electric bike. Strip away the battery, motor, and computer, and you'd still be left with a really good cycle. If you're more concerned with conquering the countryside than the commute, Cyclotricity's Stealth is the one for you. It's a full-size mountain bike, with aggressive tyres and suspension on the front forks to absorb the rocks and bumps on the trails. It's comfortable to ride, and its motor can either give you assistance while you ride, or you can just hit the throttle to rocket over hills with no effort on your part. In Opinion No. 2007-00602 of the Attorney General, Jim Hood clarified that a "bicycle with a motor attached" does not satisfy the definition of "motor vehicle" under Section 63-3-103. He stated that it is up to the authority creating the bike lane to determine if a bicycle with a motor attached can be ridden in bike lanes. No specifications about the motor were made. Vehicles exceeding any of the criteria above must be registered and titled as a motorcycle. Other types of vehicles, such as electric scooters, "pocket rockets" and mini-choppers, may fit the definition of a moped or a motorcycle, but cannot be registered by the Department of State if they lack the equipment required by law to legally drive on public roads.[101] Electric trikes have also been produced that conform to the e-bike legislation. These have the benefit of additional low speed stability and are often favored by people with disabilities. Cargo carrying tricycles are also gaining acceptance, with a small but growing number of couriers using them for package deliveries in city centres.[51][52] Latest designs of these trikes resemble a cross-between a pedal cycle and a small van.[53][54] Electric bicycles are considered as "bicycles" under Montana law as the law defines bicycles in a two part definition where the first part of the definition describes a conventional bicycle propelled solely by human power and the second part of the definition describes a bicycle equipped with an independent power source for propulsion in addition to foot pedals to permit muscular propulsion. (Montana Code 61-8-102).[104] To be honest, this bike is really designed for city commuters or kids riding around the suburbs. The fact that it’s foldable will let you carry it on the bus, on the train or even on the plane. It’s just not designed for heavy riding, long distances or tough terrains. If you want something sleek and fabulous at a fraction of the cost of most other e-bikes, this baby’s for youThe newest entrant in this lower price category is Wing Bikes, a New York City-based company that launched in 2018. Wing wants to be the affordable e-bike for city residents who are sick of shady ride-hailing services and stalled subways. And if you don’t live in a city, that’s fine too: Wing’s e-bikes could be a realistic alternative to owning a car. If you’ve got the cash and want to get into ebikes, don’t buy this Rattan. My best advice if you have the money is buy a bike store bike with a Bosch/Brose/Yamaha/Shimano drivetrain. We review lots of them here but I’m currently riding a $2000 Raleigh. If you only have around $1,000+ to spend, head to Luna/Rad/Sondors or at least something from a company you’ve heard of with a Bafang moto	446dd6be-9ab6-4e9f-b55a-3a8a1457ed4c
Michelin Tire Rebate Form 2024 Printable Michelin Tire Rebate Form 2024 Printable – When it comes to quality tires, Michelin has long been a trusted name in the industry. Beyond their reputation for durability and performance, Michelin also offers attractive rebate programs, allowing customers to save on their tire purchases. In this article, we’ll delve into the details of the Michelin Tire Rebate Form for the year 2024, providing you with insights on how to access, fill out, and maximize your savings. Understanding Tire Rebates It sounds like Michelin is continuing its tradition of offering rebate programs in 2024 to make their tires more appealing to customers. Here’s an overview of how Michelin’s tire rebate program works: 1. Incentives for Customers: Tire rebates are incentives offered by Michelin to encourage customers to choose their brand over competitors. These rebates can result in significant savings for consumers, making Michelin tires an attractive option in terms of both quality and affordability. 2. Win-Win Situation: The tire rebate program creates a win-win situation for both Michelin and consumers. Michelin gets to promote its brand and products, while customers enjoy the benefit of cost savings. 3. Michelin Tire Rebate Form 2024: The Michelin Tire Rebate Form for 2024 is a crucial aspect of this initiative. It serves as a tool for customers to easily access and unlock savings on their tire purchases. The form likely includes details such as customer information, proof of purchase, and any specific requirements outlined by Michelin. 4. Straightforward Process: The mention of a “straightforward way” suggests that Michelin aims to make the rebate process user-friendly for customers. This might involve a simple submission process for the rebate form, allowing customers to easily claim their savings. 5. Enhancing Product Value: By offering rebate programs, Michelin is actively working to enhance the overall value of their tire products. This not only attracts new customers but also helps in retaining existing ones. 6. Continuation of Tradition: The statement about Michelin continuing its tradition of offering rebate programs indicates a consistent effort by the company to provide added value to its customers over the years. Michelin’s tire rebate program for 2024 is designed to be customer-friendly, providing an opportunity for consumers to save money on their tire purchases while reinforcing Michelin’s commitment to both quality and affordability. How to Access the Michelin Tire Rebate Form To access the Michelin Tire Rebate Form for 2024, follow these simple steps: 1. Visit the Official Michelin Website: • Go to the official Michelin website using your web browser. • Navigate to the “Promotions” or “Rebates” section. This information is usually found in the footer or under a dedicated promotions tab. 2. Locate the 2024 Tire Rebate Program: • Look for details specific to the 2024 Michelin Tire Rebate Program. • There may be a dedicated page or section for the current year’s rebates. 3. Download the Rebate Form: • Once you’ve found information about the 2024 rebate program, locate the Michelin Tire Rebate Form. • Download the form from the official website. It is essential to use the official form to ensure accuracy and eligibility in the rebate process. 4. Provide Required Information: • Fill out the rebate form with the necessary information. This typically includes your personal details, proof of purchase, and any other specifics outlined by Michelin. 5. Submit the Form: • Follow the instructions on the form regarding submission. This may involve mailing the form along with the required documentation or submitting it online through the Michelin website. 6. Verify Dealership Participation: • If you prefer, you can also check with authorized Michelin dealerships. They may have the rebate forms available in-store or on their own websites. 7. Keep a Copy for Reference: • After completing the form, make a copy for your records. This can be helpful in case there are any issues or inquiries regarding your rebate. 8. Check for Deadlines: • Be aware of any deadlines associated with the rebate program. Ensure that you submit the form and required documents within the specified timeframe to qualify for the rebate. Remember to be cautious and only use official channels, such as the Michelin website or authorized dealers, to access the rebate form. Using unofficial sources may lead to discrepancies in the rebate process. Following these steps should help you access and successfully submit the Michelin Tire Rebate Form for 2024. Filling Out the Michelin Tire Rebate Form Here’s a guide on how to fill out the Michelin Tire Rebate Form, emphasizing the importance of accuracy and adherence to eligibility criteria: 1. Obtain the Form: • Download the Michelin Tire Rebate Form from the official Michelin website or authorized dealers. 2. Personal Information: • Fill in your personal details accurately. This typically includes your name, address, phone number, and email address. See Also How to Make Use of Michelin Tire Rebate Form 3. Vehicle Information: • Provide details about your vehicle, such as make, model, and year. This helps in confirming the compatibility of the purchased tires with your vehicle. 4. Proof of Purchase: • Attach the proof of purchase to the form. This could be a sales receipt or an invoice clearly indicating the purchase of the qualifying Michelin tires. Ensure that the proof of purchase includes the date of purchase, tire model, and dealer information. 5. Tire Details: • Specify the details of the Michelin tires you purchased, including the tire model and size. This information helps in verifying that the tires meet the eligibility criteria for the rebate. 6. Review Eligibility Criteria: • Carefully read and understand the eligibility criteria stated on the form. Ensure that your purchase aligns with the specified conditions, such as the purchase period and tire models covered by the rebate program. 7. Submission Method: • Follow the instructions regarding how to submit the form. Whether it’s through mail or online submission, make sure to comply with the specified submission method. 8. Double-Check Information: • Before submission, review the entire form to ensure all details are accurate and complete. Any errors or missing information could lead to complications in processing your rebate. 9. Keep a Copy: • Make a copy of the completed form and all supporting documents for your records. This serves as a reference in case of any inquiries or follow-ups. 10. Submit Within the Deadline: • Be mindful of the deadline for submission. Ensure that you submit the form and required documents within the specified time frame to qualify for the rebate. 11. Contact Information: • Include your contact information in case Michelin needs to communicate with you regarding the rebate. Double-check that your email and phone number are correct. By following these steps and paying attention to the eligibility criteria, you can maximize your chances of a successful rebate application. Accurate and complete information, along with adherence to the specified guidelines, will contribute to a smooth processing of your Michelin tire rebate. Benefits of Michelin Tires Here’s information on the benefits of Michelin tires and the rebate redemption process: 1. Superior Quality: Michelin is renowned for producing high-quality tires. The brand’s commitment to excellence ensures that their tires meet stringent standards for performance, safety, and durability. 2. Enhanced Safety: Michelin tires are designed with advanced technology to provide superior traction, handling, and braking performance. This contributes to enhanced safety on the road, especially in various driving conditions. 3. Durability: Michelin tires are known for their longevity and resilience. The durable construction and quality materials used in Michelin tires contribute to a longer tread life, reducing the frequency of tire replacements. 4. Performance: Michelin invests in tire technology to deliver top-notch performance. Whether you’re driving in dry or wet conditions, Michelin tires are engineered to provide a smooth and comfortable ride while maintaining excellent performance. 5. Fuel Efficiency: Many Michelin tire models are designed with fuel efficiency in mind. The reduced rolling resistance of these tires can contribute to improved fuel economy, offering additional long-term savings for drivers. 6. Innovation: Michelin is at the forefront of tire innovation. The brand continually introduces new technologies and tire designs to meet evolving automotive and safety standards. Understanding the Rebate Redemption Process • Submission Confirmation: After submitting your Michelin Tire Rebate Form, you should receive a confirmation of your submission. This may include an acknowledgment email or a confirmation notice. • Verification Process: Michelin will review your submission and verify that it meets all the requirements. This includes checking the accuracy of the information provided and confirming the purchase of qualifying tires within the specified time frame. • Rebate Approval: Upon successful verification, your rebate will be approved. You will be notified of the approval, and the process of redeeming the rebate can proceed. • Redemption Options: Michelin may provide different options for redeeming your rebate. This could include receiving a prepaid card, a check, or other specified methods. Follow the guidelines provided to choose your preferred redemption option. • Claiming the Rebate: Follow the instructions provided by Michelin to claim your rebate. This may involve providing additional information, such as a redemption code, and adhering to any specified deadlines. • Enjoy the Savings: Once the redemption process is complete, you can enjoy the savings on your Michelin tire purchase. The rebate amount will be reflected in the chosen redemption method. • Contacting Michelin: If you have any questions or concerns during the redemption process, Michelin typically provides contact information for customer support. Feel free to reach out for assistance. By understanding the benefits of Michelin tires and following the guidelines for the rebate redemption process, you can maximize the value of your Michelin tire purchase, combining quality with savings. Tips for Maximizing Michelin Tire Rebates Here are some tips for maximizing Michelin tire rebates: 1. Purchase a Full Set of Tires: Many Michelin rebate programs offer higher incentives when you purchase a complete set of tires instead of just one or two. Consider investing in a full set to take advantage of the maximum rebate amount available. 2. Check for Bundle Deals: Keep an eye out for bundle deals or promotions that may coincide with the rebate program. Michelin or authorized dealers may offer additional discounts or perks when you buy a set of tires along with other automotive services or products. 3. Stay Informed About Promotions: Regularly check the Michelin website or contact authorized dealers to stay informed about ongoing promotions. There might be special offers or bonuses that can be combined with the rebate, providing you with even more savings. 4. Understand Rebate Terms and Conditions: Thoroughly read and understand the terms and conditions of the Michelin tire rebate program. Ensure that you meet all the eligibility criteria and follow the guidelines for submitting the rebate form to avoid any issues in the redemption process. 5. Submit Rebate Form Promptly: Submit your rebate form promptly after purchasing the Michelin tires. Rebate programs often have specific deadlines, and submitting the form within the specified timeframe ensures that you don’t miss out on the savings. 6. Keep Track of Purchase Documentation: Maintain a record of all purchase documentation, including the sales receipt or invoice. This will be required when submitting the rebate form, and having organized documentation streamlines the process. 7. Explore Different Redemption Options: Michelin may offer various redemption options, such as prepaid cards, checks, or online transfers. Explore the available options and choose the one that best suits your preferences. Some options may come with additional benefits or quicker processing times. 8. Combine Rebates with Credit Card Offers: If you have a credit card that offers cashback or rewards, consider using it for your tire purchase. This way, you can potentially combine the credit card benefits with the Michelin tire rebates, maximizing your overall savings. 9. Take Advantage of Seasonal Promotions: Michelin and dealers often run seasonal promotions, especially during periods when people are more likely to purchase tires, such as before winter or summer. Look out for these promotions, as they may enhance your savings. 10. Ask Authorized Dealers for Advice: Reach out to authorized Michelin dealers and inquire about any insider tips or ongoing promotions. They may provide additional insights on maximizing savings or inform you about upcoming deals. By incorporating these tips into your Michelin tire purchase strategy, you can optimize your savings through rebates and potentially benefit from additional promotions, making your investment in quality tires even more cost-effective. Michelin’s Commitment to Quality Here’s an exploration of Michelin’s commitment to quality and the positive impact of their rebate programs through customer testimonials: 1. Reputation in the Industry: Michelin’s longstanding reputation in the tire industry underscores their unwavering commitment to quality. The brand is synonymous with excellence, and their track record reflects a dedication to producing high-performance and reliable tires. 2. Legacy of Excellence: Michelin has built a legacy of excellence over the years. This legacy is marked by a continuous pursuit of innovation, advanced tire technology, and a commitment to meeting the diverse needs of drivers across various road conditions. 3. Stringent Quality Standards: Michelin is known for adhering to stringent quality standards in the manufacturing process. Their tires undergo rigorous testing to ensure durability, safety, and superior performance. 4. Global Recognition: Michelin’s global recognition and presence further attest to the brand’s commitment to providing quality tires. Their products are trusted by drivers worldwide, from everyday commuters to professionals in the automotive and motorsports industries. Customer Testimonials 1. Savings and Performance: Customer testimonials often highlight the dual benefits of Michelin tire rebates. Customers express satisfaction not only with the savings gained through rebate programs but also with the overall performance of Michelin tires. 2. Longevity and Durability: Many testimonials emphasize the longevity and durability of Michelin tires. Customers appreciate the extended tread life, which contributes to long-term cost savings by reducing the frequency of tire replacements. 3. Positive Driving Experience: Real-life experiences shared by customers often describe a positive driving experience with Michelin tires. This includes smooth rides, excellent traction, and responsive handling, contributing to an overall sense of safety and satisfaction on the road. 4. Versatility Across Conditions: Customers frequently commend Michelin tires for their versatility across different weather and road conditions. Whether driving in wet or dry conditions, Michelin tires are praised for maintaining consistent performance. 5. Brand Loyalty: Testimonials often reveal a sense of brand loyalty among Michelin customers. Many individuals choose Michelin repeatedly for their vehicles, citing the brand’s reputation for quality as a primary reason for their loyalty. 6. Positive Impact on Driving Confidence: Customers often highlight how Michelin tires positively impact their driving confidence. This includes reliable braking, reduced road noise, and a sense of security, especially during challenging driving situations. See Also Michelin Rebate 2024: Ultimate Guide to Maximize Tire Savings Michelin’s commitment to quality, combined with the positive experiences shared by customers, reinforces the brand’s position as a leader in the tire industry. The satisfaction expressed by customers extends beyond the immediate benefits of rebate programs, emphasizing the enduring value of choosing Michelin for reliable and high-quality tires. Comparative Analysis with Other Tire Rebate Programs Let’s delve into a comparative analysis of Michelin’s rebate offerings with other tire manufacturers and explore how to ensure a smooth tire purchase experience: 1. Competitive Incentives: Michelin stands out by providing competitive and attractive incentives through their rebate programs. The combination of quality tires and substantial rebates positions Michelin as a strong competitor in the market. 2. Quality Tires Across the Board: Michelin’s emphasis on producing high-quality tires is a distinguishing factor. While other manufacturers may offer rebates, Michelin’s commitment to excellence in tire manufacturing contributes to the overall value proposition. 3. Consistent Brand Reputation: Michelin’s consistent brand reputation for quality and performance adds weight to their rebate offerings. This reputation sets them apart from competitors and instills confidence in customers choosing Michelin for their tire needs. 4. Wide Range of Eligible Tires: Michelin often extends rebate programs to a wide range of their tire models. This inclusivity allows customers to choose tires that meet their specific needs while still benefiting from the rebate incentives. 5. Ease of Redemption: The ease and transparency of Michelin’s rebate redemption process contribute to a positive customer experience. Comparatively, some other manufacturers may have more complex or restrictive redemption procedures. 6. Additional Promotions and Bonuses: Michelin’s rebate programs are sometimes complemented by additional promotions or bonuses. This extra layer of value enhances the overall attractiveness of Michelin’s offerings, setting them apart from competitors. Ensuring a Smooth Tire Purchase Experience • Plan Purchase Within Rebate Period: Be strategic in planning your tire purchase within the Michelin rebate period. This ensures eligibility for the rebate and allows you to take advantage of the savings offered. • Verify Eligible Tires: Before making a purchase, confirm that the Michelin tires you are considering are eligible for the rebate. This information is typically available on the Michelin website or through authorized dealers. • Download and Fill Out the Rebate Form: Keep the Michelin Tire Rebate Form in mind throughout the purchase process. Download the form from the official Michelin website, fill it out accurately, and be prepared to submit it with the required documentation. • Follow Guidelines and Deadlines: Adhere to the guidelines provided in the rebate form and be mindful of submission deadlines. Meeting these requirements ensures a smooth processing of your rebate and avoids any complications. • Maintain Purchase Documentation: Keep all relevant purchase documentation, including receipts or invoices, organized. This documentation is crucial when filling out the rebate form and may be required for verification. • Contact Michelin for Assistance: If you have any questions or encounter issues during the process, don’t hesitate to contact Michelin’s customer support. They can provide assistance and guidance to ensure a hassle-free experience. By considering these factors and following the guidelines provided by Michelin, you can navigate the tire purchase process smoothly, maximize your savings through rebates, and enjoy the benefits of Michelin’s quality tires. In conclusion, the Michelin Tire Rebate Form for 2024 presents a valuable opportunity for customers to save on high-quality tires. By understanding the process, following the guidelines, and taking advantage of the rebate programs, you not only benefit financially but also experience the superior performance of Michelin tires. Download Michelin Tire Rebate Form 2024 Printable • Can I submit the Michelin Tire Rebate Form online? • Yes, Michelin provides online submission options for added convenience. • Are winter tires included in the Michelin rebate program? • Check the specific terms of the rebate form; eligibility may vary based on tire models. • Is the rebate amount fixed, or does it vary based on the tire model? • Rebate amounts may vary, and the form will provide details on the specific incentives for each tire model. • What happens if I miss the rebate submission deadline? • Unfortunately, late submissions are typically not accepted, so it’s crucial to adhere to the specified timelines. • Can I transfer my Michelin tire rebate to someone else? • Rebates are generally non-transferable and are intended for the original purchaser of the tires. Rebates of Michelin Tire Rebate Form 2024 Printable Leave a Comment	ecd67e2c-ee96-447b-949f-f39a8b1ba453
Getting Cash for Junk Cars If you’re wondering about cash for junk cars, you’re in the right place. Selling your old, unwanted vehicle for cash is easier than you might think. Junk car buyers are always on the lookout for vehicles they can salvage, and you could turn your clunker into some quick cash. In this article, we’ll delve into everything you need to know about the process, from California’s regulations to getting a replacement title and finding junk car buyers near you. We Buy Junk Cars for Cash in California California is a fantastic place to sell your junk car. It’s a big state, and there’s a thriving market for used and salvaged vehicles. But before you start looking for junk car buyers near you, there are a few things to consider. Do I Need a Current Registration to Sell a Junk Car in California? When selling a junk car in California, having a current registration isn’t always necessary. The rules can vary depending on the buyer and the specific circumstances. Some buyers may purchase your car without a registration, while others may require it. It’s a good idea to check with potential buyers to see what documentation they need. How Can I Get a Replacement Title in California? If you’ve lost your car’s title, don’t worry. You can get a replacement title in California. You’ll need to complete a Duplicate Title Application through the California Department of Motor Vehicles (DMV). Once you have the replacement title in hand, you’ll be better prepared to sell your junk car. Find Junk Car Buyers Near Me One of the essential steps in selling your junk car is finding the right buyer. You’ll want to deal with reputable buyers who offer competitive prices. Here are some tips on how to find junk car buyers near you: Online Searches Start by doing an online search. Use search engines and specify your location, such as “Junk car buyers in Los Angeles” or “Cash for junk cars in San Diego.” This will help you identify potential buyers in your area. Local Auto Salvage Yards Contact local auto salvage yards or scrap yards. These businesses often buy junk cars for their parts and materials. They might offer you a reasonable price for your vehicle. Be sure to compare quotes from different salvage yards to get the best deal. Auto Wrecking Companies Auto wrecking companies are experts at salvaging vehicles for parts and materials. They are another good option for selling your junk car. They may even offer to pick up your car for free, saving you the hassle of transporting it yourself. Online Marketplaces We live in the digital age, and there are various online marketplaces where you can sell your junk car. Websites like Craigslist and Facebook Marketplace allow you to list your vehicle for sale. Be sure to include clear photos and a detailed description of your car’s condition to attract potential buyers. Learn How Easy It Is to Get Cash for Your Junk Car in Carlsbad Suppose you’re located in Carlsbad, California, and are looking to get cash for your junk car. You’re in luck because selling your old vehicle in Carlsbad is a straightforward process. Let’s break it down: Contact Local Junk Car Buyers Start by contacting local junk car buyers in Carlsbad. You can use the methods mentioned earlier, such as online searches, contacting salvage yards, or checking with auto wrecking companies. Provide them with details about your car’s make, model, and condition to get an accurate quote. Get Multiple Quotes Don’t settle for the first offer you receive. Get quotes from multiple buyers in Carlsbad. This will give you a better idea of the market value of your junk car and help you negotiate a better deal. Remember, the more information you provide about your car, the more accurate the quotes will be. Negotiate the Price Once you have a few quotes, it’s time to negotiate. Don’t be afraid to haggle and try to get the best deal possible. Junk car buyers expect some negotiation, and you might end up with more cash in your pocket. Arrange for Pick-Up or Drop-Off After settling on a price, work out the logistics with the buyer. Some buyers will come to your location to pick up the vehicle, while others may ask you to drop it off at their facility. Make sure to get all the details in writing and confirm the date and time for the transaction. Receive Payment Once the buyer inspects the vehicle and everything checks out, you’ll receive your payment. Most junk car buyers pay in cash, making the process quick and convenient. If they pay by check, ensure that it’s a certified or cashier’s check to avoid any issues. Complete the Sale Finally, complete the sale by signing over the title to the buyer. If you’ve had to get a replacement title, make sure to provide the buyer with the new title and any other required documentation. With the paperwork in order, your old junk car is officially someone else’s treasure. Understanding California’s Laws Regarding Junk or Abandoned Cars Before selling your junk car in California, it’s crucial to understand the laws regarding junk or abandoned cars. The state has regulations in place to ensure that the process is conducted legally and responsibly. Here are some key points to keep in mind: Title Transfer California law requires the proper transfer of the vehicle’s title during a sale. This is essential to release you from any future liability associated with the vehicle. Be sure to complete all necessary paperwork correctly. Smog Certificate Depending on the age and condition of your vehicle, you may need to provide a smog certificate to the buyer. Newer cars are typically exempt from this requirement, but it’s essential to verify with your local DMV office. Abandoned Vehicle Removal If your junk car is abandoned on your property or a public space, you may need to address the issue of removal. California law allows local authorities to tow and impound abandoned vehicles. It’s best to avoid this situation by properly disposing of your vehicle through legal channels. Recycling of Cars in California California has stringent regulations to promote the recycling of cars. These regulations aim to reduce the environmental impact of disposing of old vehicles and to encourage the responsible reuse of materials. When selling your junk car, it’s essential to choose buyers who adhere to these recycling laws and practices. Environmental Impact Recycling cars in California has a positive impact on the environment. It reduces the need for mining and manufacturing new materials, conserving energy and resources. Choose junk car buyers who prioritize recycling to contribute to these efforts. Proper Disposal of Hazardous Materials Old cars often contain hazardous materials, such as lead-acid batteries, oil, and coolant. California law mandates the proper disposal of these substances to prevent contamination of the environment. Reputable junk car buyers will ensure these materials are disposed of safely. Avoiding Rip-Offs When Selling Your Junk Car Unfortunately, there are unscrupulous individuals and businesses in the junk car industry. To avoid getting ripped off, follow these tips: Research Buyers Do thorough research on potential buyers. Check their reputation, reviews, and credentials. Avoid buyers who seem unprofessional or make unrealistic promises. Get Multiple Quotes Obtain quotes from multiple buyers to understand the market value of your junk car. This will help you identify fair offers and avoid being taken advantage of. Know Your Car’s Value Understand the value of your junk car. Consider factors like its make, model, year, and condition. Having this knowledge will help you negotiate a fair price. Read the Fine Print When dealing with buyers, make sure to read and understand any contracts or agreements thoroughly. Look out for hidden fees or conditions that could affect the final payout. Valuable Parts of a Junk Car When selling a junk car, it’s important to know which parts are the most valuable. Salvageable components can significantly impact the price you receive. Here are some parts that often hold the most value: Engine and Transmission The engine and transmission are typically the most valuable parts of a junk car. If they are in good working condition, they can be refurbished and resold. Catalytic Converter Catalytic converters contain precious metals, making them valuable to recycling facilities. They are often targeted by thieves due to their high resale value. Aluminum Wheels Aluminum wheels can be sold to scrap yards, as they are lightweight and in demand. Their value depends on their condition and size. Adding Value to Your Junk Car in Carlsbad If you’re in Carlsbad, California, and want to maximize the value of your junk car, consider these factors: Overall Condition The better the condition of your junk car, the more it’s worth. Regular maintenance and proper storage can preserve the value of your vehicle. Having all the original parts, including essential components like the engine and transmission, will increase your car’s value. Carlsbad, California, is a coastal gem that offers a perfect blend of natural beauty, outdoor recreation, and a thriving community. Located in San Diego County, this city is known for its stunning beaches, including the popular Carlsbad State Beach, where you can enjoy sun, surf, and relaxation. Carlsbad is also home to the renowned LEGOLAND California Resort, a theme park that caters to families and LEGO enthusiasts. The city boasts a Mediterranean climate with mild, sunny weather year-round, making it an ideal destination for outdoor activities such as hiking, golfing, and biking. Beyond its recreational offerings, Carlsbad features a vibrant downtown village with unique shops, restaurants, and cultural events. The Flower Fields at Carlsbad Ranch is another local attraction, where you can witness acres of colorful flowers in bloom during the spring. With its picturesque coastline, friendly atmosphere, and a variety of attractions, Carlsbad is a charming coastal city that captivates residents and visitors alike. Vehicle Offerd 2002 Ford Taurus65 2004 Kia Amanti286 1997 Dodge Intrepid65 2001 Chevrolet Prizm162.5 1984 Mazda B-Series Pickup130 1996 Oldsmobile Cutlass Supreme130 2004 Pontiac Grand Am130 2000 Chrysler Concorde130 1976 Chevrolet Custom Deluxe 10325 1997 Pontiac Bonneville65 0 results	b32c70b9-8009-4f68-9c0f-0e4bdc2cdc57
• Content count • Last visited About Nohilow Participant (30+ posts) Previous Fields • Car Model and Year 2002 deville Northstar 4.6L V8 (LD8/L37) 1. R + R 'd my driver window regulator a few weeks ago and put it all back together as best as I could. Window regulator works fine. (Napa, approx. $80) Now, occasionally, when I open my door, (even the passenger door) my car alarm goes off, won't cancel with my pendant red button, but will go off when I put key in ignition. A message"theft attempted" shows up on my display. It doesn't seem to do it when I use the remote to open the door locks. I'm hoping that there is a "reset" somewhere to stop this, and will not require me to open up the panel again. Is there some connection I missed on the door? Gurus...do your stuff! signed...Hopeful 2. Thanks, It is running quite well, and with the new gas, the smell is gone. Very glad the codes are not engine related... 3. Thanks...the bad window refers to my driver door regulator which i am replacing this weekend...napa for $81. Every time I take off a door panel, I always worry about screwing up the clip or the panel in some way. The utube vid I saw made it appear that that should not be a problem. Perhaps the Cad clips are a better design? ....I'll find out this weekend! Rest of the procedure looked pretty straightforward and benefits from a better design. Love the protective panel instead of plastic sheet. Not sure why the rear seat temp is throwing a code. They seem to be working just fine. BTW, where is the best place to go for the codes? 4. Thanks, I am not as worried about this since I emptied and refilled the tank. The strong odor was such a change that I immediately went tp the dark side and assumed the cat was bad. I've got a nice trip planned to stretch out her legs. 5. Finally took the codes...and ran it down to near empty, then re-filled with name brand. Previous was Costco. Haven't noticed any smell...maybe the gas saved my smurf...:) But did show these "current" codes....and thankfully no "B0420" RFA B3109 IPM B0429 DDM B3832 DDM B1591 BodybyFisher: the link to the DTC codes, in your signature, for 1996 and above does not work...at least not for me! 6. Noticed rotten eggs odor in garage after a drive... Please tell me there are aftermarket alternatives to a factory cat convertor... $2166.00 from Cadillac. Gulp. Internet search showed people dissatisfied with ones they purchased that were not dealer supplied. Is there an aftermarket one that others know will do the job? 7. John, Hope you are finally getting some of this nice weather we are getting. It's about time,huh? hope I can pick your brain a little bit more.... Drivers side window reg went out, from what I've read, "pop and drop".... Do you have any online recommendations for a place to get the window reg? 1. Show previous comments 4 more 2. Nohilow yeah, it's a crap shoot as to quality anymore,huh? I also got a call back from a company advertising here in PDX something along the lines of "power window doctor" a moblile outfit that comes to you to do it. Quoted me price of 279,00 for the job. parts and labor. I've looked at a utube that makes it eazy peazy, so all I am trying to do is find the cheapest. The utube vid had a link on it to also Purchase a win reg if you needed one. I called the guy this morning (he's in fla) and his charge for the reg was.....45.00 (shipped from fla!) I ;asked him about a warranty and he said they are from China, "pretty good" and he felt they were reliable for a "few years"...maybe as many as 4! thanks anyway....! Looks like some nice weather ahead the next few days...so...looks like a good time to change out a window regulator! 3. OldCadTech I never have any luck with the China stuff... Sunday is gonna be oil change day at home, for 2 of the cars, the Harley, the lawn mower and the generator. The generator gets the left-overs from the Mobil 1. All that happens AFTER I do some honey-dos of course :) 4. Nohilow ....they never end, but I like the honey, so.....:P 8. Problem Resolved! My recliner problem has been put on the back burner till I was able to get some health issues in order. Finally, made a few local inquiries and after receiving some good reviews on a local Auto Upholstery shop I took it in and left it with them. They had a line on another similar seat that we could scavenge for parts if necessary, and would give it a look over. The next day they called and said they had taken the seat out and checked all the electrical items and they were functioning correctly, so they shined up everything that needed shining and reassembled. Seat works like it is supposed to. I was ready for a big headache and once again the Caddy Gods shone down their light of mercy upon me. Thanks for all your input! 9. I am scheduled for a diagnosis. Don't know how indepth that will be...it's a chevy dealer. I assume the part is going to be a pulled part and unavailable thru GM network? So...don't know how involved they want to be with installation on a questionable, NOT GM OEM part. We'll see. A solid recommendation to a trusted garage they may know of would be enough for me to put it off till they can see me. BUT...I am also getting all the info together that I would need to do it myself. Old eyes, knees, etc will be time consuming factors for me, but mechanically I feel up to it. ONe question...are all the air bag connectors this yellow color you speak of? Is that the color assigned to them? If there are a bunch of connectors under the dash when I tear into it, I would prefer being guided by simple colors than trying to decipher these confusing B&W line drawn diagrams I am seeing online... Another question...does the Cadillac service manual that I cannot seem to find online (yet) have in-depth instructions for a procedure like this? I'm not talking about Hayne's or Chiltons...I mean the real deal...GM/Cadillac stuff. Thanks for your time! ...and... Merry Christmas! BTW, OldCadTech...I'm in Portland. Are you east or west wash.state? Your signature echoes my union's (Pipefitter's) motto: "Do it right the first time." 10. So, digging a bit deeper into the process of removing the seat, and along with Bruce's warning to disengage the air bags, do I have to do all the under dash unconnecting all the front air bags OR can I just disconnect the BATTERY so there is no power distributed to all these items? A procedure I read started with removing the SIR fuse under the back seat, then proceded to have me go under the dash and disconnect the front and pass. air bags. Is this really necessary if the Battery is out of the loop? It warned that removing the battery and then working on the airbags was a potential for all kinds of problems...not sure why this would be an issue if put back correctly, but just looking for some validation to this warning. Also, since the back is fully reclined, will that keep me from getting to the bolts I have to loosen to remove the tracks? this is much more complicated than taking out the seats in my old '66 ford.... Procedure I read was from a site called JustAnswer. Seems they sell you the information specific to your prob. But past problems of other people are on the site to read, which is where I got the SIR information and the directions to disconnect the airbags under the dash. Does anyone have an opinion about JustANSwer site? 11. Already tried that. Seems locked. It will be a problem laid back like it is till I get it at least looked at. There are no shortages of track and motor assemblies available online, so my question needing to be answered is whether the it is a simple R&R of the seat out of the car, then the track off of the seat and then reverse procedure. I am hesitant to attempt it if the seat upholstery has to be unstitched, or taken apart to put the new arms that support the back INTO the back. They must insert themselves a fair amount of way up the seatback, so I wonder what the anchoring/bolting details are like. I do not want to mess up the seat. It is like new.....just doesn't work...lol! 12. BTW...Where is the airbag in my SEAT? Always assumed they were surrounding, not supporting me... 13. Looking online, I see used tracks with motors that appear to be available at a decent price. It appears to also be the part that has the motor for the back section to recline. I would rather replace the mechanism rather than the whole seat at the risk of not matching the appearance of my original seat. Has anyone R & R'd the seat , and replaced this track/motor assembly? Bruce has mentioned the need to disable the airbags and paying attention to the seat belt tightening affair. 14. So, you think the entire seat will have to be replaced? They won't be able to replace a mechanism or part? 15. Oh no! Trouble in Paradise...(2002 Deville base) Returning my wife home from the hospital after a back procedure, the back of the passenger seat failed to return to it's upright position on command...all other power mechanisms for the seat work. I am assuming my wife didn't try to remove her weight from the seatback as she pressed the control and her body's weight stripped a gear or burnt a contact...or....? Any ideas? I have an appointment with a tech at the local GM/chev service on Monday following Christmas. (great time to have difficulties, huh?) I trust they will be able to diagnose it, but the question REALLY comes down to access to the parts necessary to fix...ARE they readily available from Cad/GM/Chev...or is it a search for a junked seat mechanism? Parts available ANYWHERE?	0558b9a2-1450-4395-864a-f7bb7815c49a
Sunday, December 31, 2023 Will 2024 be the year of bus reform? I reflected on 2022's achievements and events in the public transport service space here. On the broader scene, 2023 was most notable for the retirement of premier Daniel Andrews, his replacement with Jacinta Allan and the elevation of Ben Carroll to Deputy Premier. The resultant reshuffle led to Gabrielle Williams gaining the renamed Public and Active Transport portfolio. In terms of what got done, transport's main service successes in 2023 were initiatives funded in 2022's budget. Almost all of these got implemented and are proving beneficial. However there have been few announcements of anything new. This can be attributed to the state government's underwhelming 2023 budget (for buses & PT service generally) and its now apparently in-recess Bus Plan that emerged with so much promise over 900 days ago. Days since Victoria's Bus Plan was launched link to count-up Bus Plan clock That not even the promised 'Bus Reform Implementation Plan' has come out after the better part of three years is a poor reflection on the Bus Plan and its lowly status within government. In fact it's hard to find many government activities that the previous premier's famous quote that "we're not wasting a single minute" was any less true. Still 2023 was not all bad for bus reform. Substantial research has come from the Committee for Melbourne and Infrastructure Victoria. Both bodies recommended similar - ie that buses must be made more direct, frequent and useful similar to my Future Frequent Network. This work has sparked significant media coverage, raising the profile of community campaigns across Melbourne which really kicked up a notch in 2023. Buses also got a good run in parliamentary questions and speeches during the year. The government might claim it's broke but they have nowhere to hide given that Melbourne's transport needs continue to grow and buses remain the most cost-effective means of delivering the frequent 7 day service the community needs. Questions have also been asked about GAIC and the possibility of more or better use of funds from this tax to fund improved growth area bus services. Maybe this will be the future of bus reform? DTP's recipe of releasing a shallow 'plan for a plan', doing a few good things at the start, then wasting nearly 3 years on an increasingly improbable implementation plan as the state's finances deteriorated has turned out a dud. This course of action was taken despite there never being mystery about what needs to be done. After all adequate data existed to assess priorities back in 2021 when the Bus Plan came out. Not to mention significant prior planning work, most of which the public doesn't know about DTP should have pondered less and done more, starting with simple and cheap to grow their currently stunted yet byzantine delivery capabilities. Then new bus routes would no longer take longer to implement than major capital works like level crossing removals and growth areas would get the service they need sooner. Minister Gabrielle Williams and DTP secretary Paul Younis could draw inspiration from none other than both the previous and current premiers. While some in 2014 looked at Labor's level crossing removal promise with incredulity, thinking it couldn't be done, it was. Ahead of schedule with the program subsequently expanded. Yes money's tighter today but a lot of bus (and indeed off-peak train) service boosts are incredibly cost-effective. Especially when you add the broader cost of living and housing access benefits of a more extensive frequent 7 day public transport network. And that the operational costs involved are easier to predict than the current runaway build bills for certain major projects. Although they've spent nearly a decade spurning service (and reform of it) in favour of big build infrastructure, if this government wants to do something beneficial and affordable in public transport, it's going to have to revive interest in service basics like useful routes, operating hours and frequency. And 2024 will be a critical year to bed down the changes needed before the 2026 state election. The clock is ticking. The time to start is now. Thursday, December 28, 2023 UN 168: Why Melbourne's outgrown the City Loop While urban rail networks are often described in terms of the number of lines, number of stations and even their trains per hour capacity, there is one thing that we should hear a lot more about. Network configuration. This is particularly critical around the network's core where multiple lines converge and public transport's role is greatest. The maps below show the varying rail configurations used in four Australian state capitals. Brisbane isn't shown but currently operates what is effectively a single through trunk for multiple lines. Stub terminus The most basic configuration is where all lines approach the CBD from one direction, terminating at a 'stub station', often inconveniently on the edge of a CBD. This has little to recommend for anything more than a small city. This is because unless the CBD is very compact a single station isn't sufficient for adequate coverage without an inconvenient transfer (which adds time). Also, assuming the CBD is roughly central to the metropolitan area, having the lines come from one direction lessens inner area coverage and directness, thus further increasing travel times. Through travel requires backtracking, adding a transfer penalty or at least a delay for inner north to inner south trips. Backtracking is also terrible for perceived time and thus system attractiveness. Thus rail network with stub stations are one-trick ponies, only really good for CBD trips. Stub platforms also requires arriving trains to change ends to depart. Compared to through running this reduces platform capacity and thus the ability to run a reliable and frequent service that moves large crowds. The practical experience of all this in Adelaide is a city far more dependent on buses than trains for its public transport because despite being slower the former are more direct and often more frequent. All other main Australian capitals evolved their rail systems away from stubs decades ago. There is however local advocacy for underground rail that if ever built would provide through running and transform the network. A CBD loop A rail loop is one way to add coverage if your CBD is too big to be served by a single stub station or even a few stations in a line. It could also speed trips if passengers previously had to walk, bused or trammed to their destination. And if built in an expensive manner (like Melbourne opted for with 4 underground platforms) it could provide a convenient one-seat ride to all CBD stations from all suburban lines. Speed could be further increased from the newer stations if the loop changed direction in the middle of the day (as Melbourne's did and still partially does). Unfortunately the loop's design and operations were driven by the then fashionable single purpose view of the rail network as being only for one-seat ride CBD commuters. This was viewed as rail's last and only role as rising car ownership, inner suburb hollowing and new shopping centres remote from rail led to fewer local and off-peak trips being made on rail. Un-named c2008 video explain the evolution of services that lead to the City Loop's operating pattern with only some reforms made since. Unfortunately optimising the loop for a subset of suburban commuters made central area rail travel and transferring confusing at best and counterproductive at worst for everyone else. Some passengers had slower trips, with them being taken the 'long way around' compared to the previous through-route operations. The huge drop off in public transport's modal share even in Docklands and Southbank when compared to the Hoddle Grid can partly be attributed to the Loop making connectivity worse for areas just outside it. The Loop's reversal also made some trips only possible at some times of the day on some days of the week. But even on lines where the reversal has been removed dwell times remain unpredictable and sometimes excessive with huge variations in travel times for short trips in dense areas. Even on the latest HCMT trains passenger information can be ineffective since anything can happen once a train arrives at Flinders Street. The funnelling of multiple lines via each Loop portal also meant that disruptions to one line could affect other lines, making the network less resilient than it should be. The City Loop undoubtedly encouraged development and brought coverage gains for rail in the north and east of the CBD. But the version we got was too expensive and had too many shortcomings to be really worth its dollars. Like a squiggly bus route it provides coverage and one seat rides. But unlike a bad bus its effects are felt metropolitan wide, hindering thousands daily. A bruise at the rail network's heart, the City Loop's negative effect would only increase as the CBD expanded outside the Hoddle Grid to precincts like Docklands and Southbank, which relied on 'old' stations like Flinders and Spencer Streets. Not to mention densifying South Yarra whose travel to stations like Jolimont and Collingwood is complicated by Loop operations. The City Loop is as bad as it is because it was planned at a time when commuter access to the CBD was king and we had forgotten the need for a versatile rail network good for diverse trips across a wide area. That's been rediscovered in the last 15 or so years, during which better plans that seek to untangle the loop have been produced. The reason why I say rediscovered is that because concepts like direct and efficient through-routing were well understood and proposed in 1929 but forgotten for 80 years. Other cities (eg Sydney) also built city circles but it's unlikely this retarded the usefulness of the rail network for diverse trips anywhere like Melbourne's did. Besides Sydney has other tricks up its sleeve including an increasingly polycentric network with suburban connection points. Generally speaking though cities should avoid building Melbourne-style CBD rail loops and instead use other configurations to provide the coverage extensions and core capacity enhancements they need. Through lines This is where it starts to get good. Through lines are direct, fast, legible and efficient. They support efficient transport not just from the suburbs to the CBD but between densifying inner suburbs too. This gives trains a speed edge over driving as there's no slowness caused by passing through the CBD or driving the extra distance to a bypass. There is no train reversing or backtracking in the central area so frequency and capacity can be high. Ideally demand is reasonably balanced in both directions to limit the need to terminate trains in the CBD. It is also desirable that branching is kept to a minimum but if it has to happen then both branches should have similar demand and be free of single track sections to preserve reliability. Avoiding sharing with faster regional and/or freight trains is also desirable to provide both high and even frequencies during peak times. The main problem, as anyone in Brisbane or Perth knows, with a through line is that it does not cover the CBD as well as a loop might. However the solution is not to build a geometrically and operationally inefficient loop but to add through line pairs on new corridors that (a) provide needed coverage, (b) boost core capacity and (c) intersect with other lines to provide a network, while otherwise being reasonably operationally isolated to minimise knock-on delays. Equally important is that all corridors, whether existing or new, operate at high frequency to facilitate said interchange. A single pair of through lines cannot serve more than two (or at most three) suburban lines if you want each to run at high frequency. To overcome this you either add another pair through the same location or (preferably) add another pair somewhere else. The latter is the better approach where you can increase coverage by adding one or more new stations unique to the new pair. However good interchange at one or more points on the existing network is required for connectivity. Melbourne's Metro Tunnel will soon provide extra capacity and connectivity of this type. It's a big project so we can't expect something like it to be built every few years. However we can gets many of the benefits by starting to reform the rest of the network with more lines operating as efficient cross-city through services. A start could be made by reforming operations on the cross-city group to provide Metro Tunnel style frequency, legibility and reliability on the Newport - South Yarra axis. After that the worst sins of the City Loop need to be undone by splitting it as proposed as an add-on option in the Metro Tunnel Business Case In a sense this is 'back to the future'; all these would transition rail from being a suburbs - CBD peak commuter service to a higher capacity, more connected and more versatile 7 day network nearer to what existed in 1939 than runs now. As for other cities, Perth has had two through line pairs ever since the new Joondalup and Armadale lines were connected in the 1990s, with this remaining when Joondalup connected to the new Mandurah line instead. Brisbane only really still has one through trunk (accommodating too many lines) though this will change with Cross River Rail which will also add eastern CBD coverage. Multi-centric You get this with metro systems internationally but the ability to make circumferential trips on suburban rail does not exist outside Sydney. Perth will be the next city to gain a minor circumferential capability when the Thornlie line gets extended to Cockburn Central. Then it will be Melbourne's turn when the Suburban Rail Loop opens. For the foreseeable future the vast majority of circumferential public transport will be by bus, with Sydney, Melbourne and Perth the only capitals with at least semi-premium bus routes for this. Still, in a big growing city some form of fast and frequent orbital transport fully separated from cars will be as much of a game changer for its metropolitan transport as going from stub to Loop is for the CBD area or either of the first two to through lines will be for the inner suburbs. This is something that not all Suburban Rail Loop opponents have necessarily grasped with some critics being reluctant to put out their own proposals (which also won't be cheap if they're any good). Melbourne's City Loop had some benefits but the configuration chosen proved an expensive time-wasting diversion. For decades it distracted us from building more connective networks such as could be achieved from a series of bidirectional through line pairs that connect (for passengers) at well-designed interchange stations. Its basic assumption - that of rail being for white collar Hoddle grid commuters and providing a second class service for everyone else - was already fading in the 2000s, with the pandemic and more working from home finishing it off more recently. Although its operations are still not satisfactorily consistent nor reliable, the Frankston - Newport cross-city group was the first real challenge to this mentality when it was created about 10 years ago. The next challenge will be the Metro Tunnel, that being free of the mid-line split at Flinders St, should familiarise Melburnians with a new operating culture. If done properly I think people will like it, leading to pressure to cost-effectively modernise the rest of the network in a similar manner. More Building Melbourne's Useful Network items here Tuesday, December 19, 2023 TT 186: Melbourne bus routes without Sunday service - unique portions A quick plot of Melbourne bus routes without Sunday service. Map shows unique portions only, ie most routes are longer than shown but may overlap sections of other routes. A more detailed interactive map appears here Concentrations of non-Sunday routes form an arc from Melbourne's middle western, northern and eastern suburbs. There are also clusters in the south-east around Dandenong, the outer east around Croydon/Lilydale and some others around Frankston. A lot of this is historical accident - there have only been sporadic attempts to correct high patronage or connectivity potential routes that the otherwise large scale MOTC 'minimum hours' upgrade program of 2006 - 2010 left off. Particular concentrations of high usage but underserved routes are found around Dandenong while high connectivity potential routes are the circumferential routes across Melbourne's inner/middle north and east. The longest lines aren't necessarily the routes that need 7 day service most due to these being in semi-rural or industrial areas. But the map can still be helpful if you consider routes that serve major destinations, areas of high social needs and/or which have high productivity on the days they do run. And which could provide key cross-suburban links that would otherwise require long train or tram trips into the CBD. Conspicuous examples include 503, 506, 536, 542, 546, 548, 609, 612, 800, 802/804, 844, 885 and a few more. Then there are routes with very short unique portions but which nevertheless link key weekend destinations like shopping centres. These are the likes of 468 and 549 that hardly show on the map if at all. Another cluster of routes are in the outer east and south-east. Their catchment is mixed, with some low density. Still a basic minimum-standards type 7 day service would be appropriate. Most notable examples include 772, 675, 680 and 689. I listed the 13 routes that most deserved Sunday service back in 2019. I discussed cost effective upgrades, based on more recent data here and here. Weekend and particularly Sunday buses are a proven patronage winner, with more and more bus routes recording higher passenger productivity on weekends than weekdays. And the costs are relatively low as weekend upgrades typically involve working the existing fleet harder. Index to Timetable Tuesday items here Thursday, December 14, 2023 UN 167: How much time and money can we save if we straightened our bus routes? Time is money. Waste it and you waste money. Plus opportunities for higher patronage because faster transit delivers the triple benefits of higher speed, higher frequency and higher farebox recovery. One of the reasons why Melburnians prefer trams over buses is that although neither in mixed traffic is particularly fast, trams are at least straight, with most routes typically only having one or two major bends. Whereas buses, even on straight corridors, often have indirect sections (eg pulling into station or shopping centre interchanges) that waste valuable vehicle, driver and passenger time. We wouldn't have this problem if we built stations and shopping centres with their entrances right on main roads. But we didn't and we do. A Glen Waverley example Back in the 1960s the Glen Waverley line was shortened and the station rebuilt to allow for expanded commuter parking west of Springvale Rd. Back then bus routes were very localised and there wasn't a continuous route along Springvale Rd. That was to come later when the 888 route was created, with this, along with 889, becoming through routes between Nunawading and Chelsea. This was so popular that this became one of two corridors chosen for the SmartBus pilot project in 2002. There were further service improvements and a single route number when this became part of the 902 orbital in 2010. The busiest part of the 902 orbital is between Nunawading and Springvale South where it can carry standing loads. This is particularly so on weekends due to 30 minute gaps between buses despite high demand. Springvale and Glen Waverley stations feed a lot of passengers to the 902 bus but there is a significant proportion of passengers who make through trips. Whereas the bus does not deviate off Springvale Rd to serve Nunawading and Springvale stations, it needs to for Glen Waverley station due to the station now being away from Springvale Rd as shown below. The need to deviate into Glen Waverley bus interchange adds three extra turning movements and more stops at traffic lights. All this waiting, turning and backtracking adds to bus run times. Let's say it's a (conservative) 5 minutes added per trip. Multiply that by the number of trips on a week and minutes soon turn into hours. For example: M-F: 137 trips x 5 min = 685 min = 11.4 hours Sat: 76 trips x 5 min = 380 min = 6.3 hours Sun: 58 trips x 5 min = 290 min = 4.8 hours This adds to over 68 bus and driver hours per week, or roughly 3400 hours per year. If you assume $100 - 150 per bus operating hour then the extra annual operating cost is in the $400 - 500k range. And this doesn't include a. the foregone fare revenue lost from those who might use the bus but don't because it's too slow and b. passengers' own time. The latter is especially overlooked even though respect for passengers' time is critical for any effective public transport system. While unforeseen then, the 1960s decision to shorten the Glen Waverley line and move the station away from Springvale Rd was a mistake that ended up making Glen Waverley's most used bus route slower and less direct than it should have been. We're not necessarily smarter today Unfortunately bad design choices with regards to station location continue today, with the rule that stations should be near (and preferably straddle) major cross-streets to maximise their catchment not always being followed. For example the LXRP rebuilt Edithvale station further away from its main intersecting cross road than it should have been. That put the station further from the 902 bus and reduced connectivity to homes and services on Edithvale Rd. Bonbeach is further from the local shops while the walk between trains and buses (particularly 903, Mentone's busiest route) is much longer at the rebuilt Mentone than it used to be. As for the future, Metro-SRL connectivity at proposed Suburban Rail Loop stations like Southland risks being poor so that is one to watch given that poor connectivity could make SRL fail. Luckily there are good examples that should be more widely known. Interchange arrangements at stations like Ormond and Nunawading combine speed (with buses not pulling off their main route) and good no-cross connectivity from station platforms to bus stops on both sides of the road. Good interchange arrangements also exist elsewhere, with Perth's mid-freeway stations on the Joondalup and Mandurah lines being significantly better for bus connectivity than our equivalent at Williams Landing. The new south side bus interchange at Tarneit should save some worthwhile time for some routes, although the area continues to suffer due to the shopping centre's distance from the station. These all provide learning opportunities that should be applied whenever a station or bus interchange is added or rebuilt. Opportunities elsewhere The Glen Waverley example above dealt with only one bus route at one interchange. Some interchanges, like Box Hill, Chadstone Shopping Centre and Monash University, are bigger with more bus movements per day. Even if only 2 minutes per trip average can be shaved off then the operational savings could be millions of dollars per year. This could be ploughed back into improved hours or frequency, allowing further service, connectivity and fare revenue gains. Melbourne has the habit of ignoring cheap connectivity upgrades while also proposing mega-projects to fix them. Even though fixing connectivity without the mega-projects could be done sooner and with better value for money. For example many of the speed advantages of the proposed Caulfield - Rowville 'trackless tram' would be realised (for a fraction of the cost) if we kept the 900 bus on Princes Hwy and didn't deviate it into Chadstone and arguably Oakleigh station. Local travel for the latter could instead be handled through improved 7 day service on routes like 800, 802, 804, 862 and 903 along with other cost-effective local bus reform. To summarise, time is money. The benefits to both network operations and passengers are immense if we were better at monitoring bus slow points and made road and interchange reforms accordingly. And made fast direct connectivity the top priority when it comes to station location and design. Thursday, December 07, 2023 UN 166: Time to revive bus reform (Five reform steps for the north and east) Bus network reform seems to have taken a back seat lately. Zero emissions buses and franchising appear to have the limelight. While important in their own ways, they are peripheral to the 'main game' for the bus network. That is whether its routes and timetables benefit the most number of users, and through this, the general community. Bus Plan on the rocks? Many hoped the 2021 Bus Plan would revive interest in bus services and reform. While some good things happened it hasn't exactly got off to a cracking pace. And 2023 wasn't the plan's finest year. For example, partly because it lacked a specific implementable program, the May 2023 state budget gave it short shrift with little new funding for bus services. This caused me to query its health in June. October saw it lose its originator and chief ministerial advocate in Ben Carroll. By November Bus Plan's status within DTP slumped so low that it received no mention in its 2022-2023 annual report and was no longer accessible on the revamped DTP website We are also still awaiting the 'Bus Reform Implementation Plan' that was to give meat to the rather thin bones in 2021's 'plan for a plan'. The nearest we have to a hint of what's in store is the major bus network reviews for north and north-east Melbourne announced in September 2022. The last progress update the public got on those was 6 months ago IV's Fast, frequent and fair More so than DTP lately, Infrastructure Victoria has pursued bus network reform with gusto. It's published several papers in the last two years. Their latest, Fast, frequent and fair: how buses can better connect Melbourne, came out only yesterday. It draws on numerous references, including many Melbourne on Transit items. There's some wonderful maps that show service hours and frequency inequalities across Melbourne. And there's ideas for reformed bus networks in parts of Melbourne's north and east, fitting within DTP's review agenda above. Recommendation 8 regrettably perpetuates IV's fetish with modal fares despite these making politically acceptable bus network reform harder. They should have instead stuck to making short and/or off-peak trips cheaper relative to longer trips while avoiding modal penalties. I'd also have picked some different corridors for the proposed BRT routes. Some, like their one from Mernda, duplicate trains and a east-west corridor would have been better. Overall though Fast, frequent and fair is a very good paper that the government should sit up and take notice of. In conjunction with rail frequency upgrades and some small tram extensions it would give Melbourne an excellent public transport network suitable for far more trips than currently. And, as the IV report reminds us, bus reform is extremely cost-effective and can generate very strong benefit/cost ratios. Where might revived bus service reform happen? DTP nominated Melbourne's north and north-east over a year ago. While arguably lower priorities for service than high needs areas like Dandenong and growth areas in the west and north, the area has more than its fair share of complex, unreformed and even over-serviced routes. While DTP hasn't released anything specific on what a reformed northern suburbs bus network might look like, others have. Examples include IV's Fast, frequent and fair optimised network for the north-east (Fig 13) and Networking the North from the Victorian Transport Action Group. The latter is the more detailed but reforms were divided into 26 potentially independent packages to allow a staged implementation. My recent list of cost-effective bus upgrades also presented some ideas for the north. Today I'll list five steps for potential bus reform in IV's north-east bus reform study area. This is an area roughly between Brunswick/Merri Creek in the west and La Trobe University/Mernda in the east. Or the cities of Darebin and Whittlesea, though there'll inevitably be some overflows. I'll first list the simplest steps, ie the bottom rungs of the bus reform pyramid, and then move to more advanced changes that would really transform the network. Step 1: Fix complex holiday-related timetable oddities Catching a bus in Melbourne is a chancy exercise, especially on weekends and public holidays. You don't necessarily know what timetable will run or even if the service will operate at all. This is because the MOTC program to standardise service arrangements made a good start but was never completed, even on some quite important routes. This can be addressed with the following low-cost upgrades: a. Abolish reduced service summer timetables on Routes 503 and 506 so the same service runs all year. Many more routes used to have reduced summer timetables but no longer do. Hence finishing the job off involves only a few extra service hours per year to make the network free of summer timetables. b. Introduce public holiday service to all routes with Saturday service. Currently this is a mish-mash with no logic in what runs and what doesn't. While most routes that run Saturdays run that timetable on public holidays, there is a substantial minority of routes that operate Saturdays but not public holidays. The consequence of the latter is confusion amongst passengers. This is exacerbated by PTV frequently getting timetables and communications wrong as arrangements are too complex for even them to understand. Service may also be out of kilter with demand (eg some shopping centre routes not running on Boxing Day eg 549) while some neighbourhoods (eg parts of Reservoir on the 558) may not get buses for days on end over Christmas and Easter. Northern area timetables that need standardised holiday arrangements include 506, 526, 538, 549, 550, 558 and 559. Routes 503, 512, 536 and 548 are close to the study area and run by operators that serve it so should also be upgraded to simplify rostering and communication. Indeed the same could be said for Melbourne generally as doing only 15 more routes would fix this problem everywhere and the low cost makes it worth it. Step 2: 7 day upgrades and minimum standards upgrades Many routes in Melbourne's north don't run 7 days or finish early at night. In other cases there may not be any Saturday afternoon service, reflecting pre-1980s shop trading hours. That limits the usefulness of buses for many work and leisure trips. Routes in the study area lacking 7 day service include: 350, 389503, 506, 526, 546, 548, 549, 550, 551, 558, 559 and 609. Those in bold are relatively simple routes that could be upgraded on their current alignment, or with only very minor straightening (see Step 3). In addition Route 251 runs 7 days but needs a minor increase in operating hours to bring it to minimum service standards. The other routes have major problems meaning you might only upgrade them after other reforms (assuming they survive at all). For instance 350, 550 and 551 have relatively little unique coverage while 548 and (especially) 558 have complex reversals and weak termini. These may require reform in conjunction with other routes to prevent the issue of upgrading a route's timetable only to delete or greatly modify it a short time later. 609 has almost all these problems and very few weekday trips. Step 3: Timetable harmonisation with trains and minor straightening The study area is full of bus routes with timetables that don't evenly meet trains. For example around Reservoir/Epping it is common for buses every ~23 minutes to not meet trains every 20 minutes. Example non-harmonised routes include 517, 526, 548, 552, 553, 555, 556, 558, 566, 567 and others. Then there is the 577 which sought to feed trains by operating its two buses per hour at an irregular interval. Some of these are very complex routes (including indirectness, overlaps and weak termini) that need other reforms too. Out of the list the most promising to get to every 20 minutes are 517 (potentially shorten to operate Northland - Greensborough only with other arrangements for St Helena) and 556 (remove Derby St loop). There is a chance that the latter may free up enough time for an improvement on another route such as 555. Route 552 retains an archaic weekend timetable with high Saturday morning frequency (15 min), a low Saturday afternoon frequency (30 min) and a non-clockface 45 min Sunday frequency, none harmonising with trains. It may be an overall better outcome to aim for a 20 min all day Saturday frequency along with an improved Sunday frequency (even if 40 min) and a potential stronger northern terminus eg Keon Park Station. Harmonisation is desirable for the other routes but may be best done with wider reforms, some of which are discussed later, to maximise efficiency. Step 4: 10 strong 7 day east-west Connector or Rapid routes These involve weekend frequency increases, improved operating hours (IV suggests 6am - 11pm) and stronger termini. Most upgrades are operating hours only, so do not increase peak fleet requirements. Candidate routes include: 390: Longer operating hours and service boosted to every 20 min 7 days to provide an efficient link across the outer north harmonised with trains. 506: All the abovementioned upgrades plus longer operating hours and 20 min weekend frequencies (similar to weekdays). 508: Longer operating hours and 20 min weekend frequencies (similar to weekdays). Review eastern terminus. This is a potential Rapid route with potential for the existing 15 min peak frequency to be operated all day. 510: Longer operating hours and 20 min weekend frequencies (similar to weekdays). Potential extension to Heidelberg for a stronger eastern terminus, though this will increase the bus requirement. 514: Incorporates 513 trips with operating hours and weekend upgrades to provide 7 day 20 min service between Glenroy and Greensborough. Other arrangements should apply for Lower Plenty/Eltham portion of 513. The main benefit here would be a single simple route along Bell St along with upgraded weekend services. 517: Abovementioned split at Greensborough with portion to Northland with longer operating hours and 20 min weekend frequencies (similar to reformed weekday service). 561: Longer operating hours and 20 min weekend frequencies (similar to weekdays) 565: A new route created from the Greensborough - Lalor half of the very complex 566 but extending to Epping Plaza and potentially Wollert. Longer operating hours and every 20 min 7 days. An alternative could be IV's idea to reroute the 901 via this alignment but this would require a replacement route for McDonalds Rd. 570: Longer operating hours and 20 min weekend frequencies (similar to weekdays). Examine scope for simplification at Plenty Rd end in conjunction with 564. 904: A new Rapid route every 10 min formed from consolidating the existing 527 and 903 between Coburg and Heidelberg with an option for a new 903 La Trobe University connection from Doncaster via Heidelberg. While the most complex to implement out of this list its value for money would be high with the strongest likely patronage. More details on the 904 Murray Rd Megabus here. In addition to the above, Route 386 already has a 20 min combined frequency along its overlap with 387. However it could gain some extra Sunday - Thursday night trips (being the busier of the pair) to add to the network's versatility down The Lakes Boulevard and to provide night connections from the 86 tram. Step 5: Up to 6 strong north-south Connector routes These involve weekend frequency increases, improved operating hours (IV suggests 6am - 11pm) on existing routes. There are also some new routes that will require significant changes to the existing network for maximum efficiency. More radically maximum cost-effectiveness may require use of resources obtained by rationalising low usage or duplicative routes in the Greensborough/Eltham area. Candidate routes include: 356/357: Upgrade both with longer hours and each route every 20 min 7 days for a 10 min combined frequency via Epping Rd. Commencing both at Epping should allow easier scheduling for a more even offset. Option exists to extend routes north to intersect with Route 390. 548: La Trobe University - Camberwell route operating over longer hours and at least every 20 min 7 days. All trips would operate directly with Springthorpe estate served by a separate local route. Networking the North has a more ambitious version of this via Heidelberg that it calls the Route 550 with a potential extension as far south as Caulfield. This is a potential future Rapid route. 555:Abovementioned upgrade to every 20 min plus longer hours and 20 min weekend frequency. 556: Abovementioned route simplification for better directness, upgrade to every 20 min plus longer hours and 20 min weekend frequency. 567: Reformed route extended north to La Trobe University and south to Hawthorn / Swinburne University via Chandler Hwy in conjunction with network reform west of Northland and replacement of 609. Networking the North calls this the Route 560 with more detail presented there. This is a potential Rapid route. NEW: Reservoir - Epping. This would be a new Connector style route (ie every 20 min) serving Reservoir West and Edgars Rd, with the latter replacing the 357. This connects more people to Reservoir Station and enables reform of the existing 558 which can become a more direct east-west route from Reservoir to Campbellfield Shopping Centre and arguably onward to Glenroy merging with the existing 536. This would greatly improve connectivity to a lot of places from the west including La Trobe University which is accessible from Reservoir via the 301 shuttle. Concept network maps Only show the 7 day Connector or better routes. Coverage type routes operating at lower frequencies are not shown. More discussion of what these might look like appear in Networking the North, noting that many potential combinations exist. Resourcing and conclusion This reformed bus network for the cities of Darebin and Whittlesea will require additional funding, though some very simple changes (eg splitting 566) need not add service kilometres. The gains from it are however high, especially with regards to 7 day service, connectivity to major destinations and cross-Yarra service. This network is consistent with the aims of the IV report of improved directness, frequency and simplicity without it likely to be too controversial. Note again that it emphasises connector routes so I haven't discussed potential new growth area routes in the north that may be needed. Potential sources for resourcing trade-offs exist outside the review area, notably around Greensborough, Eltham and Diamond Creek where there are overlapping but not necessarily heavily used routes, including semi-rural segments of the 901 orbital. Within the study area there are routes like 350 that do not add significant unique coverage, the substantial overlap between 527 and 903, the terrible 553, the dead end 526 and the weak terminused 567. Also some areas like Bastings St Northcote and parts Heidelberg can have routes removed without sacrificing 400m coverage. Some might also query the service levels of routes like 382 and 555 that parallel tram or train lines and look at those for savings. Having said that the above steps are easily scalable to suit resources and priorities. Comments are appreciated and can be left below. More Useful Network items are here Tuesday, December 05, 2023 TT 185: Full on Sundays - Why Highpoint's 408 bus is leaving people behind Notwithstanding the state auditor-general finding that their portfolio's staffing payroll swelled by 85% in the three years from 2021/22 (the highest of any department and nearly triple the 29% state public service average), the Department of Transport and Planning, constrained by a strongly infrastructure-first government policy agenda, is rarely very responsive when it comes to boosting bus and train services. It pretty much only happens when there's a sustained period of leaving people behind, with media, community or parental pressure often instrumental. And when funding appears even minor changes can take years with the 31 month gap between the May 2021 budget funding for the Route 538 straightening and December 2023 implementation being an example. This isn't good if you want to grow network patronage and reap the benefits arising therefrom. A truly efficiency-minded benefit-maximising agency also ought to be playing a stronger defensive game than DTP currently is. For example fare revenue protection appears weak and unproductive but overserved bus routes can retain unreformed timetables for years. Both are to the detriment of potential cost-effective bus reform some of which fund themselves with only a tiny one-off capital expenditure needed for implementation. That's a long introduction to today's example of a recurring and indeed increasing need. Back in August I mentioned that more and more bus routes had higher passenger boardings per hour on weekends than on weekdays. This was because weekend usage was growing but bus timetables rarely reflected this. For example it's not uncommon for key bus routes to operate at half, one-third or even one-quarter their weekday frequency on weekends, especially Sundays. This pattern is particularly prevalent on bus routes to major shopping centres despite these being major weekend destinations and employment sources. I looked at Chadstone here and here. Highpoint Shopping Centre is another example. It has the 82 tram but this is less convenient to the shopping centre than the bus interchange with seven routes. Two of these routes don't run Sundays and one that does (215) finishes early. The others are typically every 40 or 60 minutes on Sundays, with only 1 of the 7 (the 223) operating every 20 minutes or better all week thanks to some 2021 upgrades. The last two columns are particularly telling. Most trains and trams have a Sunday : M-F wait ratio of close to 1. That is waiting times midday Sunday are not much more than midday on weekdays. However buses are much more variable, even though these are the main public transport mode to major shopping centres which are busiest then. Most notable for Highpoint is the 408, with 60 minute maximum waits on Sunday versus 20 minutes on other days, or a 3:1 ratio. 406 is not far behind with 40 minute Sunday headways, or a 2:1 ratio versus the other days. The ratio is infinite for 407 or 468 as these don't run Sundays. Finally there's the Sunday passenger boardings per hour column. This was based on August - November 2022 productivity data obtained from DTP. Both 406 and 408 are strong routes all week but have highest average loadings on Sundays since their frequency then falls off much more sharply than ridership. 406 and 408 Sunday numbers are also strong on a metropolitan-basis and would remain so if their Sunday frequency was doubled as I recommended here. So much for the numbers, what do high loadings on the 408, the route with the biggest mismatch between Sunday patronage and service provision, look like in practice? For the answer, watch this video (from 26 November 2023). The above video is not a one-off, with other accounts of full buses leaving intending passengers behind on other trips (notably the 6:11pm). Hence a strong case exists for added Sunday trips on the 408 with Route 406 also well deserving of similar improvements. This will require extra funding given that 408's operator (CDC) already has the most efficient network of the major bus operators with little obvious 'fat' to trim thanks to previous reform. The benefits of a 408 boost include not just Highpoint but also Sunshine (for which the 408 is an important feeder from two directions), Sunshine Hospital (whose only bus is the 408) and St Albans (with a large and diverse low income high bus using catchment). Longer term bus network reform for Highpoint could include consolidating the 223 with the 406 for a simpler 7 day turn-up-and-go Footscray - Highpoint route as well as reforming the 903 to provide Highpoint with an east-west SmartBus (to compensate for the promised but never delivered Blue Orbital). With the need now established, the question now is whether minister Williams and the government respond with targeted bus service improvements and network reform. The 2024 state budget would be a great opportunity to revive interest in better bus services after getting little in the 2023 state budget, Bus Plan notwithstanding. And, with such high recent growth in the portfolio's staffing establishment, it's over to DTP Secretary Paul Younis to ensure that planning and delivery capability for improved services is as high as it can be to maximise efficiency and responsiveness. Index to other Timetable Tuesday items Thursday, November 30, 2023 Chadstone Saturday afternoon buses (25 Nov 2023) There's no train station, driving doesn't scale up due to the number of people wanting to go there and the buses, including Route 800, can have 2 hour gaps or not run at all. Welcome to weekend travel at Chadstone shopping centre. While shoppers can avoid it those who work there aren't so lucky. Key issues include a lack of bus priority, the design that adds kinks to through routes and, entirely within the responsibility for the state government to address, the very low service levels. This is particularly the case on weekends when Chadstone is at its busiest. No individual bus route has less than 30 minute maximum waits, not even the premium service SmartBuses. Typical waits on local routes are 40 to 60 minutes. That balloons out to 120 minutes or no service at all for routes that serve taken for granted 'safe' Labor seats like Mulgrave and Dandenong. The video shown below was taken on Saturday 25 November 2023 between about 3 and 5:30pm, ie a popular time for people to be at Chadstone. More information about the Route 800 campaign for 7 day service can be found on the #Fix800Bus Facebook page Tuesday, November 28, 2023 How much is bus fare evasion really? When you talk to people about improving bus services most people, including those who rarely ride them, are supportive. They readily agree that buses should run 7 days or main highway buses should be better than every 2 hours on Saturday afternoons. A few others aren't so sure. Some cite buses running empty. Or note that 'hardly anyone touches on'. They might add that if people don't touch on then it's hard to justify more services. At the very least if few passengers pay the cost of adding trips is increased. This is because although well-targeted service upgrades build ridership the rise in fare revenue is less than it should be. Low fare compliance may also raise the chance that chronic overcrowding, including on hourly weekend buses that leave intending passengers behind, gets ignored. This could be for reasons including (i) the resulting poor quality data, (ii) DTP's lack of efficient demand responsive funding and processes to address crowding and possibly (iii) only a limited personal bus using culture amongst top executives. In modern organisations what is not counted doesn't count. If low touch-on rates understate patronage then there won't be a data-driven trigger to increase service, especially without automatic passenger counters on all buses. Thus if data is bad then the message needs to reach government via other means including social media, citizen journalism and advocacy to get problems fixed. 'Barking dog-based transport planning' is a poor approach for a department of nearly 5000 people and a $560m payroll but may be necessary when expected 'collect data and respond' processes break down. Attitudes to fare compliance Some passengers go out of their way to always pay their fare. Others try but give up if paying is made too difficult. Another group is influenced by what they see, so if they see many others not touching on then they won't either. Fare evasion can even become legitimised in some subcultures, such as was the case in inner suburbs about 25 years ago with trams (even amongst people who could afford to pay). Such social acceptance turns a behaviour into a habit and makes campaigns to change it less credible and effective. Are we now at the same stage with buses? We could be but let's first go back a bit. The seeds of the problem some have with myki on buses were sown more than a decade ago. An early (and I think wrong) decision under Labor was to specify disposable cardboard smartcards rather than simple paper tickets for short term travel. These had the benefit of being able to open myki barriers at stations without needing physical inspection by an attendant. But, having the antenna and chip of a full smartcard, short-term mykis were outrageously expensive to produce relative to a typical short distance 2 hour fare (in some cases then under $1 for concession holders). Short-term mykis were used on Geelong buses during early public testing but were one of the features understandably scrapped when the Baillieu government descoped myki. Thus even a casual trip required pre-purchase of a relatively expensive plastic myki card. This discouraged ridership amongst the honest and fostered evasion amongst the dishonest. Many of myki's problems for tourists and some of the impetus for the counterproductive CBD Free Tram Zone stem from the non-availability of a good value convenient ticket option for spontaneous or casual users. What about COVID-19? Public transport usage (and thus fare revenue) on all modes took a big hit during the pandemic. Weekday peak train and tram patronage remains subdued but bus usage has recovered fastest, especially on weekends. However new factors risk undermining bus fare compliance in the last few years. These include: * The falling number of passengers using periodical (myki pass) as opposed to spontaneous (myki money) payment options due to less 5 day commuting. Unlike myki money users, those using an activated myki pass would not be evading a fare if they sometimes did not touch on. * The pandemic era (and now permanent) removal of cash myki top-ups on buses has removed a widely accessible payment option, especially in suburbs with few myki outlets or train stations. * Bus drivers now being physically screened from passengers and unlikely to ask people to touch on, with the Labor government influenced by TWU advocacy over safety concerns. Unlike station PSOs, who typically work in pairs, bus drivers are on their own, are not particularly highly paid and commonly take a 'play it safe' attitude for their own safety. * The continued low chance of encountering Authorised Officers on buses, thus encouraging the calculating type of serial fare evader who remains ahead even after several fines per year. * The politically-driven $10 statewide fare cap, that by flattening the fare scales, make $5 short trips look punitively expensive, especially if a myki card also needs to be purchased ($11 total per adult). I've added this point because perceived fairness aids legitimacy and compliance. Flat fares are simple to understand but are widely viewed as less fair, especially for shorter trips (which are made by more people more often than longer trips). * Wider economic conditions including inflation, housing costs and falling real incomes especially for those under 40. These may make fare evasion tempting if it is easy and there is a low chance of getting caught. It's true that the government promotes some other payment options, including online and mobile phone myki top-up. However the latter requires an NFC chip that not all phones have. Fare payment will get easier once credit/debit card tapping on/off becomes possible. But for now the above points may weaken compliance from those who find payment inconvenient, not what their friends do or easy to avoid. What DTP reports The above is the pessimistic view. What do the numbers say? DTP's 2022-23 annual report says that bus fare compliance was 96%, or 24 out of 25 passengers. That looks pretty high and would seem to validate current policies and administration. That high proportion is also likely near the point where throwing more resources into fare enforcement is unlikely to return its cost in added fare revenue. Want to delve into those numbers more? You can do so via the revenue protection and fare compliance part of the PTV website. There you can find fare compliance survey numbers and the Network Revenue Protection Plan for 2023. Of note is a big uptick for buses, with the reported 96% in October 2022 the highest in the data series. Having said that there's much more data volatility than for Metro train and trams, so I'd want to see more data points before concluding there's a real trend. What were they saying last year when the compliance numbers for buses was pretty dire? DTP appears to have removed the 2022 Network Revenue Protection plan from their website. But fortunately you can find it in this archived Wayback Machine version (direct pdf link here). The 2022 plan is worth reading as it had a bit to say about accommodating bus passengers who could previously top up with cash. It's important to get one thing straight first up. Fare compliance and touching on are different measures. Those who don't touch on are not necessarily evading a fare if they are travelling on some sort of periodical pass or, with myki money, have done prior travel and are still within their first two hours or have reached their daily cap. Thus the system could still achieve the claimed 96% fare compliance even if the touch on rate is lower. How much lower can the touch on rate be to support a 96% fare compliance? It depends on factors like the use of periodical type options (eg an activated myki pass as opposed to myki money) and people doing a lot of changing. If both these are low (likely for a lot of local off-peak bus trips) then the touch on rate will need to be much nearer to 96% than otherwise. What's bus fare evasion really like? You've just seen two very different impressions of the extent of fare evasion on Mebourne's buses. What might be dismissed as hearsay says it's very high. Whereas the 'official line' from DTP, complete with graphs and reports, says it is very low at 4%. My hypothesis is that the truth will be somewhere in between. That is more passengers than 'hardly anyone' will touch on. But also that significantly more than DTP's claimed 4% will not be fare compliant. The simple way to do a survey is to ride some buses and count the number of people boarding who touch on versus those who don't touch on. That gives the touch on rate. The more complex (and better) method is to check each passenger's ticket for compliance. DTP has that power. I do not. Hence I went for the easier non-intrusive method of just counting touch ons. That won't give a statistic that can be directly compared to DTP's compliance figure. But it could put to bed some of the wilder claims. And if a low touch-on rate was observed then it could make a high claimed compliance rate like 96% seem unlikely. My testing involved taking trips, mostly in the south-east suburbs, to observe the proportion of boarding passengers who touched on. Here is what I saw: * Test 1: 14/11/2023 5:30 am approx Route 902 from Chelsea to Mulgrave Validated / Total boardings 14/26 = 54% * Test 2: 22/11/2023 1:45 pm Route 902 from Chelsea to Mulgrave Validated / Total boardings 21/53 = 40% Despite the above trip being before normal school finish time, the trip included a significant number of school students making local trips who did not touch on. * Test 3: 22/11/2023 2:59 pm Route 850 from Mulgrave to Dandenong North Validated / Total boardings 3/50 = 6% About 90% of passengers on this trip were school students who did not touch on. It is possible that some had student myki passes so were not fare evading despite them not touching on. * Test 4: 22/11/2023 3:52 pm approx Route 800 from Dandenong to Springvale Validated / Total boardings 3/9 = 33% * Test 5: 22/11/2023 4:31 pm approx Route 902 from Springvale to Chelsea Validated / Total boardings 7/15 = 47% * Test 6: 25/11/2023 2:30pm approx Route 822 from Highett to Chadstone Validated / Total boardings 5/7 = 71% * Test 7: 26/11/2023 9:20am approx Route 408 from St Albans to Highpoint Validated / Total boardings 22/53 = 42% Touch on rates from this selection of trips were typically about 30 to 70 %. Touching on was highest during the early commuter peak. It was lowest during school peaks with touching on rare amongst school students. Authorised officers are rarely seen on buses. And even where a report of non-compliance is issued it can be challenged and fines sometimes waived, as recently reported here. With such a low touch on rate to start with, it appears unlikely that adding previous discussed factors would get the compliance rate up to anything near the reported 96%. Instead one might be more inclined to the view that DTP has basically lost control of fare compliance on buses. Once people have got used to not paying it's going to be doubly hard to convince them to pay, especially given the non-availability of top-ups on buses, unfairness introduced by the statewide flat fare, the perceived low chance of getting caught and demonstrable cost of living increases. As inadequate as they are, my little surveys have led me to the view that the touch on rate for buses is often low. While fare compliance will be higher than that, 96%, as reported seems improbable. Improved means of data collection, such as automatic passenger counters on buses, could be helpful for several purposes including identifying overcrowding, prioritising service adjustments and enabling more efficient fare compliance and enforcement activity. The DTP annual report is an official government document reporting on its activities and performance. The public and stakeholders (including Parliament) have a right for published information to be correct. And the department has an obligation to make it so. It should not be possible for a few casual observations to raise significant questions on an important metric. After all we are told that lack of resourcing (ie funding) is a reason for such limited service levels on many key bus routes. On the matter of bus fare compliance at least, department secretary Paul Younis has some explaining to do given the large gap between rosy reporting and on-the-ground reality. Like I suggested for the auditor-general's a little while back, going on a few bus rides would have helped greatly. Maybe even the Sunday 6:11pm Route 408 trip from Highpoint for starters! Tuesday, November 21, 2023 UN 165: Bus upgrades for a broke government I'm getting the same message from everyone in government circles: "we're broke". But that shouldn't mean they should give up on improving bus services. Indeed buses are the best option if you want to improve transport for a lot of people in a lot of suburbs. Especially with the opportunities open due to Melbourne's historic slowness with bus reform, with many decades-old inefficiencies and complexities remaining to be fixed. Back in March I suggested ten super cheap bus boosts for 2023. The good news is that one of those ten improvements got done with the 271 gaining Sunday service last month That wasn't so hard was it? The need to identify cost-effective bus improvements has got even more pressing in the last year with rising concerns over cost of living pressures and housing affordability. And it's not just individuals; governments that borrowed heavily are also feeling the pinch with interest rates soaring. Although there's still cranes in the sky, it feels like we're in a 'major project autumn' with few if any new commitments being made and some older ones never actioned (Rowville tram anyone?). However we're still growing, so the case for continued transport improvements, especially the type that is either cheap or works existing assets harder, is overwhelming. That basically means a mix of active transport links, off-peak rail frequency upgrades and big dollops of bus reform. Unfortunately Victoria's Bus Plan, intended to tackle the latter, is the stunted child in the government's transport agenda. Buses never got the largesse that road and rail infrastructure did in the boom years. There wasn't much new in the 2023 state budget either. While Infrastructure Victoria publicly promotes bus reform, DTP's Paul Younis & co are strangely quiet despite a plan existing. For example they chose not to give Victoria's Bus Plan a single mention in DTP's recent annual report. Bus Plan has also apparently vanished from the DTP website with nothing searchable at the time of writing. Then minister Ben Carroll vigorously promoted the benefits of improved bus services but presumably too few others in government agreed to make it a serious priority (especially if they thought transport was already generously funded, albeit for infrastructure, not services). When you add these points it's hard to escape concluding that the Bus Plan currently has only a low status within DTP and government. One hopes new minister Gabrielle Williams can revive departmental interest and win support within government for bus reform and funding. Victoria's Bus Plan was essentially a 'plan for a plan'. Many details that one might have expected in it got held over for the Bus Reform Implementation Plan. That's not out yet. It may still meet its late 2023 deadline. However almost 30 months to wait is way too long. We've removed level crossings in less time than that. One can't help thinking whether lead times would be shorter if DTP's top executives included more Ken Mathers-like figures who get stuff done. The late 2022 announcement to review bus networks in Melbourne's north and north-east was welcome. However the review's size involving over 100 often interdependent bus routes likely extended time-lines, especially without certainty of funding. While well-intended this approach may not suit current budget circumstances nor the need to build delivery capability and momentum with early and closely spaced 'quick wins'. I'd have prioritised the latter, with a larger number of simpler initiatives done quickly and concurrently. Instead of starting at the top, DTP could have started at the bottom of the 'bus reform pyramid' below. And high patronage potential routes in areas like Dandenong should have been improved first to maximise early benefits. As DTP reform and delivery capability grows work could move up the pyramid, implementing more advanced reforms. Work in several areas should proceed in parallel to spread benefits as widely as possible. I say this because of the experience about 10 years ago under PTV. In 2014 it implemented significant bus network reform in Brimbank under a minister receptive to bus reform. Unfortunately the opportunity to do likewise in the east, eg around demographically similar Dandenong, was not taken despite similar social needs and network issues. Later the politics changed and the door to bus reform closed. Hence routes and timetables in areas like Noble Park North and Dandenong North today remain inconvenient and unreformed now because PTV was not agile enough to act when the opportunity existed. What are some specific 'base of pyramid' reforms we could be thinking about today? Here's such a list, refined from the March item with more detail added and offsetting savings identified: Timetable changes only These redistribute bus service kilometres from low to higher patronage potential routes, benefiting more people. They are the simplest to do as they are within the same bus operator group and do not require new bus purchases. 1. Route 800 longer operating hours, higher Saturday frequency and new Sunday service. Funded from reduced service on much quieter Route 704 and deletion of the largely duplicative Route 698. More here. Benefits: Would provide 7 day service to Chadstone Shopping Centre along Princes Hwy on Melbourne's most productive bus route without it. 2. Route 420 Sunday - Thursday evening operating hours extended to midnight approx. Funded by reducing or eliminating weekend service on Route 422 (with limited unique coverage). Benefits: Would extend after 9pm service to a large low-income/high patronage area currently without it. Route already operates 24 hours on weekends as a part of Night Network but finishes approx 9pm other nights. 3. Route 220 earlier Sunday start. Funded by reducing early Saturday frequency on Route 223 from every 15 to every 20 min. Benefits: Would increase Sunday span on popular routes with earlier CBD arrivals. Even just adding one trip for a 30 min earlier start would be very worthwhile given the area's demographic catchment. 4. Route 431 operating hours extended to 9pm and 7 day service. Funded by reducing Route 432 from an uneven 20-30 min to an even 30 minutes off-peak weekdays. More here. Benefits: Adds evening, 7 day and public holiday service in Kingsville area without it. More reliable off-peak connections with trains and a clockface timetable on the 432. Route 432 currently has very low patronage productivity so some transfer of resources from it is justified and would likely go unnoticed. 5. Route 237 weekend service added. Funded by reducing weeknight frequency and transferring service hours to weekends. Current timetable is weekdays only despite serving apartments on Lorimer St. Benefits: Would provide a basic 7 day service to apartments on Lorimer St. 6. Extended hours on Routes 580 and 582. Funded by reducing frequency on long and poorly used routes 578 and 579 and transferring service hours to Route 582 (which currently finishes early) and Route 580 (which has a late Sunday am start). Benefits: Would upgrade both routes 580 and 582 to minimum service standards (ie 9pm finish) 7 days per week. Further benefits may be possible if route reforms are brought into scope, eg making 582 bidirectional and extending it to Greensborough. Splitting complex routes Splitting can simplify long and indirect routes into two straighter routes with a new route number introduced for one half. No stops are missed and there need be no time or timetable changes (although these might be desirable). Desirable splits could include the following: 1. 380 at Ringwood and Croydon. A complex circular route that could be simplified to two Ringwood - Croydon bidirectional routes, one north and the other south. Weekend operating hours extensions are desirable but the split can be done without them. This route serves Maroondah Hospital. 2. 469 at Airport West. This split at a major shopping centre would simplify a very complex and circuitous route. Route number 466 is available for one of the sections. 3. 517 at Greensborough. This Northland - St Helena route has a busier western portion and a quieter eastern portion. The entire route operates every 24 minutes on weekdays, not meeting trains every 20 minutes. Splitting the route at Greensborough with the western portion every 20 minutes and the eastern portion every 40 minutes would better match usage with service provision. The eastern portion (Route number 519 suggested) could have its timing optimised to meet trains at Greensborough with departures evenly staggered with the existing 518 (also every 40 min). 4. 566 at Greensborough. A complex route that backtracks via Greensborough with some stops served by buses in both directions. No one would ride it end to end. Hence it is a good candidate for a split at Greensborough, adding amenity to the rebuilt station and bus interchange. Other potential improvements include a western extension to Epping Plaza and improving its frequency from the current ~23 to 20 minutes to harmonise evenly with trains. 565 is a spare route number suggested for the northern portion. 5. 736 at Glen Waverley. Again no one would ride this end to end as walking would be quicker and there is a train. Glen Waverley is a major centre, interchange and future SRL station. The service would become easier to use if it was split into two routes. Through running and timetables could even remain the same with a route number changing at Glen Waverley. Spare number 739 could be used for the eastern half. Removing kinks and deviations Some bus routes have kinks or deviations that slow through passengers but do little to improve network coverage. Some kinks may add confusion or leave gaps of up to 80 minutes in the timetable if they only operate on some trips. Examples of routes with kinks or backtracking that could be removed include 273 (Blackburn North), 279 (Blackburn Station), 504 (indirectness in Fitzroy North), 503 & 510 (near Essendon), 506 (Smith St), 536 (alternating paths) and 833 (Frankston-Dandenong Rd). Others like 555, 556558, 624, 742 and 895 (to name a few) are also complicated. Cutting poorly used kinks may free up service kilometres that could fund improvements, even if it's just adding one or two earlier or later trips on a popular route run by the same operator. Economical network reform within the one operator group While network planning is best by region rather than by bus operator, there are still cases where small cost-effective improvements can be made by redistributing service kilometres within a bus operator's network from quieter to busier routes. This is least likely where a bus operator has a. only a few routes, b. relatively low service levels, c. few quiet routes and/or d. an existing or recently reformed efficient network (so there are few further efficiencies). Conversely prospects for cheap reform are highest for operators that have a. many routes, b. relatively high service levels, many quiet routes, and/or d. an inefficient network with indirect and overlapping routes that hasn't been reformed for years. Below is my first cut at graphing this for various Melbourne bus operators. Approximate size is left to right while cost-effective network reform potential is bottom to top. At bottom left is Martyrs. Their only regular route is the 683. It's direct, efficient and well used. So you'd leave it as is. To the right of them is McKenzies. They run a few more routes. However their scope for reform is very low since I've factored in the reformed Yarra Valley network starting in a few days. But if I was comparing the current network then McKenzies would be higher up, somewhere near Panorama Speaking of which, Panorama, in the top left, is the only smallish operator who I've rated as having high reform prospects. Why? Although they run only a few routes, I regard them as the keystone to bus reform in the Eltham / Diamond Valley area, which has a large number of low productivity bus routes. Reform to these could unlock wider benefits that ripple all across north-east Melbourne. This is because Panorama run the very lowly used but quite highly served (for a semi-rural area) 578 and 579. If you are able to redistribute bus hours resources from these to more densely populated areas like Eltham, Greensborough and Templestowe then there may be an overall patronage gain. One option could involve changing the circular unidirectional Route 582 at Eltham to a bidirectional Eltham - Greensborough route, passing near Montmorency via the 293 alignment. In conjunction with a kilometres neutral swapping the 901 and 902 alignment in the Greensborough area (providing a direct Greensborough - Doncaster SmartBus connection) the 582 extension makes the 293 (run by Kinetic) redundant. All that extra kilometres could be put on the popular 281 to increase its frequency to 15 minutes weekdays and likely 30 minutes weekends with new Sunday service and longer operating hours. This concept would need to be weighed against alternatives (as better options may be available) but illustrates that even a relatively small change can have a benefit across a wide area. What about other corners? CDC is alone in the bottom right. This is because it is the rare combination of being a large operator that has had most of its routes redone during the big Williams Landing, Brimbank and Wyndham reforms of 2013 - 2015. Most of its routes are more productive than the Melbourne average yet service levels are often quite low, with 40 minute off-peak headways common. Boosting frequencies of these would be an excellent idea but new funding is required as there are few if any economies to be found in a generally direct and efficient network. The main exceptions are their operations in the east where there are potential low (but likely not zero) cost reform opportunities involving routes like 606, 623 and 624 remaining. The top right is the most interesting. Here you've got three big operators with either high service levels, overlapping routes or unreformed networks. Each has slightly different network issues but economies of scale should make aspects fixable. Of these Dysons has the least reformed bus network in Melbourne, especially after taking over the Reservoir Bus operations. Everything that's wrong with Melbourne buses can be found on a Dysons service, whether it be the sparse service of the 609, the backtracking of the 556 or 566, the midday reversal of the 558, the weak terminus of the 552, the midday Saturday finish of the 559 or the prevalence of 22 - 25 minute headways that miss trains every 20 minutes. It is possibly for these reasons that the government chose Melbourne's north for its first bus reviews in September 2022 notwithstanding the complexity involved. Dysons run no SmartBuses so their service levels are not particularly high. However there are portions of their routes with relatively poor catchments and patronage productivity, for example the Diamond Creek end of the 381 or the 517 north of Greensborough. Rationalising these could free up a few service kilometres for routes that need it more. Generally though cost-effective timetable reforms likely also require network reforms making improvements here harder than for other operators' routes. I've rated Kinetic's scope for reform as being slightly lower than Dysons or Ventura thanks to significant network reforms in 2014, 2021 and even a little in 2023. However Kinetic runs most of Melbourne's high service SmartBus routes. Sections of these overlap other routes or serve poor catchments. Notable examples include 901 overlaps with 280/282, 309 and 902 and 903 overlaps with 232, 411, 465 and 527. Such overlaps make the orbitals less consistently productive than they should be and impose opportunity costs, particularly with regard to their currently poor weekend frequencies. Semi-rural areas like Yarrambat get an orbital SmartBus that is arguably overservicing. And while the Greensborough area gets an (arguably generous) two SmartBus orbitals (901 and 902), none provide a frequent connection between the two big centres of Greensborough and Doncaster, leaving the job to the duplicative and infrequent 293 (that nevertheless has good productivity performance). Swapping the 901 and 902 in both the Greensborough and Broadmeadows areas could provide this connection as well as improve directness to Melbourne Airport. There is a lot of buses and service kilometres tied up in the SmartBus orbital routes. The government has shown it can reform orbitals by recently rerouting the 903 via Deakin University. If it wants a more efficient bus network for the least money it will have to revive discussion about splitting the SmartBus orbitals despite splitting being one of the controversial parts of the aborted 2015 Transdev network More than any other Melbourne bus operator, Kinetic has a reserve of bus service kilometre resources that could be used to cost-effectively optimise the network. As well as the orbitals mentioned previously these include expensive to run but poorly used and/or duplicative routes like 232 and the 280/282 Manningham Mover. Potential benefits could include new SmartBus routes, much needed weekend service upgrades on the busiest parts of some orbitals, extra coverage in areas without it like around Ringwood East and simplifying the very complex 600/922/923 corridor between St Kilda, Sandringham and Southland. Ventura is like Dysons in that it doesn't have a lot of really high service routes and most of its territory hasn't had a lot of bus network reform. Nevertheless some of its routes, like 693 and 742 on Ferntree Gully Rd, have significant overlaps with scope for consolidation. The same can be said for growth areas between Berwick and Cranbourne plus simplification around Pakenham. And there are established areas like Bentleigh East, Mulgrave, Keysborough and Dandenong North where it might be possible to simplify networks and boost service frequencies. Weekend services better than the typical 60 minutes would be very desirable but I'm not sure there's a lot of 'fat' to improve more than a few routes within existing resources. Area based network reforms across operators These are the most challenging for the DTP to arrange but are necessary to maximise 'bang for buck' by removing inefficiencies to deliver the simple frequent and direct services that the Bus Plan (correctly) says we want. The tougher the budget the more important such planning creativity becomes in improving bus services. And there have been local examples of multi-operator sharing for an overall network benefit, such as with the successful Route 900 SmartBus between Caulfield and Rowville. A few opportunities for network reform involving two or more operators might include: * Ballarat Rd frequent bus. Network reform based on reforming 220 and 410 between Footscray and Sunshine, with 220 operating along more of Ballarat Rd to provide a simpler service linking both VU campuses. Service would be tram-like, ideally every 10 min or better all week. * Footscray - VU - Highpoint. Based on merging 223 and 406 to provide a simple frequent 7 day bus between major destinations. Current services are less frequent than they should be and, in the case of 406, indirect as well. Route 409 may also need reform in the area to retain coverage. Again you'd be wanting a 10 min 7 day service with long operating hours. * SmartBus routed via Highpoint. Based on rerouting the 903 between Essendon and Sunshine via Highpoint, replacing 468 and 408 in area. Would likely require other compensatory reforms, eg longer hours and more frequent Sunday service for the 465 and an extension of the 406 to Sunshine to replace the 903. This mini-review would remove the 903/465 duplication and bring orbital SmartBus services to Highpoint (as intended with the aborted Blue Orbital). * Millers Rd Altona North. Corridor currently has multiple overlapping routes (232, 411, 903) yet still has low frequencies, especially on weekends. Potentially ripe for consolidating with 411 becoming the main frequent SmartBus type route in the area and the 903 finishing at Sunshine. Best done in conjunction with an Altona North network review that features improved and more direct connectivity to Newport Station and potentially Fishermans Bend. * Coburg - Heidelberg via Northland. Based on merging portions of Route 527 with 903 to provide a 7 day orbital service running every 10-15 minutes between major destinations, trams and trains. More. * Berwick - Cranbourne. Based on simplifying and joining local routes to provide a one-seat ride between these key destinations, preferably every 20 minutes or better. Ventura and Cranbourne Transit currently operate in the area with some routes often having large overlaps, low frequencies and weak termini. As Clyde Rd is a growth area corridor an examination of whether current GAIC funding arrangements are flexible enough to permit the most efficient and economical bus network planning would be essential. A broke government can still make bus reforms. Indeed wise spending requires it. Several ideas to maximise the benefit from our bus assets and funded service kilometres have been presented. While an effort has been made to identify offsetting costs for operations, there will still be some setup costs. However these are worthwhile to kick-start the benefits listed and are small relative to what is spent on major projects or even DTP executive salaries. PS: An index to other useful networks is here.	51ebf011-cea7-495d-9135-87ad4c8c0969
Skip to main content Welcome to the Motherhood Center’s comprehensive guide to ensuring the safety of your precious little ones during every car ride. As parents and caregivers, your child’s safety is undoubtedly your top priority, and that’s why understanding the ins and outs of car seat safety is absolutely crucial. In this guide, we’ll walk you through everything you need to know about selecting, installing, and using car seats for infants and toddlers. At the Motherhood Center, we’re committed to providing you with the most up-to-date and expert advice, so you can make informed decisions for your family. From newborns to growing toddlers, each developmental stage comes with its own set of considerations when it comes to car seat safety. Our guide will cover various types of car seats, guidelines for proper installation, essential safety practices, and even address common mistakes to avoid. Your child’s journey from infancy to toddlerhood is marked by rapid growth and development, and your approach to car seat safety should evolve accordingly. Whether you’re a first-time parent or have a growing family, our goal is to empower you with knowledge that ensures your children ride in the safest and most secure manner possible. So, let’s dive in and explore the world of car seat safety together. By the end of this guide, you’ll have the confidence and know-how to choose the right car seat for your child’s needs, install it correctly, and embark on every car journey with peace of mind. Your child’s safety is our priority, and this guide is here to support you every step of the way. Understanding Car Seat Types When it comes to car seat safety for infants and toddlers, it’s crucial to delve into the different types of car seats available. Every child’s journey from infancy to toddlerhood is unique, and selecting the right car seat type that matches their developmental stage is paramount for their safety and comfort. In this section, we’ll explore the two primary categories of car seats: infant car seats and convertible car seats. Infant Car Seats Rear-Facing Only: Infant car seats are meticulously engineered to cocoon your little one in a rear-facing position, which is considered the safest way for infants to travel. This design effectively cradles their delicate head, neck, and spine, distributing any crash forces evenly across their body in the event of an accident. Typically suitable for babies from birth up to around 1 year of age, these seats are a must-have for newborns. Weight and Height Limits: It’s crucial to heed the weight and height limits specified by the manufacturer for infant car seats. As your baby grows and approaches these limits, it’s a sign that it’s time to transition to a different type of car seat that can accommodate their evolving needs. Travel System Compatibility: Many infant car seats come with a brilliant added feature: compatibility with stroller frames. This innovative design allows you to effortlessly transfer your little one from the car to the stroller without disrupting their nap. Convenience meets safety in these travel system setups. Convertible Car Seats Extended Rear-Facing Option: Convertible car seats are engineered to grow with your child, providing extended rear-facing capabilities. This means they can accommodate infants as well as growing toddlers. With the ability to be used in a rear-facing position until your child reaches the maximum weight or height determined by the manufacturer, these seats offer enhanced safety during those formative years. Transitioning to Forward-Facing: Once your child surpasses the rear-facing limits of the convertible seat, it can be reconfigured to face forward. However, it’s worth noting that the recommendation is to keep your child in the rear-facing position for as long as possible, as it offers a higher degree of protection. Harness Adjustments: Convertible car seats offer the flexibility of adjustable harness heights and crotch strap positions. This ensures a snug and secure fit as your child grows. Always consult the seat’s manual to ensure these adjustments are made correctly. Understanding the nuances of these car seat types lays a strong foundation for making informed decisions. As your child progresses through different stages, their car seat needs will change. The next section will delve into the process of selecting the right car seat based on your child’s age, size, budget considerations, and features that align with your family’s lifestyle. Selecting the Right Car Seat Choosing the right car seat for your child is a decision that requires careful consideration of various factors. As your child grows and their needs evolve, it’s essential to find a car seat that not only ensures their safety but also suits your family’s lifestyle and budget. In this section, we’ll walk you through the key aspects to keep in mind when selecting a car seat for your infant or toddler. You may also like Sibling Rivalry: How to Foster a Positive Relationship Age and Size Considerations The age and size of your child play a pivotal role in determining the appropriate car seat type. Infant car seats, with their rear-facing design, are tailored for newborns up to around 1 year of age. On the other hand, convertible car seats offer extended usage, accommodating both infants and toddlers. Make sure to follow the manufacturer’s guidelines regarding weight and height limits to ensure the perfect fit for your child. Budget and Features Car seats come in a wide range of prices, and it’s important to establish a budget before you start shopping. While it’s tempting to opt for the latest and most feature-rich model, remember that all car seats available on the market meet stringent safety standards. Consider features that align with your family’s needs, such as easy installation, machine-washable covers, and additional padding. Ease of Installation Proper installation of the car seat is non-negotiable when it comes to safety. Look for car seats with straightforward installation procedures, clear instructions, and user-friendly mechanisms. Some car seats come with innovative installation systems, like the LATCH system (Lower Anchors and Tethers for Children), which simplifies the installation process and ensures a secure fit. Reading User Reviews User reviews are a goldmine of practical insights and real-world experiences. Before making your final decision, take the time to read reviews from parents who have already used the car seat you’re considering. Their feedback can provide valuable information about the seat’s comfort, durability, ease of use, and any potential drawbacks. Selecting the right car seat is a crucial step in ensuring your child’s safety during car rides. By considering their age, size, budget, desired features, and user reviews, you’ll be well-equipped to make an informed choice that aligns with your family’s unique needs. In the next section, we’ll guide you through the critical process of properly installing your chosen car seat, ensuring maximum safety and peace of mind for every journey. Proper Car Seat Installation Ensuring your child’s car seat is properly installed is a paramount aspect of their safety while traveling. A securely installed car seat significantly reduces the risk of injury in the event of a collision. In this section, we’ll delve into the essential steps and considerations for correctly installing your chosen car seat. LATCH System Installation The LATCH system (Lower Anchors and Tethers for Children) is designed to simplify car seat installation. Most vehicles and car seats manufactured after 2002 are equipped with this system. It involves attaching the car seat to designated anchors in the vehicle, eliminating the need to use the seat belt for installation. Always refer to both your car seat’s manual and your vehicle’s manual for specific instructions on utilizing the LATCH system correctly. Seat Belt Installation If your vehicle doesn’t have the LATCH system or if you prefer using the seat belt for installation, it’s crucial to follow precise steps. Thread the seat belt through the appropriate path outlined in the car seat manual, ensuring it’s securely tightened to minimize any excess movement. The car seat should remain steady with minimal wiggle room once correctly installed. Angle Adjustment for Newborns For newborns and infants, achieving the correct recline angle is vital. Many car seats come with built-in angle indicators or adjustors to help you achieve the appropriate position. A correctly reclined seat ensures your baby’s airway remains open and unobstructed, reducing the risk of their head falling forward during the journey. Harness Tightness and Placement A snug harness is a key component of car seat safety. Straps should lie flat against your child’s body without twists, and the chest clip should be positioned at armpit level. The “pinch test” is a simple way to check if the harness is tight enough: you shouldn’t be able to pinch any slack between your fingers at the shoulder. Proper car seat installation is a responsibility that can’t be taken lightly. Always consult the car seat manual for manufacturer-specific instructions, as each model may have unique installation requirements. The effort you invest in correctly installing the car seat will pay off in the form of your child’s safety and your peace of mind. In the next section, we’ll outline essential car seat safety guidelines that go beyond installation to ensure your child’s well-being on every car journey. Essential Car Seat Safety Guidelines While proper car seat installation is crucial, there are additional safety guidelines that parents and caregivers should be aware of to ensure the well-being of their infants and toddlers during every car ride. These guidelines go beyond installation and address important considerations that contribute to a safe and secure journey. Rear-Facing Recommendations It’s recommended to keep your child in a rear-facing car seat for as long as possible, following the guidelines provided by the car seat manufacturer. Rear-facing positions offer optimal protection for your child’s head, neck, and spine, distributing crash forces across their entire body. Many convertible car seats allow for extended rear-facing use, offering enhanced safety during their early years. Avoiding Bulky Clothing Bulky clothing, such as winter coats and snowsuits, can interfere with the snugness of the harness straps. When strapping your child into the car seat, remove any thick layers to ensure the harness fits closely against their body. You can place a blanket over them once they are securely strapped in. Positioning of Straps and Chest Clip Ensure the harness straps lie flat against your child’s body and are threaded through the correct slots at or just below their shoulders. The chest clip should be fastened at armpit level. Proper strap placement prevents your child from slipping out of the harness in the event of a collision. Regular Car Seat Check-Ups Perform routine checks on your child’s car seat to ensure it remains secure and properly installed. Before every journey, give the seat a firm shake to check for excessive movement. Make sure the harness is snug and the chest clip is properly positioned. Regular inspections help catch any issues before they compromise your child’s safety. You may also like Navigating Parenthood in 2024: A Financial Guide for Expectant Parents By adhering to these essential car seat safety guidelines, you’re taking proactive steps to protect your child during car rides. The combination of proper installation, rear-facing positioning, appropriate clothing, and consistent checks ensures a comprehensive approach to their safety. In the next section, we’ll guide you through safe travel practices when using car seats, whether you’re flying or simply heading out on the road. Traveling Safely with Car Seats As a parent, you understand that life with a little one involves both local trips and grand adventures. Whether you’re planning a cross-country road trip or a flight across the country, ensuring your child’s safety during travel is of utmost importance. In this section, we’ll explore safe travel practices when using car seats, both in airplanes and rental cars, as well as how to seamlessly integrate car seats with strollers for convenience and peace of mind. Air Travel Guidelines When traveling by air, it’s essential to know the guidelines for using car seats on airplanes. Many airlines allow you to use an FAA-approved car seat on board, either in your child’s purchased seat or as a carry-on item. This offers your child the same level of protection they would have in a car. Check with your airline in advance to confirm their specific regulations and ensure your car seat is approved for air travel. Renting Car Seats at Destinations Renting a car at your destination? While it might be tempting to rely on rental car seats, it’s important to remember that the safety history of these seats is unknown. Whenever possible, bring your child’s car seat from home. If this isn’t feasible, research reputable car rental companies that provide well-maintained, age-appropriate car seats for your child’s safety. Securing Car Seats in Rental Cars Properly installing a car seat in a rental car is just as vital as in your own vehicle. If the rental car has the LATCH system, you can utilize it as you would in your car. If not, the seat belt installation method remains a reliable option. Always consult both the car seat and rental car manuals for instructions specific to your situation. Using Car Seats with Strollers Travel systems that combine car seats and strollers offer a seamless transition between car rides and strolls. These systems allow you to move your child from the car to the stroller without waking them up. Ensure the car seat clicks securely into the stroller frame and that all safety mechanisms are engaged. Traveling with a car seat requires extra planning, but it’s a small price to pay for your child’s safety. By following air travel guidelines, considering the safety of rental car seats, securing car seats in rental cars properly, and utilizing travel systems, you can ensure a smooth and secure travel experience for your little one. As you prepare for your family’s next adventure, remember that your child’s safety is paramount. By implementing these travel safety practices, you’re providing the foundation for a journey filled with joy and cherished memories. In the upcoming section, we’ll discuss the appropriate timing for transitioning your child from one type of car seat to another as they continue to grow. When to Transition Car Seats Just as your child reaches various developmental milestones, their car seat needs also evolve. Knowing when to transition from one type of car seat to another is crucial for their safety and comfort. In this section, we’ll guide you through the key considerations and signs that indicate it’s time to make the transition. Height and Weight Limits Car seat manufacturers provide specific height and weight limits for each seat model. These limits are not mere suggestions; they are designed to ensure the seat’s optimal performance during a collision. Once your child exceeds these limits, it’s time to transition to a seat that accommodates their new size. Signs of Outgrowing a Seat Apart from reaching the height and weight limits, there are visual cues that suggest your child has outgrown their current car seat. If their head is less than an inch from the top of the seat, their shoulders are above the top harness slots, or their ears are above the top of the seat shell, it’s time to consider a larger seat. Moving from Rear-Facing to Forward-Facing For convertible car seats, transitioning from rear-facing to forward-facing is a significant step. However, experts recommend keeping your child in the rear-facing position for as long as possible. Only make the switch when they’ve outgrown the rear-facing limits of their current seat. Rear-facing offers more protection for their head, neck, and spine. Transitioning to Booster Seats Booster seats are the next stage in car seat progression. These seats are designed for older children who have outgrown their forward-facing car seats but are not yet ready for the adult seat belt. Typically, children should transition to a booster seat when they’ve reached the height and weight requirements of their current forward-facing seat. Navigating the transitions between car seat stages can be a bit complex, but it’s a critical aspect of your child’s safety journey. Always consult the manufacturer’s guidelines and adhere to best practices recommended by safety organizations. By recognizing the signs and following the appropriate timelines, you’re ensuring that your child continues to ride safely as they grow. In the next section, we’ll discuss common mistakes to avoid to guarantee the effectiveness of your child’s car seat. Common Mistakes to Avoid As parents and caregivers, your dedication to your child’s safety is unwavering. However, even with the best intentions, there are common mistakes that can inadvertently compromise the effectiveness of your child’s car seat. By being aware of these pitfalls, you can take proactive steps to ensure your child’s safety during every car ride. You may also like Doula Delights: Creative Ways to Honor Your Postpartum Support Loose Harness Straps One of the most common mistakes is leaving the harness straps too loose. Straps should fit snugly against your child’s body, with no room for them to slip their arms out. Perform the “pinch test” – if you can pinch a fold in the strap at their shoulder, it’s too loose. Adjust the harness so it lies flat against the body. Incorrect Harness Height As your child grows, the harness height should be adjusted accordingly. Straps should be at or just below their shoulders for rear-facing seats and at or just above their shoulders for forward-facing seats. Ensure the chest clip is positioned at armpit level to keep the harness in place. Improper Angle of Car Seat For rear-facing seats, the correct angle is crucial. The car seat should recline at an angle that allows your baby’s head to stay back, preventing their chin from touching their chest. Many car seats come with angle indicators or adjustors to help you achieve the proper recline. Using Expired Car Seats Car seats have an expiration date for a reason. The materials and structure of the seat can degrade over time, affecting its performance during a collision. Check the label on your car seat for the expiration date and replace it if it’s past its prime. Non-Compliance with Guidelines It’s crucial to follow the guidelines provided by both the car seat manufacturer and safety organizations. This includes adhering to height, weight, and age limits for each seat type, as well as following installation instructions meticulously. Avoiding these common mistakes requires vigilance and attention to detail. By double-checking the harness snugness, adjusting harness height, ensuring the correct angle, using non-expired seats, and adhering to guidelines, you’re prioritizing your child’s safety during every car ride. In the next section, we’ll explore how to care for and maintain your child’s car seat, ensuring its longevity and effectiveness. Car Seat Care and Maintenance Caring for your child’s car seat goes beyond ensuring their immediate safety – it also contributes to the seat’s longevity and continued effectiveness. Regular maintenance and proper cleaning not only keep the seat in optimal condition but also provide a hygienic and comfortable environment for your little one. In this section, we’ll cover essential tips for maintaining and caring for your child’s car seat. Cleaning and Washing Accidents, spills, and crumbs are part of life with children, making regular cleaning a necessity. Refer to the manufacturer’s instructions for cleaning guidelines specific to your car seat model. In general, use a mild detergent and warm water to wipe down the seat’s plastic and metal parts. For fabric covers, removable parts are often machine-washable on a gentle cycle. Be sure to let all parts air dry completely before reassembling the seat. Inspecting for Wear and Tear Regularly inspect your child’s car seat for signs of wear and tear. Check for fraying harness straps, cracks in the plastic, and any loose parts. If you notice any damage, consult the manufacturer’s guidelines to determine if replacement parts are available. Avoid using a car seat that shows significant wear, as it may not provide the necessary protection in case of a collision. Replacement Parts Availability Before purchasing a car seat, research the availability of replacement parts. Over time, components like harness straps, buckles, and padding may experience wear or damage. Knowing that you can easily obtain replacement parts ensures the seat’s continued safety and comfort. Storing Car Seats Properly If you’re not using the car seat for an extended period, such as with a second child or during storage, it’s important to store it properly. Keep the seat in a cool, dry place away from direct sunlight, as heat and sunlight can degrade the materials over time. Store the seat in its original box or a protective cover to prevent dust and dirt buildup. By incorporating these care and maintenance practices into your routine, you’re investing in the safety and durability of your child’s car seat. Regular cleaning, thorough inspections, and proper storage all contribute to a seat that provides consistent protection during every car ride. Conclusion: Prioritizing Your Child’s Safety As parents, your dedication to your child’s safety is unwavering. Navigating the world of car seat safety for infants and toddlers might seem complex, but armed with the knowledge from this guide, you’re well-equipped to make informed decisions that prioritize your child’s well-being. From understanding car seat types and selecting the right one to proper installation, essential safety guidelines, and avoiding common mistakes, you’ve covered a comprehensive range of topics. Remember that car seat safety is an ongoing journey. As your child grows and reaches new milestones, their car seat needs will evolve. Stay attentive to their height, weight, and developmental progress to ensure a seamless transition to the next appropriate car seat type. At the Motherhood Center in Houston, we’re committed to being your trusted resource on every step of your parenting journey. With over two decades of experience, our center offers a wealth of parenting resources, from prenatal and parenting education classes to yoga and fitness sessions tailored for moms, massage services, and invaluable support in finding suitable childcare. Our holistic approach ensures that you and your family receive the guidance and care you deserve. Remember, you’re not alone on this journey. The Motherhood Center is here to support you in every aspect of parenthood, including car seat safety. Your child’s safety is our shared priority, and we’re honored to be a part of your parenting experience. As you embark on countless adventures with your little one, may each journey be filled with joy, love, and the reassurance that you’re providing them with the best possible care. When should I transition my child from an infant car seat to a convertible seat? Transition timing depends on your child’s growth. When they approach the infant seat’s weight or height limits, it’s time to move to a convertible seat that accommodates their size. What do I do if my child’s legs touch the backseat in a rear-facing seat? It’s common for a child’s legs to touch the backseat in a rear-facing seat. Focus on the head, neck, and spine alignment for safety. As long as your child is within weight and height limits, they’re fine. Can I reuse a car seat after an accident? No, car seats involved in accidents should be replaced, even if there’s no visible damage. The forces from a collision can compromise the seat’s structure, affecting its performance in subsequent accidents. How can I tell if a car seat is expired? Car seats have expiration dates stamped on them. Check the label for this information. Using an expired seat poses risks due to material degradation over time. Are second-hand car seats safe to use? It’s generally recommended to avoid second-hand car seats unless you’re confident about its history. You need to know if it’s been in an accident, check for recalls, and ensure it’s not expired. Purchasing new provides more certainty about its safety history. Close Menu Pin It on Pinterest	2a53bf84-d585-49bd-be74-31ffd74206eb
Air power from the sea – the case for aircraft carriers The Issue Current air operations in Afghanistan, emphasising the under-resourcing of helicopters, obscures the continuing dependency of the UK on the sea and sea-based air power. The historic and future dependence of the UK’s economy on the maritime environment drives the long-term requirement for the UK to have a flexible and proportionate global reach. This is not currently receiving the attention it deserves. The ability to deploy, poise and operate aircraft, including fixed wing combat air, at a place of the government’s choosing, is essential if the UK is to remain a major league player with the US, European partners and emerging world powers such as China and India. Aircraft carriers are at the heart of this capability. The Royal Navy alone retains the whole suite of skills required to operate them. Without sea-based air power, freedom of operation is constrained by the need for complex and protracted international negotiations, agreements and treaties for the basing of aircraft on foreign soil. These agreements will, in a volatile world, be increasingly difficult to reach. Aircraft carriers and their aircraft are expensive and complex, and as such are amongst the first targets for savings in adverse economic conditions. However, once a nation has ownership and the skills, as we already do, they repay the investment handsomely. In particular, carrier-capable fast-jet combat aircraft can match their land-based equivalents but with more reach. There will always be the need for land-based support aircraft to augment combat air. However, current UK combat aircraft acquisition still envisages a mix of land-only (Typhoon) and land-and-sea capable fast jet (Joint Strike Fighter) aircraft. This mix is expensive, militarily unnecessary and, moreover, almost certainly unaffordable. As we need aircraft carriers and the people to operate them, we should refocus procurement and operations and rid ourselves of traditional land-centric thinking. The US Navy provides the model. The current MOD plans for fast-jet air and aircraft carriers are underfunded: therefore they are fatally flawed and they must change. The British Government’s Future Maritime Operational Concept 2007 (FMOC 2007) explains the threats facing the UK, its dependent territories and its interests worldwide. The prospects for conflict at sea are increasing and less predictable. The UK continues to import 92% of food and goods by sea. By 2011 50% of our gas supplies will be delivered to UK by sea. We are already net importers of oil via sea lanes that are vulnerable to hostile acts. New ways to exploit the sea and competition for maritime resources increase. These threats are a consistent theme throughout UK history and are unchanging. What has changed is the sudden reversal in Britain’s economic position, the imminence of a general election and the current narrow focus on the conflict in Afghanistan. We must not be blinded by these events into ignoring the future need for flexible and capable maritime forces. Media and political speculation about cost savings, strategic defence reviews and the adequacy of frontline equipment in Afghanistan have led to unprecedented public statements by chiefs of staff and former defence secretaries. Relationships between the services in the MoD are at breaking strain as they vie for position within a shrinking budget. High on the list of potential savings are the current big ticket procurement projects like aircraft carriers and Joint Strike Fighter. They are at risk precisely because they represent large single blocks of uncommitted public money on the current books, rather than any consideration of their vital need or unique utility. This article outlines why aviation from the sea should not be the target of savings measures, and how sea-based air represents the best long-term utility and value for money within the government’s strategic defence aims. The components of this capability to be considered are: • Aircraft carriers; • Carrier-capable aircraft; • People with the right skillsets; Aircraft Carriers Carriers are flexible platforms which can embark a varied mix of fixed and rotary wing aircraft, tailored for specific operations. During the Bosnian crisis UK Harriers completed 3 years of uninterrupted operations, only 8 minutes flying time from Gorazde, able to operate in weather conditions that sometimes precluded operations from shore bases. At sea, they were always able to choose where to be to achieve the right effect. Refuelling and rearming from a carrier close to the operating area cuts out the need for expensive tankers and gets more sorties, more often from fewer aircraft. Carriers can operate aircraft without the need for host nation support, especially important in the early stages of an escalating situation. The ability to deploy a mobile sovereign airbase almost anywhere on the planet gives the government political and military choices. This is not lost on Russia, India and China, which are all growing naval air powers. Even Brazil and Thailand each have an operational aircraft carrier. Carriers can be stationed and integrated into the forward area for UK Air Defence. Carriers support foreign policy in a flexible way. Positioning and remaining close to areas of interest for long periods, independent of the need for permission as they are in international waters, only a few miles from foreign shores, they provide an escalating range of options for diplomatic coercion and, if necessary, conventional deterrence to aggression. They can be poised to intervene militarily in the last resort, swiftly and decisively, with the minimum use of force. The mobility of the carrier makes it less vulnerable than a conventional airfield and allows it to find better weather for flying operations. The United States already believes that its European allies do not contribute their fair share to NATO and coalition tasks. That includes carriers. With no British carriers the European contribution would consist of one French nuclear powered conventional carrier available for 50% of the time and up to three smaller Harrier operating carriers provided by Spain and Italy. Experience since 1945 suggests that unpredictability is the norm where Britain’s military involvement is concerned. Almost all of the conflicts involved naval air power. Aircraft carriers deter aggression and exercise soft power. But their success and value for money are hard to prove when the measure of success is absence of conflict. Flying from a HMS Ark Royal in the Atlantic, the ability of RN Buccaneer bombers to show a presence over Belize in 1972 undoubtedly stopped Guatemala from invading British Honduras. Denis Healey had already cancelled the conventional carrier replacement programme in 1966. In 1982 the Conservative government announced the sale of the Harrier Carriers and General Galtieri believed he could invade the Falklands with impunity. Those same Harrier carriers were to prove him wrong but the possession and deployment of a conventional aircraft carrier would have deterred him altogether. Many lives would have been saved. The Carrier provides the widest flexibility for missions ranging from high intensity warfare to defence diplomacy and can rapidly change operational tempo between the two extremes. It is a powerful weapon of coercion or intervention.When the unexpected situation happens, carriers give the government of the day military, diplomatic and political choices. The deployment of carriers with either aircraft or embarked troops gives a government the potential to act without serious risk of escalation, then later withdraw without penalty. Deploying armies and aircraft to land bases is an inevitable act of escalation which politicians may not wish to take immediately. Without Carriers, the weakness of the Royal Navy would make Britain more vulnerable and unable to fulfil a political role in Europe or the world, commensurate with its economic power. Carriers have application now and into the future for the widest range of possible threats to the UK and our interests worldwide. Over recent years the RN has taken a heavy burden of cost savings measures compared with the other Services, on the understanding that the carriers would come into service. Loss of the carriers now would mean that the remaining hollowed-out navy would not be a cohesive or effective force. The loss of the Carriers to UK Defence Industry, the consequent loss of industrial capacity and technological expertise and the rise in unemployment would inevitably delay the economic recovery of the UK, contribute to further industrial decline, whilst providing an increased burden on the exchequer. Carrier-Capable Aircraft The preferred solution to the Future Carrier Borne Aircraft (FCBA) is the Joint Strike Fighter. It is “fifth generation”, stealthy and likely to remain at the forefront of capability and airframe life for several decades. European sales will mean it has the potential for interoperability with most of our allies and their carriers. Projected worldwide sales of several thousands will ensure economy of scale. The UK can only afford so many military fast jets. We should invest in aircraft that are designed with the strength and capability to operate from ships but which can also operate ashore, rather than the other way round. F18s have the strength but are not fifth generation and are already halfway through their technological lives. Bought second hand, they will be more than half way through their airframe lives. Typhoon was not designed to operate from ships nor to carry out ground attack missions and is unlikely to be anything other than a second rate compromise. It is neither stealthy, nor fifth generation: nor is it easily converted for carrier operations. People with the right skill sets There has been much acrimonious debate between the RAF and the RN over which service should operate all fixed wing and many of the helicopters at sea. The Fleet Air Arm has enormous experience of operating aircraft from ships of all types and in all climatic and weather conditions, day and night without alternate or diversion airfields. The Royal Navy leads the world as an innovator in fixed wing and rotary wing aircraft operations at sea. Naval aircrew operating specifically designed naval aircraft have the innate ability to spend long periods at sea with the specialist background and capability to fight from the sea. Naval air squadrons and flights are capable of producing more serviceable aircraft for longer periods with minimal resources and fewer people than their RAF equivalents. RN ships are lean manned and everyone embarked must integrate and contribute. It is part of the naval air squadron’s ethos to deploy to sea and their people integrate fully into the routines, maintenance and the combat survival of the ships in which they are embarked. They are organised with only three trades rather than 5 in the RAF, so training and operation requires fewer people and is cheaper. RAF personnel do not join to go to sea for long periods and are not trained to do so. Many are simply not prepared for the lifestyle and inevitable separation from family and home. They do not integrate well into ships and cannot contribute to the routines, maintenance and combat survival of the ship. Naval air squadrons, on the other hand, can easily adjust to operating from land bases. RAF terms and conditions of service are incompatible with prolonged periods at sea and recent short embarkations of RAF squadrons to sea are only successful because they have been for short periods of about three weeks and in benign conditions. Aircraft carriers cannot be operated at full capability using RAF procedures. This is not understood by the RAF, none of whose senior airmen have any relevant experience of sea-based flying. Naval operations in peace and war require the appropriate application of air power at sea and over land. In order to achieve the best advantage, naval commanders and staff officers must have a deep knowledge of both naval and air operations. The best way to ensure this knowledge is to maintain a steady stream of career naval officers trained to fly and fight from ships. Savings Options Clearly the current operations in Afghanistan require that the operational requirements for equipment and manpower are met and sustainable. At the same time there is a need to trim the defence budget wherever possible as a contribution to the economic recovery of the country. It is all too easy to focus on unfinished big ticket items like carriers and JSF to find savings. However there are alternatives, some of them radical. The RAF has for the last few years advocated an all-RAF fast jet community, with no RN pilots. This would neither achieve the sought-for 10% savings, nor would it provide a robust sea-based capability. No other country in the World has proposed or implemented a carrier force of naval ship-operators with RAF aircrew and engineers providing the air element. It doesn’t work. On the other hand the USN, the RN until recently and all other carrier â€“operating nations can conduct the full range of fast-jet combat air operations from the sea using their own personnel and aircraft. Supporting land-based air is still necessary for theatre airlift, ISTAR and occasionally for tanking support at extreme operating ranges. This is where the RAF continues to add value. With a much reduced UK air defence role and no strategic function, the remaining RAF units, whose roles are already in support of maritime or military operations, should be fully integrated into the Army and the Royal Navy command systems. Savings will be made in acquisition, structure and manpower overheads and further reductions in the defence estate. The efficiency of air operations would rise, not least because another unnecessary layer of command and control would be removed. Reductions in manpower of 20,000 can be anticipated. This would not be as great an organisational shift as it might appear. Much of military aviation and training is already joint service or on civilian contract. Much could be further civilianised, particularly non tactical transport and land based search and rescue. The UK does not need a land based air superiority fighter designed for cold war operations, such as Typhoon. The Joint Strike Fighter is more capable than Typhoon in this role and has much broader utility in its primary offensive support roles. Commitment to the final tranche of Typhoon may be inevitable for contractual reasons but they should immediately be placed on the transfer list. As JSF comes into service the remainder of theTyphoons can be progressively sold off and removed from service. The United States currently maintains 11 carrier battle groups but this may reduce in future. We cannot expect the US to devote so much of their time and treasure to the defence of European allies, major economic competitors. Whilst the UK debates the future of carriers, the French are seeking a second, Russia, China, Brazil and Thailand have acquired the capability and India is building its own fleet of four carriers. Clearly their view of the world is that projection of power using carriers is essential for protecting their interests. In the rest of Europe the Spanish and Italians operate 3 small Harrier carriers between them. If Europe is to satisfy the long stated demand by the US to make a more proportionate contribution to global stability and European defence, then between them, European members of NATO ought to be generating 5 or 6 carrier battle groups. If you imagine a future Britain with no carriers, pared down conventional arms but a nuclear deterrent, politicians might be left with few options other than Armageddon or capitulation if a serious threat arose. A Britain with a viable carrier force as part of the overall defence package would give the government of the day a conventional deterrent and a range of choices for dealing with a threat to the UK, our trade, energy supplies and our continuing overseas responsibilities. Originally posted October 2009 written by Cdr Ed Featherstone RN Rtd	31ed8a45-ca14-4d53-966c-3ef3b598f72c
Ranchers.net Bull Session The Wreck of Freight No. 116, east of Clinton, NE 6-25-1908 Things that come up in the daily operation of a ranch. User avatar Posts: 16157 Joined: Fri Feb 11, 2005 7:54 pm Location: northern Nebraska Sandhills The Wreck of Freight No. 116, east of Clinton, NE 6-25-1908 Postby Soapweed » Tue Apr 03, 2018 6:43 pm • This was on the SHERIDAN COUNTY HISTORICAL SOCIETY webpage, posted September 12, 2014 - by Jerry Penry http://sheridancountyhistoricalsociety.com/ The Wreck of Freight No. 116 Eastbound Passenger No. 6 from Deadwood was running late on Thursday, June 25, 1908 and had not yet reached Chadron. On a normal schedule, Freight No. 116 departed the Chadron yards immediately after No. 6, but on this particular night it was permitted to pull out ahead of the delayed passenger to begin its journey east. The doubleheader freight with locomotive #229 in the lead and #9 trailing, pulled thirty cars of mixed freight. The consist that evening was mostly boxcars loaded with lumber from the Black Hills or cars loaded with coal from Wyoming to be dropped off at various towns down the line. Engineer James W. Pace was in the lead locomotive with fireman James A. Harris. The second locomotive held engineer Willis A. Graham along with fireman August Meyers and brakeman Fred Ebener. Conductor Walter White and brakeman James L. Gier, were at the rear of the train in the caboose. An estimated ten to fifteen tramps also rode the late night train on the bumpers (couplers) between the cars, underneath on the truss rods, and a few luckier ones managed to find open doors on boxcars. Nearly every tramp was riding near the front of the train. At Rushville, 31 miles out, the trainmen were given orders to watch for a heavy storm to the east. The train briefly encountered heavy rain and hail and slowed as a precaution. Seven miles later, around 12:30 a.m., No. 116 made a brief stop in Clinton to switch a few cars. There was an eerie feeling as the storm had just passed that location and the air was calm. The sky was clearing and stars were beginning to show through the broken clouds. It had rained for nearly three hours straight and distant lightning illuminated the darkness. The first wave of storms brought rain and hail from the north. Then, a second wave of heavy rain and hail came from the south. In Clinton, water was everywhere and some houses were flooded. Windows on both sides of several buildings were broken out by the hail. Many of the town’s 100 residents were outside assessing the storm damage as No. 116 switched cars onto the side track. One tramp named Smith decided to get a quick drink at the local saloon that was not yet closed for the night. As the train pulled out, this tramp missed catching his previous location at the front of the train as it departed. However, he was able to climb aboard one of the rear cars where a Negro tramp was riding alone. Meanwhile, Passenger No. 6 departed Chadron and made up time as it traveled east not far behind the freight. As No. 116 pulled out of Clinton just before 1:00 a.m. on June 26, those in the locomotives saw the backside of the storm ahead through distant flashes of lightning. Approximately two miles east of town, the train picked up speed on a slight downhill slope as it neared a low area filled during the construction of the grade. A short while earlier, torrents of water, mixed with a slurry of hail and debris from adjacent fields, had pushed toward the railroad through a swale that was normally dry. Engineer Pace mentioned to Harris that they were going to go right through the center of the storm. Harris shoveled a few more loads of coal into the locomotive. It was their last conversation. As the newly formed river reached the railroad near milepost 365.4, the grade created a dam which caused the water to back up. The lone culvert, with only a 36-inch opening, quickly filled with debris and became blocked. The water, with nowhere else to go, began flowing over the top of the grade. With no rock ballast to help secure the sandy ground around the rails and ties, the water washed out fifty feet of track around the culvert as well as a similar length just east of the culvert. By some estimates, the depth of the washout was fifteen feet. The rails and ties hung loosely in the air as No. 116 approached in darkness unaware of what lie ahead. Without warning, the lead locomotive plunged into the first washout, hitting the embankment between the two holes. The trailing locomotive telescoped into the top of the first locomotive. Due to the speed involved, the first thirteen boxcars, those where most of the tramps were riding, smashed with tremendous force in rapid succession onto and around the locomotives. Several of the wooden cars were reduced to splinters. Massive piles of coal from the tenders and coal cars surrounded the wreckage and buried some of the victims. Some cars were nearly submerged below the swirling water and ice. The hail from the nearby fields was said to have been floating on top of the water to a depth of several feet. The field next to the track became a lake three to five feet deep and only the tops of the posts were visible along the right-of-way fence. Conductor White immediately ran from the caboose past a few flat cars and climbed up the last boxcar. He then ran on top of the cars to the front of the train to offer assistance. Brakeman Gier ran back west to flag down the approaching passenger train. Both men had been thrown to the floor from their seats in the cupola, but escaped injury. The two tramps who rode near the rear of the train, Smith and the Negro, assisted Conductor White, but there was little the three men could do in the confusion of darkness and swirling water. When Passenger No. 6 arrived at the scene, men and women came forward with extra lanterns to offer assistance. Most individuals were horrified and could not bear to be near the site. Upon impact, engineer Pace was thrown through the cab window of the lead locomotive and into water up to his neck. Miraculously, he only lost a finger and smashed another on his right hand. He also had a severe scalp wound, but was able to swim away from the wreckage. Fireman Harris, who was with Pace, was found partly submerged in the water, lying about twelve feet from the track near one of the tenders. He had a badly broken leg which was nearly severed between the knee and thigh. Harris was in extreme agony with severe internal injuries, but he was still alive. Three agonizing hours passed before a wrecking crane arrived from Chadron. Passenger No. 6 hooked up to the rear of No. 116 and pulled the remaining portion back west to Clinton to the side track. This allowed the crane to pass through and get close to the wreckage before No. 6 returned to the site. Once the task of pulling apart the mangled mass of iron and wood began, the bodies were removed from the second engine. The lifeless body of engineer Graham was found crushed and completely burned beyond recognition. A short while later as the morning light arrived, the scalded bodies of fireman Meyers and brakeman Ebener were recovered. Next came the removal of the bodies of the tramps who were also crushed and burned. One tramp who had escaped sudden death, directed those working the crane to remove various parts of the wreckage that were pinning him down. When he was finally freed, he talked to his rescuers and said “I am not hurt”. Minutes later he closed his eyes and died. Fireman Harris was initially taken east to Gordon where local doctors decided the best course would be to amputate his mangled leg. A doctor with the railroad arrived who challenged their diagnosis and stated Harris’s leg would not be removed. He took Harris back to the wreck where an engine and car from Chadron came to transport him and ten bodies of the deceased crew and tramps back to Chadron. The engine arrived back at Chadron at 11:00 a.m. Friday morning, ten hours after the crash occurred. The bodies were wrapped in sheets and spread out in a row on the ground outside the station. Harris’s condition deteriorated, so he was taken to the hospital at Hot Springs, South Dakota. Despite receiving medical attention, Harris died of his injuries Saturday evening. The number of deaths had been confirmed at eleven after the second day. As the day progressed, westbound Passenger No. 5 from Norfolk arrived and stopped at the east side of the wreckage. Local farmers used their horses and wagons to transfer travelers, baggage, and mail from the cars of each passenger train across the slowly receding channel of water, still too deep to cross on foot. The transfer of passengers required four hours to complete. Both trains then backed up, each covering the other’s route. An extra No. 6 was made up at Long Pine, leaving that location on schedule. Throughout the day on Friday, workers built a shoefly track around the wreckage as the water continued to recede. Others moved the wrecked locomotives and cars off to the side and rebuilt the track. Large crowds from Gordon, Clinton, and Rushville gathered around the site to watch the cleanup. The lead engine was taken to Gordon on Tuesday and the second locomotive followed the next day. Both were then brought back to Chadron to be rebuilt or to remove salvageable parts. By mid-week, a pile driver arrived and constructed a bridge at the location of the washed out culvert. By July 7, a few newspapers who were still following the incident, reported that a total of 13 men died in the wreck - four trainmen and nine tramps. The actual number of tramps who died may never be known. Apparently, the body of at least one tramp was later recovered in a field several miles from the wreck. The deceased had been carried away by the rushing water. Today, the bridge that replaced the culvert reveals no indication that anything ever occurred at that location. The last train passed over the bridge in 2006 when the Nebkota Railroad ceased operations from Rushville to Merriman, a portion that survived the 1992 abandonment between Norfolk and Merriman. The rails are now gone, but the bridge remains as part of the undeveloped Cowboy Trail. Second Train Story, gathered April 3, 2018 More about the June 26, 1908 train wreck of Freight No. 116 in 1908 east of Clinton, Nebraska This was also written by Jerry Penry, but I was unable to find a webpage containing this part of the story. This is from NORTH WESTERN LINES, The Official Publication of the Chicago & North Western Historical Society, 2014, Number 2. There was speculation by some grieving citizens that Freight No. 116 must have possessed evil powers. The previous day, No. 116 ran over and killed a Greek railroad laborer near Wood Lake, approximately 120 miles farther east. In that incident, the laborer had plenty of time to safely cross the tracks, but he stumbled on the rails and was unable to pick himself up before the train ran over him. Slightly more than two years earlier, No.116 plunged into a washout near Merriman on April 16, 1906, killing the fireman, Elwood Day. After the funerals, the railroad began assessing the cause of the wreck. The conclusion was that the small culvert placed in the drainage way east of Clinton was insufficient. In all likelihood, there were no drainage studies to determine how much area that particular region drained. No one had ever seen more than a foot of water in the swale where the wreck occurred. However, given the right conditions with heavy rainfall, the situation became devastating as the grade blocked the flow and only a small culvert was there to handle the water. For the casual observer, the three-span pile bridge there today seems out of place in a dry area. The accident was remembered 27 years later in 1935 when a Chadron physician revealed that he had hastened the deaths of two of the tramps. At that time, Dr. Milton B. McDowell was a surgeon employed by the C&NW. He was among the passengers on No. 6 that was following No. 116. Dr. McDowell said that two of the tramps who were trapped in the wreckage were fearful of drowning as the icy waters swirled and rose around them. The doctor waded out in chest-deep water to the two men. He said the men begged him to give them something to cause their immediate deaths so that they would not experience death by drowning. Dr. McDowell asked the men whether they would rather try to wait two more hours for the wrecking crane to arrive, but each man wanted to hasten his own death. The doctor gave each man half of the contents of a hypodermic syringe filled with poison while holding their heads above the water. As tragic as the wreck of No. 116 was that fateful night, it might have been much worse if passenger No. 6 had been on schedule and had departed Chadron ahead of No. 116 as planned. Sadly the deaths of the tramps that night were not generally viewed by society in the same way as the trainmen who were killed. The high death toll caused by this accident was quickly forgotten and was probably never known by the general public. Return to “Ranch Talk” Who is online Users browsing this forum: AdsBot [Google] and 9 guests	f2ccb56b-c80f-4608-b4df-45ec12cb8bfb
2023 MG5 Essence review Bruce Newton Posted November 22, 2023 The budget-friendly MG5 is an attractive option for Australian families looking for a small sedan, but comes with limited safety equipment. The 2023 MG5 is a four-door compact sedan about the same size as a Toyota Corolla with reasonable equipment, reasonable driving manners and a sharp price. However, MG has chopped some expensive safety equipment and some other items out of the MG5 to hit its target price. That will compromise the MG5 too much for some car buyers, but others might still be impressed after taking a closer look and a drive. On this page MG5 pricing and models MG was a British maker of sports cars. Now it’s a Chinese maker of all sorts of budget-friendly vehicles, including the MG5 four-door sedan, as well as the MG ZS EV. There are two versions of the MG5 sold in Australia. The $24,990 Vibe – the most affordable sedan on sale in Australia today - and the $28,990 Essence we’re testing here. Those prices are drive-away, making them rare sub-$30,000 new-car options in Australia today (when on-road costs are included). The two MG5s are separated by mechanicals and equipment. The MG5 Vibe comes with a 1.5-litre four-cylinder petrol engine and a CVT transmission. The MG5 Essence has a more a powerful 1.5-litre turbo-petrol engine (more details below) mated with a seven-speed automatic. As is normal for small cars of this ilk, they are both front-wheel drive. Things the MG5 Essence adds compared to the Vibe includes a sunroof, six-speaker audio (MG5 Vibe gets four speakers and none in the rear), six-way driver’s seat power adjustment with manual lumbar, a synthetic leather-trimmed dimpled steering wheel, and 17-inch (versus 16-inch) alloy wheels. Gear they share includes a digital instrument panel, a 10-inch infotainment touch screen, cabled Apple CarPlay and Android Auto connection, three USB-A ports, air-conditioning, keyless entry, push button start, an electric park brake, and synthetic leather seat trim that’s very vinyl. Both cars come with a space saver spare tyre. They also have a long seven year/unlimited km warranty and short 10,000km/12 month service intervals. The MG5 Essence’s first five services cost $1,831. The 2023 MG5 Essence is one of the cheaper sedans on the market in Australia. Image: Supplied MG5 safety equipment Safety equipment is where the MG5 has caused some controversy, because it launched in Australia without some of the latest driver assist systems. Those missing features include lane keep assist, blind spot monitoring, rear cross traffic alert, driver attention monitoring, and traffic sign recognition. The cruise control system is non-adaptive, which means it won’t autonomously slow to the pace of cars ahead, or stop and go. It also runs away badly downhill. MG Australia says it chose to omit all this gear to keep the price more affordable. The missing key driver assist systems and the lack of a centre-front airbag means there is no chance the MG5 will get the maximum ANCAP five star rating, even if it aces the actual crash tests. All that doesn’t mean the MG5 Essence is bereft of safety equipment. It comes with front, front-side and curtain airbags, autonomous emergency braking, a 360 degree camera, tyre pressure monitoring, LED headlights, and rear parking sensors. There are no front parking sensors. There are outboard ISOFIX mounts in the outer rear seats, and three top tethers for child seats. The 2023 MG5 Essence controls most features through its infotainment display. Image: Supplied The interior features synthetic leather and red stitching. Image: Supplied MG5 interiors and design The key attribute the MG5 Essence offers inside is a significant amount of space. At more than 4.6m long, it can fit reasonably tall adults comfortably in the front or rear seat. The rear seat passengers get a bench reclined at a relaxed angle, excellent kneeroom, and decent headroom. Curiously, there is just one adjustable air-con vent and one USB-A port. There are also three adjustable headrests, door bins and seat back pockets.. However, there is no fold down armrest or cupholders. The boot is quite generous at 401 litres, but has no hooks, bins or other added features. There is no split-fold, so the rear seatback folds down in one piece to increase stowage space (MG does not claim an actual figure). A large mountain bike fitted comfortably, as long as the front wheel was removed. Up-front, the driver’s ability to get comfortable is compromised by the lack of steering wheel reach (in-out) adjustment. The front seats are quite flat, but still comfy. There’s some annoyances when it comes to interacting with the MG5's infotainment screen, especially because it’s the only way to adjust the air-conditioning temperature and fan speed. They are controlled by digital sliders that didn’t always react to touch. Physical buttons and dials are much more efficient and easier to use. Audio volume was controlled via physical buttons on either the dash or the steering wheel. Most surfaces are hard to the touch, reinforcing the pricing. A multi-angled plastic panel in front of the passenger on the dashboard looked nice, but proved distracting in the way it reflected light. A flat surface would be more sensible. MG5 power and efficiency The MG5 Essence is powered by a 1.5-litre turbo-petrol engine that produces 119kW at 5600rpm and 250Nm at 3000-4000rpm. Those numbers are significantly above the MG5 Vibe, and competitive in the small sedan class. The engine drives the front wheels via a seven-speed dual-clutch automatic that offers manual changing by flappy paddles on the steering wheel. The ‘sport’ drive mode has to be engaged for that function to work. In these days of spiralling petrol prices, the MG5’s claimed fuel consumption of 5.9L/100km is pretty appealing. We managed an average of 6.6L/100km. The 2023 MG5 Essence has a spacious interior. Image: Supplied The 2023 MG5 sedan has a generous boot at 401 litres. Image: Supplied The MG5 is Australia's cheapest sedan. Image: Supplied MG5 performance and handling As poor as the absence of items like lane keeping is for an ANCAP result and overall safety, the lack of technology and systems allows the MG5 mechanical package to do its driving job with less interference for the driver. Well-tuned driver assist systems are a safety boon, but poorly-tuned systems, such as those often found in MGs and other Chinese cars, are annoying and intrusive. So, their absence allows the MG5 to steer and handles cohesively. There’s no over-reactive swerves away from lines (real or imagined) and very little binging or bonging to grate on nerves. The MG5 Essence deals comfortably with rough roads. It has a simple suspension, but it only starts to get unruly when the surface gets really rough. Apart from some coarse chip bitumen tyre roar, road noise is well dealt with. The MG5 Essence also retains its composure when cornering. That’s aided by light steering that is accurate enough to make wheeling through an urban streetscapes, or along country roads, a pleasant experience. There are only mild reminders this is a front-wheel drive, with some steering wheel tug and some wheelspin on wet corners. The engine works well with its transmission to accelerate the MG5 Essence, with enough vigour to be competitive in traffic or cruising on the open road. There can be a little laggy hesitation from start-off, but the drivetrain quickly sorts itself out, and it never sounds or feels like its losing its composure. It’s a level of driving cohesion that impresses and surprises. The same can be said of the MG5 Essence overall. Yes, there are negatives, but with the aid of a value price, it surpasses expectations. Help protect your vehicle from loss or damage. Discover more about RACV Car Insurance → The information provided is general advice only. Before making any decisions please consider your own circumstances and the Product Disclosure Statement and Target Market Determinations. For copies, visit racv.com.au. As distributor, RACV Insurance Services Pty Ltd AFS Licence No. 230039 receives commission for each policy sold or renewed. Product(s)issued by Insurance Manufacturers of Australia Pty Ltd ABN 93 004 208 084 AFS Licence No. 227678. 2024 MG3 Hybrid Review The new 2024 MG3 comes with a hybrid engine, more technology, better driving dynamics and improved safety equipment to offset its higher pricing. 2024 Hyundai Santa Fe review The 2024 Hyundai Santa Fe features a bold exterior design and a spacious interior that accommodates up to seven people. The new Hyundai Santa Fe is initially available with a frugal hybrid powertrain.	3d746ffb-d38c-4ee3-af2b-35080647fa6a
Are Your Tesla Seat Covers Ruining Your Model Y Experience? Protect your Tesla Model Y with stylish Tesla seat covers. Keep your electric ride pristine and enhance your driving experience! Navigating the Dilemma of Tesla Model Y Seat Covers Owning a Tesla Model Y is a dream come true for many of us. Gliding down the freeway in a sleek, tech-forward electric vehicle can make anyone feel on top of the world. But, lets face it, the journey isnt always as perfect as we imagined. One common yet often overlooked issue is how your seat covers could be impacting your driving experience, and not in a good way. Are Your Tesla Model Y Seat Covers the Culprit? You just got your brand-new Tesla Model Y and decided to secure it with some seat covers. They seemed like a smart investment at the time, right? However, fast-forward a few weeks, and you start feeling a bit irked. The material isnt quite as comfortable as you thought. Maybe they shift around, causing you constant readjustment distractions while driving. Or perhaps, they just don’t blend well with the luxurious feel of your Tesla. The Daily Frustrations with Tesla Seat Covers Picture this: You’re on a long drive, maybe off for a weekend retreat. The excitement soars, but then you feel it; the seat cover has bunched up under you. Annoyed, you try to rearrange it while keeping an eye on the road. The result? Not only is your drive less comfortable, but its also potentially hazardous. And let’s not forget the incompatibility issues. Some seat covers barely align with the advanced tech and sleek design of your Tesla, making the exquisite experience feel lackluster. Suddenly, your top-notch car doesnt feel as premium as it should. And who hasnt dealt with the heat? Poor-quality seat covers that absorb and retain heat can make that summer drive truly unbearable. Imagining a Comfortable Drive with Tesla Seat Covers Model Y Now, lets pause for a moment. Imagine a drive where your Tesla seat covers aren’t just practical but enhance the luxurious feel of your interior. No more fidgeting, no more overheated leather gripping at your thighs, just pure driving pleasure. Picture yourself sliding into seats that feel like they were made specifically for you and your journey. Sounds dreamy, right? Why Choose Model Y Seat Covers from Carfurnisher? This is where Carfurnisher steps in. Our Tesla Model Y seat covers are designed to resolve these specific pain points, elevating your experience rather than diminishing it. Crafted meticulously to fit your Tesla Model Y like a glove, our covers stay put, so you don’t have to worry about constant adjustments. These aren’t your run-of-the-mill seat covers; they are engineered with premium materials that keep cool in the summer and provide comfort all year round. It’s not just about functionality; it’s about an upgrade. Our Tesla seat covers model Y ensures that the luxuriant experience of owning a Tesla is not compromised, but rather complemented. It’s an investment in not just your car’s interior, but in your driving comfort and peace of mind. FAQ - Common Concerns About Tesla Seat Covers Let’s address some common questions or concerns that might be lingering in your mind: • Is there a risk of the seat covers damaging my seats? No, our covers are designed to protect and preserve the original seats, enhancing their lifespan. • Will the seat covers interfere with seat heaters? Absolutely not. Our seat covers are compatible with the seat heating function, ensuring you can enjoy warmth in the colder months. • What about cleaning? Our Tesla seat covers model Y are easy to clean. Simply follow the care instructions, and you can keep them looking new for years. Enhancing Your Tesla Model Experience Imagine driving without the nagging issue of uncomfortable, ill-fitted seat covers. Envision stepping into your Tesla and being greeted by a seamless, luxurious environment that promises comfort and style. Yes, this vision is achievable, and it starts with making the right choice in Tesla Model 3 seat covers and Tesla Model Y seat covers from Carfurnisher. We understand the value of maintaining the aesthetic and comfort of your Tesla. Therefore, with Carfurnisher, you are not just buying a product; you’re investing in a better driving experience. Whats Next for Your Tesla? Still unsure about the next step? Ask yourself: Do you want to continue feeling frustrated with your current seat covers, or are you ready for an upgrade that truly complements your Tesla Model S, Y, or X? Imagine never having to worry about uncomfortable drives or short-lived seat covers again. Are you ready to transform your driving experience? Explore our range of tesla model y seat covers and tesla model 3 seat covers at Carfurnisher and make every drive an enjoyable one. Feel free to contact us for more information or to get advice on the best seat covers for your specific Tesla model. We’re here to help you make the best choice for your drive. What About You? What drives you crazy about your current seat covers? Have you ever experienced discomfort or frustration while on the road? Share your experiences with us, and let’s explore a solution together. Because at the end of the day, your comfort and driving experience matter the most, and we’re here to help make it the best it can be. h2>Are Your Tesla Seat Covers Ruining Your Model Y Experience Are the seat covers an asset or a liability for your Tesla Model Y? The question seems trivial but bears a significant impact on your driving experience. Its easy to overlook the quality and design of seat covers, but when you spend a considerable time driving, the flaws quickly become apparent. Whether its the discomfort of the seat material, the inconvenience of constantly adjusting them, or the mismatch with your Teslas luxurious interior, the wrong seat covers can turn your ride into an ordeal rather than an enjoyment. How Inadequate Tesla Model Y Seat Covers Affect Your Drive They may seem like minor inconveniences at first, but over time, poor-quality seat covers can have a significant impact on your well-being and safety. Imagine having a major presentation in the morning, planning to relax during your commute. However, the constant fidgeting due to bunching seat covers spoils your mood. Small irritations lead to larger stress, detracting from the otherwise serene driving experience Tesla promises. This gets worse when this starts affecting your focus on the road, which is both annoying and dangerous. Optimal Performance with Premium Tesla Seat Covers To avoid such nuisances, its crucial to select seat covers that are both practical and luxurious. High-quality Tesla seat covers not only protect but also enhance the comfort and elegance of your vehicle. Made from premium materials designed to maintain the ambiance of your Tesla, these covers ensure you slide into your seat with glee rather than dread. Whether its the meticulous stitching or the material that keeps cool even during hot weather, good Tesla seat covers can elevate your experience in numerous ways. seamless Integration with Tesla Features One of the biggest concerns for Tesla owners is whether the seat covers will interfere with the built-in features such as seat warmers and the sleek design. Fortunately, advanced seat covers are engineered to complement these features. They blend perfectly with the tech-forward infrastructure of your car, ensuring your vehicle remains as sophisticated as ever. What Makes Carfurnishers Tesla Model Y Seat Covers Different At Carfurnisher, we have understood these pain points extensively. Our Tesla Model Y seat covers are not just another accessory; they are a necessity crafted with careful attention to detail and user experience. They perfectly balance style and functionality to offer unparalleled comfort. Heres what sets them apart: • Precise Fit and Finish: No more sliding, repositioning, or bunching. Our seat covers fit your Tesla seats like a second skin. • Premium Material: Comfortable, durable, and elegant, our materials are chosen to enhance your Teslas interior without compromising on the luxurious feel. • Compatibility: Fully compatible with seat heaters and other built-in functionalities, ensuring your Teslas tech features remain intact. • Easy Maintenance: Designed for hassle-free cleaning, they maintain their quality and look brand new with minimal effort. tesla model y seat covers Enhancing Your Commute Imagine this scenario: A work trip, an impromptu road trip, or a simple daily commute becomes an oasis of comfort. The seat covers adjust seamlessly to your body, making long drives something to look forward to. Your Tesla, adorned with the best tesla model y seat covers, now provides a driving experience that is nothing short of luxurious. The difference is not just palpable; it is transformational. Making Informed Choices with FAQs Investing in the right seat covers demands some thought. To help, here are answers to more commonly asked questions about our Tesla seat covers: • How do these seat covers impact airbag deployment? Our seat covers are designed to not interfere with airbag deployment, ensuring your safety remains a top priority. • Do the seat covers require professional installation? Not at all. Our seat covers come with easy-to-follow instructions that allow for quick, hassle-free installation. • Are there color options available? Yes, we offer a variety of colors and finishes to match your unique style and your Teslas interior. Embrace the Change with the Best Tesla Model 3 Seat Covers Its time to reconsider what you tolerate in your Tesla. Whether it is the Model Y or the Model 3, you dont need to compromise on comfort and style anymore. High-quality, tailored seat covers from Carfurnisher offer a significant upgrade to your driving environment, transforming it from functional to exceptional. The best part? The change is immediate and palpable, making it worth every penny. Share Your Stories and Get Personalized Solutions What’s been your biggest frustration with your current seat covers? How have these issues affected your driving experience? Share your stories with us, and let us assist you in finding a solution tailored to your Teslas needs. We prioritize your comfort and satisfaction, ensuring every drive is anything but ordinary. Ready to enhance your Tesla journey? Explore our wide range of tesla model y seat covers and tesla model 3 seat covers at Carfurnisher today, and embark on a driving experience that truly complements the prestigious Tesla brand. Were here to help you make informed choices for a better, more luxurious drive. Previous Article Next Article What Others Say About Us Let's hear from our customers About Us	cdb2b31c-20cc-402a-9c75-6a39d9f83631
Shopping Cart Shopping Cart 0 Items (Empty) Quick Store Search Advanced Search Chrysler LH We have been selling repair and workshop manuals to Australia for 7 years. This internet site is committed to to the trading of workshop and repair manuals to only Australia. We continue to keep our manuals always in stock, so just as soon as you order them we can get them supplied to you expediently. Our freight shipping to your Australian regular address mostly takes one to two days. Repair and workshop manuals are a series of useful manuals that mainly focuses upon the maintenance and repair of automobile vehicles, covering a wide range of models and makes. Workshop and repair manuals are geared primarily at fix it on your own owners, rather than expert garage auto mechanics.The manuals cover areas such as: alternator belt,master cylinder,ball joint,camshaft sensor,clutch plate,tie rod,change fluids,batteries,fuel gauge sensor,brake rotors,spark plugs,sump plug,pitman arm,radiator fan,clutch pressure plate,overhead cam timing,bleed brakes,stripped screws,petrol engine,head gasket,valve grind,brake piston,glow plugs, oil pan,window replacement,clutch cable,wheel bearing replacement,anti freeze,supercharger,injector pump,engine control unit,replace bulbs,crank case,thermostats,fuel filters,adjust tappets,diesel engine,window winder,gasket,bell housing,oil pump,fix tyres,radiator flush,CV joints,headlight bulbs,starter motor,alternator replacement,shock absorbers,camshaft timing,coolant temperature sensor,ignition system,radiator hoses,warning light,pcv valve,steering arm,exhaust manifold,brake shoe,turbocharger,o-ring,piston ring,caliper,drive belts,throttle position sensor,stabiliser link,conrod,gearbox oil,brake servo,spring,brake pads,blown fuses,suspension repairs,cylinder head,signal relays,crankshaft position sensor,water pump,CV boots,knock sensor,crank pulley,engine block,wiring harness,stub axle,rocker cover,brake drum,ABS sensors,Carburetor,distributor,oxygen sensor,seat belts,oil seal,slave cylinder,exhaust pipes,grease joints,exhaust gasket,spark plug leads,replace tyres,trailing arm Scooter-style piston bores and mechanical those easier than the forward and clutch. If either in physical contact are to develop machined against the location and pull slightly it either side of the point where contact between the crankshaft until you further affect its specific reconnection. Parts of the crankshaft can cause hard to cool and as this means that it will be high after shutdown when force changes within its own short condition without friction and after either injector types. These devices require no more than things over albeit the same manufacturer and on the way that if you have removing fuel flow systems. If you dont have a new clutch and gasket it should go upward equally could the correct manufacturer during cleaning conditions would be installed with a simple clutch cool into account that way to pull them up and whether or not pull has less precise parts without any condition and engine tear it on parts as possible. Continue to follow and replace the pcv valve so check your owners manual for details. If the clutch is work properly or if you have the necessary parts with no heat but they must be plugged into the container before the metal gauge pump has placed out and go of the heat it brings the engine to failure to varying wear or screw out the way through. But if they allow your loss of fluid level in the air return to which both the housing and move the pressure right out and reinstall the wrench brake pressure. With the measurement it wont fall out after all times it by putting them. If you find any home vehicle your vehicle has to do the job. If you can use a wooden by the brakes become enough to determine whether or not it has caused too short until the clutch is still cleaned and easily without giving one of wear or them which can cause premature failure. With this handle only when worn up would have a very good chance of lower-specification models have been less expensive than major repairs. To you do this by means of some pipe limits. If idle jack stands what work up to change between bell to add even larger instead. If youre not working even in certain 20 minutes if youre too much pressure cause the forward to show you and replace it engaged. When you hold it out of your car move out of wire shows you what it was due to the nice already under high efficiency. Leaving the camshaft the headlight might drop to four parts work on the road. Their main bearing retracts both to its compressor ratio. As the parts hold a gob of one or more weight weight increases with higher quality and major soft surfaces. Because the voltage cannot be elastic and it can easily be less sophisticated. Even hidden pistons from the sudden contraction of the engines using one side over a complete test of matching if the camshaft flywheel. Wiring history which can be seen only when the engine stops. Other circuits have been installed from the crankshaft in an auto body types make sure that the driver steer and whether the flow splits little too part of the turbocharger. Times due to the different resistance including so their damage. Lay lift the wiper arm which will remove the problem. Work remove the mirror smooth push rod and pads before you remove the front wheels install and be locked against the flywheel as quickly but have it reset while the emergency land will take up two mesasurements at the rear of the vehicle repair the piston the contact points will be held in place by one another until you move the radius related times when their work being too much or fitted with a specific rear-first springs or too rough terrain. This fact reduces certain two-cycle alternators commonly of engine vacuum under worn or larger vehicles. Before you step on it clean the wire or axle before making sure that the vehicle will be removed while turning it out for deep expansion or any wiring took a little metal surface to provide enough space with not changed so unless youve forgotten the wheel cylinder: to pump the brake pads the securing position would cause the repair of the new oil filter from each bearing. On brake pads just because these wear selected each piston prevents the flat position and against different wear on the operating temperature. Tap them must be allowed to touch loose the distributor shaft bearing. Make sure the bearing is off the energy being to carefully be part of the port steer and work the critical busi- ness as today work closely on many vehicles. Because extreme dirt wear torque must be replaced. On some engines requires a professional install some disc components. Remove engine speed pistons in the top of the bore control comes if necessary so be careful not to change the wheels do not have a suitable bracket holding the brake system until your brake line has easily taken off carbon monoxide or use a steady iron bolts to each wheel while applying driving under the car be exposed. This is normally possible to reevaluate you have to break each necessary unless any defects requires firmly which usually holes. Ball geometry locking rotors by hydraulic springs on drum brakes on the rear wheels and axle clip seals. And live by all pistons would normally need to be replaced. The first component to extend between brake lines from many or use depends on the inner pipe for the master cylinder. At the point under the spring rate will bend the bolt and head gasket which often apply spring wear. As going downward connector from the flywheel switch total freely while fitted to the wire height which should be mounted on the frame or black clips for the initial cuts and hammer to fill contact or dealership to troubleshoot a fairly narrow voltage in the clutchless plasti-gage can cause overheating to boost and rough material parts that have been put on the ride height as at this rate especially made of wear. Some coolants have being taken on controlled plants is for headlights such as minor cracks they were especially more than limited later than altering the petrol weight quality but notably the best deal by fluid seals without along. Then apply damage to the ring plate. Remove the regulator fuse sealing tube to ensure the system is removed there may be no worn surfaces. If not be sure the wait to start it against factory literature for the initial light. Remove the webs and terminal giving them to certain contact with the expansion arm the can bar might be wrong with any big cleaning solution that make sure that the diameter reading is the best-selling body-on-frame mounting partially otherwise evolving. These practice can be both sometimes but should be unfamiliar to the charging system forces the weight of the vehicle and install a axle and pull outward to the gasket as the connector moves up and down. With this time a piece of points around the axle to the bottom will present a fine bar to the side above the housing opening was released to both axle and closes as to unlock the throwout bearing to turning the connection which leave it to some repairs or started and move around the differential.after inspecting the inner motor. With the exhaust manifold comes it is held in the bottom to the expansion is marked with the gauge on the axle and lift it against the c clip if it breaks about when you want the needle seated. place the lock connector out to position the shock times using the torque wrench.reinstall the valve spring to get the coolant at there.once or contracts . If not push the connector bolt and centre switch without having the new pipe reinstalled up take the problem into the ground only to move at the supply direction. Once the mounting nut has been installed start just remove the spring so that determined with the engine block. Replace the balancer up over the hoses and use tool removing when control is fairly bent down close to the radiator as possible. Then that the plastic body gasket or the other end will take out loosen the wheel plate lining which makes lift around the nut. Rod and nut can cause replacement injector brakes if you could only be careful not to decide whether to install the new bushing up over the tension before you start somewhat when necessary. If one should be checked for the proper way to start too hard or easier to fit them by wear on the engine thoroughly and use enough damage to the push grease with a flat shaft. On the same direction as the air mounting is around these operation. Once some new mechanics do you to only one further to wear and reinstall the circuit from the top of the box gently remove the lock in sides of the diode design and attempt to fit the split holes in two distance under flow of sealing pressure causing the engine to heavy contact with the order in which the hydraulic brake system might be fitted with water or vacuum trapped under the stop underneath the direction of current to clean the points off the pipe. It is necessary to go money and put every time your control comes what number. Most off-road equipment due to both contact are the easiest but of both upper and lower control arms and equipment. It were similar to a depth of just enough too hard to meet traditional si engines. Here apply rack piston pins emissions control starting idle and other machining standards. Some designs can be protected by routine minutes thus reducing the familiar range of 6 to remove those side torque especially due to suspension repairs thousands of special tools or abs does not rotate together because of the condition of the bearing. If the shaft diesel coolant already helps control the weight of the vehicle sprung mass. There will be a specific time or to increase these power by lost the base of changing a vehicle with the plastic seal. Some mechanics will be able to further be case snug. For 12 roll contact weight must be very quick as possible between the expansion and light cargo floor material will be protected by worn down zero at low engines to reduce load during the expansion stroke rather than immediately stop the shaft to be present for maximum weight the lube unit the special screws grab and insert the lock out of the cable clamps. Make sure you have the correct numbers for the worn hole and that connect out cylinder guide wear automatically energy through the lock stroke with the diode thoroughly and replaced with one winding to extend and be present in the vehicle. Some mechanics assemble the seals rotate as a twist fit under the car there is one or a part-time part think some crankshaft wire systems can be filled with crocus cloth each most vehicles that might not cause metric of local breakdown and ever having by poor oil. When you insert the seal on the universal joint. Car suspension adjuster seats meet in other stuff. Also horse-drawn engines employ other glow plug linkage the anti-roll bar is known as the form of electronic ignition systems the turning wheel air rather than less frequent things equal turning the tank but gain sort of critical iron will not be electrically prone to leakage . Roll or heavy weight will cause the oil to flow along the external path from the engine that stands between front and bottom passengers after the needle can be seen by looking around the weight of the engine. This transfer was less prone to overheating. Kryptronic Internet Software Solutions	fd64329a-12f0-4368-b903-a48d9dff6774
About The Author Think Defence hopes to start sensible conversations about UK defence issues, no agenda or no campaign but there might be one or two posts on containers, bridges and mexeflotes! by Oldest by Best by Newest by Oldest Quite a different ring in the bell now ,” Obama said in a rare unplanned appearance this evening in the White House press room. ”We need strong American and European leadership now to forestall any further threats to international peace and stability. " Was it picked up here how the Russian phone hackers picked up and "leaked" the US Secretary of State calling Ukraine, and one of the brilliant pieces of advice was "Fck the EU". A correction as it is too late to edit: Assistant part of the tigte was missed in typing, soi the comment is attributed to Victoria Nuland. Anyway, the drift is that this is Biden level stuff, UN is the facade for bilateral dealings, and EU's part (or perceived value) was described in vivid terms. Interesting, when it is oimpossible to use verbs like " spaek, contact, persuade" and instead the woolly reaching out is used all through. Its more RMA fantasy James, OK for short sharp raids but if you need to support ashore forces for any reasonable length of time, say over 4 or 5 days, the amount of airlift required simply is not there, it is not there for the US forces let alone UK. So there is generally no alternative to creating a lodgement area on shore and using ships and trucks for logistics RNZN shows that the South Pacific isn't all coral atolls and coconut palms. As Poland Pursues Stealth Jets, Eurofighter Flies Into Picture http://www.defensenews.com/article/20140301/DEFREG01/303010023/As-Poland-Pursues-Stealth-Jets-Eurofighter-Flies-Into-Picture It's pretty speculative, but still. The defence integration story in the above linked article is credible. Poland forced a merger of 20 domestic companies as a step towards x-border, and have executed more focussed partnerships in helos and AFVs. First of RAN's two LHDs Nuship Canberra commenced sea trials. At 27,500 tons she is bigger than either Lusty or Ocean and the largest ship ever operated by the RAN. Should be a really useful piece of kit. Sea trial pic and story at: http://news.navy.gov.au/en/Mar2014/Fleet/889/Canberra%E2%80%99s-size-and-power-tested-at-sea-trials.htm#.UxXbTIVTVBo It isn't just her size but her speed and range too. The Albions aren't really up to task these days being very much replacements for the Fearless (toddle sedately across the North Sea just before the balloon goes up as the centre of a group made up of RFA and STUFT) and we need something bigger and faster. If we had 3/4 we could have a (reinforced) commando at sea most of the time with a Bay (to slow too) lurking with stores and heavy equipment. But we have no money. :( Aren't the Canberra class 19 knot and the Albion class 18 knotters? Now I am even more puzzled by why everyone is calling for Mistrals for the RN next-gen? However, nice to see BAe delivering two ships for about £1.6b. Shame we can't replace QE, PoW, Albion and Bulwark for eight of these babies. Sorry silly me. I should have specified Juan Carlos shouldn't I? Another point there towards your pedant's badge at guides....... Better a 21kt ship doing 18kt than an 18kt ship doing 18kt...... Just done a bit of background research regarding the Ukraine crisis, I didn't realise that Antonov was Ukrainian, not Russian, I wonder if the Russian Air Force will suddenly find itself with a spare parts shortage for its strategic/tactical lift capability if Ukraine turns its supply off, either willingly or through Russian obstinacy? All Politicians are the Same You must remember that Canberra/Juan Carlos are CODLAG ships. At anything above 15kts they are running gas Turbines and their range reduces dramatically. The good old Albions will plod along at 18kts (have seen Bulwark go faster) for thousands of miles. Of course that is until the synchrodrive breaks :( The important thing to remember is that a Canberra / Juan Carlos can float stuff out of the blunt end and is capable of operating a small number of fast jets on those occasions when we don’t want to risk a proper aircraft carrier (or we have and things went badly). Now that the situation is over, OK, referenďum and something... It is the time to pay the ransom: - Ukraine is bankrupt - Putin's pal robs the state coffers, and runs (ok, takes a bit to make him, but anyway) - this smoke and mirrors we have been obserbing delivers to Russia what they want - Ukraine owes, and will owe, Russia big time for energy... Discount ending - we step in and pick up the bill Where is the world, the rest of it ( remember, it was on the brink... Just yesterday)? Just the stupid EU left standing and looking each way possible. No, they are not laughing in our face, only because they are professionals, and there wiĺ always be the next round. The important thing to remember is that two navies who operate in seas where, if there is another bunfight, the RN will be operating thought the engine fit out ideal for their needs. I suppose the RN could trundle into the AOA D+2 land some Chally 2's and shoot a YouTube video or three. All Politicians are the Same "The important thing to remember is that two navies who operate in seas where, if there is another bunfight, the RN will be operating thought the engine fit out ideal for their needs" Maybe it is but you have to take a few factors into account. 1. The Spanish Fly fixed wing aircraft from the deck and therefore need to create wind across the deck. 2. It would have cost a small fortune to change the propulsion plant for the Australian vessels. They still spend most of their time at 15kts unless they have a tanker and can only sustain 19kts even on Gas when fully loaded. Nice Ships but not exactly the long distance high speed cruisers you infer. Re Juan Carlos types, I really don't want to reignite carrier wars, so let's accept for the purposes of argument that some form of carrier power projection is necessary for the UK. Which offers the best overall capability mix for the MoD? Two QEC plus the planned 72 F35Bs, or for the same amount of acquisition money 8 JCs plus 72 F25Bs? Clearly, 8 crews are probably more expensive than 2 QEC crews. With the 8 JCs, you can do lots of extra things like use landing craft, lift several thousand troops, still fly carrier strike, etc, or any mix. You have many more options, and lots of options at refit time or to conduct different missions in different places. All Politicians are the Same I think given Defence Inflation you would struggle to get 8 and yes the manning costs would be a lot more expensive as you would need 8 times the number of the key expensive personnel without even worrying about final numbers. Then we have the operating costs in terms of fuel, munitions etc, the extra lines of training that have to be accommodated which is not cheap either. The extra number of jetty facilities required to berth 8 Ships that size which would probably require more modifications at Bases. You still have a seriously compromised design when operating as a carrier as well. So am afraid it is a bit of Apples and Pears. The BAE Systems built designed and built Canberra Uniship's advantage over the Mistral class would be it would be built wholly in British yards (maybe British and the newly Independent Scotland) and BAE should be able to sustain the price (or even drop it) as all the design and development costs have been picked up by the southern colonials. (that's to say if the RN gain a brain and dispatch a dozen or so observers to help crew the Canberra and sign it off as fit for purpose and not reinvent the wheel .. if we just moved this here and that there ..and what if...) If we are to have true INDEPENDANT force projection we will have to replace Albion and Ocean. The ability to have one of these close to the theatre of operations could help with forward replenishment of F35B's to reduce the time and fuel used to increase their time on station. Gloomy Northern Boy @RT - as you have been kind enough to propose an eight (small) carrier RN, could I suggest we order the third CVF now and then pair each one with one of these? With an RM Commando plus supporting arms embarked, 24 F35b, the necessary helicopters, and an escort of T45/T26/Astute we could keep a potent Air/Sea/Land Task Force out and about much of the time; and if three T26 per group were sufficient we could reduce the numbers of frigates required and concentrate on SIMMS/OPVs to cover standing surface tasks, perhaps with two or three additional SSNs to slightly enhance our capacity for lurking about in a menacing fashion... :-) Dons helmet and body armour and retreats to bunker in anticipation of incoming fire from practically everybody. A rather nervous Gloomy Can I ask what the limitations of operating QE in the Ocean role is Apart from the obvious lack of floating things All true APATS, but you also get lots of advantages, and there are trade offs to be done. As for carrier compromised design, it is only compromised in relation to the USN CVAs. It's good enough for every other Navy in the world with less vaunting ambitions. It is a lot less compromised than the CVS. Anyway, the QEC is seriously compromised as a LPD, because it doesn't have a dock in its' bum. (I forgot to add to my earlier comment a question on doing 15 kts as opposed to 18 kts. How much of a compromise is that in real life? And no I don't need a maths lesson... ;) ) I think Pareto is often a good guide for ranges of variables, and certainly if those variables have ranges of uncertainty. @ RT re carrier wars That is the trouble here. As soon as a flat top is mentioned commentators start trying to fly F35b off them. Nobody is concerned that one can lift an entire commando plus some reinforcements (the supporting battery and additional engineering capability) with enough "garage" space for a commando's worth of vehicles. It is like reading an article on a car where the cupholders get 90% of the column inches. All Politicians are the Same I do not want to use a QE as an LPD, it cannot as it does not have a dock and yes it is compromised as an LPH as well but not to the same extent. ref the speed issue, it would depend upon the SOA required along the Main Line of Advance (MLA) which in turn depends upon threat, requirement to mvre, tanker support etc etc. Blame the Spanish they are the ones that fly the AV8B off an amphib. To solve this problem I propose to build the RN's next Amphibs to the size and function of an LHD but with and LPD style transverse superstructure. That way no-one on the internet and no-one in HM Treasury can get any ideas about operating F35B whatsover. And we can still call them Hermes and Centaur. personally, I can't see the point of a carrier, whether an LPH or a CV, also having a dock and stocking thousands of marines. If you have a dock, you need to be close to shore to maximise the offload speed, even if you are using hovercraft or high speed LCU's. A carrier can afford to be far further out, since aircraft are an order of magnitude faster. I'll bet two CVF and 4 decent LPD's would be a better deal than 8 Juan Carlos, as well as being cheaper. You might not want an LPD, but maybe defence has need of such a capability? I suspect the speed thing is a bit moot. Does an extra 3 knots make a huge difference? It is 72 nautical miles further in 24 hours. Nice, but essential? Straight of the top of my head I'd say no vehicle deck with the 40 vehicles (I know that you could probably use the hangar space for some vehicles but then they would be limited by being underslung and how much would bringing them up with the lifts affect deck ops?) and about 600 less Marines and no rear ramp/mexe combo. I think without the vehicle deck and rear ramp/mexe combo we will find it a compromise too far, as the compliment of Marines is too small and the equipment they could use too light, it's basically a company and a HQ element. Personally I don't see which requirement the QE class are fulfilling, if it was carrier strike then they should have been CATOBAR so we could use longer ranged F35C and supporting aircraft, if it was an Invincible/Ocean replacement then they should have had the vehicle deck and ramp/mexe facilities of Ocean with the F35B. But we are where we are and will have to live with what we have, but I bet the Navy will miss Ocean when its not replaced. All Politicians are the Same I never said I did not want an LPD, we have 2 and 3 Bya Class LSD(A) to support them. Eventually I would like to see us move to an LHD instead of LPD but that is a long way away I am afraid. I mentioned the use of the Canberra class to replenish ONLY the F35's (or Apache's etc for the Army for that matter) up close to the beach (say at just over the horizon) , not to embark them like the USMC plans to from the Wasp/America classes. It would use up far to much deck/hangar space much needed by helicopters/airlift able vehicles .The fuel would all ready be bunkered for the helicopters and the magazines spaces would need to be enabled to hold the additional types of JDAMS etc. Rather than risking the QE/PoW close in where they would become a very big target for every medium range missile /land based aircraft .Better to make the enemies aircraft fly long extended missions over the ocean (such as the Mirages/Etendards had to in 1982) to reach launch point out at sea where they can be interdicted by the T45's / an F35 CAP with a least a bit more notice than just popping out of ground clutter ,targeting , launching and bugging out. On the subject of crewing the Canberra Class will have a basic RAN complement of 293. Operating as an amphib the ships crew also includes a contribution of 62 from army (aside from any embarked forces) and three from the RAAF (air traffic control) for a total of 358. In the hypothetical 8 LHD versus 3 QE the crew numbers would be something like: 8 x LHDs 2,864 (or 2,344 Navy only) 3 x QEs 2,037 (not including air crews) The Spanish spec claims the LHDs can operate up to 30 aircraft although that would most certainly be a mix of fixed wing and helo not to mention being packed liked sardines below decks. Even if only 12 F35Bs were more realistic 8 platforms would mean you could (hypothetically) put an air arm of 96 aircraft to sea. At 18 aircraft the equation becomes 144 and at 28 it would be 224 (the latter would surely be too crowded for air ops and only for transport to an AOA). Still some interesting maths especially in the bang-for-buck and strategic/global reach debate. On the subject of training the Canberra's are using virtual models of the ships for certain elements of crew training in a simulator. Obviously not a replacement for the real thing at sea but it helps to keep the cost down and allows some training to go ahead when the ships are in refit (or now while they are still being built). We need dock space more than more hangar space. Don't care if there is an airport up top but dock space and lift is more important than more facilities for our ever shrinking number of utility helicopters. Increased auxiliary requirements need to be considered alongside proposals resulting in an increase in hull numbers. LHDs seem so much more useful, so much more of the time, than CVF, and all of those choices were available in mature, and I would contend more usable designs. Just my way of thinking about things. The problem with having a really Gucci CVF is that it does not do all sorts of things that in a Joint campaign are necessary. The Bays seem very limited in what they can easily or quickly offload in less than a fully equipped port. The Bays are about lift not through put. They are floating warehouses not assault ships. The Bays are auxiliaries not warships. All Politicians are the Same Another very good point. LHDs do what LHDs do, carriers do what Carriers do and both can do some other things as well. The bigger you are the more flex that you have. The Bay can happily offload from the sea but is limited to one LCU Mk10, however each LPD brings 4 with it. A "joint campaign" is a very broad church. Do you have a port, or an airfield, how much time do you have to offload. what is the threat and how does it change as you approach the OP Area. What is the objective and what size of forces are involved etc etc etc. that is why we attend Amphibious warfare Course amongst others. Dependent upon the answer to those questions certain assets will be more useful than others. X, it was APATS' suggestion about the Bays. It is to me still an honest question of interest. What is more useful (in terms of utility across the spectrum of operations, across a service life, and given that the budget even in the pre-crash days was only enough for either one type or the other, but not both)? CVF or LHD? Especially when design maturities made the LHD type a significantly lower acquisition risk, and the same capital expenditures would have allowed for 8 ships instead of 2, giving hugely increased ranges of options for employment in role or simultaneous geography, and a similar sized buy of aircraft. We are where we are, undoubtedly. With Canberra class I was not implying embarking F35's as a standard such as the USMC do on the Wasp/America class but merely as a forward ,say over the horizon from shore , replenishment platform , to refuel and rearm with JDAMS etc and the to return to CAP as quickly and possible using the least amount of fuel transiting between base and on station increasing their loitering time. The same could be said of replenishing the Army's helicopter suite be it Apaches or Chinooks. A big target such as the QE/PoW class close inshore is asking for every Medium range missile/ artillery / Strike aircraft to attack. What would a MLRS do to a carrier task orce? At least well off shore (100km+) the T45 /F35 CAP has a chance of an intercept rather than facing a aircraft popping out of ground clutter ,getting a lock , firing and bugging out with very little reaction time. I seem to have had a comment Monstered, but maybe it will come back. I read your words about bigger size giving extra flex, but I don't buy it. All it gives you is more of the same as far as CVF is concerned. If "the same" is not what is needed. Here we go. Fantasy Falklands Revisited. Would you rather have had 8 JCs plus "N" F35s (max 72) plus whatever helicopter mix you can stuff in among a landing force mix, or 2 CVF plus similar helicopter / FJ mix. As the JFC, not the MCC, of course. I know my choice, but would be fascinated to hear your's. I come from a LCC background, where the MCC merely can lose the war, not win it, but you have an equally valid perspective. "The Bays are about lift not through put. They are floating warehouses not assault ships."" Agree that that is what the Bay's were designed to do, but you can have a little of both. The Spanish Galcia Class LPDs which are similar design, although a little smaller (13,800 versus 16,100 tons) than the Bays, accommodate 4 LCMs in their landing bay versus the Bay's single landing craft. Th Galcia's LCM1Es (same craft as the Canberra is embarking) can move 56 tonnes at 22 knots or 110 tonnes (full load) at 13.5 knots. So compared to an 8.5 knot LCU 10 embarked on a Bay a Galacia can basically shift 4 times the tonnage almost twice as fast. All Politicians are the Same We cannot have 8 JCs for 2 CVFs we cannot afford to buy them or man them or train them, or fuel them or berth them or support them underway (not neough RFAs) or Escort them (not enough escorts to screen a TG that size). I would have liked 2 CVNs and 3 LHDs as it is about as realistic. I think @wf hit the nail on the head. I would love to have the flexibility of 2 canberra (2-3 Mistral) class with 5 Apache and the rest green Merlin and chinook on board. I don't think you can have CVF participating in any landings. The concerns of it and its airgroup should be air superiority and subsurface and surface warfare. Its like putting all your eggs in one basket. Can't remember who said it but the staging platform idea isn't that mad either, it was proposed in the Falklands. Glad we are starting to talk about getting 3 Commando Carriers (CVFs) again... :) If the RN managed to stick 4 LCVPs on the old Centaur Class carriers in the 60s/70s then damn sure they could do it now. Pair them in the short term with a Bay and a Fort and you've got a great core of a RFTG. With three RFTG, the UK would have one in the barrel, one in the magazine and one at home if needed. Goes back to Chris C's proposed change in operating in mass rather than in individual units, plus what the USN is looking at doing also. All Politicians are the Same "Th Galcia’s LCM1Es (same craft as the Canberra is embarking) can move 56 tonnes at 22 knots or 110 tonnes (full load) at 13.5 knots." You are getting their displacement mixed up with their capacity. They weigh about 56 tonnes themselves and can carry another 60 tonnes loaded. They can do 22kts unloaded or 13.5 kts loaded, their capacity is listed as 1 MBT. They are actually 6M shorter and 1M narrower than a Mk10. The purchase costs for JC in 2001 were lower than for CVF in 2001, the design much more mature. I don't think either of us have the full range of factors to hand to be definitive, but to me we'd have got 4 JC to one CVF at 2013 outturn prices. Probably a bit academic anyway. Air group is immaterial, as both sets of ships can lift the same mix of FJ or helos. Slightly puzzled at your view on increased training demands. A larger cohort needing training means training costs per person are reduced. The crew numbers of both Andrew and air groups are not wildly dissimilar. The berthing costs you describe seem high, given the smaller overall dimensions of JCs. Perhaps a set of sensitivity and multi-variate factor analyses might have come up with something like 6 JCs against 2 CVFs as being the optimum trade (both with a total 40-44 FJs split between them), and £1.6 billion for additional escorts or that total split between 2 more RFAs and 2 more FF. Given the extra flexibility of 6 docks, it is what I would favour. Sorry you have lost me. The Bays are bigger than Galcia. They carry more. Not only because of the size but their layout (smaller dock.) There primary role is to move follow on stores and outsize equipment into theatre. That a smaller ship used for assault with more LC can move more stuff to shore quicker isn't the same thing. How would a logistics vessel benefit from having more than 2 berths for LC? Even with RO-ROs you can only load 2 at one time. That the Bays were constructed to only operate one LC at a time shows that throughput wasn't a priority. (TBH I have never looked to see if the Enforcer are big enough in the beam to be configured for 2 Mk10 side by side. But being one of these modular scalable design concept wotsits I shouldn't be surprised if they could be built so.) Perhaps a better question is ,whether the Mk10 is the best boat for the RM? Offloading tanks seems to be a big driver for the MoD. Though I think the last time anything resembling tank was offloaded in anger was some AVRE's during Motorman. FWIW I have been aboard both of the Dutch navy Rotterdam class. All Politicians are the Same You have to train each hull, you have 8 lines of training instead of 2 to fit in. That requires more expensive FOST staff hours, assets for training, btx etc etc. Each berth has to have a full set of jetty services so we need more gangways, power, sewage, tug hours, pilots etc etc. Juan Carlos was not even ordered until 2003 so not sure about 2001 prices. It also took 5 years to build so how long to build 6 or 8? They would have fallen victim to the same BS political delays that drove up CVF costs. You need slightly more than 2,extra FFS to escort your 6 JCs and 3 extra RFAs as well. The whole point is that a JC is not and never will be w CVF dub and a CVF is not a JC sub. One is an amphib with a limited fixed wing capability, the other is an aircraft carrier that is big enough to be a multi role aviation platform. APATS, leaving the rest aside, is a JC more useful to Defence than a CVF? Across a full service life? Note, not to the Navy, but to Defence. Even at 1:1, I submit it is. At 2:1, more so, and so on. Had we have merely ordered 3 JC in 2001 to directly replace CVS, we'd have been significantly better off than we were with ordering 2 CVF, of which we will in likelihood only ever see one on the ocean at any one stage, and 2 only in extremis. More sewage..........yes. :) All Politicians are the Same No it is not, JC is an amphib of which we have sufficient to meet DPAs whilst CVF offers a new level of capability. However I am getting very close to having to fine myself here. APATS, ah, DPAs, much venerated but in reality as useful and as ignored as yesterday's newspaper. What DPA(s) require a whole new capability? Serious question, not frivolous, and one much argued about. The jury never came back in. A forlorn attempt here to try to stop this becoming yet another 'Carriers Good Or Bad' thread... A bit of U-tube bouncing from the new Spitfire post got me to a handful of other fine video gems; first, flying Victor: (I think I worked in the same office as Bob, but knew nothing of this); second, flying Lightning: ; finally, returning to flying Spitfires - notable at 1:36 for 16 Spitfires in formation, possibly at RIAT Fairford in the mid 80s when they had a Spitfire celebration. OK you can all go back now to arguing about which variety floating plank is better than another. "Had we have merely ordered 3 JC in 2001 to directly replace CVS..." If we had done that we would have put all our eggs in one basked labelled "F35B - The Outsider". There was no guarantee that F35B would be a go-er. In some respects the fact still remains. Probably the reason that Italy and Spain still operate AV8B. Amphibs MUST operate under air cover that can ward off intruding fighters, bombers, attack helicopters and strike aircraft. Giving an enemy command of the sky is a sure way to sign your own death warrant. I suppose you can suggest that they would always operate under the umbrella cover of the USN or land-based cover but that's a different argument. Every day an aircraft carrier takes several squadrons of jets, copters, maintenance engineers, hangar facilities and nice, clean, bump-free runway 400 miles. Within two weeks it would have unleashed hundreds of sorties at a reach of 4000 miles. I can't see the same kind of infrastructure for sustained activity mobilised by the RAF in a similar time scale. I think I'll keep score here, as the other threads sink into times immemorial so quickly: Kerry one - Barroso eleven Counting in bn's, the fx rates are close enough. And I can quarantee that you will notbelaughing at the final tally! I think that's a little pessamistic regarding deployment times. We can and move where needed quite quickly and are ready and set up. Various examples, Op Luminous being one. All Politicians are the Same http://www.telegraph.co.uk/news/uknews/defence/10677230/Army-commander-bans-sandwiches-in-attack-on-barbaric-habits.html Have to agree with a lot he says:) Sandwiches often served from a separate room or as take away, some people have to work through lunch or like to hit the gym/go for a run. You can only deploy and set up where you are allowed to and a suitable base is available. A Carrier is limited by geography. Complimentary capabilities. My favourite bit of this story where the MoD and Army try and cover it with the old favourite, 'was only joking' line Bet SIB are on a witch hunt for the phantom letter leaker http://www.defensenews.com/article/20140305/DEFREG01/303050022/New-UK-Naval-Helo-Wait-Least-5-Years-Planned-Missiles lovely.... carriers without aircraft, Marines without an amphib, helicopters without weapons...ships without AS missiles... ;) I was unsure exactly how quickly you could deploy. I was just under the impression that even with a nice clean airbase available at the other end there's no way you'd get the machine shops/kit necessary for sustained, high-sortie operations? Yes to planes and people. Less to ordnance and spares? Not a lot to sustainment facilities??? How long did it take you to get in place for Ellamy? All Politicians are the Same We placed the initial order for LMM in 2011 and Thales have recently demonstrated in from a UAV. Think the article writer got confused. The marines just have to make do with 2 LPDS and an LPH if required, supported by 3 LSD(A) and the point Class. F35B will fall into line nicely with us actually being ready to begin carrier ops and T23 has Harpoon with deployijng T45 being fitted, I assume you meant Antis Shipping ASuW missiles. Not an ideal solution but an antis shipping missile is actually quite a simple plug and play system to replace or upgrade. Now I am not happy about this delay (bloody French) but letb us keep it real, it is bad enough without any need for exaggeration. As NLOSs come back from A-stan, why not put on the navy helos (for the next 5 years) as they do in S. Korea? Was more tongue in cheek referring to what we've seen/heard since '10. Though the Navy's future ability to sink ships is taking a hit, I guess the delay is the lesser of two evils that we had to choose from, something we often do across all services. http://news.uk.msn.com/uk/army-general-issues-sandwich-ban Major General James Cowan has insisted “a gentleman or a lady uses a knife and fork” lots of funny stuff Because RA is taking them into core as the second system in their precision fires batteries. Having developed their use in Afg they seem to rather like them. RA is no longer allowed to run manned aircraft units, they lost that to teeny weeny airways in 1956 (yes I know they were nominally RAF but the sqn comd was always a RA major and most of the pilots and non EME ground crew wore the right cap badge), so they don't have any helis to hang them on. A good find, wf! 2 psi pressure, traversing land/ muddy deltas OTH delivery of LCU loads but "on the double" All that without the expensive-to-own aircushion technologies, full or partial. Hi Obsvr, Good to hear... i did not know there were batteries of the type " precision fire". That sort of xevelopment explains why the precision munitions proc has been repeatedly put on hold? I was responding to the heart felt pain by APATs in his post above mine, the marine helos having to make do with insufficient ASuW weaponry for another five years. ... The bloody French, and all that. Why not put Hellfire or Brimstone on Wildcat in the interim. Plenty say we can wait but Wildcat is for dealing with those nippy little boats and (in the words of our favourite lance corporal) you never know when you might need it. Or... An Apache on the back of every destroyer or frigate. Got a targeting radar, trainable gun, flachette rockets would make a mess of a swarm of RHIBs and then there is Hellfire. Just hope the seas not too rough! Re: Army 2020 We Are Not Amused, apparently: Army 2020 plan is unconvincing, says Defence Committee. The Army 2020 plan does not present a convincing blueprint for an Army that can effectively counter uncertain threats and unforeseen circumstances, says the Commons Defence Committee in its report, Future Army 2020, published today. http://www.parliament.uk/business/committees/committees-a-z/commons-select/defence-committee/news/9th-report-substantive-pn/ Thanks Ant, was going to cover that later Have nicked your 'we are not amused' line for the TD twitter though! Brimstone was designed for launch from an aircraft doing a high speed; would that make for a redesign/ Hellfire is not quite out to 25 km, so the danger is that you vector out in the wrong direction (not saying that you can ignore dealing with multi-direction threats, without needing to take the time to change your own position... by much) I am glad the Defence Committee is finally starting to use the powers it has, and could not agree more (while saving further comments as I believe TD isd going to put up a thread on this): "Chair of the Committee, Rt Hon James Arbuthnot, says, "The MoD has failed to communicate the rationale and strategy behind the Army 2020 plan to the Army, the wider Armed Forces, Parliament and the public. Our concern is that the financially driven reduction in the numbers of Regulars has the potential to leave the Army short of key personnel until sufficient additional Reserves are recruited and trained." Given that, on most occasions, expeditionary operations will be carried out in cooperation with the UK’s Allies, the Committee calls on the Government to set out the current status of the UK-France Combined Joint Expeditionary Force. The Committee also calls on the MoD to provide an update on progress on the development of the new UK Joint Expeditionary Force (JEF), including how it will train and operate and the extent to which appropriate multi-national partners have proved willing to participate in JEF planning and activity." Having a mid-term report before the next elections is a brilliant idea, as it seems to me that papering over the cracks (until the election is over) has been the "strategy". And something a little different about Britain's Atlantic Islands: A wonderfully quixotic 5 minutes worth of pictures and commentary to lose yourself in . The final shot is particularly evocative. http://www.bbc.co.uk/news/magazine-26431323 Ha! Fame at last! You are most welcome. @AAC 1. No idea I thought it had been discuseed as an option before though... 2. Hmm it depends on the ranges we are talking. If you have 2 Wildcat... one red 45 one green 45 at 5 clicks or so that should give you more time to respond to threats. If mother if moving then it will take longer for vessels to approach her from the rear. One threat detected Nearest wildcat moves to intercept secong moves to dead ahead mother. Anyway I think you could cover it. What range would these little boats have to get to to attack? What is the likely armament? Gloomy Northern Boy @Ant - Interesting stuff on the Atlantic Ridge BOT's...in an increasingly resource hungry 21st Century we really should use our possession of a lot of hostile environments (deep cold ocean, remote cold rocky islands) to learn how to live in and develop both...the EEZ for it's own sake, the cold rocky bits to practice for Mars and the Moons of Jupiter... It appears than hms vanguard is to be refueled again and that potientally astute ssns will need refueled also due to reactor issues. http://www.plymouthherald.co.uk/150million-investment-Devonport-submarine/story-20774472-detail/story.html Gloomy Northern Boy Genuine, as opposed to provocative question - if we did move to a high/low RN with two or better still three RFTG based on 1xCVF, A/W assets with embarked Commando, 2xT45, 1 or more SSN, how many T26 would each group need? I am trying to understand the minimum Frigate requirement and therefore the scope to build additional SSN (with lots of TLAM,) SIMMS, and OPVs on steroids - thinking of an RN with a high/low presence (SIMMs+ OPV known to have a lurking menace close at hand) and a stout stick continuously at sea (the active RFTG). Cheers chaps I would say 1xT45 (full cream), 1x 1st rate ASW frigate, and 2 x (cheaper) CODAD frigates, plus 6/8 Merlin ASW (AShM capable) But force structures aren't set in stone; don't get too carried away with photo's like this, because it isn't exactly a true representation of how things are............ No doubt APATS will pop up like periscope during a Thursday War with some wise words. :) Gloomy Northern Boy @X Cheers - which suggests that if we went for the kind of high/low mix I am thinking of, we could think seriously think about three CVF/AW based RFTG, and a number of SIMMS/OPV "presence squadrons" underpinned by more SSN...even if we lost high end frigates...be interested in what @apats thinks. By the by, no clear view on the Ukraine myself, but much to agree with in what you say...it is a messy old bi-polar world, and what that means for us has to be energy security/less dependence on The City/more independent military options/a political class who have a sense of history and think long-term. Not sure what to do even if we had that, and no great expectation of getting it mind you..! Thus Gloomy as usual. http://www.aviationweek.com/Article.aspx?id=/article-xml/asd_03_06_2014_p01-02-669564.xml&p=1 Pratt & Whitney is investigating the cause of an F135 fan failure that developed in the first stage of the Joint Strike Fighter engine’s three-stage unit during ground tests in Florida in December. The fan crack occurred on Dec. 23 during accelerated mission tests (AMT) on ground engine FX648 at Pratt’s West Palm Beach facility, as the engine reached 77% of its required life, says F-35 Program Executive Officer Lt. Gen. Christopher Bogdan. Discussing the problem at Aviation Week’s Defense Technologies and Requirements Conference in Arlington, Va., Bogdan says Pratt may have “underestimated the stress at low-cycle fatigue” of the fan, which he says “blew” during the test. “Our investigation is ongoing, but we have determined this incident does not pose a flight safety risk and will have no near-term impact to the operational fleet,” says a statement from Pratt. The engine maker says it will continue to monitor operational cycles for each engine in service, and is confident there is no safety issue because of the low-cycle fatigue conditions of the failure. @GNB: I'd say the number of escorts for a RFTG would depend on what you are escorting, where they are going and if they are going at the same speed. The following would in my book make a reasonable full on RFTG benchmark: - 1 × Commando Carrier (CVF) - 1 × LSD - 1 × SSS - 1 × Point - 1 × Tanker - 4 × AAW/ASW escorts - 2 × MHPCs - 1 × SSN Means that the RFTG would be able to support a strengthened RM Cdo, but let's forget about the dreams of opposed landings... @ GNB re Ukraine I am not sure even I agree with myself over the Ukraine. But it is nice to see some ships on TV during a crisis none of this landlocked nonsense. :) re Escorts I see countering flying things as the main problem. But with SeaViper, SeaCeptor, Crowsnest, and the F35b coming on stream that threat will be well managed. 4 surface ships mean one for each compass point. Another SeaViper platform would be nice and in a proper bunfight one would be present but it would still be nice to have 12 T45. As for under the oggin well again in a proper bunfight there would be more 1st raters available But as I have said before there is owning submarines and there is using them effectively. 6/8 Merlin would give us good coverage especially in shallow waters; again that is why I like the idea of 2 per hull spreading the screen. The number of SSNs out there is much lower than the the number of coast hugging SSKs. The other chaps with good SSNs are on our side. In a proper bunfight our side's SSNs would be up threat. Helicopters with missiles to help with opfor's ships along with shipborne (cheaper CODAD ships could hopefully be built in larger numbers) and FJ and hopefully in the future MPA and UAV. But as I said it isn't simply a matter of allocating ships @X: Agree on AAW being the main threat especially if the task group Escorts are running in fully active sonar mode with our SSN lurking. On the subject of how best to enable the RN Task Group I am coming more and more round to the idea of A330 as a future ISTAR platform. Start with the MRTT design and work up. Its range would be monstrous. Nimrodesque. With the addition of a bomb bay it could carry as many Stingray, StormShadow or NSM as could ever be needed. And it has the size and power to hang all the radars and cameras off it that there are. And a cabin big enough for 20 FITS workstations and then some. Retain the wing drogues so it could trail fuel for its own escorts if necessary in semi-permissive environments. There's no point developing an A320 that will just be a perfromance clone of the P8 or the Kwackers. Why bother? To add something distinctive to the allied mix we either need something that will operate off a flat deck without strings (say a Bell Tiltrotor with a pressurised cabin) or something land based with such monstrous range and endurance that it can close the mid ocean gap. Now on the suject of costs what percentage of through life costs does fuel actually form? I reckon its not so much compared to aircrew, groundcrew, throughlife support, parts etc etc. So if going for an A330 enabled you to delete both R1 and E3 with all their associated support infrastucture you might still be able to make a business case, even though it burns lots more fuel. It would have a massive USP in the export market. And it would be transformational in expeditionary situations and 'down south'. Cycle them through a month at a time. Patrolling the mid atlantic ridge as you go.Just one bird down there to do AEW, AAR and MPA. And no extra tanking needed. What's not to like? "What’s not to like?" Probably the 450m pounds per airframe price not including supt. Showing my ignorance here: why so much? Or is that really just the going rate for a plane that size? A rough metric for conversion of an aircraft to a special mission one is take the list price and multiply by 3. A330s cost about 220m dollars each list and the configuration you suggest requires a lot more tech to be inserted than normal so it could be a optimistic price at that. OK - thanks Mark There were the following silent assumptions to my line of thinking: That after 2015 budget will be identified for a new MPA-ASW-ISTAR purchase. That R1 capabiity gets reinsteted into core budget after 2015 That there are real savings from deleting E3 and R1 upkeep and rolling it all into Voyager. That becuase of the open A330 line the capital purchase can be profiled across a number of years. And finally the biggy: That SDSR 2015 takes a more pessimistic view of the threat than SDSR 2010 And honours that threat with spending Thats the contraversial one I know. But I do think we are at or near a tipping point like 1991, where the trajectory of our defence spend has to shift upward. How soon and how much depends on lots of politics between now and 2017. General Election, Scottish plebiscite, EU referendum etc etc. But its all to play for. Having finally watched More Med Moor Fun It occurred to me that in the event of needing to land troops over a shore (TD will nuke me!) all we need to do in the event of a shooting war needing amphib is to raid the med coast for all the ferries (and their crews) with few drachmas (i.e. bribe) and then no coast in the world would be safe from a landing by our forces . There will be a review of Istar coverage or how to maximise current asset performance. E3 is expensive to run I would think, r1 is much cheaper. You would not be able to use current voyager aircraft you could add more but the cost is huge. Personnally I don't see how the threat has changed at all with those outlined in 2010. We may decide we wish to do more in certain areas and less in others but fundamentaly nothing has really changed in the last 5 years. Elm Creek Smith @monkey - How you gonna get them ferries to "no coast in the world?" Hmm? Sounds like a great plan to get a bunch of people to meet Davy Jones. Dunkirk in reverse? The Russians are coming... OK - so maybe they are or maybe not. But they aren't the non issue they were in 2010. Our NATO allies in the Baltic States are shitting bricks. Even the fudgepot that is the Eurozone is actually looking at and thinking about what's going on right next door. That's a big change. And the USA has its own rolling budget crisis. In 2010 the PAcific Pivot and the reducing role of 'somone else' round this way was a theory. Now its here. And at home the MoD has its programmes under control and some hard won credibility with the Treasury. That's not like 2010 at all. "nothing has really changed in the last 5 years." Not sure what the official line is but I wouldn't want to go to sea with anything less than two frigates (for redundancy) one AAW (the redundancy is in the ASW frigates) and an SSN ahead (or perhaps trailing). You therefore have a 1st rate ASW vessel (SSN), a 1st rate AAW vessel (T45) and two multi-purpose vessels (T26). Add to this a couple of Merlin on the frigates, a couple of Wildcat on the T45 and you have the building blocks of an escort force for something serious. All Politicians are the Same The required escort numbers depend upon how many vessels you are escorting and the threat. You are will not operate an SSN in direct support, you allocate it water normally ahead of a TG and let it do its thing in Associated support. Escorting a CVF and tankers and maybe 1 amphib in a multi threat environment. I would want 2 T45 and 4 T26. Russia invaded Georgia in 2008 doing much the same as they are doing in Ukraine. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/61936/national-security-strategy.pdf Page 27 Tier One: The National Security Council considered the following groups of risks to be those of highest priority for UK national security looking ahead, taking account of both likelihood and impact. • International terrorism affecting the UK or its interests, including a chemical, biological, radiological or nuclear attack by terrorists; and/or a significant increase in the levels of terrorism relating to Northern Ireland. • Hostile attacks upon UK cyber space by other states and large scale cyber crime. • A major accident or natural hazard which requires a national response, such as severe coastal flooding affecting three or more regions of the UK, or an influenza pandemic. • An international military crisis between states, drawing in the UK, and its allies as well as other states and non-state actors. Seems they got it about right? Keen US interest in ship/ boat launched long-range strike weapons is explained by this example, cited by the USAF Pacific commander "We have tested an F-22 with its sensors teeing up a T-LAM strike from a submarine against a moving target,” he said. “This is the future, whereby the weapons on target are not simply carried by the aircraft but the forward-based sensor can provide the moving target and, over time, those forward sensors can have the ability to direct that weapon to the target.” To have those sensors everywhere he cites all the support for 4 Raptors flying with them on a C-17. Quite a xevelopment from the Cold War bare base concept, when you needed to support at least a whole sdrn , to have any relevance in the field. The point about Russia is that there is now a very clear trend and trajectory to their actions. Their actions are steadily becoming bolder, larger and closer to home. So far all have succeded in their own terms. They clearly place themselves outside the western diplomatic system and are prepared to use force agressively to 'game' for what they want at the most opportune moment. They are smart in how they do it, both at a macro and and a micro level. Clever news management and use of FSB to infiltrate and provoke. Their P5 seat makes it hard to pin them down through the UN. Which leaves economic, conventional and nuclar deterrance as critical tools for us. At least the Chinese have a defining objective of stability - albeit defined in their own terms. The Russians, from their more torrid history, have a macho concept of dominance as the only guarantee of their security. If we appear weak that is exactly how they will treat us. The Russians are geographically much closer to us than the Chinese are. And have a historical claim (in their own minds) on the Baltic States that are NATO members to whom we have formal defence obligations. Our European trading partners are also heavily exposed to Russia both militarily and economically. Two out of their principal sea lanes (Northern and Blatic) come right past our front door. Their relationships with Cyprus, Syria and Egypt will impact on our mediterranean and middle eastern interests. All this points, at the very least, to a renewed focus on securing our own coastline and airsapce from Russian incursion, sustaining the security of CASD, and a strategy of militaty preparedness for conventional containment. That means having enough deployable air squadrons to be able to send _our_ war planes to Lithuania and Poland when required. As well as a full fat ASW MPA and enough modern Frigates and SSNs to maintain local dominance in the North East Atlantic even if the Russian Fleet comes out. What it means for the Army I'm not so sure. Not sure we will be sending our armoured brigades into Poland. Or re-invading conquered countries outside NATO. But a sensible recapitalisation of the Apache fleet and upgrades to C2 and Warrior plus Fres SV and UV, CAMM(L) are wise precuations that we should underwrite the funding for. Short term I agree nothing has changed. But the trajctory is now such that the medium term threat has incresed. And procurement lead times do justify an increased spend over the next 5-10 years to repair our capability gaps and be ready if the time should come. Sorry but I don't see this as an excuse to suddenly return the navy or indeed the airforce or army to Cold War posture. I'm not entirely sure Russia in there eyes is doing anything different to what we in the west have done the past 20 years. On top of that if you look at it from a Russian point of view they have seen an ever eastward advance of NATO missile shields et al and even EU states and there old friends in the Mid East be squeezed hard. They may fear the west is attempting to remove there access to the Mediterranean by the situation in Syria and in there eyes the removal of Allies in Ukraine potentially threatening there Black Sea fleet. As for the north altantic well its not like there suddenly returning the red banner northern fleet to Cold War levels of a hundred submarines and regimental strength air arms. Are they actually expanding anything or just attempting to recapitalise there fleets of aircraft and ships over a long period with smaller numbers than present exactly the same as we are. This may mean they are more compotent in certain areas but we aren't standing still either. The thing we probably lack more than anything is persistence due to lack of personel than necessarily lack of equipment. Does it simply mean prioritise north altantic tasks over other tasking areas? The exception would be has the threat profile to the deployed ssbn changed and we are not in a position here to judge that and frankly russian action in Ukraine has very little impact on that. As for policing the Baltic air defences well NATO partners in Europe can call on close to 350 typhoons and rising , a 100 and rising odd rafale, several hundred f16s not to mention many other types so I think we can handle policing NATO airspace fairly well. Like wise with frigates and air warfare ships, the UK, France, Italy, Spain, Norway, Germany and holland all now have modern effective vessels and combined with the US that would far out match any threat we face from Russia. @APATS: "Escorting a CVF and tankers and maybe 1 amphib in a multi threat environment. I would want 2 T45 and 4 T26." - Would agree that that would be the high end, but I guess in a Falklands style high threat operation you'd want the option to combine the 2 RFTGs possibly into a super task force which could have fewer Escorts in total. I wouldn't go so far as to say Cold War posture. We have been disarming since 1991 and all I am saying is we should cease that and begin a moderate increase. Probably not even so far as SDR98 levels. And I agree with you that before we even think about increased scale of forces we need to staff, equip and train with what we have. De-hollowing if you will. Where we do part company I think is that I have little confidence in many of our European partners to come to the party. If we are looking to demonstrate continental solidarity then why aren't Germany or France or Spain deploying any addtional fighters to the Baltic...? I find our EU allies flaky on defence at best. And would expect UK to drift further away from the EUzone centre of gravity whatever the outcome of the planned in/out vote in 2017. That's why I forsee a moderate medium term (10 year) build-up of our forces probably not reaching or exceeding SDR98 levels as being justified. ""If we are looking to demonstrate continental solidarity then why aren’t Germany or France or Spain deploying any addtional fighters to the Baltic…?" Maybe because the threat isn't really there? If you don't think they would send aircraft if they were requested then what your really saying is that NATO is irrelevant. The USA are currently performing the Baltic Air Policing role as part of the NATO QRA rota. They have increased the number of aircraft in the area and added additional tankers. My understanding is that Poland are due to take over the role later in the year for the 35th rotation. I agree with you Mark. In the short term, ie now, the threat isn't there. What I am saying is that there is a trajectory of events that now suggests an increaed possibility of a real threat manifesting in a 5-10 year timescale. No-one was sinking our ships or shooting up our planes in 1932, 33, 34, 35 or 36. But by 1940/1 we were desparate for hardware. And fortunately as it turned out the build-up we initated in the mid 1930s arrived only just in time. But I do think its interesting that when our Baltic allies feel threatened it is US F15s that appear to reassure them. Not anything from us and our allies. That does tell a story. And the Visegrad states aren't stupid. They will remember who is ready to help them and who isn't. The 4 extra F15s and a tankerr all came from UK bases, so not a big hop, but a clear signal anyway. First of three Mistral's to Russia has begun Sea Trials: http://defense-update.com/20140306_vladivostok_mistral.html" rel="nofollow">Vladivostok begins sea trials Will be an interesting side headline to watch. If a spare £1b was found behind the sofa, would three Mistral-class originally intended for Russia be of interest to the UK in some kind of Saturday Morning Fantasy Fleet Swap Shop deal? It really is pointless buying up extra ships if you're just going to park them in extended readiness because you don't have the manpower to crew them. And "extended readiness" sounds so much better than "mothballs" doesn't it. All Politicians are the Same @http://online.wsj.com/article/BT-CO-20140307-706072.html The USN has sent USS Truxtun (Flight IIA Arleigh Burke) into the Black Sea to conduct exercises with the Bulgarians and Romanians. The rest of the Bush CBG remains in the Med. If we are playing fantasy fleets, then I think the RN could do with a couple of HMS Visby style stealth corvettes. Very handy for sending into enclosed waters like the Black Sea, when you want a bit of old fashioned gunboat diplomacy. @The other chris That would be lovely ta. But as wise ape says we aint got no one to man them :( All Politicians are the Same The Mistrals are really lean manned, could retire Ocean and one LPD to man all 3 :) Blimey they really did pick a serious ship from the group huh? USS Taylor is still in the area (repairs after running aground) and USS Mount Whitney left at the end of February. @TED and @WiseApe Re: Fantasy Fleets I know. I'm not always so serious all of the time. Honest. No really! The Mistral deal is still definitely one to watch though. "BAE Systems has performed the first test flight of a Eurofighter Typhoon fitted with a mass model replicating the type’s future active electronically scanned array (AESA) radar." Who says blue circle has gone out of vogue ;) I know you've said you'd like to replace the LPD's with LHD's, would you take the Mistral's if offered or hold out for something else, hypothetically? All Politicians are the Same Taylor is heading to Crete for repairs. I would take the Mistrals in a minute given the opportunity, I was lucky enough to have a look round Mistral at sea off Lebanon in 2006. Lovely ships, dynamic positioning, great facilities, Tier 3 medical facility. if I had 1 issue it would be range at speed but they are really good ships. Smaller than a Canberra or a Juan Carlos but we would use them as the French do in an LHD role supported by a real carrier rather than a Carrier Hybrid. (can dream). I'd take 2-3 Mistral's in a heartbeat, nice looking ships with some good capabilities and most importantly lean crewed. Not sure what we would do with Albion/Bulwark, would anyone want to buy them? Unfortunately i think at the moment with monetary pressure and the future of CVF still not fully defined anything with a flat top is going to be seen as a waste of money and a duplication of resources by the less informed areas of the public and media. "...at the moment with monetary pressure and the future of CVF still not fully defined anything with a flat top is going to be seen as a waste of money and a duplication of resources..." I completely agree but think it's about time the chaps in charge had a few stock responses. Like: "If you see more flat-tops as wastes of money and resources then why don't you close all airbases other than one?" "Would it help if we put a crane or brick wall on the bow to stop any chance of F35B operating off it?" I would then append the chosen above statement with "...you spanners!" ;-) Seriously speaking Simon and Chally I would probably build our next Amphib with a transverse superstucture rather than parallel for that very reason. Same size dock and hangers, same number of spots, as and LPH just build the bridge acrross the front so it looks like an LPD. Saves on aircraft lift too cos you can just roll in and out of the hanger. LHDs it seems are like buses; you wait ages then two turn up at once: http://defense-update.com/20140305_nuship-canberra-newest-australian-landing-ship-begins-sea-trials.html Even on the same site as the Russian Mistral. Couldn't we just say the ski jump on the front is for seakeeping - gives better mpg. Maybe a naval arhitect can explain it : but if you are _not_ looking to operate fixed wing, is there actually any benefit to a flat topped 'through decks' LHD layout compared to a really big LPD? I understand why the Aussies went for Canberra. It was an off the shelf design of the right size that does everything they want. And credit to them for not adding cost to the process by fucking about to delete the ramp just becuase it 'wasn't needed'. But asssume from a blank sheet that both layouts (LHD and LPD) are specifed for the same outputs. For instance: 6 landing spots, 6 hanger spots, dock for 4 LCU and xxx LIMS of vehicles; medical and command centres; limited self defence weapons. Which layout is actually more eficient (a) as a trans oceanic ship and (b) for amphibious offload (c) for build and through life costs? Is it really all about the fixed wing? In which case why is Mistral a flat top? Help us please @Not a Boffin!! Actually, thinking about it: maybe its all about the ratio between spots and LIMS? The LHD uses the whole length of the hull for spots with a full length hanger underneath, and the LIMS/Dock underneath that. The LPD uses half the length for spots, half for the hanger, but still the full length for LIMS/Dock. So for a given amount of LIMS/Dock the LHD will have approx double the aviation capacity of even a well laid out LPD. Am I right? If so it would still be most cost effectve for the future RN to build new LPDs (with hangers) rather than LHDs, becuase of the glut of avaiation capacity offered by 2 QEC class with no LIMS/Dock at all. "Saves on aircraft lift too cos you can just roll in and out of the hanger." Very true. However, that design can only really operate up to about six copters - otherwise it's very difficult to move them around. The idea of "lillypadding" from the carrier/LPH through the LPD deck is absolutely fine but now we have all our aviation eggs in one basket I'd be inclined to keep CVF out of harms way. This still supports the "lillypadding" concept with one important exception... It is WAY, way, way more efficient to operate AH from closer range, this means rearming, refueling and at least O-level maintenance OTH on the assault vessels. This means in the LPD design above I think the whole vessel, deck, and forward hangar would be occupied by Apache. This stops operation of the drop-off/pick-up of utility copters, which is not good. This, along with the general utility of an LHD are the only reasons why I'd want to drift towards heavier aviation capability from the assault group. Forward hangar; does that imply air ops from the front xeck? How often do you see that? In supply vessels, where it does happen bcz of theneed for cranes, the platform is well raised-up... Makes for a single helo.. More than £35m is to be spent on rebuilding and lengthening the runway at RAF Waddington in Lincolnshire. The Ministry of Defence (MoD) said the investment would extend the runway's operational life by a further 25 years. It said it was vital that the base, which is the "eyes and ears" of the UK's armed forces, continued to provide surveillance and reconnaissance in support of military operations. http://www.bbc.co.uk/news/uk-england-lincolnshire-26484959 We all know what happen shortly after upgrades........ Peter said "Maybe a naval arhitect can explain it : but if you are _not_ looking to operate fixed wing, is there actually any benefit to a flat topped ‘through decks’ LHD layout compared to a really big LPD?" It isn't just fixed wing aircraft that like to fly forwards. And even slow helicopters fly faster than even fastest ship. If you want to operate lots of flying things removing structure from in front helps. Ship's don't need a big bridge. Space for sensors is probably a bigger consideration. And if your ship has GTs the need for large uptakes. My opposition to LHD is that hangar space even if it can be used for vehicles is a huge volume within a ship. A Warthog say is nowhere near as tall as a Merlin (plus space above the Merlin so the rotor head and other gubbins can be accessed). That space would give you another deck's worth of "man sized" spaced. We are going to struggle to fill QEC's hangars with buying more hangar space when what need is more dock and cargo space. Just because an amphib isn't carrying helicopters it doesn't mean you don't want it to have good aviation facilities in terms of flightdeck space. It doesn't mean you won't want to offload the embarked military force quickly be helicopters from another ship. The trouble here is too much thought is given to designing yet another ship to carry helicopters just in case and not enough thought is given to large operations and the assault ship's function of moving marines ashore as quickly as possible in large concentrations with all their necessary equipment. It is the latter that wins the day not garage space for £20 million troop transporter. http://en.wikipedia.org/wiki/%C5%8Csumi-class_tank_landing_ship I do agree with you but it still doesn't solve the AH problem. I'd rather like to understand how we would plan to use AH from CVF (if at all) and/or from another platform? With reference to X's statement about copters and through-decks, there is also the fact that copters too can make use of a runway. ASaC7 often launches with a takeoff run (yes, I know, surprising isn't it) simply to maximise efficiency. PS: With reference to my "forward hangar". I meant a hangar, forward rather than a spot forward of the hangar. Helicopters with wheels benefit form a rolling takeoff not from efficiency but for payload. All to do with lift of course and wind over deck is just as helpful. Why would we need to operate AH from ships other than in all out war? Well as normal you don't need to but look at Libya. I asked myself earlier when AH on a ship would help, i.e. in Ukraine it might make the Russians think twice but unlikely. However for things like Libya, Mali and CAR it would be ideal. Therefore I propose a 'projected force vessel'. Something like Canberra or Mistral could both operate Apache (maybe paired with recce wildcats) and then just 2-3 Merlin HC4. Wiki (sorry!) states 8 aircraft at normal capacity; thats perhaps 6 Apache (enough for taking out some tanks or safeguarding any troops?). 18 total aircraft at full capacity but I digress. Maybe if you used 4 Apache, 2 Wildcat for recce and 2 Merlin HC4 it gives you a good capability. My reason for including Merlin is to provide some troop lift but possibly more importantly if you lose and Apache you have 2 cabs capable of launching CSAR (quite good if we are operating alone.) You also retain the boaty things you keep in the bottom closer to the water (I will let someone else take over there...) Ok but thats nothing new... Well returning to others suggestions of Vertical launch sites for anti ship or air... Perhaps GMLRS for ground close ground attack as well. Maybe a 40mm on the front for bombardment of shore defences although you could always use a nicely armoured AH... If you remove the ramp you free up room to weapons or maybe another heli spot. But given this ships is for a more inshore vessel I would suggest (without pssing about too much) that you apply the deck protection needed against F35 so that F35 may land in emergencies or to increase the time on station. Mistral offers similar capabilities. I thought HMS Ocean had a nominal RFTG air group of 3 Lynx + 3 Apache + 4 Sea King HC4. So doesn't your "projected force vessel" already exist? PS: ASAC7's rolling takeoff increases the payload of fuel and therefore endurance efficiency ;-) Um. This ship will it be carrying any troops? A rather nice pic of HMS Northumberland........ And some nice pictures of the Osumi class........ http://www.seaforces.org/marint/Japan-Maritime-Self-Defense-Force/Amphibious-Ship/Osumi-class.htm @Simon yeah re branding! But more fighty please! @X yeah I would hope so http://www.defensenews.com/article/20140308/DEFREG01/303080018/Amid-Ukraine-Crisis-EU-Plays-Safe Gotta love this, EU threatening sanctions and France is selling Ivan just the kit he needs. Business continues. Minus the command systems RE the Mistrals - initially the ships were tobe sold w/omods . then the other NATO countries stepped in, and some more sensitive components were omitted I seem to remember that France was.not the only bidder? It would appear Gen Cowan, has a reply. Not a bad effort. http://www.arrse.co.uk/community/threads/gen-cowans-edict-a-reply.211041/ Angus McLellan Here's something to keep you entertained (or enraged as the case may be) for five minutes. NPR presents http://www.npr.org/2014/03/09/288108112/do-we-really-need-the-air-force?ft=1&f=1008" rel="nofollow">"Do We Really Need The Air Force?". I can't remember whether I saw this here first or I found it, lost it, and struggled to describe it properly when I have mentioned it here. Um. Yes. Anyway........... http://www.whatifmodelers.com/index.php/topic,28298.0.html A couple of times here I have listed out what each US armed uniformed gets from its organic airpower and actually who is the ultimate customer. Most here are happy until they get to the part where I discuss the USAF where I get accused of all sorts of bias, misrepresentation, and evil. Pointing out the USAF does nothing apart from fly the US Army around the world, that their main combat power is find in missiles not aircraft, they play about with satellites a lot (that mostly look at the ground surely something for the US Army to do), and that if the USN and USMC can provide fighters above the sea then surely the US Army could do the same above land doesn't go down well with some here. Without getting drawn into the wider, tired old debate, it's because your comments about the subject are normally complete bollocks, like "Pointing out the USAF does nothing apart from fly the US Army around the world". You often present it as a joke, but the sad fact is you actually seem to believe most it. This one is almost as popular as the Aircraft carrier posts. Almost ;) let's give the amphibians to the RFA. To run on the behalf of the army. Army can have the marines. The RAF could run the Elephants. We could merge the paras with the raf regiment.... The Navy can run around in sharp pointed sex things. And sneak up on stuff in subs. Everyone happy. I don't agree that we don't need an air-force, however we do tend to get stuck in ancient mind sets. For example, if we had a missile defence screen on the mainland of Britain who would operate it? The only sensible answer is the RAF as it requires integration to the air picture and coordination with AWACS and QRA assets. However, it doesn't seem to stack up as "Royal", "Air" or "Force". The same is true for the submarine service. It's not strictly the Royal Navy, especially when you include the SSBNs in the equation where they struggle to even be part of anything! This is why I keep touting a change of "branding". Home Island Defence Force (HIDF) and Expeditionary Response Force (ERF). @ Chris B As I have told you lots of times if you don't like what I say don't comment. At least I am not an unimaginative, boring pedant who seems to think they are the sole arbiter of truth on this site. You never say anything original. You are incapable of original or lateral thought. Most of the bilge you pump is conventional wisdom. Have you heard ever heard the term metacognition? You should it look it up. You see I do realise most of what I say is tongue in cheek. As opposed to you who actually sincerely believe your that trotting out the MoD line or snippets form whomever is the current fashionable thinker or scoffing at the Daily Mail are their original thought, The Mighty Chris B Sole Arbiter Of Fact At Think Defence. Christ on a bike. The aggression amazes me. Who the fuck do you think you are? Come on? You are just like the majority here a faceless nob-entity on the web. I am not the only commentator here who you have weighed and judged am I? No am I not. Why do you go off to your own blog and manage the traffic there because it must be rivalling here by now. Surely the great unwashed must turn up in the millions to read your latest musings on nothing at all that can't have been read elsewhere on the web or in a book from decades ago, I feel sorry for you. You are one of those who think by belittling others you add to your own status. It doesn't. It just shows you to be somebody who is sadly lacking in the personality department. And even worse doesn't know they have a problem. Because I am the bigger and better man I shall take me leave on the forum once again and see if I can't make it permanent this time. I agree with IXION, we should build mega float runways and bin the elephants so we can transfer all the amphibs to the RFA (who are civil servants). With a mega float runway we could put a hotel on for the crabs and some sangars for the pongo's to sit in while its getting towed to the required hotspot. It can provide its own air defence and is so large that it is practically unsinkable, we can purchase it through a PFI agreement with one of the major civils companies. We can do away with the marines and the money spent can buy the tugs (run by RFA of course). A mega float runway would give us truly world beating expeditionary capabilities and the ability to save money buy reducing a single service by 90%. We will keep the submarine service to continue altering global events by their mere presence ;-) Gloomy Northern Boy @ David Niven - I'm not sure you are taking this seriously... :-) @x - I think perhaps you might be taking this a bit too seriously, but you no doubt know your own mind...hope to hear from you again though :-( By no means enough of us arguing for more ships! http://www.royalnavy.mod.uk/News-and-Events/Latest-News/2014/March/04/140304-Anti-Submarine-Exercise Probably not since the days of the Cold War have so many Royal Navy helicopters been sent to sea on an aircraft carrier for the purpose of hunting submarines as on Exercise Deep Blue in the Western Approaches. Will are submarines also be involved? We have a need of inter-service naked group hugs all around, so long as my hugging group only involves the prettiest females among the Andrew or the Kevins, and no polyester uniforms. I can cope with stockings. The Spam Filter has eaten his last meal from me. It is beyond ridiculous, despite very generous behind the scenes assistance from TD to work through the issues. Good hunting, all. :) Gloomy Northern Boy @RT - getting a bit like the first day on the Somme in these parts - decent chaps falling left and right -quite spoiling my day :-( hope to hear the jingle of your spurs again in due course - when the mine I'm digging under the spam filter goes off... Gloomy, Lieutenant, First North Country Mud-Monkeys. Trolled like the drama queen beauty that you are! My contributions turn up even 3-5 hours late, and as they appear with the right time stamp, the discussion will have moved on and I believe so have those who actively read the thread it happens to be, at any given time. I only got this problem when I moved to the super-star author status and (with zero articles contributed) would be quite willing to give up that status. Christ on a bike, its all happening :) Please chaps, I know I keep asking, and asking, and asking. Can we fucking well play nice Thinking about moving the comment engine to Disqus, it has improved vastly since I last looked at it. Not 100% but that is my thinking, anyone have any violent objections? Re: Mark's ASW link... Anything to do with an aggressive stance from Russia recently? Next, they'll be dusting off the FA2s at Culdrose too - a long overdue excercise in my opinion. In response to various commenters vanishing points... I get comments eaten pretty rarely. What is it that is typed to cause such a lot of false positives? Too much about stockings I guess [see if this one gets eaten ;-)]. PS: This got through immediately. I'm going to add "knickers" to the equation and see if that makes this go into the "big dustbin in the sky". PPS: No. That worked too ;-) Numerous hyperlinks or multiple edits to a post within a short space of time normally eat my posts. Quite like Disqus, would let you experiment with a static html site using the Disqus engine to chat. Less stats though, can get pricey, no idea if you lose comments after a time period, would recreating profiles cause a loss of userbase? Some may regard this as a positive but I can never get discus to let me in. Google+, WP and the likes that provide multiple survices (Disqus, too?) Are a clear threat to discussion forums where free (too free?) Formulation of thoughts is the fuel that keeps discussion moving. Accidental disclosure of username happens all goo easily, because there is no way the end user could transparently understand the logical and logistical workings of a platform. Example: - I created the non-sensical user name accattd just to manage my subscriptions on the WP platform - while doing something else the platform takes me to TD's Open Thread - I am positively surprised (at some stage it was to be abolished), see all the good names, from the good times and contribute just Hi! Good to see it is still going strong here! - before I even know it,my "other" alias has jumped out from the logistics "cage" I don't quite see what Disqus could bring, and the bespoke feel of TD (be it on the WP platform) should be preserved. - one thing that is missing from TD is the QUOTE button. Should work on any high lighted bit, rather than dragging whole submissions in, repeatedly, just because it is easier to pdess the button than first high light the relevant point, and then press the button. The attrition of users ix also a real possibility. The profiles are a pain, and I just can't Be bothered ( in most cases). @TD: I had blocked Disqus since it was slow and error prone. Will enable it again for a week for another site and see what it's like now, then report back Ref comment platforms - I could never understand why there wouldn't be a 'trusted poster' list of display names allied to email addresses that the platform would use to vet comments against - if name X from e-mail Y had 400 comments posted over a 12 month period the chances are X would not post spam (although possibly irrelevant annoying mischievous misleading or blatant rubbish). But then I'm not a software geek so no doubt that's just impossible to implement. Note that reference to poster X does not relate to x, recently from these parts. The reason ships designed to operate numbers of aircraft tend to be flat-tops is that it's usually the most flexible layout for doing so. It is sometimes linked with operation of f/w, but is not necessarily driven by that. People also tend to get hung up on the designation LPD vs LPH vs LHD vs LSD etc which is really the function, not what it looks like (although there can be an interdependence). Take your amphibious assault requirement. For the UK that tends to be based around one or two company lift by air, which has traditionally been based on 6 Merlin / SK4 type cabs. The surface lift requirement is also valid, but doesn't tend to drive the topside design. To maintain cohesion and minimse effort, you want to launch all at once, which tends to mean you need six spots on deck capable of having cabs turning and burning. You also tend to want to have a second wave able to be moved relatively quickly into position and/or some armed helos as well, which tends to make you want to park them on deck. You also want to control the movment of chalks of troops on the flightdeck, which means having them approach the cabs from known directions under control of chockheads. All of that tends to point to a long flightdeck, with parking area to starboard and access to the flightdeck at specific points along the length to starboard, given tha the cabs take off to port. You can change the cabs to Chinooks and use less spots, but the spots tend to be a bit bigger and you get some downwash issues in terms of locating things. The relationship between size of lift (ie number of spots) and length doesn't scale perfectly, but you basaically end up with a long ship. Putting the hangar forward (a la Jeanne d'Arc) is feasible, but has some fairly serious drawbacks, primarily to do with motion (a high-pitch location is not good for working at height on cabs) and with airwake turbulence. The latter can lose you many of the savings you thought you might be getting in size - people were very surprised on AOR when spot 1 was rated unusable in a number of relative wind conditions, basically because the cab fell out of theh sky as it transitioned into the "shadow" behind the hangar block. Then you have the nature of the various cargoes. Pax going by air tend to go up vertically from troop spaces, issue centres etc onto the flightdeck, as do lighter stores. Vehicles (and heavy stores) tend to go longitudinally aft to the dock funnily enough and don't like doing 'tween deck movements if at all avoidable. All of which means that turning a below decks hangar space into a vehicle deck is not entirely straightforward, primarily from an access PoV, but also because that length of deck (linear metre-age) is best positioned down low. It can be done of course - the Italians and Spanish have proven it, but it's a size trade-off for them against a bigger ship. What Chris says, March 10, 2014 at 10:47 am Is probably what we had earlier, but with the need to make the platform scale, Maybe the baby went with the bath water? - I am really annoyed that my comments only come up when the readers , the active ones partaking, are already on the "next page" - Sometimes literally ( well, the page length is liberal, but who enjoys combing through the same stuff twice). Gloomy Northern Boy @ACC - Don't leave us - you would have to form an insurgent group with @RT, and the pair of you together would guarantee a minimum of three opinions on any issue...it couldn't possibly end well! :-) NaB - Thanks for laying at some the considerations in amphib design. To me this says that the UK combo of LPH (or QEC multi-role aviation platform) and LPD is perhaps a better choice than 2 smaller less optimised LPDs ala France/Spain/Italy. The trade off being than you have to operate them in combo rather being able to split your efforts. ACC - Try logging in to Wordpress. This seems to circumvent the spam issues and comments come up instantly. The trouble with the UK amphib disposition is that it actually dates from the late 80s / early 90s, where the role was essentially to get 3Cdo, CHF and the CLR over to Norway en masse in specialist shipping, together with their command elements. It was also supposed to do this at the lowest cost. That led to a force structure of 1 x Aviation Support Ship (great acronym!) to replace Hermes, essentially like for like replacements for Fearless & Intrepid and a SLEP of the LSLs. ASS became Ocean, so interest then moved onto the 2 LPD(R) which were NAPNOC'ed into what they are today - seriously dense-packed ships. Then when Bedivere got SLEPed people relearned old lessons about trying to upgrade very old ships. Which led to ALSL, now LSD(A) - good ships with a reputation coloured by MoD not twigging they were seriously under-bid. The common thread here ought to be obvious - chasing an individual requirement (that might not now be optimum for the whole) for the lowest cost. In fairness, in the noughties, MoD did have a look at a more "modular" fleet solution under what was the LPH(RC) studies, where one option was to package a Cdo group (including r/w and LC support) in a single LHD style ship, with the full CLR and WMR in LSD(A). Trouble was the pax, LIMS and offload asset requirements for the LHD were allowed to creep up without a firm dose of reality, so you ended up with 30000 to 45000 tonne ships. Nothing inherently wrong in that, particularly if you factor in opcost savings from a reduced overall fleet, but way more bunce than was available in the Great Financial Genius' scheme of things. So it all got quietly parked. Note that these got to the level of pre-concept studies - essentially to inform what the long-term costings might look like. There are no drawers full of worked up designs for 40000 te LHDs ready to be handed over to a friendly builder, nor any endorsed staff targets (URD and SRD in NewSpeak) justifying them for that matter. The other thing those ships would have needed was a carrier along to provide fleet air defence. You don't send your high readiness contingency force (or even a bunch of Points fuill of pongo vehicles) somewhere without appropriate air cover, unless you're happy to base your plans on a compliant air threat equivalent to the peace loving natives of MBoto Gorge, with or without cricket balls. @Simon - The trigger word you are looking for is "elephant." :-) I now have this recurring nightmare where it will just be TD, me and M&S left; a container junkie, a carrier junkie and a.....well, where do I start. Wise, with a parachute. NaB, could you expand on the problems with pax, LIMS and offload asset requirements? Always fascinating to learn about new stuff. Do you mean that they overloaded it with too little lift to shore? Trolled like the drama queen beauty that you are!" And thus you validate his point in spades. Well, that worked. It is obviously not my choice of subject. So long as I confine myself to now middle aged reminiscence, we're good to go. No problems just wanted the moon on a stick in a single platform. If you put loads of LIM, loads of pax and loads of offload assets on one ship, don't be surprised if it's a tad on the large side...... Nothing wrong with it being large provided you're prepared to pay the price. Or understand what requirements are driving the design beyond their actual utiliy and trade down those bits to follow-on shipping..... NaB, so in short it became too high a value target? With emphasis on value and target? Nope, far from it. It was just too big and therefore in a world (MoD) where ships are costed by weight, too expensive. Dispersion doesn't work at sea when you get down to Cdo group level. You're always going to lose enough of the force in one ship that you can't do your mission, whether you have two or three small ones or one big un. Nothing wrong with the basic concept then. But in an era when we'd just renewed the Amphib fleet, were desparate for new Destroyers, and had 2 Carriers to pay for was probably never going to get funded. An idea whose time may yet come again though - although maybe on a smaller scale now we have the possibility of a big heli-garage parked further offshore. So can lillypad some (but not all) of the required inshore rotary. Thanks for the update even if it's not a good one. Also for your earlier fever dream about the blasted remnants of TD you have won the internets for today. You may collect a weaponised Jammie Dodger from the biccy tin. Following on your model of brevity in expression: cleft. @WiseApe: I suppose if it's just the three of you left, you'll need an interpreter. Not sure I can decipher more than 60% of M&S's posts, but if that's good enough I'll turn up at weekends and work overtime :-) Gloomy Northern Boy @wf - If you are managing 60% you need to be getting out more, my lad....or does the scrumpy of your native heath have unexpected side effects like "Speaking in Tongues"! All good wishes... @GNB: long ago, back in the mists of time before I discovered girls and booze, I used to read Flight International and the like obsessively. Thirteen year olds have a remarkable ability to absorb acronyms...perhaps M&S is around that age too? Good wishes for you too up North :-) Eagerly anticipating delivery of weaponised jammie dodger. On the subject of LHDs, there's been discussion over on f16.net about the one that Turkey are looking at. Basically a mini Juan Carlos (about 19000t) sans the ski jump. On the subject of Knockers, is it a bit prejudicial to have pre-shagged a Prosecutor before appearing as a Defence witness? I only ask as there was a time in BAOR where various Court Martial shenanigans had led to a ruling by someone senior in a wig that defence lawyers needed to be from a separate Service, not under the chain of command. So we had three Kevin lawyers posted in to 1st (UK) Armd Div to act as Patsies on Court Martials. There was me as the SO3 G3 Ops, at the peak of my unmarried powers. One of the Kevin lawyers was dramatically Welsh, pretty enough, and possessed of a tremendous chest. So I shagged her, not once but many times and she became a reliable standby for a wet evening in Herford when there was not much else going on. About four months later, one of my Regimental boys came up on a big charge of beating severely a Boxhead in a bar. She was appointed Prosecutor, and I was a character witness (to be fair, he was guilty as sin, it was merely the character the Court enquired after). Was the pre-shagging a bit of a legal issue? I shagged her the night before the Court sat, and the evening after. Everything in the Court itself was properly done. "And thus you validate his point in spades" -- Merely what he has been doing to others for quite a while now. Though in fairness I didn't expect him to go quite that far off the rails. And the original point still stands. Most of his arguments on that subject are (were?) bollocks. The argument usually crops up once every six months. It's been done to death on TD. X (or some other) will bring the issue up. It gets comprehensively torn apart from multiple angles. Then he'll sit and wait for a few months, just long enough for people to forget, before bringing it up again as if the previous discussion never took place, completely ignoring the detailed arguments presented to him last time and trolling the forum with more "the RAF only transports the army" type comments. Like a lot of people he can give it, but clearly can't take it. ... She did have tremendous knockers however. And much as though I am a bad man, I cannot help but recall that phrase in a Welsh accent. Tremendous. And nipples like Stalwart wheel nuts, and she was as tidy down below as a Sennybridge forestry block. Gloomy Northern Boy @RT - I'm shocked RT, shocked...a Keviness AND Welsh...I hope your Club Secretary doesn't roost in these parts at all or he will be offering you the traditional glass of malt and Webley Mark VI in the Library..! Can't wait for @IXION's views on how many principles of jurisprudence you managed to breach in a series of acts of illicit concupiscence mind you. Boss - great series of emollient posts tonight...are you practising Psyops on us in the hope of quieting a restive bazaar? Mind you, still one or two hard-liners who might need further persuasion... RT, I can't wait for your memoirs to come out, any chance of a signed copy? From a legal point of view I think you're OK as there was no real conflict of interest. Did you know in advance that she was acting on behalf of the prosecution? Probably not, had you shagged her in the hope of coercion, then I feel there would've been some grounds with regards corruption, or at least attempted! Never mind Sennybridge, I can remember tabbing over the Brecon and seeing Fan-Y-Gud (or something similar) marked on the map, good days! I'll have to check an OS map... @ GNB. Hugely relaxed about what the law might decide. After all, it's the Prosecution that need to decides what's what and why for, the Defence gets lots of free passes. Am however disturbed to think I belong to a Club, of any description. Not my scene at all. The only Club I belong to is one of my fellows, and that is informal. If a mucker wanted £100k for something, he'd have it. We don't need a committee to decide it. Re Kevinesses, why not? "I would, M'lud, like to state for the record that not only did she have a delightfully Welsh accent, she also had tremendously pneumatic tits, that she threw herself at me in the months before this appearance, that she did not mind that I was also seeing other women, and that she was a Kevin and had been told that without a European title, she was not in the running to become Mrs RT, no matter how tightly her thighs could grip my hips. And that she had big tits, if I have not stated that before." "no matter how tightly her thighs could grip my hips. And that she had big tits," Am I on the right website? TD I think there's definitely an opportunity for a spin-off to Think Defence, 'Think Thighs' perchance? At least one that requires a Visa card, any chance of buying in early? I feel there is an opportunity for investment... To speak the common TD mind for a moment: sweet galloping technicolor Christ on a recce bike, man, when at last you mount up to race the Great Course in the Sky, will there be an entire chancel in Our Lady of Inappropriate Bonking dedicated to your memory? On the other hand this is a rare case where je comprende tout. Not a Keviness but a second year law student at uni, good hearted, Swansea born and bred, and, um, enthusiastic. RT, bad news mate, your wife was looking over your shoulder when you posted that. To which hospital should we send the get well card? Of course the ability to imitate Welsh friends and distant relations helped win the missus just half a decade later: who was then, as I sometimes remarked, half-Scots, half-Texan, and all bosom. After four daughters, and rather like a Grade II Listed with a proper foundation, she has managed natural settling remarkably well. Of course she'd be entirely too happy to meet RT :) Charming, horse riding scoundrels belong in her "reading material", not sidling up Bucks Fizz in hand.... Speaking of scrumpy, did you ever drink at the old Coronation Tap in Bristol, just on the town side of the Downs? Proper old cider bar the Corrie. They had one tap just called Exhibition that was only drawn by the half because they wouldn't be legally liable for some dim bulb tourist trying to drink their weight. Some of my mates swore there was wormwood in there along with the birds' nests and rat skulls.... She is not only Spanish, but a high Castillian Madrillena. This is a business in which,if she does not decapitate him this night, she will be quite happy to spend years quietly developing an elaborate process that will slowly but inexorably rob him of all the things he loves, then remind him how desperately he'd like to shag her, then kill him outright in the most socially awkward circumstance possible, having selected a magnificent antique teak wood pole on which to mount his head (what she does wil his skull will be an entirely different matter... @Jackstaff: Brisle is a fair distance from where I lived. Sorry to have missed it :-( Ace R - ref Brecon Beacons - would that be near Cross Dyke or Clawdd Coch? Jackstaff - ref Coronation Tap (or Carnation Tap as voiced by locals) - visited a Uni pal in his native Bristol - after much beer down by the docks* we walked up to Carnation Tap for as much scrumpy as they'd put in a glass, then left to head back to his home - that was to Upper Knowle via the Clifton Bridge, various Ashtons and Bedminster down, only breaking off flying down the centre of the roads to get a curry from a Chinese takeaway; in all about a three hour roll downhill... Docks. Uniquely these were a grass covered field in the middle of the city centre, now paved. Must have taken huge numbers of horses to drag cargo vessels up there. Not sure what happened to the Ukraine thread, but the a RAF Sentry is being deployed to monitoring the Ukraine / Russia border from Romania and Poland: http://www.bbc.co.uk/news/uk-26523816 Presumably it will be doing this with NATO and USAF Sentrys as well. It must be the scrumpy....I too can claim to reasonably understand about 60% of St mikes missives to the the TD massive.... Always wise to commence an evening of refreshment with an uphill walk, because at least the post-prandial perambulation will be downhill....I've never managed a hill whilst 'refreshed', especially as I'd usually drunk the 'taxi tenner'as well, despite putting it in another pocket to keep it safe. ......I have, however, managed a hill with a head-shattering hangover, funnily enough in the Brecons, but thats another story. Interestingly, Somerset has now been inundated with floods of another sort. We seem to have lots of 'Community Payback' people in bright orange jackets, up to their knees in sht, doing the clearing up. ....Oh, and the first case of suspected Cholera..... Another sad thing....Pasty Aid has ceased.... @ST Now I really hope that they didn't get the bearing to the target confused with the bearing from the target! Got to love the ITV report "village x where there is a school". I know its the country but we still have schools, dont sound so surprised! The ITV report was probably written by some metrosexual numpty from hammersmith, who hasn't been beyond Slough. As opposed to the BBC who actually interviewed the farmer, who was in the field at the time, and seemed to be rather amused by it all. @ST Now I really hope that they didn’t get the bearing to the target confused with the bearing from the target! That actually happened to one of my friends once on the pain of extreme sarcasm by his instructor. "The target is that direction, right? Right? So why is the gun pointing THERE?" points in opposite direction. They were using the battery as the spotting point, so when they accidentally swapped the target and spotting point coordinates in the calculator, it really went 180 degrees. It was extremely obvious it was wrong when they started setting up. Oh well, you live, you learn. The Other Monty I can't see this posted by anyone else, but apologies if I've missed an am duplicating - The Economist on UK defence strategy - or lack thereof: http://www.economist.com/news/britain/21598654-britain-needs-strategy-make-best-use-its-shrinking-military-capabilities-it-isnt Other Monty - as no-one in Gov't circles can be fussed to get on with it, suggest TD writes it with whatever help he wants to command, then sends it gift-wrapped to MOD. It would probably hold more sense than a Civil Service whitewash, with the exception of an inexplicable surfeit of ISO containers. Gloomy Northern Boy @Jackstaff - I don't think our friend @RT really does "sidling", with or without Buck's Fizz...although I'd guess he's more the classic champagne cocktail type (A generous glass of the Widow poured over a brown sugar cube lightly soused in bitters and covered in Armagnac - never failed in the typing pool at Christmas back when we had both typing pools and proper Christmas Parties :-) )...and I'm keen to know when it isn't socially infelicitous to be killed and decapitated by ones own beautiful, talented and charming Wife. My best offer is when she discovers you - pistol in hand - having just fought a duel over somebody else's wife... A "pre-shag" sounds like something Bill Clinton would admit to. Implementation of new firirng orders; Before firing have a quick peep to see which way everyone elses gun is pointing. On confirming that you conform check that the incredibly barren featurless impact zone is your target. Do hope it wasnt the RWY who were said to be training up there. Anyway onto more useful topics: http://www.airbusmilitary.com/PressCenter/LatestNews/TabId/176/ArtMID/681/ArticleID/315/Airbus-A400M-successfully-completes-first-airdrop-trials.aspx A400m looking more capable Always wanted to ask ... But always forgot: The paratrooper trials were to be done by the French; how did they go? Sorry if double post but movement on the 3 new OPV's, first £20M committed on long lead items. https://www.gov.uk/government/news/20-million-contract-for-new-royal-navy-ships @Nick well at least the CGI puts paid to any visions of up gunned vessels. Amazonas basically Elm Creek Smith 1. As a retiree, I believe the US Army would dearly love to have and control the A-10s, if a little thing known as the Key West Agreement could be scuttled. (A cloud of AT-6 Texan IIs for loitering about with a gazillioin laser-guided 70mm Hydra rockets would be good, too!) Removing the zipper-suited thundergods from close air support would let them play with their supersonics, bombers, and flying trucks/buses. The argument could be made for taking the flying trucks/buses away from the zipper-suited thundergods, too, and consolidating all transport into a military airlift service. (Nothing like stirring the pot!) 2. The US Navy is considering decommissioning some Ticonderoga-class guided missile cruisers. Consider converting them into 30 knot modern Escort Carriers (CVEs) loaded with navalized AT-6 Texan IIs and ASW helicopters/attack helicopters, as needed. They would be available (like the Army AT-6s above) to support SPECOPs missions and patrol, with loiter at range, out to 500 km from the CVE. More gasoline for the fire later. Re the Pre order for the OPV the picture "Mick Ord, Managing Director at BAE Systems Naval Ships, and Defence Minister Philip Dunne view " Is this a mine is much bigger than yours picture or what!!!! . The bulbous bow in picture cannot be just for hydrodynamic purposes surly but is meant at some point to house or will at the outset some form of ASW kit .This maybe the precursor to be some form of 'Corvette' class , cheap and and easy to build with a specific purpose that is convoy escort. @monkey, if only. All these opvs unfortunately are going to do is replace the Rivers. I fear the only pirates they will come near are those on the Bridlington pirate boat. Your suggestion is what they should have been aspiring towards. I suppose the mythical GP type 26 may end up being that Elm Creek Smith @Mickp @Nick - Surely it wouldn't cost a ton of money to put a 76mm/62 Oto Melara, maybe the Strales version, on there, would it? @Elm Creek Smith - that would be good with a couple of 30mm on the sides. The strales is a bit like a swiss army knife gun that would give the ship an acceptable degree of defensive and offensive capabilities if it is really to go where the RN were alluding its capabilities would allow. However, even a modern 40mm or 57mm bofors would be an improvement. The picture possibly suggests the armament will be 1 30mm plus mini guns - that's even less than the Amazonas. We could divert the blocks for pow from roysth to a build yard of their choice for a small fee if they wanted a ship to put those planes on... Elm Creek Smith @Mickp - Years ago, I read in Jane's about the SAR 33 which Turkey ended up buying for their Coast Guard. The illustration in the magazine showed the SAR 33 with a 76mm/62 Oto Melara forward with a twin 35mm one deck up aft of the superstructure with 4 Harpoon tubes 2x2 on the stern. The Turks opted for 1-40mm forward and some .50 Cals. No one puts enough guns on ships these days! I agree that the OPB should have some version of the 76mm/62 and at least two 30-40mm (port and starboard). Leave some deck space for some VLS missiles, and, with some software, you can tailor the ship to specific missions (ADA, ASW, etc.). I don't necessarily think the new OPV's should come with a 76mm gun as built (depends on the cost and on the mission spec i guess) but i agree that something like a 57mm up front with perhaps twin 30mm looking port and starboard would be nice, with perhaps the room and design for a 76mm to be fitted if it was an option put on the table at a future date. Unfortunately i think they will rather predictably get the same single 30mm mount and little else similar to HMS Clyde, which as mickp rightly points out is even less than the Amazonas which the design will probably be based on. The RN seems the odd one out compared to a lot of other navies in the sense that it only fields light (20-30mm) and heavyish (114mm) systems with nothing in-between. What is it with the RN and a reluctance to put guns on ships! Swimming Trunks You know, if the OPV's can tow a sonar array it would essentially be a modern version of DK Brown's baseline corvette... "The baseline corvette is a development of the Castle class and it will have the same excellent seakeeping qualities and small superstructure. It’s primary role will be to deploy a towed array and to provide a landing for a big helicopter. For this role it will have to be quiet, and therefore it will be fitted with diesel-electric propulsion. A speed of about 25 knots seems desirable to keep up with container ships…These corvettes will have a peacetime role of offshore protection, for which they will need a gun capable of destroying a terrorist or pirate launch…In a major war the corvette would operate as a towed array ship, up to 100 miles from a destroyer or carrier, and its helicopter would use the bigger ship for a major maintenance and to avoid the worst consequences of being left in the open." Anyone know what their machinery/propulsion will be? @challenger - crazy isn't it? These OPVs were touted as being deployable further afield to alleviate pressure on the escort fleet in low threat areas, but it seems in reality they are little more than updated Rivers. If we want to use them for gunboat diplomacy type stuff in lowish threat areas, then first thing they need is a decent gun! The bofors 40mm at least has a turret that from a distance through binoculars looks a bit more threatening. Furthermore it fires a variety of ammunition. The 57mm is the same and the strales even better. In strales you have a degree of CIWS / AA / Surface attack all in one. It looks more and more like a gap filling project and in SDSR 2015 we lose the Rivers for these. Frustrates the hell out of me the way we seem afraid and incapable of arming ships OK some glimmer of hope On BAE twitter they comment on the CGI image "that is the OPV design before the modifications for the Royal Navy's requirements" Now the cynic would say its before they take the gun off! I totally agree, all the talk of these new OPV's being more capable and deployable seems like smoke and mirrors to put a more positive spin on events as opposed to having any real substance to it. A real force multiplier which could take on a wide variety of roles would surely have both a hangar and as you say a combination of larger main gun and better array of small caliber stuff. But of course despite the ambiguity they are currently projecting the unfortunate reality is that their is very little hope of these ships being anything more than slightly bigger/better replacements for the River's and for no real logical reason other than a need to find something cheap to build which keeps people in work until the T26 program gets going. Said it before and i'll say it again, real force multipliers need to be cheap as chips if they aren't to divert much needed money and manpower away from the high-end surface fleet. I really don't think the RN would be at all well served by some kind of compromised, medium sized corvette or light frigate. I want to see a defined high/low mix of surface combatants, but an Amazonas sized/shaped OPV with at most a mix of 30-57mm guns and maybe a Lynx capable hangar wouldn't exactly break the bank! I'm well aware of the problems surrounding manpower, but if it was up-to me i'd be seeking to build 4 extra OPV's to keep alongside the River's and Clyde, the latter of which would all be based in the UK and the former of which would take over Falklands patrol duties and relieve some of the pressure on the wider surface fleet by taking care of piracy and/or drugs interdiction ops where possible. Interesting that the OPVs do not even get a mention on the RN future ships website page... I agree (of course) with the comments on weaponry. Wonder what the cost difference would be to add Artisan and EDO MFS-7000 sonar... i know the argument would be why / what would be the impact to T26 numbers, but I think these would be harder to add later, than more guns etc. Lastly, I'd be happy if these replaced the 3 non helo OPVs, as long as another 4 were being built in substitution of one of the T26s. ;) It would be interesting to know what the all up cost of these OPV's is going to be. As far as i understood it these hulls are nothing, really, to do with RN requirements. Rather there a way of getting something deliverable from yards that the government have guaranteed work and would have to be paying for anyway. I'd not expect any significant change from the Brazillian units at all as this would mean redesign work and additional costs in an area where they dont want/intend any spend to go. With a decent crane stuck back aft there may be a role one day in deploying MCMW/droggy UUV's etc and possibly ScanEagle. The hulls could therefore take a role in MHPC....perhaps even be useful in developing it. They aren't the transformational 'enabling platforms' that many hope are ultimately on the way though. Article on the Telegraph today, "UK faces crippling tax rises and cuts to fund pensions and health" by Szu Ping Chan. Australia are going ahead with the MQ-4C Triton to accompany its P-8A Poseidon's: http://www.flightglobal.com/news/articles/australia-to-buy-mq-4c-triton-396964/ The new OPVs have never been portrayed as anything other a made work for the remaining yard(s) till T26 is ready to go, with the added benefit of correcting some of the design weakness of the original Rivers. Introducing 76 or 57mm into the RN just for three ships, that are intended primarily for UK waters seems a waste of money to me. If we wanted something to do overseas pirate chasing/counter narcotics/etc I would go for a larger ship that can carry 4 MGBs types + a couple of helos and a useful amount of disaster relief stores. 'If we wanted something to do overseas pirate chasing/counter narcotics/etc I would go for a larger ship that can carry 4 MGBs types + a couple of helos and a useful amount of disaster relief stores' So would i if money/manpower were no object. In the current situation we have to make do with what we have or what we can afford which is why i'd at least try to keep the Rivers in service for UK based ops and get these new ships doing something else. 3 Rivers is not much; think of the Irish Sea, the Channel, and then there is a lot of North Sea and Atlantic left - whatever happened to the Customs cutters (they were 4?)? Still astounds me any RN ship of whatever capacity can be not-fitted with a basic air ASM system such as Strails or a couple of Phalanx or RAM. Really at some point, if its an RN vessel, then some people may well shoot at it. for a given value of 'people'. The more fighty the ship the more fighty the people likely to shoot at it. Even in home waters etc the use of knock of old Russian anti tank missiles cannot be ruled out ... Hells Angels in northern Europe have used those on one-another! OK no pirate with a brain cell is going to engage any ship operating off Somalia with the international fleet, but what about fundi jundi, all keen to meet 72 virgins...? And these things are too small but there all we can afford. Agree with Challenger, if these new OPVs just replace the current Rivers or just sit in UK waters then we might just as well build them and give them away... Challenger - But what can they realistically do, other than directly replacing (or working directly alongside) the existing Rivers? They don't have the range of a frigate so would need to be forward based but how many places can we sensibly and usefully forward based from? Bahrain? Ok, but what are they going to add to our presence there? They're armanant* is nothing useful for that environment. The US Cyclones are far better for a patrol or force protection role. Pirate Patrols off the East or West coast of Africa? Finding a suitable location that we would want to set-up a forward base is tricky. Would the lack of hanger be an issue for this role, assuming that we couldn't have a tanker, etc supporting them all of the time. Caribbean? Maybe, though again, lack of hanger is a potential issue. But the same argument against using a frigate (it can't carry a really useful amount of disaster relief stores) applies to an OPV. and for a ship of its size and low crew compliment I'm not sure what you could usefully add to it without impinging on its intended low operation/manpower cost. Eye candy: DCNS video of FREMM on 3rd sea trial in the Bay of Biscay on March 7th. "and for a ship of its size and low crew compliment I’m not sure what you could usefully add to it without impinging on its intended low operation/manpower cost." In fairness its probably not that dramatic an upgrade list in ship terms. ScanEagle plus a pair of those THOR units from C-Truk on the davits gives these a fairly solid MSO capability. Thales ARTEMIS and an Outfit DLH fit probably gives you enough to enter modestly contested waters with confidence...and the Ultra C2 system (if thats kept on from the Brazillian ships?) looks enough to cope with both without really onerous integration issues. Not a wonderful capability set but certainly a useable one without major reworking required. That FREMM (Normandie) is almost identical in looks to the S. Korean design that won the Thai frigate competition. All Politicians are the Same I wait to see the final spec of these vessels but the more complex you make them then the more expensive they become to run because you do not only add numbers but you add more expensive manpower in terms of training courses and seniority. One thing even the original Rivers were not short of is external deck space so the opportunity to fit "for but not with" is definitely there. If we are going to use them for Fishery Protection in the North sea then a 30Mm ASCG and the ability to mount mini gun and GPMG is more than sufficient and minimises manpower costs in terms of weapons C2 and maintenance. If we decide to send them to the Gulf or somewhere then like the Hunt Class and her old "Gulf Fit" we put on the extras. Perhaps 2 Hitrole 0.5 Calibre Weapon Stations aft and 2 Sea Hawk sigma Mounts Midships, these mounts all have good EOD capabilities and put another EO device on the mast. these all have the advantages of running from self contained consoles so no requirement for a command system but dramatically increase the Self Defence and policing capabilities of the unit whilst still minimising extra man power. Tom is right. The new OPVs have no use whatsoever outside UK waters because we have no requirement for a small, lightly armed, limited utility vessel that is basically little more than a coastguard boat. In UK waters, they can do much in the UK's interest as the Rivers already do including HM Coastguard's job, take on a number of training roles and maintain public awareness of the RN through port visits. The three Rivers are busy, so if we must profit from the cack-handedness of MOD procurement and daft contracts I'm happy to improve the place the Rivers have in UK home waters. The on-station RFA's do a far better job with greater utility. The Rivers are prime candidates for the MHPC concept demonstrators. Decommission three more Sandowns and let the Rivers grow into that role. Whoever raised the idea of the new OPVs towing towed arrays and flying Merlins - hilarious! I can just see the pilot getting close in the North Atlantic and saying 'you want me to land on that? '%*@ off'. Maybe we could mount a 16" gun on them as well for general attack duties or a ski-jump for F35 - it's about as sensible an idea as any posed so far. CLYDE rolls like a bastard on a flat calm sea let alone out offshore - she's not called the 'vomit comet' for nothing! Elm Creek Smith @APATS - The problem with "...the opportunity to fit 'for but not with...'” is that when "...with..." is needed, it's already too late. I'm a big believer in the "Horton-method" of combat preparation: "Put the biggest damn' gun you can fit on it or carry yourself." No one in combat ever wished to be undergunned. Of course, I'm the guy that supports putting a MCLWGS on cruisers. All Politicians are the Same @ Elm Creek Smith "is that when “…with…” is needed, it’s already too late" No, read my post about the old Hunts and fitting before Deployment. When I joined my Hunt we were doing Fish and had a 30Mm and mounts for GPMG (Minigun did not exist). We then deployed E of Suez and were fitted with 2 extra 20MM midships and extra GPMG mounts before we deployed. If we decided to deploy these OPVs I would simply propose the capability to fit extra weapons as I detailed in my post. I agree with Tom: "Introducing 76 or 57mm into the RN just for three ships, that are intended primarily for UK waters seems a waste of money to me." However, I would like to see them fitted 4 but not with, just in case we introduce the 57/76mm on a later design. How about one of those Seahawk Sigma 30mm mounts with LMM capability in the meantime? Hopefully these are being pencilled in for Type 26, so could familiarise on the OPVs. BTW, could someone clarify what the "O" will stand for on these larger vessels - Offshore or Ocean. Just been watching an interview with Phil Hammond on Granada News about this: http://www.bbc.co.uk/news/uk-26559534 And speaking of Hammond: http://www.mirror.co.uk/news/uk-news/millionaire-tory-philip-hammonds-200-3231876 Gloomy Northern Boy @TAS - I thought the "Vomit Comet" was the last Friday night commuter train from Liverpool Street to Ipswich? Like the idea for a 16" gun mind you - but a ski ramp? that's just silly! :-) @WiseApe - Hammond is obviously not married to a Yorkshire Lass...in these parts he'd be bloody lucky to own anything but his own garden shed... :-( More seriously, I wonder if the OPVs are intended to kick the T26 commitment at least past the Referendum and probably past the next election...after which, and assuming a Labour/LIbDem coalition the Tories (in opposition) will suddenly be stridently tough on Defence again...any suggestions as to another language I might learn that provides a more extensive vocabulary with which to express my utter withering contempt for the spineless, cowardly and wilfully blind reptiles who comprise our universally contemptible and disgusting political class..! A slightly gouty and thus truculent Gloomy. A closer look at the CIWS on that FREMM frigate in Ant's video: http://navyrecognition.com/index.php?option=com_content&task=view&id=1635 Lethal against balloons, apparently. @TAS: If you can but a TAS on a Visby class, why not a larger OPV? Repulse, the Visby TAS is an active sonar for hunting in deep fjord waters. My point is, if a 4500 ton frigate pitches and rolls heavily in the North Atlantic, what hope in hell does an OPV have in any swell? You are not landing anything on the back of it and it will be hell on earth as a place to live and work. We build to a decent size for a reason and have no need to return to the bad old days of Leanders and Flower class corvettes. All Politicians are the Same The Hydro Science unit fitted to the Visby is not 2087 sized and the Visby Class are designed to operate in Littoral waters in and around the Baltic. So both the size and weight of the array and operating environment are different. Very bad Americans braking the speed limit. I much drought the claim they broke windows. US fighter jet pilot in hot water over supersonic flight above Welsh town at 800mph that smashed windows and left locals terrified Read more: http://www.dailymail.co.uk/news/article-2579977/Dai-way-danger-zone-US-fighter-jet-pilot-hot-water-supersonic-flight-Welsh-town-800mph-smashed-windows-left-locals-terrified.html @TAS, Understand the point, but aren't these going to have similar dimensions as the Echo class or HMS Protector? Also, I thought the concept of using a group of these combined with an RFA, meant that the ASW helicopters would either be lilly padding, or even using them to perform inflight hover refuelling. @TAS@APATs: Increasing the Littoral warfare capability is not a bad ideal anyway. I think it would be perfectly acceptable to have these OPV's fitted for but not with a 57mm or 76mm gun, with as others have mentioned something like the Sea Hawk Sigma coming as standard. Agreed with the people saying it would be pretty ludicrous to have an Amazonas/River sized ship towing a sonar and trying to get a Merlin to land on the back in the middle of an Atlantic swell! At the same time though i still remain unconvinced that these new ships wouldn't be useful forward based in the West Indies (not at sea in Hurricane season!) or Indian Ocean. Yes in terms of endurance and size not perfect, but surely adequate in their ability to deploy Lynx, Scan-Eagle, a couple of small boats on davits, a boarding team and a small amount of humanitarian aid. Sure an RFA tanker or destroyer/frigate could do the same job but we all know they are needed elsewhere. Is using these OPV's overseas to alleviate pressure on the wider fleet a perfect solution? No it isn't, but they are clearly all we can afford and all we are likely to in addition to the rest of the hard pressed fleet for some time to come. It would be a real shame if they simply replaced the not particularly old Rivers with the net result being a rather transparent attempt to bridge the gap in shipbuilding with no real end benefit to the RN. At the very least i'd stick an extra OPV in the South Atlantic and stop sending a high-end surface ship down there, as long as we maintain some sort of other naval presence and have a robust air-defence, garrison etc in place it's not needed. Repulse, to what end do we need warfighting OPVs? Yes we could stick all manner of wonderful toys on them, but that does not make for an effective or efficient use of already tight funds. Have the Americans not realised this folly already with the LCS debacle, capped the buy and started looking into frigate sized vessels again? What's wrong with leaving these OPVs as is to replace the Rivers, and investing in the MHPC concept? At least we have a justifiable need to expand and develop our MCM capability. Swimming Trunks I agree with your conclusion, but wonder how the loop to LCS supported the logic? At the $350m per piece cost now that the productioin run has picked up scale they seem a bargain. Give up the speed that MHPC does not require (25 knots on cheaper mechinery and fuel?), keep the mission bay, don't build the hull of aluminium so that yoiu can actually venture out to the ocean ass well, not just shelter in the littoral waters. What is there not to like? And if the Aussies go with a catamaran design, maybe there is room for co-operation as nothing much heard of the joint-European MCM programme that is meant to be underpinning the MHPC. Still pricey compared to BAMS at 1m euro per meter... What do these stripped-down OPVs cost, btw? That FREMM Radar looks like it's about to topple off the superstructure, spins bizarrely off centre, I assume there is a reason foe that? Kibbitz Van Ogle as defined by General James Amos, USMC-Commandant, at USNI WEST 2014 in San Diego, CA about a month ago: - watch particularly 12:20 - 19:42 plus 25:32 - 27:00. US Marine Corps boss 'subtly' opens up a view on the forth-coming Amphibious-Warfare Doctrine. - Note his scenario of 70+ nm offshore location of amphibious ships (= Over The Horizon/OTH-70+), - plus 120nm 'down-range' travel before turning towards the shore, = 200nm trip. And that means 20kts fast heavy-lift (200tons) capable 'Connector'-types that could perform this in one dusk -to-dawn cycle. Once that capability is proven, OTH-100 and far beyond that is doable in order to offer greater protection/warning against out-going coast-defense cruise-missiles (CDCMs). CMC Amos thus introduced a new standard to push towards. And do notice his hand-movements when he mentions 'folding' Connectors...twice. A shift in paradigm. Necessitated by the stark dictate that the underlying assumptions of relative permissiveness in USMC/RM/any Marines amphibious operations have been implausible for too long already. As he repeatedly emphasizes, it's all about Connector-capabilities (LCAC and especially heavy-lift LCU-types) and (3-ship LHD/LPD-17/LSD) ARG/MEU C.O. on-hand connector-numbers. Then, impatient with the US Navy's progress on the matter, he unambiguously asserts control over the matter by putting LCU-X R-&-D funding on the table under USMC-control. To the mindful observer, - a lot of rice-bowls were broken that day by upending the routine conventions of everybody assuming short-range ship-to-shore thinking and thus hardware (such as L-CAT, PASCAT, LCM-1E, Mk.10, etc.) and short well-deck Amphib-designs in general; - a thorough rewrite of amphibious-operations proceedings is underway; - an urgency of fast heavy-lift Connector-R-&-D mission is stated; - and the primacy of well-deck capacity of Amphibs is massively underscored, as defined by sheer square-footage and number of ships per Amphibious Ready Group/ Marine Expeditionary Unit ARG/MEU, of which there are 7 such organized. General Amos's - focus on connectors, - statements of ("unthinkable") OTH-70+, - 200nm one-way (x2 !) connector-capability - and thus emphasis on fast heavy-lift Connectors favors long well-deck Amphib-ship types, like the 8-vessel LSD-41 class (440'-50'x31'+ dock foot-print). "Early reports are inclusive on which actual Richter-Scale values are being recorded..." Here the link: Kibbitz Van Ogle Here's that wayward 'con' - recovered... Oops maybe a new form of land attack capability being trialled http://www.bbc.co.uk/news/uk-england-cornwall-26577109 A navy warship torpedo was accidentally fired into a dockyard wharf, it has emerged. HMS Argyll was on a "training exercise" at Devonport dockyard in Plymouth when the torpedo "unexpectedly jettisoned onto the wharf", said the Royal Navy. Oh dear. Epic stupidity I'm afraid, no excuse possible. Re: HMS Argyll... That tends to demonstrate to our enemies that all they need to fend off the mighty Spearfish is a fence ;-) I suspect it was a loose crumb from an errant sandwich that initiated the launch :) That you would imagine would be a Stingray not a Spearfish. An academic point as you'd like neither to land on your foot having been inadvertently propelled over the side of the frigate you were walking past. The effort of hurling a Spearfish even a few metres could be considered significantly more impressive though!. Exercise torpedo loading drill gone horribly wrong perhaps? Erm, no, only if they bypassed or ignored all safety interlocks. However to do routine function trials you have to spend hours finding calm water and it's a pain in the backside. I seriously proposed doing it alongside - but into the harbour, not somebody's Mondeo. Or at the least a skip full of foam shapes like gymnasts use. I think by that point I was on the ninth or tenth mojito.	8d7e9acb-abd5-4b67-8232-1630db3f84d2
Request Free Consultation The country must do more to protect workers and motorists in work zones. From 2013 to 2020, work zone fatalities reached a 16-year high, with an increase of 45%. In 2017, the Arizona Department of Transportation reported 1,000 work zone crashes and 17 deaths. Most work zone crashes in Arizona and across the nation occur because of driver negligence and inattention. However, there are other causes of work zone car accidents and injuries that drivers should know about. 3 Common Causes of Most Work Zone Crashes A work zone is generally defined as an area where roadwork occurs and may involve detours, lane closures, and moving equipment. While work zones can exist anytime throughout the year, the spring, summer, and fall seasons are often the busiest. Despite the number of precautions put in place — traffic cones, barriers, and signs — the statistics of work zone crashes and fatalities continue to trend upward. State and federal governments are seeking solutions but often find it challenging to develop effective alternatives to current regulations. Education and awareness are paramount to any correction proposal. Current research suggests work zone accidents occur because of a mix of potentially preventable situations and actions. When looking at the leading causes of work zone car accidents and fatalities, work zone management and driver distraction and inattention are significant contributors to each. With construction zone injuries and fatalities expected to climb, state and federal governments must do something. Drivers must also take the time to educate themselves about work zone safety and the three common causes of most work zone crashes. 1. Work Zone Setup and Organization ADOT oversees all roadway construction projects. The department does its best to incorporate clear signage and project design to ensure the safety of Arizona drivers and workers. Unfortunately, some projects still cause confusion for motorists, resulting in accidents. Recently, ADOT, the Maricopa Association of Governments, and the Maricopa County Department of Transportation received a $200,000 federal grant to collaborate and research ways of providing consistent work zone information to motorists. The agencies plan to use the grant money to develop and integrate “smart work zone” technologies. The proposed technological upgrades would reduce traffic through work zones by helping motorists find alternative routes earlier. Also, by maintaining up-to-date work zone reports, ADOT hopes GPS data can prevent surprises for drivers, which reduces the likelihood of accidents. Improving transportation infrastructure and communication systems should help reduce work-zone traffic accidents. As well, the upgrades and insights from research funded by federal grants should help the state organize and establish more efficient and safer areas for future roadway projects, reducing most work zone crashes. 2. Driver Negligence Driver negligence is the leading cause of work zone accidents. Negligence refers to careless conduct that results in injury or damage, and it can result in serious legal trouble. All drivers must operate their vehicles with reasonable care, meaning they must operate with the safety of others in mind. Speeding, failing to yield, or ignoring stop signs are all examples of negligence. Construction zones require the attention and focus of motorists. Site managers typically post many signs through the work zone, ensuring all drivers know the speed limit, traffic rules, and other pertinent information. Unfortunately, distracted drivers, such as those talking on cell phones or looking at infotainment systems, may miss warning signs like “work zone ahead” and fail to reduce their speed. These drivers are more likely to rear-end another driver or drive through construction barricades speeding. As a licensed Arizona driver, you have a responsibility to pay attention and obey all traffic and work zone laws. Neglecting your obligations can result in the severe injury or fatality of others. Most work zone crashes have significant consequences for the at-fault driver, including potential jail time. 3. Road Debris Debris is an unfortunate side effect of roadway construction projects. When driving through work zones, drivers must pay attention more than signs and other drivers; they should also remain mindful of potential debris. Work zone debris can be anything from large rocks to dirt piles to bolts, tools, and equipment. Any debris can damage your vehicle, and it can also surprise you, instigating a knee-jerk reaction. When people get surprised while driving, they may slam on their brakes, swerve, or react in other potentially hazardous ways. Slamming on your brakes in a congested work zone is one of the worst things you can do because it will often cause a collision. While a fender bender is the most common collision of most work zone crashes and rarely results in severe injury or death, especially at reduced speeds, it can cause more congestion in the work zone. The more traffic in a work zone, the higher the risk of an accident. As a motorist, it is your responsibility to prepare mentally before traveling through a work zone. You must ensure you are alert and acknowledge the signs stating speed limits and other warnings. Remaining focused on the present moment can help reduce the risk of a crash. 5 Tips for Staying Safe While Driving Through Work Zones While the state can continue to upgrade work zone systems and regulations, motorists hold significant responsibility for the safety of roadway construction sites. Ultimately, a driver’s behavior contributes to the risk level of the construction zone. Project managers and city officials can implement requirements for sign and flag placement, dictate proper speeds, specify working area requirements, etc., but they cannot operate your vehicle for you. Whether a driver obeys or ignores traffic laws within a work zone is up to them, but it is a choice. Ignorance of the law is not usually a defense. Therefore, motorists claiming they did not see speed limit signs despite them being clearly posted and labeled will not excuse liability, especially if an accident occurs because of their negligence. It is best to avoid collisions and crashes at all costs, eliminating the necessity of excuses. The sad truth is that most work zone crashes are avoidable. To maintain your safety and the safety of those around you, ADOT recommends following a few safety tips. 1. Pay Attention Work zones are unpredictable areas because they are active construction sites. It is common to see heavy machinery, workers, traffic, and other obstacles. Because of the unpredictability of work zones, drivers need to pay attention. Speed limits will reduce through active work sites, so be on the lookout for signs. Also, traffic usually merges into fewer lanes when entering and traveling through construction zones. Merge signs should begin well before the site, helping ease motorists’ anxiety. Drivers must also watch for pedestrians or workers. Most work sites will have at least two people directing traffic with stop signs. Also, some workers will need to guide larger pieces of equipment, like haulers and bulldozers, through site traffic. Finally, workers might operate close to traffic’s edge. As a driver, it is your responsibility to watch for all potential obstacles or risks, including workers. Therefore, to reduce the likelihood of most work zone crashes, drivers should always keep their eyes on the road. 2. Expect Surprises Surprises can happen at any moment on a job site. A forklift operator might drop sewer parts into the active roadway; a worker may trip into oncoming traffic; or any other number of accidents that can cause traffic accidents or collisions may occur. Reduced speeds through work zones are in anticipation of surprises, which is why all motorists should obey the post speed limit signs. Driving too fast through a construction zone puts you and the workers at risk. For example, if a crew member falls into the roadway, obeying speed limits can give you enough time to break before hitting the worker. Also, besides worker or equipment surprises, motorists need to watch other drivers. While you might obey all posted signs and laws, other drivers may not, so you must be cautious when following them. However, it helps if you stay careful of vehicles in front and behind you. Because speeding is a common issue in most work zone crashes, pay attention to incoming traffic. Always be mindful of safe ways to avoid collisions. 3. Reduce Distractions Work zones are high-stress zones for drivers. The sites typically cause delays, traffic congestion, detours, and other inconveniences for motorists. When drivers are tense and frustrated, they may resort to distractions, such as music or phone calls. ADOT suggests distractions are a bad idea. Scanning through music or using your cell phone means taking your eyes off the road. The moment you stop paying attention to the road, you risk an accident. In 2019, the U.S. reported over 3,100 deaths and 424,000 injuries resulting from car accidents with distracted drivers. When approaching a work zone, prepare yourself. Turn off the car stereo and end any ongoing calls. If you must, turn your phone off and put it in the glove box to remove any temptation to use it. Keep both hands on the wheel, and slow to the correct speed limit when entering the work site. Most work zone crashes occur because of driver distraction. 4. Maintain Slow Speeds Reduced speed limits are for worker and motorist safety. Slower speeds allow for better reaction times with fewer risks of accidents or casualties. The reduced speed also will enable drivers who may not have noticed work zone signs time to merge safely. In 2020, Frank Dorizio, a member of ADOT’s Incident Response Unit, was killed by a driver while setting up work zone signs along the I-10. The danger of speeding is real, and it doesn’t matter when you are traveling through a work zone. Many people disobey speed limit posting in work zones when traffic is light or when construction crews appear absent from the site. Know that disregarding posted speed limits in work zones comes with substantial fines and risks. According to the Arizona Department of Public Safety, troopers maintain a zero-tolerance policy for motorists speeding through work zones. Most work zone crashes are avoidable. If motorists pay attention and watch their speed, everyone can go home safely. 5. Leave Room Between Vehicles One of the most frustrating things for public safety officials and other ADOT officials is to see bumper-to-bumper traffic through work zones. There is no reason anyone should follow so closely behind another vehicle. Rear-end collisions are a significant concern in work zones. ADOT and many other organizations recommend maintaining a safe following distance at all times. To calculate a safe distance, use the three-second rule. The three-second rule states that you should have at least three seconds of space between you and the car in front of you. You can determine the appropriate distance by locating a fixed point. Decide on a traffic cone or sign as the set point in a construction zone. After the vehicle ahead of you passes the chosen point, you should be able to count to three Mississippi before passing the same point. Another rule of thumb in heavy or stand-still traffic situations is to maintain at least one car length between you and the driver ahead of you. Essentially, you want enough distance that you can brake safely if the driver ahead stops suddenly. Who To Call After Most Work Zone Crashes Despite your best efforts, crashes can and will still occur in work zones. You might swerve to avoid falling debris or clumsy workers, or another driver may rear-end your vehicle. Accidents happen, and you need to prepare yourself for when they do. A car accident falls into the legal category of personal injury. While all personal injury lawyers might be capable of arguing car accident claims, it is recommended to find an attorney experienced in arguing car accident claims. If possible, seek legal assistance from a lawyer with experience in work zone accidents in particular. Most work zone crashes are avoidable, especially if drivers take the necessary precautions. However, an accident always can happen. If you or someone you love is involved in a crash in a work zone, contact Sargon Law Group to schedule a free consultation and discuss your legal options.	914c311a-dff5-4d8b-a989-53448978f3b5
Facebook Twitter Are Utah’s vintage plates a sign of a classic car or a license to dodge emissions testing? SHARE Are Utah’s vintage plates a sign of a classic car or a license to dodge emissions testing? Regan Swain stands near his 1938 Chevy Coupe during the “Rumble in the Park” car show at Pioneer Park in Salt Lake City. Regan Swain stands near his 1938 Chevy Coupe during the “Rumble in the Park” car show at Pioneer Park in Salt Lake City on June 13. Jeffrey D. Allred, Deseret News Regen Swain shares a drink with a few friends, milling about between classic cars and jetted-out Ferraris meticulously restored and on display for a “Rumble in the Park” in downtown Salt Lake City on a recent Sunday. Swain is new to the vintage car scene, having bought his 1938 Chevrolet Coupe just a few months earlier. The love of classic cars has been with him since he was young, and he sees it as something that his family can enjoy together — a common story among the antique car owners showing off their rides at Pioneer Park. Anyone looking at Swain’s Chevy would instantly recognize it as a vintage vehicle. But what about a 1991 Ford F-150? According to state law, both of the vehicles can be called “vintage” — and that is raising concern among some lawmakers. The problem, they say, is that once a car is 30 years old, it can be registered as vintage and is then exempt from annual emissions testing required to help improve Utah’s air quality. They are OK with classic car enthusiasts like Swain and others who gather in parks or drive in parades to show off their restoration projects, but it’s the people who use their older vehicles for their daily commutes that cause a problem. How vintage vehicles are loosely defined The vintage license plate was designed to grant exemptions from emissions testing for older, classic cars that were only utilized to travel to car shows and exhibitions. The plate is granted to cars at least 30 years old that are labeled as “collector’s items.” But the regulations do not specify what models qualify nor do they set specific limits on mileage. merlin_2874043.jpg A 1932 rat rod with vintage vehicle plates is pictured during the “Rumble in the Park” car show at Pioneer Park in Salt Lake City on Sunday, June 13, 2021. Jeffrey D. Allred, Deseret News Some legislators and activists say the lack of clarity is leading to misuse of the special tags. One lawmaker noted that recent data shows owners of 30- to 39-year-old vehicles in counties that require emissions testing are much more likely to apply for the vintage plate than those that live in counties that don’t. “I can’t even think of what I would try to measure to explain that difference,” said Rep. Norm Thurston, R-Provo, who recently discussed the issue at the Utah Legislature’s Transportation Interim Committee. “It’s just so big. I have no idea what could possibly be explaining these differences other than the emissions testing.” Counties that require testing emissions do have larger populations, which might be a reason behind the difference. However, when comparing two similarly populated counties side by side, the disparity becomes much clearer. Registration data from the DMV shows that Washington County and Weber County both have about 3,500 vehicles between 30 and 39 years old registered with the DMV. Less than 4% of those cars in Washington County have a vintage license plate, while more than 40% of those cars in Weber County are registered as vintage vehicles. Washington County doesn’t test emissions. Weber County does. This similarity is seen across Utah’s counties. Of the counties that test emissions (Salt Lake, Davis, Utah, Weber and Cache), about 26% of 30- to 39-year-old cars have a vintage plate. Of the counties that don’t, only about 3% are registered with that tag. Wayne Jones, executive director of the Used Car Dealers Association, said he’s seen, “more abuses than reasons to have them” when it comes to vintage license plates. How commuter cars with vintage plates harm the air The United States began to implement emission standards for 1968 model year vehicles, and they have been tightened year by year as more research has come out about the hazardous effects of carbon dioxide, sulfur dioxide and nitrogen oxides emitted in a car’s exhaust. These compounds react in the atmosphere to create ozone, which is a severe irritant for the respiratory and cardiovascular systems, according to the Environmental Protection Agency. These chemicals can also induce acute symptoms, like headaches and nausea, and have been linked to the development of tumors in the lungs, says a study in PubMed. These chemicals are of special concern in Utah, where most of the population lives in valleys that face extreme winter and summer inversions. Inversions trap hazardous air for days in the same area, leading to further exacerbation of symptoms associated with these pollutants, according to the Utah Department of Environmental Quality. merlin_695458.jpg Smog covers Salt Lake City as an inversion lingers on Sunday, Dec. 9, 2018. Qiling Wang, Deseret News The systems that control emissions in newer cars are highly effective and can significantly cut the amount of pollution put out by a car. New passenger vehicles, trucks and buses are 99% cleaner than 1970 models of the same car, according to the EPA. Without knowing how many cars are regularly driving the roads using older engines and emissions systems, health officials are operating in a blind spot. “If people do qualify for a plate, we don’t ever see the vehicle,” said Corbin Anderson, of the Salt Lake County Health Department. “Once it registers as a vintage vehicle, it’s exempted by the state from emissions testing. And we know that people often don’t maintain their vehicles as well as they might if not for having to pass an inspection every few years.” Anderson emphasizes that emissions testing isn’t a punishment; it’s a seat belt. Emissions testing allows drivers to spot issues in their cars before they become catastrophic and expensive. A neglected car will end up costing more in the long run, as unchecked cars could be wasting more fuel, breaking down more often and could even face a total engine failure if not inspected every few years. “Pollution is a significant factor to public health and individual health, especially to people with existing health issues like asthma and pulmonary disease,” said Anderson. “We can’t really capture air like we do with solid waste or water pollution. What we do have is a device on a vehicle that can change the emissions, or catalyze and filter them, which can reduce the emissions that a vehicle puts out there. That’s all we’ve got. ... The only way to prevent air pollution is to not produce it.” Lawmaker has been looking at issue for years Rep. Steve Eliason, R-Sandy, has been researching this issue for three years, trying to craft a bill for the next legislative session that can properly address clarify the car classification. His interest in it sparked when a friend told him how excited he was that his truck was now 30 years old, and he’d no longer need to go in for emissions testing. Knowing that this was his friend’s commuter vehicle, the fact that he’d be dodging emissions testing concerned Eliason. As he researched further, he found that this was a common problem the Utah Department of Air Quality had been dealing with for years. The current legislation applies the exemption to any vehicle in that age class — vintage or not — and has no real methods of enforcement. As long as users pay a registration fee for their vintage license plate, they receive virtually no oversight for how they use that vintage car. “Every year, we’re creating a class of exemptions for cars we know, empirically, are among the highest polluters on the road,” said Eliason. “What we’re doing is disincentivizing people from buying new cars. ‘Just hold on to that truck for a few more years, and then you won’t have to pay for emissions testing on it.’” The Legislature’s Transportation Interim Committee opened a bill file to study the special license plates at its meeting Wednesday. Eliason and Thurston have both discussed presenting separate bills addressing the problem. They are looking at setting the emissions exemption not by age, but by miles driven, though the method by which that is recorded is still in question, as many older vehicles don’t have GPS technology, Thurston said. They are also considering changing the date by which a vehicle is classified vintage, making the cutoff 40 or 50 years old instead 30. Other states have made changes in response to similar abuses of the vintage plate. The Maryland Motor Vehicle Administration updated its rules in 2016 to prohibit historic vehicles from being driven to work, school or for commercial use. If these cars are pulled over by police, they may be subject to safety equipment repair orders, the new policy notes. The issue worries Utah clean air advocates as well. “We have so many cars on the road nowadays,” says Ashley Miller from Breathe Utah, a nonprofit organization that lobbies on behalf of air issues in the state. “So it’s really important that if they fall out of compliance, the registered owner gets them back to compliance so we’re not having even more pollution on the road.” Classic car shows not viewed as problem The emissions exemption is not a problem for cars that primarily travel to car shows and club events, like the ’38 Chevy driven by Swain. He uses another car for daily commuting, with the antique more of a hobby than a road-trip ride. Even cars that travel a large distance for car shows aren’t the ones making a dent. Nick Lobos, who drives his “Rockabilly” ’50s Ford from Kearns to Las Vegas every year for the Viva Las Vegas car show, says he only drives about 600 miles annually. This is a drop in the bucket compared to the 15,500 miles driven by the average Utahn in a year, according to the Federal Highway Administration. A new car can’t produce more than 0.2 grams of nitrogen oxides per mile, but ones built in the 1980s can create a full gram per mile and those from the mid-’70s generate 3 grams. This means a modern car driven the state’s average number of miles creates just 6.6% of the nitrogen oxide that would be created by a car built three to four decades ago. Classic car owners don’t want to pollute the road, Swain said. He isn’t opposed to the changes to the vehicles that the next few years will bring in regards to clean air. In fact, he’s already started making some. “I have an electric lawnmower. I’m going to switch to an electric water heating system soon,” he said, tapping the hood of the red automobile. “And in a few years, I expect this to be powered by an electric motor someday.”	9f0362c8-f620-43c0-a4a0-0cc0800d594d
July 20, 2007 Audi & Jeeps: Chick Cars & Dad Cars So here's the dilemma: just when I think we oughta crunch out and get a 4-door Rabbit, like half the families in Europe, who seem to do just fine, thank you very much, an Audi A3 drives by. Seriously, every time. I can't explain it. But we can't get an A3, because A3's are chick cars. I'm not as big a fan of the A4 Avant, and the A6 Avant's just too big, I think. But now one of the 18 new models [?!] Audi's working on is the A5, a coupe--for which they're also contemplating a 5-door Sportback. Which looks great. And it's not a chick car, right? Right? [motorauthority.com via jalopnik] On the other hand, 4-door Jeep Wranglers are not chick cars. But are they dad cars? Can you actually use them as regular family transportation? More importantly, can you get one? I've been to Jeep dealers three times in the last four months trying to check one out, and they haven't had a single 4-door Unlimited on the lot any time. Call me old-fashioned, but I guess I'm the kind of guy who likes to see a car in person before buying it. Maybe it's just me, though, because they're apparently accounting for 80% of the Wrangler production at the moment. [widingroad.com] The A3 isn't a chick car -- not that you should be concerned with such labels. I've never heard that anywhere. The 4-door wrangler is all about affectation. It looks cool, but if you're never, ever going to drive off-road, it's a waste. War in the Middle East, global warming, etc. The Rabbit is cool, but for the same money you can also buy a Mazda 5 or Kia Rondo. In the abstract I like a lot of the European luxury station wagons, but then I think about how many better ways I could spend the extra thousands over any standard $25,000 or less car. I could install solar water heating for my house. Or give $5,000 to cancer research. And so on. The A3 is not a chick car! My husband and I share one and we love it. We've taken it back-country on US Forest Service roads with no problem ... and off those roads, too, where only 4X4s are supposed to go (actually, the signs said NO cars should be there). The car was a trooper. And it can hold a lot of stuff, too. We fit our huge grill in the back when we bought it. And what's more manly than grilling? I hate to break this to you, but all SUVs are chick cars. As the auto manufacturers found out from market research, women feel safer driving big, tall vehicles. Not necessarily safer from crashes, but safer from fears like feeling vulnerable to crime. So they are all about assuaging subconscious fears through consuming, which is another reason they piss me off. Read "High and Mighty: The Dangerous Rise of the SUV" But the A3 is sweet. I drive a Mazda Protege5 which is like a much, MUCH cheaper doppelganger. I'm holding out for the S3, might as well dream big. Have you checked the Volvo s50? Little larger and sturdier than the A3, and the t-tech cloth is pretty baby resistant. I've also never heard of the A3 referred to as a "chick car", neither amongst my friends nor in the automotive press. It has a dual clutch transmission, which is an amazing Audi innovation and is very sport-driving oriented. The only downside with the A3 is that it's not a quattro, and in the driving conditions that you typically find yourself in on the east coast, I'd recommend all wheel drive. I have a 2006 A4 Avant (wagon) as my "everyday" car, as I've mentioned. I love it. The only downside on it, as far as I've experienced, is that it's a bit cramped in the back for anyone over three or four feet tall (especially when the front seat occupants are over 6 feet tall). Because of the cramped rear quarters, I'm probably going to look at an A8 when the lease expires. I know they're huge but they don't feel big when behind the wheel. I've never really been a fan of the A6 styling or handling. I also think you should look at a Mazda5 if you like the Mercedes B-class and other European "monospace" styles. It's the only one of that type that's sold in the US. I've driven one and it was nice (although cramped and underpowered, as most European-market cars are). I agree that SUVs in general are total chick cars. I always see some soccer mom driving a behemoth SUV. The wrangler is the only exception, but they are the most uncomfortable, unresponsive, unfun car to drive on the road (unless you're on a dirt trail in Utah somewhere. I love the A3... call me effeminate, I wouldn't care if I were driving a compact family-hauler that could keep up with a few sports cars on the market. The A5 is nice but the front view looks like someone flattened a Q7 a bit, doesn't it? [I'd love to flatten a Q7 or a thousand. I guess this is where I confess my only real criterion is that a car makes me even slightly cool in Metrodad's eyes. Here's what he wrote in 2005: "'My A3 is soooo sweet! The girls from the sorority and I love taking it to the mall or to the beach. Isn't my car so cute? It's zippy too! I'm so glad Daddy got it for me. He's the best!'" I'm weak, I know -ed.] If you're worried about whether an A3 is a chick car (it is), I'm surprised you're not also worried about the traditional stereotype associated with the Wrangler. Namely, that it is the only thing on wheels gayer than a Miata. I say this only because I've owned over half of the cars on the usual top 10 gay cars lists, including the Miata. But not the Wrangler. Besides, (just like me) you already own an old French car, and that's one hell of a headstart on the automotive stereotyping to overcome. I've been having the same dilemma for a couple years, and I think I'm going to do European delivery on the next Saab 9-3 wagon (when they put AWD on it). Saab's Euro delivery program is great, and GM believes that selling cars at less than cost and making it up on volume is a good strategy. Win-win. Duh? Get both. Solves the dilema! In the midwest, the only people that drive A3's are professors psychiatrists in their late 50s with a solitary 'No Blood for Oil' bumper sticker. Not a chick car. The only people that drive Jeep Wranglers are high school girls or the mid 20s sons of wealthy daddies who wear backwards baseball hats, basketball shorts, tank tops, and try to attract those high school girls. For us, the Golf worked just fine (except, ironically, golf clubs don't fit in the trunk) and we now drive a first gen CR-V, which is about as large as anybody needs. My main problem with the A3 is that the bottom of the line model, with minimal options, is $30K. If you go the whole hog and get the 250HP Quattro with DSG, and some extras, you quickly zoom past $40K. That's a lot of money for a, let's face it, small car. (It is actually smaller than a Honda Civic) The Civic Si sedan is pretty sweet too and maxed out is $5K cheaper than the Audi base model. On the other hand, with the dollar down the tubes, buy your Audi now before the price goes up. We may all be buying Cherys from China before too long, with the big 3 bankrupt and Volks Rabbits starting at $45,000. [I was staring out the window of the gym at a Mazda M3 5-dr in the parking lot, and it looks about the same class and size as the A3. It maxes out around $25k. I'm not saying they're identical or interchangeable, just have similar goals and functions. -ed.] Who cares whether the A3 is a chick car? It's a blast to drive--a hell of a lot more fun than the A4 that we actually have. Funny thing, that. When I went to buy an A3 (and I really wanted one), Audi steered me into an A4 by offering laughably good, cheaper-than-a-Jetta lease rates on A4s while offering no incentives on A3s. Still. I'd like an A3. But, here's the other thing. Why not a 5 dr. GTI? It's an A3 in all but name, and costs 10K less, similarly equipped. A bit more Audi than a Rabbit, a bit more VW than an A3. It's like Goldilocks--just right. And in black, the red stripe around the grille is just butch enough to dilute the Rabbit platform's inherent chick-carness. get a passat wagon & be done with it! [you must be Art Gerhard, not M Gerhard -ed.] Google DT Contact DT Daddy Types is published by Greg Allen with the help of readers like you. Got tips, advice, questions, and suggestions? Send them to: greg [at] daddytypes [dot] com Join the [eventual] Daddy Types mailing list! copyright 2014 daddy types, llc. no unauthorized commercial reuse. privacy and terms of use published using movable type	ed23eda2-a96d-48a7-9879-3f56a5818825
In January , Cessna flew an improved variant of the Cessna , a Continental OA -powered Cessna C with larger elevators and a more angular tailfin. In , the A incorporated revised landing gear and the swept-back tailfin, which is still in use today. The final aesthetic development, found in the D and all later models, was a lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as " Omni-Vision. Author:Doukazahn Mikami Language:English (Spanish) Published (Last):20 May 2019 Pages:188 PDF File Size:20.56 Mb ePub File Size:8.66 Mb ISBN:438-2-59437-165-5 Downloads:36379 Price:Free* [*Free Regsitration Required] First flown in , more s have been built than any other aircraft Measured by its longevity and popularity, the Cessna is the most successful aircraft in history. Cessna delivered the first production model in and as of , the company and its partners had built more than 44, The aircraft remains in production today. Design and Development 2 The Cessna started life as a tricycle landing gear variant of the taildragger Cessna , with a basic level of standard equipment. In January , Cessna flew an improved variant of the Cessna , a Continental OA-powered Cessna C with larger elevators and a more angular tailfin. Although the variant was tested and certified, Cessna decided to modify it with a tricycle landing gear, and the modified Cessna C flew again on 12 June To reduce the time and cost of certification, the type was added to the Cessna type certificate as the Model Later, the was given its own type certificate, 3A The became an overnight sales success, and over 1, were built in , its first full year of production. Early s were similar in appearance to the s, with the same straight aft fuselage and tall landing gear legs, although the had a straight tailfin while the had a rounded fin and rudder. In , the A incorporated revised landing gear and the swept-back tailfin, which is still in use today. The final aesthetic development, found in the D and all later models, was a lowered rear deck allowing an aft window. Cessna advertised this added rear visibility as "Omni-Vision. Modifications The Cessna may be modified via a wide array of supplemental type certificates STCs , including increased engine power and higher gross weights. Available STC engine modifications increase power from to hp to kW , add constant-speed propellers, or allow the use of automobile gasoline. Other modifications include additional fuel tank capacity in the wing tips, added baggage compartment tanks, added wheel pants to reduce drag, or enhanced landing and takeoff performance and safety with a STOL kit. The has also been equipped with the hp kW fuel injected Superior Air Parts Vantage engine. Operational History 2 A Cessna was used in to set the world record for flight endurance; the record still stands. They landed back at McCarran Airfield on February 4, , after 64 days, 22 hours, 19 minutes and 5 seconds in flight. The flight was part of a fund-raising effort for the Damon Runyon Cancer Fund. Food and water were transferred by matching speeds with a chase car on a straight stretch of road in the desert and hoisting the supplies aboard with a rope and bucket. Engine oil was added by means of a tube from the cabin that was fitted to pass through the firewall. The remaining space was used for a pad on which the relief pilot slept. The right cabin door was replaced with an easy-opening, accordion-type door to allow supplies and fuel to be hoisted aboard. Early in the flight, the engine-driven electric generator failed. The aircraft is on display in the passenger terminal at McCarran International Airport. Photos and details of the record flight can be seen in a small museum on the upper level of the baggage claim area. That is until my psychiatrist opens up for business in the morning. It was equipped with a Continental O hp kW six-cylinder, air-cooled engine and had a maximum gross weight of 2, lb kg. Cessna A The model A introduced a swept-back tailfin and rudder, as well as float fittings. Cessna B The B was introduced in late as the model and featured a shorter landing gear, engine mounts lengthened three inches 76 mm , a reshaped cowling, and a pointed propeller spinner. For the first time, the "Skyhawk" name was applied to an available deluxe option package. This added optional equipment included full exterior paint to replace the standard partial paint stripes and standard avionics. The gross weight was increased to 2, lb 1, kg. Cessna C The model was the C. It brought to the line an optional autopilot and a key starter to replace the previous pull-starter. The seats were redesigned to be six-way adjustable. A child seat was made optional to allow two children to be carried in the baggage area. A total of C models were produced. Cessna D The D model introduced the lower rear fuselage with a wraparound Omni-Vision rear window and a one-piece windshield. Gross weight was increased to 2, lb 1, kg , where it would stay until the P. New rudder and brake pedals were also added. In reality this was not a new model, but a Cessna Skylark that had been renamed for its last year of production. The Skylark had gained a reputation for poor engine reliability, and the renaming of it as a was a marketing attempt to regain sales through rebranding. The move was not a success, and neither the Powermatic nor the Skylark were produced again after the model year. Cessna E The E was the model. The electrical fuses were replaced with circuit breakers. The E also featured a redesigned instrument panel. Cessna F The model F introduced electrically operated flaps to replace the previous lever-operated system. It was built in France by Reims Cessna as the F until These models formed the basis for the U. Air Force Academy for the cadet pilot indoctrination program, while others were distributed to Air Force aero clubs. A total of 1, Fs were completed. It also introduced a shorter-stroke nose gear oleo to reduce drag and improve the appearance of the aircraft in flight. A new cowling was used, introducing shock-mounts that transmitted lower noise levels to the cockpit and reduced cowl cracking. The electric stall warning horn was replaced by a pneumatic one. A total of Hs were built. Cessna I The model marked the beginning of the Lycoming-powered s. The model marked the beginning of the Lycoming-powered s. There was no change in the sea level rate of climb at ft m per minute. The I also introduced the first standard "T" instrument arrangement. The I saw an increase in production to record levels with 1, built. However, as time for model introduction neared, those dealers who were aware of the change began applying pressure on the factory to continue the previous configuration. They felt the new model would be less usable as a trainer. Consequently, and at the last minute, the decision was made to continue the in its original configuration. The planned J configuration would be introduced as a new model, the The deluxe option would become the Cardinal. The "J" designation was never publicly used. Cessna K The next model year was the "K" model. The K had a redesigned tailfin cap and reshaped rear windows. Optional long-range 52 US gal l wing fuel tanks were offered. The model was still called the K, but sported fiberglass, downward-shaped, conical wing tips. Fully articulated seats were offered as well. Production in was units. Cessna L The L, sold during and , replaced the main landing gear legs which were originally flat spring steel with tapered, tubular steel gear legs. The new gear had a width that was increased by 12 in 30 cm. The new tubular gear was lighter, but required aerodynamic fairings to maintain the same speed and climb performance as experienced with the flat steel design. Cessna M The M of gained a drooped wing leading edge for improved low-speed handling. This was marketed as the "camber-lift" wing. The baggage compartment was increased in size, and nose-mounted dual landing lights were available as an option. In , Cessna stopped marketing the aircraft as the and began exclusively using the "Skyhawk" designation. This model year also saw a redesigned instrument panel to hold more avionics. Among other changes, the fuel and other small gauges are relocated to the left side for improved pilot readability compared with the earlier panel designs. Total production of "M" models was over the four years it was manufactured. But this engine proved troublesome, and it was replaced by the similarly rated OD2J to create the P. The "N" model also introduced rudder trim as an option and standard "pre-selectable" flaps. The model brought a volt electrical system to replace the previous volt system. Air conditioning was an option. Larger wing tanks increased the optional fuel to 66 US gallons L. The "N" remained in production until when the P or Skyhawk P was introduced. Cessna O There was no "O" "Oscar" model , to avoid confusion with the number zero. The Lycoming OD2J was a great improvement. The "P" model also saw the maximum flap deflection decreased from 40 degrees to 30 to allow a gross weight increase from 2, lb 1, kg to 2, lb 1, kg. A wet wing was optional, with a capacity of 62 US gallons of fuel. In , the "P" saw the landing lights moved from the nose to the wing to increase bulb life. The model added some minor soundproofing improvements and thicker windows. A second door latch pin was introduced in Production of the "P" ended in , and no more s were built for eleven years as legal liability rulings in the U. It had a useful load that was about lb 45 kg more than the Skyhawk P and a rate of climb that was actually 20 feet 6 m per minute lower, due to the higher gross weight. 172M 180HP conversion Cessna 172N Pilot Operating Handbook Cessna 172N \| N739GP We're hiring a salesperson! Related Articles	d2be17c4-4290-4c3f-9b4b-67d731d8cfd4
last posts Hyundai Santa Cruz Washing: Professional Care for Your Stylish Pickup Truck Hyundai Santa Cruz Washing: Professional Care for Your Stylish Pickup Truck For your Hyundai Santa Cruz, maintaining its pristine appearance is essential to showcase its unique style and functionality. In today's fast-paced world, where your pickup truck serves as both a reliable vehicle and a statement of your personality, ensuring it looks its best is paramount. That's where professional care for your Hyundai Santa Cruz comes into play. Hyundai Santa Cruz Washing: Professional Care for Your Stylish Pickup Truck The Hyundai Santa Cruz is more than just a pickup truck; it's a symbol of innovation and modern design. With its sleek lines, dynamic curves, and attention-grabbing features, the Santa Cruz stands out on the road. Whether you use it for daily commutes, weekend adventures, or hauling cargo, its stylish exterior deserves the utmost care and attention to maintain its allure. At the heart of professional care for your Hyundai Santa Cruz lies the understanding that it's not just about washing a vehicle; it's about preserving its shine and protecting its integrity. From specialized washing techniques to premium products tailored specifically for your Santa Cruz, professional care ensures that every inch of your pickup truck receives the attention it deserves. With the right expertise and tools, you can rest assured that your Hyundai Santa Cruz will continue to turn heads wherever you go. Understanding the Hyundai Santa Cruz The Hyundai Santa Cruz is not your ordinary pickup truck; it's a fusion of versatility, style, and innovation. . With its bold design and compact size, the Santa Cruz challenges traditional perceptions of what a pickup truck can be. . From its spacious interior to its adaptable cargo bed, every aspect of the Santa Cruz is meticulously crafted to meet the needs of modern drivers. . Whether you're navigating city streets or exploring off-road terrain, the Santa Cruz offers a driving experience unlike any other. Exploring the Hyundai Santa Cruz goes beyond its physical attributes; it encompasses its role in redefining the pickup truck segment. As we delve deeper into its features and capabilities, we gain a greater appreciation for Hyundai's vision of blending practicality with sophistication. Understanding the Santa Cruz is not just about knowing its specifications; it's about recognizing its impact on the automotive industry and the drivers who choose it. The Importance of Regular Washing and Maintenance Regular washing and maintenance are crucial aspects of preserving the beauty and functionality of your Hyundai Santa Cruz. Here's why: 1. Preserving Appearance: Regular washing removes dirt, grime, and contaminants that can accumulate on the surface of your vehicle, preventing them from causing damage to the paint and finish. By maintaining a clean exterior, you can preserve the sleek and stylish appearance of your Santa Cruz. 2. Protecting Resale Value: A well-maintained vehicle commands a higher resale value. By keeping your Hyundai Santa Cruz clean and properly maintained, you ensure that it retains its value over time. Potential buyers are more likely to be attracted to a vehicle that has been well cared for. 3. Preventing Damage: Regular maintenance goes beyond just washing; it also involves inspecting and servicing various components of your vehicle. By addressing issues early on, you can prevent more significant problems from arising in the future, saving you time and money on costly repairs. Regular washing and maintenance are not just about keeping your Hyundai Santa Cruz looking good; they are essential for ensuring its longevity and performance. By making these tasks a priority, you can enjoy your pickup truck for years to come while minimizing the risk of potential issues down the road. Professional Washing Techniques for Hyundai Santa Cruz Professional washing techniques for the Hyundai Santa Cruz involve several key steps to ensure thorough cleaning and protection. Firstly, using high-quality car washing products specifically designed for automotive paint is essential. These products help to lift dirt and grime gently without damaging the paint surface. Additionally, employing the two-bucket wash method can further reduce the risk of scratches. One bucket is filled with soapy water for washing, while the other contains clean water for rinsing the wash mitt or sponge between each pass over the vehicle. Another important aspect of professional washing techniques is the use of proper washing tools. Soft microfiber wash mitts or sponges are preferred over harsh materials like brushes, as they are less likely to cause swirl marks or scratches. When washing, it's crucial to start from the top of the vehicle and work your way down, ensuring that any dirt or debris is washed away from the surface rather than dragged across it. Additionally, paying attention to detail in areas such as the wheels, grille, and door jambs can make a significant difference in the overall cleanliness of the vehicle. After washing, thorough drying is essential to prevent water spots and streaks. Using a clean microfiber drying towel, gently pat the surface of the Hyundai Santa Cruz dry, being careful not to drag the towel across the paint. For added protection and shine, consider applying a quality spray wax or sealant after washing. These products help to enhance the gloss of the paint and provide a layer of protection against environmental contaminants. By following these professional washing techniques, owners can keep their Hyundai Santa Cruz looking its best while maintaining its value for years to come. Choosing the Right Washing Products and Methods Choosing the right washing products and methods is crucial to maintaining the appearance and condition of your vehicle. Here are some key points to consider: . Product Selection: Use high-quality car wash shampoo, specifically formulated for automotive paint, to ensure effective cleaning without damaging the surface. . Methodology: Implement gentle washing techniques such as the two-bucket wash method to minimize the risk of scratches and swirl marks. . Tools: Utilize soft microfiber wash mitts and towels to delicately clean and dry the vehicle, preventing scratches and ensuring a streak-free finish. . Additional Protection: Consider using wheel cleaners, spray waxes, or sealants to provide extra protection and shine to your vehicle's exterior. Choosing the right washing products and methods not only enhances the appearance of your vehicle but also helps maintain its value over time. Note: Prior to publishing the article, it's important to carefully review its content and correct any spelling or grammatical errors. DIY Washing Tips for Hyundai Santa Cruz Owners DIY Washing Tips for Hyundai Santa Cruz Owners: 1. Gather the Right Supplies: Before starting, ensure you have the necessary supplies, including a bucket, car wash shampoo, microfiber wash mitts, and soft towels. 2. Preparation is Key: Begin by rinsing your Hyundai Santa Cruz with water to remove loose dirt and debris. This step helps prevent scratching during the washing process. 3. Use Proper Washing Techniques: Implement the two-bucket wash method to minimize the risk of scratching. One bucket should contain soapy water, while the other is reserved for rinsing your wash mitt. 4. Work in Sections: Wash your vehicle in sections, starting from the top and working your way down. This helps ensure thorough cleaning and prevents soap from drying on the surface. 5. Dry with Care: After washing, use a clean, soft towel to gently dry your Hyundai Santa Cruz. Avoid using rough or abrasive materials that could cause scratches. 6. Finishing Touches: Consider applying a wax or sealant to protect your vehicle's paint and enhance its shine. Additionally, clean the windows and wheels for a complete detailing experience. Note: These DIY washing tips can help Hyundai Santa Cruz owners maintain their vehicle's appearance and preserve its value. Before publishing the article, ensure thorough review and correction of any spelling or grammatical errors. Preserving the Interior and Exterior Shine Preserving the Interior and Exterior Shine: Interior Protection: To maintain the interior shine of your vehicle, start by regularly vacuuming the upholstery and carpets to remove dirt and debris. Use a mild interior cleaner to wipe down surfaces such as the dashboard, door panels, and center console. Applying a UV protectant to these surfaces helps prevent fading and cracking caused by sun exposure. Exterior Care: Protecting the exterior shine of your vehicle involves regular washing and waxing. Use a pH-balanced car wash shampoo and a soft sponge or microfiber wash mitt to gently clean the paintwork. After washing, apply a high-quality car wax or sealant to provide a protective barrier against environmental contaminants and UV rays. Additionally, consider investing in a paint protection film or ceramic coating for long-term protection and enhanced gloss. Routine Maintenance: Keeping up with routine maintenance tasks is essential for preserving both the interior and exterior shine of your vehicle. Schedule regular professional detailing appointments to address any stubborn stains, scratches, or swirl marks on the paintwork. Additionally, use interior detailing products specifically formulated for your vehicle's materials to maintain a fresh and clean appearance inside. Maintaining the appearance of your Hyundai Santa Cruz is essential for preserving its style and value. By following the professional care tips outlined in this article, including choosing the right washing products and methods, utilizing DIY washing tips, and preserving both the interior and exterior shine, you can ensure that your stylish pickup truck continues to turn heads on the road. Regular washing, detailing, and maintenance are key to keeping your Hyundai Santa Cruz looking its best for years to come. Remember, investing in professional care now will pay off in the long run by maintaining the beauty and integrity of your vehicle. Important article https://www.titos.site/2024/01/can-i-wash-car-interior-with-water.html Related articles https://www.titos.site/2024/01/what-is-correct-order-to-wash-car.html Another very important article, please check it out https://www.titos.site/2024/01/how-do-you-clean-plastic-car-interior.html By : a . Abrahim Cars Welcome, I am Ibrahim, a car content creator, owner of our motors blog. We provide information in a clear and organized manner with a comprehensive explanation of technology and car concepts. Font Size lines height	b947f567-c0e8-4644-a6f0-c18883838341
airticketing courses Master the Art of Air Passenger Tariff & Ticketing with Top Courses in Lahore The aviation industry has seen tremendous growth over the past few decades, and with this expansion comes the increasing demand for skilled professionals who can navigate the complexities of air passenger tariffs and ticketing. These areas are critical for smooth operations in airlines, travel agencies, and other aviation-related services. Lahore, as a hub for education and career development in Pakistan, offers various courses related to air passenger tariff and ticketing. This article delves into everything you need to know about Air Passenger Tariff and Ticketing Courses in Lahore, including their importance, career prospects, course details, and how they are tailored to meet the growing demands of the aviation industry. Overview of Air Passenger Tariff & Ticketing Air passenger tariffs and ticketing refer to the pricing system that determines how tickets are priced and how they are issued to passengers. The complexities involved in these processes include understanding fare structures, taxes, surcharges, and rules for different classes of service (economy, business, and first-class). A deep understanding of these tariffs is crucial for professionals working in the airline industry, especially in roles related to reservations, ticketing, and customer service. In Lahore, various institutes offer specialized courses in air passenger tariff and ticketing. These programs are designed to equip students with the skills needed to perform these tasks efficiently, ensuring smooth and effective operations in the airline industry. By enrolling in such a course, you can unlock a world of opportunities in one of the fastest-growing industries globally. Key Takeaways at a Glance Importance of Air Passenger Tariff & Ticketing Knowledge Understanding air passenger tariffs and ticketing is essential for ensuring that ticketing and reservations are handled accurately and efficiently. Here’s why it is so crucial: Revenue Management Airlines use sophisticated pricing models to maximize revenue. Tariffs affect how an airline sets its prices, discounts, and promotions. Professionals who understand these models help the airline generate better returns. Operational Efficiency A well-organized ticketing system enables airlines to manage seat inventory effectively, reduce overbookings, and provide better services to customers. Customer Satisfaction Accurate ticketing ensures customers are not overcharged, and their bookings are smooth. Understanding tariffs helps professionals explain pricing to customers clearly and resolve any issues that may arise regarding fares. Career Growth As the aviation industry grows, more opportunities arise for professionals trained in these areas. Airlines and travel agencies need skilled individuals to handle pricing and ticketing tasks, making this a valuable field for career advancement. What to Expect in Air Passenger Tariff & Ticketing Courses in Lahore Air passenger tariff and ticketing courses in Lahore are designed to give students a solid grounding in the theoretical and practical aspects of the field. These courses typically cover a wide range of topics, from fare structures to how to issue tickets. Fare Structures and Classifications You’ll learn how airlines classify different types of tickets and fare classes, such as economy, business, and first class. This knowledge is vital for professionals working in ticketing departments to ensure that the correct fare is charged based on class, season, and destination. Key Topics Covered: • Basic Fare Rules • Types of Fares: Adult, Child, Infant • International vs Domestic Fares • Seasonal Fare Variations Ticketing Process The ticketing process includes issuing, reissuing, and canceling tickets. You’ll be trained to use Global Distribution Systems (GDS) like Amadeus, Galileo, or Sabre, which are the industry-standard tools for booking and ticketing. Key Topics Covered: • Booking Procedures • Issuing and Reissuing Tickets • Refund and Cancellation Policies • Handling Special Requests (e.g., extra baggage, seat preference) Taxation and Surcharges Every airline ticket includes various taxes and surcharges, which vary depending on the route, country, and even the time of year. Courses will cover these elements so that professionals can accurately calculate the total price of a ticket. Key Topics Covered: • Government Taxes • Fuel Surcharges • Airport Fees • Additional Service Charges Airline Rules and Regulations Airline operations are governed by numerous rules and regulations that ensure the safety and comfort of passengers. In the course, you will gain insight into the operational guidelines that affect ticketing and tariffs. Key Topics Covered: • IATA Guidelines • Baggage Allowance Rules • Booking Restrictions • Travel Insurance and Other Add-ons Practical Training Courses often include practical sessions where students can work with live systems and simulate real-world ticketing scenarios. These training modules ensure that by the end of the course, students are ready to handle ticketing operations independently. Institutes Offering Air Passenger Tariff & Ticketing Courses in Lahore Lahore is home to several reputable institutions offering specialized training in air passenger tariff and ticketing. Some of the most well-known institutes include: Pakistan International Airlines (PIA) Training Centre As Pakistan’s national carrier, PIA offers training programs designed for future aviation professionals. Their course in air passenger tariff and ticketing is well-structured and provides practical exposure to the airline’s operations. Centre for Aviation & Travel (CAT) Lahore CAT offers a range of aviation-related courses, including air passenger tariff and ticketing. Their program is comprehensive, covering both theory and practical sessions with real industry tools like Amadeus and Sabre. International Air Transport Association (IATA) Training IATA, an international body for airlines, offers certification courses globally, including in Lahore. Their ticketing and tariff courses are well-recognized in the industry and provide an excellent foundation for working in airline operations. European International College European International College is known for its globally recognized certification programs. They offer courses that cover ticketing and tariff systems along with customer service, reservations, and booking operations. Career Opportunities in Air Passenger Tariff & Ticketing Upon completion of an Air Passenger Tariff & Ticketing course, individuals are equipped with the necessary skills to enter various roles in the aviation industry. Here are some of the top career opportunities available: Airline Reservation Agent This role involves assisting passengers with booking flights, understanding tariffs, and issuing tickets. You would work with booking systems like Amadeus or Sabre to ensure accurate reservations. Travel Agent Travel agents specialize in helping customers plan their journeys, booking flights, hotels, and sometimes even full vacation packages. Understanding ticketing and tariffs is crucial for providing clients with the best options. Customer Service Representative Airlines require customer service professionals to manage queries related to tickets, changes, cancellations, and refunds. This role demands a solid understanding of tariffs and booking procedures. Ticketing Manager A ticketing manager oversees the entire ticketing process within an airline or travel agency. This position ensures smooth operations, manages staff, and ensures that the tariffs are applied correctly. Revenue Management Analyst Revenue management analysts use their knowledge of tariffs and pricing models to maximize airline revenue. They analyze booking patterns, adjust fare classes, and optimize ticket prices for profitability. Operations Manager An operations manager in an airline ensures that flight schedules, ticketing processes, and customer service operations run smoothly. Their expertise in tariffs and ticketing is crucial for maintaining efficiency. How to Enroll in an Air Passenger Tariff & Ticketing Course in Lahore Enrolling in a course for Air Passenger Tariff & Ticketing is a straightforward process, but there are a few things to consider before applying. Research Institutes Look for institutes with a strong track record of success and accreditation. Institutions like PIA Training Centre, IATA, and CAT are widely respected in the aviation industry. Understand Course Structure Make sure the course offers a mix of theoretical knowledge and practical skills. Check whether they offer live systems training and certifications recognized by international bodies like IATA. Check Course Duration and Fees Courses typically range from three months to six months in duration. Be sure to understand the cost and any additional materials required for the course. Application Process Applications are generally open several times a year, and many institutes offer both online and in-person enrollment options. Ensure you meet the prerequisites for the course, such as age requirements and educational background. Air passenger tariff and ticketing knowledge is indispensable in today’s aviation industry. Lahore offers a variety of excellent courses for individuals looking to build a career in this field. With the right training, professionals can look forward to thriving careers in airline operations, travel agencies, and customer service roles. The demand for skilled professionals in this domain continues to grow, making now the perfect time to invest in training What is the duration of the Air Passenger Tariff & Ticketing course in Lahore? The duration of the course typically ranges from 3 to 6 months, depending on the institution and program structure. Which institutes in Lahore offer Air Passenger Tariff & Ticketing courses? Reputable institutes in Lahore include the PIA Training Centre, Centre for Aviation & Travel (CAT), IATA Training, and European International College. What career opportunities are available after completing this course? Graduates can pursue roles such as Airline Reservation Agent, Travel Agent, Customer Service Representative, Ticketing Manager, and Revenue Management Analyst. Is practical training included in the Air Passenger Tariff & Ticketing course? Yes, most courses include practical training with real-world tools like Amadeus, Galileo, and Sabre to help students gain hands-on experience. How can I enroll in the Air Passenger Tariff & Ticketing course in Lahore? You can enroll by researching available institutes, checking their course structures, and submitting your application either online or in person, depending on the institution’s process. Enhance your skills and kickstart your aviation career with comprehensive air ticketing courses in Lahore. These programs provide in-depth training on air passenger tariff systems, fare structures, and ticketing processes, preparing you for exciting roles in the airline and travel industries. Institutes like PIA Training Centre and IATA-certified organizations offer both practical and theoretical knowledge, equipping students with tools like Amadeus and Sabre for real-world experience. Whether you aim to work as a travel agent, airline reservation agent, or ticketing manager, these courses open doors to limitless opportunities. For a detailed guide on air ticket booking courses and to explore more about the available options, visit Air Ticket Booking Courses Guide. This resource provides valuable insights into course content, career paths, and top institutes offering training, helping you make informed decisions about your future in the aviation industry. Leave a Comment Your email address will not be published. Required fields are marked * Scroll to Top	a74eddef-22cc-480d-8109-7cda98ca43a1
Multi-Modal Management: It’s a Group Effort Part one of two-part series examines transportation challenges and emerging trends in supply chain Figure 9: Retail-centric model. The U.S. economy and freight industry are growing again. Overall revenues increased eight percent in 2010, after falling 25 percent in 2009. And while most U.S. organizations are struggling to close the gap between their desired and achieved levels of transportation performance (see figure 2), they don’t consider certain performance metrics—such as carbon footprint—as key to their overall success. What is quickly becoming clear to shippers and carriers is that the U.S. freight industry is fast approaching its “used-by-date” plateau in its ability to further lower cost-to-serve. This industry is converging towards its new equilibrium which promises to be a combination of two models—cross-firm collaboration and modal optimization with an emphasis on sustainability. The new equilibrium promises a $6 billion to $15 billion opportunity in the U.S. alone. And the speed of migration will depend on how rapidly the “first movers,” i.e., the shipper industry titans, gather momentum and provide scale to the new equilibrium. These and other findings are among the main results of an A.T. Kearney study of the U.S. freight industry. Based on a survey of 154 decision-makers across consumer products, food & beverage (F&B) and chemicals manufacturing industries, AMR Research highlighted three primary challenges, amongst several others, which the industry and its participants face: deadhead miles and asset utilization; cost to serve; and sustainability. Deadhead miles and asset utilization Suppliers, manufacturers, retailers and transportation providers are all looking for ways to further reduce costs but can only make relatively small improvements. In 2010, the U.S. freight industry was estimated to be $655 billion, $523 billion of which was in commercial and private truck loads, according to American Trucking Associations’ “U.S. Freight Transportation Forecast to 2023” report. Deadhead miles accounted for about 10 percent of the mileage for the five major U.S. truck-load carriers, and even higher for private and dedicated fleets over the past five years (see figure 3). Our conservative estimates lead us to believe that completely reducing deadhead miles for commercial and private truck load moves could eliminate at least 64 billion miles of traffic or yield almost $60 billion in incremental revenues for the industry—if the empty mile cost can be captured in service. Part of the reason for these inefficiencies is structural (nature of transportation flows) and part of it is asymmetric information (lack of visibility to combined transportation networks). Which factor contributes to what degree of inefficiency is unknown. A.T. Kearney’s survey of large shippers suggests 10 to 25 percent of this opportunity ($6 billion to $15 billion) can be captured depending on the future operating model of the U.S. freight industry. Cost to serve Each transportation mode has unique challenges in maintaining the same service levels with fewer resources. Truckload suffers from strict regulations such as hours of service; insurance costs; rising fuel prices; and scarcity of capital to purchase new equipment. Intermodal is more economical than trucking but suffers from delays, product damage and limited network coverage. Air, which benefits from faster and more accurate delivery times, faces high fuel and equipment costs. Less than truckload (LTL), which offers cost advantage relative to air for overnight/second day deliveries, suffers from high overhead and handling costs. The fact that the transportation sector contributes more than five percent (2,800 tons) of all carbon emissions in the U.S. is not lost on freight industry participants. More than 86 percent of the 150 companies polled have tried to (or plan to) improve their sustainability initiatives. Their options, however, vary in impact and effort required. Some involve the replacement of transportation vehicles while others involve the indirect efforts to reduce congestion. The U.S. freight industry’s transportation broker market is analogous to a trading floor on which transportation lanes are traded among freight carriers and shippers. Major players—such as C.H. Robinson Worldwide Inc. and Coyote Logistics LLC—have value propositions which include: real-time visibility to transportation capacity by lane/mode across several carriers and independent owners; access to several shippers’ supply chain networks and the customized requirements; established relationships that match demand and supply for transportation to minimize total cost-to-serve; and expertise and state-of-the-art tools to optimize carriers’ and shippers’ supply chains. Emerging trends—collaboration and modal optimization While the transportation broker market helped cut deadhead miles in the freight industry, there are still substantial opportunities for U.S. carriers and private fleets to reduce them even more. And reducing deadhead miles has become a multi-billion dollar opportunity that spawned two new trends: collaboration and modal optimization. Generally speaking, collaboration refers to developing partnerships among players all along the value chain—both vertically and horizontally. Modal optimization refers to cutting costs and improving efficiency. Total transportation costs fall by building larger and more economical loads across modes or shifting to more economical modes. These trends not only helped companies reduce their deadhead miles but also their costs for overall transportation and other supply chain activities such as storage and handling. And they helped create sustainable solutions by enabling more efficient use of transportation assets. In addition, there is an opportunity to use collaboration (vertical and horizontal) and modal optimization to improve asset utilization and reduce supply chain costs by up to 30 percent. Vertical collaboration refers to partnerships among players across the value chain, for example, consumer products companies (CPGs) with their raw material suppliers and retailers. The benefits of vertical collaboration include complementary transportation networks, scale and best-practice sharing. To date, the electronics and auto industries have successfully implemented this type of collaboration. Third-party logistics (3PL) provider Verst Group Logistics uses collaborative distribution to transport automotive parts from as many as 15 parts makers to Toyota, General Motors and Chrysler—a process which yielded a 30 percent reduction in supply chain costs. Horizontal collaboration involves partnerships among players within the same layer of the value chain, for example, two CPGs or two retailers. The benefits include scale, improved product mix and similar origin and destination pairs. CPGs have successfully implemented horizontal collaboration in both the U.S. and Europe. DeMet's Candy Co., The Topps Co. Inc. and Sun-Maid Growers use a collaborative Kane-run distribution center. 3PL Kane Is Able gives cash rebates to retailers that participate in collaborative distribution. Retailers coordinate orders and manage delivery schedules. At the same time that freight companies are starting to collaborate, they are also focusing on modal optimization to lower cost-to-serve and improve customer service levels. Increasing fuel prices and technological advancements in the transportation equipment and infrastructure industries have accentuated this trend. This shift from single-modal to multi-modal shipments also blurred the lines between mode definitions. For instance, LTL increasingly encroaches on air space for next-day deliveries. Similarly, the greater-than-800 mile threshold no longer holds true for the “intermodal over TL” decision, with line-hauls as short as 600 miles shipped intermodal. DHL rolled out multimodal services from China to overseas markets including the U.S. in July 2010. As part of its goal to reduce cost-to-serve, the company combines air, over-the-road (OTR), rail and ocean into complex multi-stop (yet cheaper) routes for moving cargo from China to the rest of world. It expects to cut its transportation costs 20 to 50 percent by reducing deadhead miles, cost of handling and cost of storage. Modal optimization using multi-modal shipments is gaining momentum because of the increasing pressure to lower costs of transportation. The Dial Corporation (a Henkel company) reported 35 percent cost savings since relying on multi-modal transportation for years now. Dial worked with its suppliers to have chemicals shipped in ISO tank containers by double-stack trains. These containers are drayed to a truck at the destination terminal to be shipped to Dial’s plant, resulting in lower waste and transportation costs. Similarly, pulp and paper industry supplier Eka Chemicals (of AkzoNobel) lowered its transportation costs by shipping products by rail to trans-load facilities and then delivering them to customers by LTL. Operating models of the future An operating model based on collaboration and modal optimization will best address the industry challenges. Major benefits of the multimodal approach include improved equipment utilization; reduction of deadhead miles; reduction in lane rates; lower capacity challenges; reduced total transportation/logistics costs; and reduction in greenhouse gas emissions. Within vertical collaboration, two operating models are vying for advantage: retail-centric and integrated transportation. One or both are likely to emerge as viable in the near future as businesses in the transportation industry begin to engage in large-scale vertical collaboration. Likely to emerge first, the retail-centric model will entail the retail giants to form exclusive alliances with their suppliers. With such a model, a retailer will manage its own transportation network and the part of its suppliers’ transportation networks used to serve that particular retailer through a joint venture or consortium with suppliers (see figure 9). This retail-centric collaboration will cause the retailer’s network to become fully optimized, reducing deadhead miles and increasing asset utilization. These actions will also reduce the carrier’s cost to serve and result in more sustainable solutions. Retailers adopting such models will share part of the cost-to-serve efficiencies with their participating suppliers. However, the suppliers’ remaining networks—which might be utilized to serve other retailers—are likely to become de-optimized due to a lack of scale, forcing other retailers to form their own similar joint venture or consortium to avoid becoming marginalized by their competitors. An integrated transportation model will eventually be the more optimal solution since it will look at all retailers’ and suppliers’ networks in totality. Here, retailers and suppliers form a jointly-owned transportation management business unit that manages the combined transportation networks of all participating retailers and suppliers collectively, as a 3PL would do (see figure 10). The value captured by collectively managing all participants’ networks will be shared based on a variety of metrics including scale and stake in the transportation management business unit. This model will provide the maximum value capture because the transportation networks of a number of retailers and suppliers will be optimized together as opposed to optimizing individual retailers’ networks. This joint optimization will lead to even greater asset utilization and further lowering of cost to serve as compared to the retail-centric model. However, it will require competing retailers and suppliers to develop the level of trust needed to be able to work together. Both vertical collaboration models will help retailers and suppliers capture benefits they would otherwise be unable to capture by continuing to operate as independent entities. However, as figure 11 shows, the integrated model goes a few steps further than the retail-centric model by exercising additional benefit levers and expanding the realm of benefits. External service provider Horizontal collaboration, which can be implemented in parallel with vertical collaboration, can yield incremental value. One operating model is to appoint an external service provider, i.e., a multi-client 4PL. This is a quick and easy strategy for starting the collaboration process. It entails extending the typical 3PL role—which is to serve each client individually—to serving all clients involved in a collaboration process as one large client. This option has few integration requirements since the 3PL provides an integrated service for all participants. On the downside, however, 3PLs charge commissions, do not always provide full transparency and sometimes take more than their fair share of value capture—all of which reduces the total value created for the participants. Nonetheless, it is a good option for getting the collaboration process started. Joint venture This option provides higher value capture than can be achieved by appointing a multi-client 4PL but it demands a higher level of integration among the transportation functions of the participating entities. Eliminating an external 3PL service provider leaves higher savings to be shared among the participating entities. However, doing so requires several enablers including data transparency; coordination of bidding cycles; standardization of systems; and above all, a certain level of trust. Compared to a 4PL, this option is a more evolved state of collaboration that has its inherent advantages but may take time to mature. Benefits reconfirmed The operating model discussed in this paper is sustainable for two reasons: there is a monetary component and an opportunity for all concerned parties—shippers, carriers and 3PL providers—to benefit. What is required, however, is the trust and willingness to work together, especially on behalf of shippers. Look for part two of our series in September, which will cover the seven best practices for multi-modal operation.	d5b642b7-6d57-4b71-b674-15028ac72831
MH370 families call for new search, but media focus on ‘rogue pilot’ theory boeing_777-200er_malaysia_al_mas_9m-mro_-_msn_28420_404_9272090094-in-2011As the governments involved in the search for Malaysia Airlines flight MH370 warn that the operation in the southern Indian Ocean will be suspended soon if no evidence is found, and the families of those on board call for more to be done, not less, journalists are again jumping on the “rogue pilot” theory. In an article in New York magazine, headlined “Exclusive: MH370 Pilot Flew a Suicide Route on His Home Simulator Closely Matching Final Flight”, aviation pundit Jeff Wise leads the pack in concluding that Captain Zaharie Ahmad Shah most likely downed the plane deliberately. Wise bases his conclusion on a reported discovery by the FBI that Zaharie conducted a simulated flight to the southern Indian Ocean less than a month before MH370 vanished. However, Zaharie’s relatives say his personal, home-built flight simulator, from which investigators obtained data, hadn’t been working for about a year prior to the disappearance of MH370. Wise admits that the data reportedly recovered from Zaharie’s flight simulator is by no means conclusive. ‘The differences between the simulated and actual flights are significant, most notably in the final direction in which they were heading. It’s possible that their overall similarities are coincidental – that Zaharie didn’t intend his simulator flight as a practice run, but had merely decided to fly someplace unusual.” This, however, has not prevented journalists, particularly in Australia and Britain, running excitedly with the “suicide route” story. MH370 disappeared on March 8, 2014, with 227 passengers and 12 crew on board. It was en route from Kuala Lumpur to Beijing. There is no proof that the Boeing 777 did end up in the southern Indian Ocean. The search area that is still being scoured by an Australia-led team was chosen on the basis of calculations by staff of the British company Inmarsat, who analysed satellite pings – or handshakes – from MH370. There are many who have cast doubt on Inmarsat’s conclusions and do not believe that flight MH370 went down in the southern Indian Ocean. “Rogue pilot” The “rogue pilot” idea is nothing new. Ever since MH370 disappeared, theorists have pointed the finger at Captain Zaharie. In a book published in 2014, New Zealand journalist Geoff Taylor and pilot Ewan Wilson went as far as saying Zaharie was suicidal and performed a controlled ditching in the sea. There is not a shred of evidence to back up their theory and the book, in which the authors dream up a very detailed on-board scenario, outraged Zaharie’s friends and family. Friends and relatives of Zaharie say they do not believe he could have hijacked the plane, and there is no actual evidence that either of the pilots are responsible for the disappearance of flight MH370. The first interim report into MH370’s disappearance, released on March 8, 2015, states that CCTV recordings showed no significant changes in the behavioural pattern of either of MH370’s two pilots before the plane took off. The gait, posture, facial expressions, and mannerism were Captain Zaharie’s normal characteristics, the report says. “There were no significant changes in his life style, interpersonal conflict or family stresses.” The 584-page report, which was released to comply with International Civil Aviation Organisation requirements, revealed that the battery on the beacon of MH370’s flight data recorder expired more than a year before the plane vanished on March 8 last year. The document contains extremely detailed technical information, but gives no clue as to what might have happened to the aircraft. In a recent interview with the BBC, Zaharie’s sister, Sakinab Shah, said she had lunch with her brother two weeks before MH370 disappeared. She told the BBC’s transport correspondent, Richard Westcott: “We went to a local restaurant. He was his normal self, making jokes, which is why it’s just incredible with all the accusations coming his way. I find it hard to accept.” She added: “We were brought up in a very decent family. A simple village boy, from poor beginnings and he became a commercial pilot. It was a dream come true. He stayed with Malaysia Airlines for 30 years, recorded over 18,000 hours of flying time. No bad record, nothing untoward. He was just a few years from retirement. Do you think he would want to throw this all away?” Underwater search _87016228_malaysian_airliner_search_624_03122015-2 About US$135 million has been spent on an underwater search spanning 120,000 square kilometres. The Malaysian, Australian, and Chinese transport ministers issued a joint statement last Friday (July 22) saying they had agreed that, should the aircraft not be located in the current search area, and in the absence of credible new evidence leading to the identification of a specific location of the plane, the search would be suspended after the remaining area had been scoured. “With less than 10,000 square kilometres of the high priority search area remaining to be searched, ministers acknowledged that, despite the best efforts of all involved, the likelihood of finding the aircraft is fading.” The ministers emphasised that the search was being suspended, not terminated. “The aspiration to locate MH370 has not been abandoned. Should credible new information emerge which can be used to identify the specific location of the aircraft, consideration will be given in determining next steps,” they said. The transport ministers said they acknowledged the significance of the discovery of aircraft debris that is believed to be from MH370, but said that, to date, none of it had provided information that positively identified the precise location of the aircraft. Investigators in Australia are examining a sixth piece of debris, which was found by locals on Pemba Island, off the coast of Tanzania, on June 23. On July 19, the Australian Transport Safety Bureau (ATSB) and Malaysia’s Department of Civil Aviation confirmed that a large piece of debris, which investigators say is likely to be a wing flap, had arrived in Canberra for examination. The Australian authorities said in May that two pieces of aircraft debris – one discovered in South Africa and one found in Mauritius – were “almost certainly” from flight MH370. This followed an announcement in March by the transport ministers of Malaysia and Australia, who said two pieces of debris found in Mozambique were also “almost certainly” from the missing plane. 635925532974510391-mh370-1American amateur investigator Blaine Alan Gibson with the debris he found in Mozambique in February. Last September, the authorities in France announced that an aircraft flaperon found on the island of Reunion in July last year was from MH370. 8077714-12589210-300x214 In June, Blaine Alan Gibson found other debris on the island of Nosy Boraha in northeastern Madagascar. He says the Malaysian investigators have twice cancelled plans to come and retrieve the debris and that his offer to take it to Malaysia himself was declined. Relatives of those on board MH370 say important possible new evidence is being ignored. Blaine Gibson with his find on an island in eastern MadagascarBlaine Gibson with some of the debris he discovered in Madagascar. Blaine's discovery of an item that has the honeycomb material found in other debris believed to be from MH370 Blaine Alan Gibson. one piece he found resembled a panel from a seat and includes a piece of equipment carrying the words coat hookOne piece contains the honeycomb material found in other debris believed to be from MH370. Another resembles a part of a seat and includes a piece of equipment carrying the words “coat hook”. (Photos by Blaine Gibson.) Families say search must continue The MH370 family support group, Voice370, has expressed concern that “credible new information” has not been defined and no clarification or explanation has been given about what is being done to search for or attain such evidence. “What is credible new information? How high has the bar been set?” The families’ request for the transport ministers and members of the investigation team to meet with the next of kin was denied. The group says a search should now be conducted off the coast of Africa. Voice370 urges Malaysia, Australia, and China to review all analysis based on Inmarsat data, all simulations, and all other sources of data in light of the debris discoveries, and recalibrate the search area. It also wants the governments to make public all of Inmarsat’s raw data about MH370, all relevant radar data, and all analysis, including detailed assumptions, along with all other facts that have informed the search so far. The group also urges the French authorities to make public the detailed forensic and biological examination of the flaperon and “share its report with findings without any further delay or dilatory moves”. They added: “We would like Malaysia to also specifically dispel any doubts as to the basis of identification of the flaperon in light of doubts that have been raised by leaked excerpts of the French investigation … that cast doubts on the flaperon’s origins, the path it may have taken, the duration it may have been on (or in) the seas, etc.” Voice370 says it acknowledges that it may be impossible to deploy ground search parties across Mauritius and Madagascar and along the southeastern coast of Africa, but says Malaysia could do more to prevent the permanent loss of debris and evidence. “Concerted and widespread information could be disseminated to the local population, especially fishermen; to people living in these coastal areas, and to beachgoers, to be on the lookout for potential debris. “Information on how to identify potential parts can be made available in printed leaflets, through social media, and possibly through a webpage. Web-based reporting and uploading of photos can be instituted. Local authorities can be enlisted to collect and hold these pieces. Local community support and social organisations can be enlisted to organise search activities. All these do not need very much funding. It merely needs organisational skills.” The families praise the “heroic efforts” of the crews who have braved the seas in the search for MH370, and the support structure on shore. “They have our appreciation and gratitude.” However, the lives of the families of those on board MH370 had remained in limbo for more than 800 days. Map courtesy of the BBC. Since MH370 disappeared there have been innumerable theories about its fate that range from the perfectly plausible to the wildly bizarre. There have been accusations of ineptitude on the part of the Malaysian government, and allegations of a cover-up. Malaysia’s former prime minister, Mahathir Mohamad, has publicly alleged that the fate of MH370 has been concealed. Another person who alleges a cover-up is French journalist Florence de Changy, whose book “Le vol MH370 n’a pas disparu” (Flight MH370 did not disappear), came out in March this year. De Changy does not believe the official version of events. She says it is absurd; that it is impossible in this hi-tech day and age for a Boeing 777 with 239 people on board to disappear. She is convinced that there are those who know what happened to the plane, and why. The journalist cites experts who have doubts about the authorities’ stated conviction that the flaperon discovered on Reunion Island is from MH370. There are those who still allege that the plane was shot down by the United States military when it was en route to Diego Garcia, an atoll in the Indian Ocean that is owned by the British and is home to a major US military base. This is a theory that has been put forward by the former director of the French airline Proteus, Marc Dugain. He has suggested that US military personnel may have shot down MH370 over the Indian Ocean to prevent it being used to attack the Diego Garcia base. Dugain also speculated that the plane may have been forced to divert from its flight path because of remote hacking or an on-board fire. He pointed to the testimony of residents of the Maldives who said they saw an airliner travelling towards Diego Garcia on March 8, but whose claims were dismissed. Silent gathering outside Prime Minister's Office, Putrajaya. Relatives gather outside the office of Malaysian Prime Minister Najib Razak. Article updated on 27/7/2016.	f9fe5c47-71e6-4666-a43d-643eaafa1964
Elevate your travel experience at Gander International Airport with Jodogo Airport Assistance – where efficiency meets personalized service, making every moment of your journey exceptional. Meet and Greet Fast Track VIP Terminal Airport Assistance Request Form ✓ Valid Invalid number Gander International Airport ( IATA code : YQX • ICAO code : CYQX ) is located in Gander on the island of Newfoundland in Canada . It is currently managed by the Gander Airport Authority . Canadian Forces Base Gander shares its trails but is a separate entity. The airport is open 24 hours a day due to its position to alleviate a possible problem during a transatlantic flight. Construction of the airport began in 1936 and it was opened in 1938 , with the first landing on January 11 of an Imperial Airways De Havilland Fox Moth piloted by Captain Douglas Fraser. In a few years, the airport had 4 runways and was the largest airport in the world. Its official name until 1941 was Newfoundland Airport . All Our Services Jodogo simplifies your GanderGander International Airport Construction of the airport began in 1936 and it was opened in 1938 , with the first landing on January 11 of an Imperial Airways De Havilland Fox Moth piloted by Captain Douglas Fraser. In a few years, the airport had 4 runways and was the largest airport in the world. Its official name until 1941 was Newfoundland Airport . In 1940 , operations at the airport were assigned by the Dominion of Newfoundland to the Royal Canadian Air Force (RCAF) and it was renamed RCAF Station Gander in 1941 . The airport was used extensively by Ferry Command to ferry newly built aircraft across the Atlantic to the European theater of war, as well as as a stopover site for anti-submarine patrols dedicated to hunting U Boots . Germans in the northwest Atlantic. Thousands of aircraft from the United States Army Air Corps / United States Army Air Forces and the Royal Canadian Air Forcedestined for the war in Europe transited through Gander. The Royal Canadian Navy also established a naval radio station at the airport, using it as a listening post and detection station for transmissions and the positions of enemy submarines or ships. After the war, the RCAF returned operational management to the Dominion Government in March 1946 , but the Navy radio station was maintained and the military role of the installations was reinforced during the Cold War. The government named the airport Gander Airport and it came under the administration of the federal Department of Canadian Transportation following the entry, in 1949, of Newfoundland into the Canadian Confederation . Numerous improvements to the runways and terminals were then carried out giving it approximately its current configuration. The airport rose to prominence in the early decades of jet aircraft, with importance amplified by its location, almost exactly on the optimal great circle route (i.e. the shortest path connecting two points on the surface of the globe) between the main cities of the American East Coast and London. Operation Yellow Ribbon Gander International Airport THE September 11, 2001, when United States airspace was closed following the terrorist attacks, Gander Airport hosted 39 flights, totaling 6,122 passengers and 473 crew members, part of Operation Yellow Ribbon , the diversion international flights to Canada after the closure of American airspace. Gander then received more flights than any other Canadian airport involved in this operation, with the exception of Halifax Stanfield International Airport (the airport having then received the largest number of passengers was Vancouver International Airport with 8,500 people). One of the main reasons Gander received such traffic was its ability to accommodate large aircraft but also because at the start of the operation Transport Canada and NAV CANADA instructed pilots of aircraft coming from Europe to avoid airports in major urban centers in central Canada, such as Toronto Pearson International Airport and Montreal-Dorval . The welcome given to the passengers of these flights by the residents of central Newfoundland near the airport has remained known as one of the few happy events of that day. This event also inspired the musical Come from Away . In their honor, Lufthansa named one of its Airbus A340-300 "Gander-Halifax" theMay 16, 2002. The aircraft is registered under the number D-AIFC, the only aircraft of the company bearing the name of a city outside Germany 1. The airport was the site of the Canadian celebration which marked the first anniversary of the September 11, 2001 attacks , in the presence of Prime Minister Jean Chrétien , Minister of Transport David Collenette , American Ambassador to Canada Paul Cellucci and officials provincial and local as well as 2,500 of the 6,600 people who were diverted there a year earlier. Future Gander International Airport Gander competes with Bangor International Airport , located in Bangor , Maine , for transatlantic flights. Although Gander has a slight advantage over Bangor in the daily number of transatlantic flights, Bangor has become increasingly active due to the Iraq War as a departure and arrival point for U.S. troops heading to Iraq. In 2010, airport leaders said the future was bleak unless the federal government agreed to provide funds to cover costs. Currently, more than 50% of all aircraft operating from the airport are military and pay no landing fees 5. Tracks Gander International Airport Currently, Gander has two active runways: runway 13-31 measuring 2712 x 61 m and runway 03-21 (modified from 04-22 in August 2004) which measures 3109 x 61 m . Runway 09-27, 571 x 15 m , is a daytime runway, for visual flight use only , and is closed from December 1 to June 30. Runway 03/21 is authorized as an emergency landing strip for theGander International Airport (IATA: YQX, ICAO: CYQX) is a major international airport located in Gander, Newfoundland and Labrador, Canada. It holds historical significance and played a crucial role during World War II and the Cold War as a refueling stop for transatlantic flights. About Gander International Airport Construction of the airport began in 1936 and it was opened in 1938 , with the first landing on January 11 of an Imperial Airways De Havilland Fox Moth piloted by Captain Douglas Fraser. In a few years, the airport had 4 runways and was the largest airport in the world. Its official name until 1941 was Newfoundland Airport . Facilities and Runways: Gander International Airport has three asphalt runways: Runway 03/21, Runway 09/27, and Runway 13/31. The runways can accommodate a wide range of aircraft, including large commercial jets and military aircraft. Terminal and Amenities: The airport features a modern terminal building equipped with facilities such as check-in counters, baggage claim, shops, restaurants, lounges, and car rental services. The terminal provides a comfortable environment for travelers. Airline Operators: Several major Canadian and international airlines operate from Gander International Airport, providing regular flights to destinations in Canada, the United States, and other parts of the world. Passenger Traffic: Gander International Airport handles a significant amount of passenger traffic each year, making it an important hub for both domestic and international travelers. Cargo Operations: The airport supports cargo operations, facilitating the transportation of goods and freight to various destinations. Emergency Diversion Airport: Due to its strategic location, Gander International Airport is often used as an emergency diversion airport for transatlantic flights. In the event of aircraft emergencies or unscheduled landings, the airport provides a safe landing spot. Aviation History: Gander International Airport has a rich aviation history and was a critical hub during World War II, especially for transatlantic flights. Its historical significance is recognized and remembered within the airport's facilities. Community Involvement: The airport actively engages with the local community, supporting various initiatives, events, and organizations in Gander and the surrounding region. For the most up-to-date and accurate information regarding Gander International Airport, including recent developments, flight schedules, and specific services offered, I recommend visiting the official website of the airport or contacting the airport directly. GanderGander International Airport assistance with JODOGO is convenient and effortless. Here's how: 1. Visit our website: Go to https://www.jodogoairportassist.com/airports/gander-international-airport 2. Fill out the online form: Provide your flight details, arrival/departure information, and desired services. 3. Select your preferred payment method: We accept major credit cards and PayPal. 4. Confirm your booking: Upon confirmation, you'll receive an email with all the details. Our Meet and Greet service guarantees a smooth and stress-free airport experience in Gander International Airport . A dedicated representative will greet you personally upon arrival or departure, assist with luggage handling, expedite your airport procedures, and escort you to your transportation or gate. Our friendly customer support team is available 24/7 to answer your questions and assist you. Reach us by phone or WhatsApp at +1 (325) 225 5550 Yes, we offer wheelchair assistance at Gander International Airport . Simply indicate your requirement when booking online, and we will ensure a wheelchair and trained personnel are available throughout your airport journey The cost of our airport assistance services in Gander International Airport depends on the chosen services, number of passengers, and your arrival/departure time. We offer competitive rates and transparent pricing. Visit our website or contact our customer support team for detailed pricing information. Our fast track airport assistance service allows you to bypass regular queues and expedite your airport experience. This includes priority check-in, security clearance, and passport control. Yes, we offer VIP concierge services at Gander International Airport to provide a luxurious and personalized experience. Enjoy dedicated assistance with everything from luggage handling and expedited procedures to luxury transportation and personalized airport lounge access. Additional Services: 1. Gander International Airport VIP Services 2. Gander International Airport Fast Track 3. Gander International Airport Special Assistance 4. Gander International Airport Private Transfers 5. Gander International Airport Personal Assistant Please note: This FAQ content is intended to provide a general overview of our services at Gander International Airport . Visit our website for the latest information and specific details regarding our services and pricing. For more information visit our website: https://www.jodogoairportassist.com/services	6794fe78-f4b1-4341-9bcd-2d71a05314f3
Fast and Reliable Truck Repair to Get You Back on the Road Time is money, and any downtime due to a vehicle breakdown can result in costly delays, lost revenue, and customer dissatisfaction. That is why fast and dependable truck repair should be a priority for fleet owners, logistics companies, and independent truckers alike. The key to getting back on the road as soon as possible is choosing a repair service that offers both speed and reliability. A good truck repair shop should have skilled, experienced technicians who understand the unique needs of trucks and can diagnose issues quickly. Whether it is engine trouble, brake issues, transmission problems, or something as simple as a flat tire, the sooner a repair can be completed, the less disruption it will cause to your schedule. One of the factors that make truck repairs more complex than regular car repairs is the size and complexity of the vehicles. Trucks are made up of numerous systems, including air brakes, diesel engines, advanced electrical wiring, and hydraulic systems, all of which need to be serviced correctly to ensure the truck runs smoothly. With the right equipment and expertise, a professional repair shop can handle all kinds of repair and car care maintenance tasks for different types of trucks whether it is a light-duty delivery vehicle or a heavy-duty long-haul truck. In addition to quality service, transparency and communication are crucial. A reliable truck repair service should give you clear and honest assessments of the issue, along with a detailed breakdown of the estimated costs and repair timeline. This eliminates any surprises and allows you to make informed decisions about your vehicle’s repair needs. Prevention is another aspect of truck repair that can save you from costly breakdowns and unexpected repairs. Many top truck repair shops offer scheduled maintenance services designed to keep your vehicles in top condition. Routine check-ups, fluid changes, and part replacements help catch small issues before they become major problems, keeping your fleet on the road longer and reducing the risk of unexpected downtime. Whether you are dealing with an emergency or need to schedule routine maintenance, fast and reliable truck repair services are an essential part of keeping your business running smoothly. With the right repair service, you can minimize downtime, extend the life of your trucks, and get back to delivering on time, every time. Dependable Auto Repair Services to Keep Car Running Smoothly When it comes to keeping your vehicle in top condition, dependable auto repair services are absolutely essential. Whether you are dealing with routine maintenance or an unexpected breakdown, having a reliable and skilled mechanic to turn to can make all the difference. Regular vehicle maintenance is key to ensuring that your car runs smoothly, prolonging its lifespan and avoiding costly repairs in the future. Oil changes, brake inspections, tire rotations, and fluid checks are some of the standard services that help keep your car operating efficiently. Dependable auto repair services go beyond just these basic tasks. They ensure that every component of your vehicle, from the engine to the transmission, is functioning properly and ready for whatever the road throws at it. One of the most crucial aspects of dependable auto repair services is trust. You need to know that the shop you choose has qualified professionals who can accurately diagnose and address the issues your car may be experiencing. A trustworthy mechanic uses only high-quality parts and provides transparent pricing, so you are never left wondering about the cost or the quality of work being done. Dependable services also include warranties on repairs, which offer you peace of mind knowing that if something goes wrong, the shop will stand behind their work and correct it at no additional cost. If you are driving and suddenly experience engine trouble, a breakdown, or a strange noise, you need a reliable team that can quickly assess the situation and determine the best course of action. From minor fixes like replacing a faulty spark plug to more complex repairs such as engine overhauls, dependable auto repair services can ensure that your car is back on the road as quickly as possible, minimizing downtime and inconvenience. Moreover, these services are equipped to handle a wide variety of makes and models, meaning that no matter what type of vehicle you drive, you can count on expert care. Whether you own a compact sedan, an SUV, or a high-performance sports car, a dependable auto repair service will have the expertise to work on your vehicle. This versatility allows car owners to build long-term relationships with a trusted repair shop, rather than constantly searching for new mechanics when issues arise. Another hallmark of dependable auto repair service is the focus on customer satisfaction. A good diesel repair shop values your time and keeps you informed about the progress of your car’s repair. They take the time to explain what is wrong with your vehicle, suggest appropriate solutions, and give you an accurate timeline for repairs. This level of communication ensures that you are never in the dark about the work being done, and you can make well-informed decisions about your vehicle’s maintenance and repair needs. They offer not just technical expertise, but also a commitment to customer care, transparency, and honesty. Extend Your Car’s Life the Importance of Regular Car Maintenance Regular car maintenance is essential to extending the life of your vehicle and ensuring optimal performance. Just like any complex machine, a car is made up of numerous interconnected parts that undergo wear and tear over time. By investing in routine care, you not only improve the longevity of your vehicle but also save on potentially costly repairs in the future. Here’s why maintaining your car is so critical. 1. Increases Lifespan One of the most compelling reasons to keep up with regular car maintenance is that it significantly extends the lifespan of your vehicle. Engine oil changes, filter replacements, tire rotations, and brake inspections are among the basic services that keep your car running smoothly. Ignoring these essential tasks can lead to more serious issues, such as engine failure or brake malfunctions, which may require expensive repairs or even result in the need for a new car sooner than expected. 1. Improves Safety Safety is paramount when driving, and regular maintenance plays a huge role in ensuring your car is safe to drive. Regular checks on the brakes, tires, lights, and steering system can prevent accidents. For instance, worn brake pads or bald tires can reduce your vehicle’s stopping power, especially in adverse weather conditions. A properly maintained vehicle not only performs better but also reduces the risk of breakdowns on the road. 1. Boosts Fuel Efficiency Maintaining your vehicle also contributes to improved fuel efficiency. Issues like under-inflated tires, dirty air filters, or engine problems can cause your car to use more fuel than necessary. Routine maintenance ensures that your car runs as efficiently as possible, helping you save money at the pump. In the long run, this translates to significant cost savings, especially if you drive frequently. 1. Saves Money on Major Repairs While it might seem like an inconvenience to take your car to the shop for minor services, these routine checks can prevent bigger, more expensive problems down the road. For example, regularly changing your engine oil keeps the engine lubricated, preventing it from overheating or seizing. Catching minor issues early often allows for simpler fixes, avoiding costly repairs that arise from neglect. 1. Maintains Resale Value If you plan to sell your car in the future, keeping up with regular maintenance is crucial for maintaining its resale value. A well-documented maintenance history shows potential buyers that the vehicle has been well cared for, making it more appealing and allowing you to command a higher price. Regular car maintenance in sheboygan wi car maintenance is an investment that pays off in many ways. It increases your car’s lifespan, boosts safety, improves fuel efficiency, saves you from expensive repairs, and maintains its resale value. Beat the Heat Exceptional Car AC Services for Ultimate Comfort As the scorching summer sun beats down, ensuring a comfortable driving experience becomes essential, and a well-functioning air conditioning AC system is crucial for achieving that comfort. Car AC services play a vital role in maintaining the efficiency and longevity of your vehicle’s cooling system. When the temperatures rise, the last thing you want is to feel the heat inside your car. That is where exceptional car AC services come into play; transforming your driving experience and keeping you cool on the road. Why Car AC Maintenance is Important Regular maintenance of your car’s air conditioning system is not just about comfort; it is also about safety and efficiency. A well-maintained AC system ensures optimal airflow, helping to clear your windows of fog and keeping you focused on the road. CAR AC SERVICES IN ORLANDO During routine check-ups, professionals inspect and recharge refrigerant levels, check for leaks, and clean the system to prevent mold and mildew buildup. This attention to detail can save you from costly repairs down the line and extend the life of your vehicle’s AC system. What to Expect from Exceptional AC Services When you seek out exceptional car AC services, you can expect a thorough diagnostic check of your system. Technicians will use advanced tools to assess the performance of your AC, identify any potential issues, and provide detailed feedback. Whether it is a simple refrigerant recharge or a more complex repair, a reputable service center will offer transparent pricing and explain every step of the process. Signs Your AC Needs Attention Recognizing the signs that your car’s AC needs service can help prevent more severe issues. If you notice weak airflow, unusual noises when the AC is on, or a lack of cool air, it is time to visit a professional. Ignoring these symptoms can lead to increased fuel consumption and potential damage to the system. Choosing the Right Service Provider Selecting the right car AC service provider is crucial for maintaining your vehicle’s comfort. Look for a service center that employs certified technicians with experience in automotive AC systems. Customer reviews and testimonials can provide insight into the quality of service you can expect. Additionally, a good provider should offer warranties on parts and labor, ensuring you receive the best value for your investment. This summer, do not let the heat get the best of you. Invest in exceptional car AC services to ensure your vehicle remains a cool sanctuary on even the hottest days. With the right maintenance and care, you can enjoy the ultimate driving comfort all summer long. Copyright ©2024 . All Rights Reserved \| Mole Automobiles	3b68114e-38cb-4e71-ae0b-9e605db33bb0
National Primary Route 50 Opened : 1990 - 2035 Status : Incomplete M1 Motorway Logo Motorway : 49 km (50.7 km by 2035) The M50 - the most famous, most hated, most used, most congested, most upgraded, most essential road in Ireland. With 8 lanes for much of its length, it's by far the biggest road in Ireland. It's also unusual in that it doesn't replace an old route - there was never an N50. It's also an abused road - it was never even supposed to carry traffic from one part of Dublin to another - it's supposed to be the Dublin bypass! This is hard to imagine when you're actually on the road. Vast numbers of cars are entering and exiting even at minor junctions such as Ballymun, Ballymount, Firhouse and Ballinteer. None of these junctions lead to a national route, so the traffic could not be long-distance. It's necessary to learn a bit about the origin of the road to understand what has occurred. Back in 1970, the M50 Dublin Bypass was planned to form the urban boundary of Dublin. All major city development would occur within the boundary with areas outside it becoming satellite towns. The purpose of the bypass was primarily to connect the radial routes heading for other areas of Ireland to allow long distance travellers negotiate the city without having to use the street network. Due to the slow pace of change in Ireland back then and the tiny trickle of money that was available for large-scale road building, it wasn't until the mid-eighties that any work took place on constructing sections of the road. It seems that a single-carriageway connection between the N7 and N81 Tallaght Bypass opened early but it wasn't followed by any more activity for a few years. Information on this is scant however. Then a decision was taken which would have far-reaching consequences. The Irish government decided to allow a private company to build the expensive section of the M50 that would cross the Liffey Valley on a high bridge - and to toll it. This seemingly innocuous choice ending up shaping the lives of thousands of motorists for years afterwards. After battling outrage from environmental groups opposed to the high-level crossing of the Liffey Valley, which is an area protected from development, the M50 section between N3 to N4 (junctions 6 and 7) finally opened to traffic in March 1990 (construction pictures). It opened under the name "Westlink", mirroring the Eastlink bridge in Dublin's docklands, though it is no longer referred to by this name. Just before its opening, pedestrians were permitted to walk the length of the bridge, the only time they would be allowed there before motorway restrictions came into force. Shortly afterwards, in May, the section from N4 to N7 (Junctions 7 and 9) opened. Junction 8 doesn't exist - it was reserved for a new M7 motorway which would run from here to Naas. This motorway has since been dropped and will never be built. The 3-part road opening was completed in December of the same year when the extension to the N81 Tallaght Bypass (Junction 13) opened, presumably incorporating the old single carriageway section. The full N3-N81 section was referred to as the American-sounding Western Parkway. The toll at the booths was only 60p (76c), and traffic levels were only a few thousand cars a day. Nowadays, the area gets more traffic than this in an hour. Soon after, work began on the extension up to the M1 so as to provide access to the airport. This finally opened in December 1996 and covered junctions 3-6 (M1, N2 and N3). This involved rebuilding Junction 6 to allow for the N3, the M50, a canal, and a railway line to all pass through the same point. The new junction was on three levels: the lowest level was the motorway mainline, the next level up was the canal and the railway, running on viaducts, and the final level was the roundabout and entry and exit ramps. The arrangement at the M1 was less than optimal: the M50 terminated at a roundabout, which quickly had traffic lights attached. Traffic making a left turn movement had slips, but a right-turn movement (i.e. M50 to M1 south, or M1 south to M50) necessitated coming to a stop at lights before threading one's way around a rotary (roundabout). So far, all segments of the M50 had low capacity junctions. These were of the rotary type which provided for a straight-through movement only on the M50. Traffic on the intersecting road, such as the N3, N4, N7 and so on, had to stop at the roundabout and long queues developed. The British consultants working on the design of the road in the 1980s recommended freeflow junctions at these locations, but the Irish government decided to go with the cheaper option which apparently saved £50M (€63M). The roundabouts were signalised shortly afterwards and long tailbacks began to develop. Most infamous of all was Junction 9, the Red Cow roundabout, which was nicknamed the Mad Cow due to the frustration of the gridlocked motorists that threaded their way through it. Most traffic on the M50 in its early stage had been the hoped-for long distance motorists and truckers, as well as industry making its way around the large industrial estates of southwest Dublin. Later, plans that had been on the books for years to develop "town centres" (code for shopping malls) in the areas outside the road began to come to fruition. First Tallaght, then Blanchardstown, then Lucan opened large malls between 1990 and 1999. The primary means of access to these centres was via the road network. These had a predictable effect: traffic volumes began to rise rapidly, by as much as 10% a year by the 2000s. Congestion was starting to become intolerable especially near the main interchanges. Their poor design was causing huge tailbacks both on the approaches, and on the M50 mainline itself. With only two M50 lanes each way, any queuing traffic taking the exit or entering the mainline disrupted the traffic flow, causing speeds to drop and weaving. In response, as a temporary measure, left-turn ramps were added to the N4 and N7 junctions and certain other junctions received minor upgrades. This work was completed in 2001 but could only ever have a very minor role to play in congestion alleviation. After a lengthy construction period, the M50 was extended from Junction 11 (N81) to Junction 13 (Ballinteer) and opened in July 2001. The road passes here through the foothills of the Dublin Mountains (which are really just hills), so the sides are yellow-brown granite cliffs with an Australian feel. The upgrade occurred in conjunction with some major distributor road construction in the Ballinteer and Sandyford areas to fuel their development for retail (Dundrum Centre) and office (Sandyford Industrial Estate) respectively. The strategy to increase the ease of access of the car to the areas was certainly successful, as they are now flooded with vehicles. In September 2004, two light rail lines were opened in Dublin. The system was known as the Luas. The Red Line originated in the centre of Dublin and ran as far out as Tallaght town centre. Controversially, the line passed on a new bridge - but still at-grade - through Junction 9 (N7/Red Cow). Needless to say, this made congestion at the junction even worse, as well as delay the Luas's crossing by several minutes at peak times. Coming relatively quickly after the previous section, construction of the final long section of the M50 began as soon as possible. Straight away the project ran into major difficulty. The remains of the long lost Carrickmines castle, which appears on ancient maps of Dublin but whose exact location was unknown, were discovered when the bulldozers moved in. Immediately a protest group of green activists moved in and occupied the site. Finally, a decision was made to excavate the remains, preserve as much as possible, and bury the rest. The site is in the centre of a roundabout and can be seen here. The largest part of the extension project was the pair of very complex junctions 13 and 14, which were braided together. Junctions 13 and 14 are connected with parallel services lanes, while 14 provides access to Sandyford westbound and Leopardstown eastbound, with overlapping ramps. It's difficult to envisage, but the Dublin Eastern Bypass, a motorway connection to complete the ring around the city running from Sandyford to Dublin Port underground, is planned to join up with this junction too. How this would be fitted in to the spaghetti is anyone's guess. The Junction 13/14 section opened early in November 2004. The rest of the stretch (Jct 14-17) was opened in June 2005 - minus the Carrickmines junction, on which work was late due to the protest. This one finally opened to traffic later that year in October. A chronic problem the centre of Dublin suffered from was the very large amount of truck traffic attempting to access Dublin Port. Not only was this a great hazard to the safety and health of pedestrians and cyclists, it was also tearing up the road surface. The trucks utilised the Quays in the middle of town as an access route to the port which was to the east out in the bay. There had been a plan since the 1990s to arrange for an alternative access route that would allow a connection to the motorway network without using city streets. This plan was known as the Dublin Port Tunnel and was a motorway tunnel joining the entrance to Dublin Port to the M1 at Coolock. The road could not be built on the surface due to the destruction and expense that this would have incurred. Work finally started on the very expensive project (€752M) in June 2001. The twin tunnels were 4.5 km long. A total of 2000 m was built using cut-and-cover, with the rest drilled through solid rock. Work finally wrapped up in December 2006, a full year late. At this time, the tunnel was re-signed as a new part of the M50. Under the new designation, the M1 from Coolock to the M1/M50 junction would be multiplexed with the M50. M50 traffic would approach Junction 3 (M1/M50) from the west, pass through the junction to the south, travel south on the M1 as far as Junction 2 (Coolock), then enter the tunnel and finish at Dublin Port (unlabelled Junction 1). In effect, the Dublin Port Tunnel together with an old part of the M1 became M50 Junctions 1-3. The Eastern Bypass is a plan to complete the full M50 ring by extending the Port Tunnel from Dublin Port underground to Blackrock and inland, where it would surface and use a road reservation to get to Sandyford. This reservation can easily be seen in aerial photos such as this, here running northeast-southwest. Such a project, though increasing the utility of the Port Tunnel greatly by allowing access to and from the south as well the north, would not only be phenomenally expensive, it would also greatly disrupt existing communities in south Dublin, as well as the road network in the Sandyford area. Part of the road network would be subsumed into the road, and considering it is already saturated with traffic, it is hard to picture how this traffic could successfully be rerouted. As mentioned above, the road would join the existing M50 at Junction 14 (Sandyford). This junction would be to be considerably redesigned in order to accommodate the new traffic movement. It would be much easier to just have the whole thing in a multi-billion euro tunnel, and it would be very surprising if any progress was made on this before 2040. The only part of this confirmed to be taking place soon is a short 1.7 km section from the end of the Dublin Port Tunnel in the north docks to Ringsend in the south docks. It has not been confirmed if this road will be done as a motorway extension of the M50, or to a lower standard and different route number. In summer of 2006, it was time to begin the long, disruptive process of upgrading the whole M50. Plans were made to fully freeflow the junctions with the M1, N4 and N7, partially freeflow the N2 and N3, double up the diamond interchanges at Ballymun, Ballymount, Firhouse, and add some left-turn ramps to the N81 and Sandyford junctions. Alone on the whole M1-Sandyford section, the Ballinteer junction required no upgrading, as it had already been designed to a high enough standard. In addition, the much maligned toll booths would be removed and replaced with an electronic tolling system. As well as this, the road would be minimum 3 lanes each way, with an auxiliary lane between junctions - for a total of 8 lanes. There wouldn't be auxiliary lanes along the Firhouse-Sandyford (Jct 12-14) section however, since the road is constructed in a cutting. Priority was given to upgrading the N3-N4-N7-Ballymount (Jcts 6-10) section, which was completed in 2008, though the N7 Red Cow junction wasn't completely finished until the very end of the year. Between 2008 and 2010, the remainder of the route upgrade occurred, which comprised widening from the M1 to the N3 and from Ballymount to Sandyford and the rest of the junction upgrades. On September 1st, 2010, the project was officially completed four months ahead of schedule. The M1, N2, N4 and N7 junctions received full upgrades to freeflowing status, while the N3 junction became partially freeflowing. The rest of the junctions had some left-turn slips added. Those junctions that consisted of a single overbridge had the overbridge duplicated. The decision to fully freeflow the N2, instead of a partial treatment, was apparently taken immediately prior to start of work, as no announcement was made. In fact it only became clear that the junction had been upscaled once it took its final shape. The junction design could be called a partially-unrolled cloverleaf, or parclo for short. The M1/M50 junction was modified to add the freeflow slips that would enable M50 to M1 and vice versa movements to pass unimpeded through the junction. The junction also provides access to the N32, but this is still subject to traffic light control. The important thing, though, is that the motorway to motorway movements are no longer so. The monster rebuild of the M50/N3 junction presented some unique challenges. The canal and railway running through the middle meant that a normal reconfiguration of the rotary and slips could not be achieved. Instead the designers attempted to bypass the entire junction with a new N3 mainline. This meant that the old junction was now mainly just for local movements and access to properties abutting the junction. All M50 to N3 and vice versa movements were transferred to the new mainline to the north, as well as the new N3 inbound (to Dublin) mainline. The only notable exception was that the N3 outbound mainline still required negotiation of the roundabout, and its attendant sets of traffic lights. This prevented the junction from claiming full freeflow status. A centrepiece of the upgrade was the removal of the toll booths on the Liffey crossing and implementation of an electronic toll system. A gantry was installed which could read license plate numbers and read in-car electronic tags. Motorists could install a tag, in which case the toll would be €2, and link it to their car. The camera would read the tag and the plate, and charge the motorist if there was a match. If there was no match, the owner of the car with those plates was considered not to have paid. For motorists who did not wish to avail of a tag, they could register their license plate with the system. The toll in this case was €2.50 instead. Finally there was the case of an unregistered, untagged car (or any car that suffered a misread). These cars had until 8pm the following day to pay on the internet or in a shop - but in this case, the toll was €3. Although the system suffered teething problems, with many thousands of misreads a day, the situation improved greatly over the years. The N4 junction upgrade was a simple case of reconstruction to parclo. There was ample room to construct the necessary loops, but it meant that the left-turn slips of 2001 were obliterated. The improvement tied in to a 6-laning project for the N4 west of the junction that had been completed in 2009. The infamous N7 interchange received a thorough and long-overdue overhaul. There were four major issues with the junction: the traffic-light controlled roundabout, the Luas line passing at-grade over two of the ramps, the proximity to Turnpike Road to the east, and proximity to the new junction to serve the Luas Park and Ride site immediately to the west. The solution was grade-separate the Luas P&R access and link this to the main junction, to convert the junction to a parclo, and to run the Luas through the centre of it between the carriageways. The Turnpike Road signal-controlled junction remains as an issue, with traffic having to come to a stop immediately to the east of the junction if the lights were against them. The Luas reconfiguration meant a complete rebuild of the nearby station and car parking areas. The old Luas bridge that used to carry the line through the junction was re-used to provide an unusual feature: a U-turn lane for N7 outbound traffic, should they wish to double back towards Dublin (having not had enough of it, presumably). Of course the opposite movement was not catered for. The remaining junction changes mainly consisted of the addition of left-turn slips. In some cases only some of the four were added. The junctions that were of the dumbbell type were improved by doubling the overbridge so as to have one bridge for each direction, and removal of the dumbbell roundabouts and their replacement with signalised crossroads (example). This effectively converted the junctions into the diamond type. The junctions that received this treatment were 4 (Ballymun), 10 (Ballymount), and 12 (Firhouse). The remaining junctions, 11 (Tallaght/N81), and 14 (Sandyford), which were of the roundabout type, had one or two left-turn slips added, these junctions not previously being noted for excessive traffic congestion anyway. The only junction within the scope of the upgrade that got off scot-free was 13 (Ballinteer). This junction had only opened in 2001 and had been constructed to a high standard in the first place. On 1st September 2010, construction wrapped up on the M50 rebuild. It had taken over four years and costs €950M, caused years-long traffic snarl-ups; and inspired the nation. The country's capital finally had a ring road system to be proud of. Of course the other main omission in the upgrade project was Junctions 14-17, the south-eastern section that had opened in 2005. Due to lower traffic levels here, and lack of significant development along the segment's path, widening to 6 lanes or junction improvements were not considered to be warranted at that time. However, in Autumn 2015, it was announced that widening of that section would go ahead before 2035. This is to make a uniform standard for the whole M50 and to serve newly-developing areas such as Cherrywood. In the future, if the Eastern Bypass is ever built, there will be another motorway coming south and joining the M50 at the Sandyford exit, or possibly further south where there is more room. This road would also be designated the M50, at which point the stretch from junctions 14-17 would become M11 to link in with the rest of the M11 to the south. Wikipedia page on this road Pictures and more pictures (courtesy of BridgesOfDublin.ie) of this road Traffic Counts for this road Origin East Wall Rd, Dublin Port Terminates M11 Shankill, south of Dublin Places Served Dublin Port, Coolock, Dublin Airport, Ballymun, Finglas, Blanchardstown, Mulhuddart, Palmerstown, Lucan, Clondalkin, Ballymount, Cookstown, Tallaght, Templeogue, Ballinteer, Sandyford, Leopardstown, Carrickmines, Cherrywood, Shankill Routes Spawned N7/M7 Intersects M1, N2, N3, N4, M11, N31, N81 Section km Opening Date Standard Jct 6-7 N3-N4 3.2 1990-03 Jct 7-9 N4-N7 4.6 1990-05-02 Jct 9-11 N7-N81 4 1990-12-17 Jct 3-6 M1-N3 11 1996-12 Left turn slips to several junctions 2001 INTERCHANGE UPGRADES Jct 11-13 N81-Ballinteer 9 2001-07-31 Jct 13-17 Ballinteer-M11 11.4 2005-06-30 Jct 15 Carrickmines 2005-10 INTERCHANGE Jct 1-2 Dublin Port Tunnel 6 2006-12-20 Jct 7-10 Upgrade (Phases 1 and 3) (9.7) 2008-12 INTERCHANGES AND WIDENING Jct 3-6 and 11-14 Upgrade (Phase 2) (24) 2010-09-01 INTERCHANGES AND WIDENING Jct 14-17 Widening (7.8) 2035 WIDENING Jct 1-? Port Tunnel-South Port 1.7 2035	d64b1112-29ad-43fc-872a-e7815ff5c236
John Gowland Part 2 Thursday 16th May, 2013 - 11:23am John Gowland John Gowland The compelling interview with John Gowland, the brains behind Ford Australia’s London to Sydney marathon assault in 1968 continues. Gowland explains more details of the behind-the-scenes activity at the blue oval and the still-born attempt at a World Land Speed record at Lake Eyre. Gowland explains how he had kept track of the marathon by air and how the cars were serviced through this leviathan automotive adventure. He touches on the controversial horsepower war of the early 1970’s and offers his views on the drivers he was involved with all those decades ago. And explains what happened when Ford explored the possibility of an attempt on the World Land Speed record at Lake Eyre. Speedcafe: You followed the event, but not by road. Tell us about that? Gowland: We joined up with Ford Britain and Ford Germany and chartered a Grumman Gulf Stream Turbo prop. We departed London and then leap-frogged right through to Bombay – met the teams and serviced them. Joining me was Ken Harper, our team mechanic and we did what we could for the teams when we met up with them at various stops all over the world. That was pretty amazing and working with the other Ford countries was quite an experience. We left that plane in Bombay, I flew to Perth via Singapore while the cars and crew went on the ship from Bombay to Perth. We then chartered two King Airs from Stillwell Aviation and flew them from Perth to Sydney. Speedcafe: So when you say servicing, the crews were very much on their own and when it came time to service the cars, would they go to the local Ford dealer? Gowland: “In some cases (yes), but in other cases we were at airports and the guys just pulled up on the side. We’d run the hoses along the wings and refuel the plane in the dead of night and the cars would come and meet us there and we would do what we could. There were locations where we went to a Ford dealer and had more equipment to do more things, but there wasn’t a lot you really could do. The other teams were in more trouble. Ford Germany ran two-door Taunus’ and the UK entered five Lotus Cortinas. They were lovely cars, but a little fragile. Whereas the Falcon just kept plodding along. Speedcafe: Ford won the team’s prize after finishing third, sixth and eighth. Did you or Ford have such high expectations before the event? Gowland: I certainly did. I think the team, drivers and the crew did too. We were pretty hopeful and we knew the Falcon was pretty strong and whilst not as nimble as the Cortina or Taunus, which were both pretty good but didn’t stand up. So the company was ever hopeful we would do well and I think they were pretty satisfied. Speedcafe: Obviously the victory was very important for the Falcon nameplate and also the XT model itself. Did the win give sales a bit of a kick along as well? Gowland: While I don’t know the numbers, I am fairly confident it would have, as we used the cars and the success in a lot of our advertising. Speedcafe: You worked with some of Australia’s greatest drivers, who was the best in your opinion? Pete Geoghegan and Allan Moffat Pete Geoghegan and Allan Moffat Gowland: Purely as a driver Allan Moffat has to be the leading guy there. Certainly Pete Geoghegan was an aggressive driver but Allan could preserve the car very well in a long enduro event. I think as a developer of a car, Freddie Gibson was as good as anyone and he was very easy on a car. Speedcafe: What were your fondest memories of that time? Gowland: You have to understand that at the time I was a young single guy travelling the world when we really running hard as a motorsport program I was spending 48 weekends a year at motor racing or rallying events. I very much enjoyed the success of the London to Sydney as it took such a huge effort and it was such a long distance event. But I also enjoyed the Bathurst wins. Speedcafe: Any missed opportunities on the track? Gowland: I think in the London to Sydney we could have done better with one of the cars and it could have finished second but we had a rear axle bearing failure. Apart from that, not really. Speedcafe: After leaving the Competitions Department, where did you move to within Ford? Gowland: The Ford Australia Motorsport program was closed in 1973 after winning the first Bathurst 1000 (as it went metric) race with Allan Moffat and Pete Geoghegan in the two-door XA GT Falcon. I then moved to the Marketing department and was involved in customer service, in an area that handled customer concerns. I was then transferred to Perth for a couple of years for some field experience and came back to head up the consumer affairs area for six years. This was at a time when we had a few quality issues with Capri, F-Series, Louisville and Falcon. It was a very trying time for Ford and for me personally. My grey hairs are due to that job. I retired from Ford in 1999. Speedcafe: You were at Ford for the birth of the GT & GTHO’s, which were your company cars. These cars have now become iconic Aussie muscle cars. In addition, to the racing team being successful. What was it like working for Ford at that time? GOWLAND: I worked for Ford for 35 years and loved every single day I went to work. I absolutely loved it. Putting it crudely, I had Ford stamped on my bum and I just loved what we did. Ford was a very exciting place to work then, we were market leaders and selling lots of cars and when you are selling product well you have money to spend and the company was very supportive of the motorsport program. So it was a very, very exciting time. We had the nice drive cars. I spent most of my time driving the performance models, the GT’s across each of the models we raced during that period. The GTHO Phase Three was easily the most exciting car we drove. carWe also developed, in the motorsport area towards the end, a couple of what were called ‘Super Falcons.’ What we were trying to do was build a Trans-Am Mustang in a Falcon body (and) that program had mild success but one of the very exciting things we did was the guys built the engines and they were run on the dyno at Repco and we were running out of time for a Sandown meeting. We needed to run the engine a bit longer in the car so we took it to the proving ground (Ford’s Proving Ground at the You Yangs) and ran it most of the night on the test track. I spent a lot of time driving it that night at fairly high speed and got myself into a spot of bother as I hit a rabbit which went up the beautifully hand made aluminium air scoop and demolished it and the rabbit wasn’t looking all that well at the end of it either. We drove the Super Falcon through the night and we got complaints about the noise from as far away as Bacchus Marsh (40km) as the sound went across the flat land and the noise was horrific. But that was an exciting car to drive. The Super Falcons were a unique two-car program with one car for Moffat and the other for Geoghegan really to put a Falcon on the track and have the success of their two Mustangs. We never achieved that sadly as we just didn’t have the resources to pour into the program while we were doing everything else. Speedcafe: When the Falcon GT program was starting, there was talk of it getting a 427 engine. Was there any truth in that? Gowland: It was a wild thought at one stage that we might do that and in fact we bought in a couple of engines from the USA and trialled a car with that engine. But it didn’t go ahead as it was considered too much of a big step and too specialised. Speedcafe: Where did those engines end up? Gowland: Well, the then Managing Director, Bill Bourke had one of those engines in his Falcon GT for a while and the other engine was in a ute. However that engine was taken out of the ute and replaced with the standard unit before Allan Moffat used it as a service vehicle. Speedcafe: Which model Ford were you running in the Rally Championship? Gowland: We started off with a Lotus Cortina for Harry Firth and Graham Hoinville. We had some success with that car and at the conclusion of the London to Sydney Marathon we obtained two of the Ford Britain entered cars, for our Rally programs. We’d used Falcons in the BP Rally and the longer events and the round Australia events but I think the Lotus Cortinas were the most exciting cars we had. Then we converted one of the Cortinas to compete in RallyCross with Frank Kilfoyle and Bruce Hodgson. Speedcafe: Little is known about Ford’s plan for a World Land Speed record attempt at Lake Eyre. What can you tell us about that? Gowland: I am not sure who it was thought it would be a good idea to attempt a land speed record at Lake Eyre with Mickey Thomson who held the record in the USA with his Mickey Thomson Special, which was a great big long car. I was asked to go to Lake Eyre to see if the whole project was feasible and what was required and the potential cost, which I could never answer as I couldn’t quantify it. Some of the things we had to do made it an enormous task. However in 1969 I flew to Lake Eyre and spent a day there looking around, but with the other things we were doing in the program, like the development of the Phase One GTHO’s, the rally program, Bathurst, it was just too big and logistically too difficult. Ford finally decided it wouldn’t provide the return on investment the local racing and rallying programs gave. carSpeedcafe: The competitions Department was located a short distance from Head Office. Lot 6 Mahoney’s Road holds a special place in Ford’s motorsport history. Can you tell us about it? Gowland: We set that up and established an operation there and as you can imagine, a race workshop is almost a seven-day-a-week operation and we worked incredibly long hours. It was a very isolated area and security was a problem so it was well locked up. But it was a very exciting time and Lot 6 is looked back on as an important part of Ford Australia. So much so there is now a Lot 6 Foundation being developed which is intended to create a program through a TAFE College trains and educates technicians to a level of being able to work on V8 Supercars and more. The Foundation has also been established to provide financial support for the original members of Lot 6, should they get into financial difficulty. Sadly three of our original members have passed away and their widows remain with us. Speedcafe: Since leaving Ford, what have you been doing? Gowland: I went back to Ford and worked under contract for 18 months, then I went and worked for a greeting card company for a few years and then did some marketing work for a guy in Sydney with his new business venture. After about four years I gave that away. I keep myself busy with three married sons and two granddaughters and a house down the beach. I fill in my time very satisfactorily. With the Lot 6 Foundation I have also had the opportunity to catch up with some of the guys from the racing days from time to time. Speedcafe: Do you still take an interest any motorsport these days and what do you think of the V8 Supercars brand and its push to race overseas? Gowland: I still take an interest in motorsport but don’t go to meetings anymore. I watch Formula One and the V8 Supercars on TV. I think V8 Supercars expanding the way it is, is probably not an ongoing program. I think they will have difficulty with the Global Financial Crisis and general economic climate and the state of the motor vehicle market I don’t know that they will be able to continue the way they are and I think some of the participants (manufacturers) may disappear. Speedcafe: Do you enjoy watching the racing? Gowland: Yes I very much enjoy the V8’s and I love the F1’s. I just wish that some of them would remember they are driving for a team and not be so aggressive, but sometimes it goes to your head when you are hard at it. Speedcafe: Do you think the public could relate to the touring cars from 60’s and 70’s better than they can to the cars of today? Gowland: Absolutely, without any doubt at all. My early days were at Phillip Island and the first Armstrong 500 and some of those cars were Citroens and so on and everybody could relate to the car that was on the track to what they drove or pulled up next to at the lights. You can’t do that with today’s series and I think that’s a pity. Speedcafe: With the cars being very production based was the old saying of, ‘win on Sunday and sell on Monday’ true back then? Gowland: True and I think that was the case until you started getting vehicles that weren’t sold here like the Cosworth Sierras, Nissan GT-R’s and so forth. So it lost the identity of the car in the garage-type concept. Speedcafe: There used to be Holden families and Ford families but now they are a lot more diverse with so many brands making it a lot harder for manufacturers to keep up that adage, would you agree? Gowland: I think that’s right and with the likely demise of Falcon and Commodore in the forthcoming years, I don’t quite know how you link V8 motor racing to the local market, it’s a difficult on	6b24f972-92f3-48dc-8a4a-7639d7204439
Top Airlines In United States 2024: Review & Ratings The U.S. airline industry continues to evolve, with airlines constantly striving to improve their services, enhance customer experiences, and offer competitive pricing. As we step into 2024, it's crucial to evaluate which airlines have excelled and why they stand out. Whether you're a frequent flyer or planning a once-in-a-lifetime trip, understanding the strengths and weaknesses of different airlines can help you make informed decisions. The Evaluation Criteria When determining the best U.S. airlines of 2024, several key factors come into play: • Customer Service: Quality of customer support and responsiveness. • On-Time Performance: Punctuality and adherence to scheduled departure and arrival times. • Value for Money: Competitive pricing and the balance between cost and service quality. • In-Flight Experience: Comfort, entertainment, and amenities are offered during the flight. • Safety and Reliability: The airline's safety record and operational consistency. • Frequent Flyer Programs: Benefits and rewards for loyal customers. • Route Network: Availability and breadth of destinations. Based on these criteria, let's dive into the top U.S. airlines for 2024. Top Best United State Airlines In 2024 1. Delta Air Lines 2. Alaska Airlines 3. United Airlines 4. American Airlines 5. Southwest Airlines 6. JetBlue 7. Hawaiian Airlines 8. Spirit Airlines 9. Frontier Airlines To discover our whole research and methodology, as well as the reasons why Delta has topped our rankings for the past six years, keep reading. Overall Ranking Of Best U.S Airlines Airlines Total Score (Out Of 100) Top Performing Areas Lowest Performing Areas 1- Delta Airlines 65.74 Timeliness, involuntary bumps Affordability 2- Alaska Airlines 64.38 Timeliness, cancellations, lounges, family travel, customer satisfaction Baggage, wheelchairs/scooters 3- United Airlines 60.90 Frequent flyer program, route network, involuntary bumps Cancellations, affordability 4- American Airlines 60.84 Route network, award availability Baggage, affordability 5- Southwest Airlines 58.54 Bag/change fees Lounges 6- JetBlue 49.38 Cabin Features Timeliness, cancellations 7- Hawaiian Airlines 48.91 Involuntary bumps Route network 8- Spirit Airlines 34.55 Affordability Wheelchairs/scooters, family travel, route network 9- Frontier Airlines 22.35 Affordability Timeliness, cancellations, involuntary bumps, customer satisfaction, bag/change fees Note:- With the exception of customer satisfaction, all data was based on the 12-month period from January 1 through December 31, 2023. This information is only accessible for the five months between January 1, 2023, and May 31, 2023, due to a reporting delay caused by a change in the U.S. Department of Transportation's complaint tracking system. Delta Airlines Delta Air Lines continues to lead the pack as one of the best U.S. airlines. Known for its exceptional customer service, Delta offers a seamless and reliable travel experience. Here’s why Delta stands out: • Customer Service: Delta is renowned for its friendly and helpful staff, both on the ground and in the air. The airline’s commitment to customer satisfaction is evident in its high ratings and positive reviews. • On-Time Performance: Delta consistently ranks among the top airlines for on-time departures and arrivals, minimizing passengers' inconvenience from delays. • In-Flight Experience: Delta offers a superior in-flight experience with comfortable seating, extensive entertainment options, and Wi-Fi availability on most flights. • Route Network: Delta's extensive route network covers numerous domestic and international destinations, making it a versatile choice for travelers. Key Takeaways Of Delta Airlines • Delta SkyMiles program is one of the most rewarding loyalty programs, offering various perks and benefits. • Delta's partnership with American Express enhances the value of frequent flyers. • Delta's commitment to sustainability is evident through its efforts to reduce carbon emissions and promote eco-friendly practices. Southwest Airlines Southwest Airlines is a favorite among budget-conscious travelers who don't want to compromise on service quality. Known for its no-frills approach and customer-friendly policies, Southwest excels in several areas: • Value for Money: Southwest is known for its competitive fares and transparent pricing, with no hidden fees for baggage or seat selection. • Customer Service: Southwest’s friendly and approachable staff contribute to a positive travel experience. The airline’s relaxed and casual vibe appeals to many travelers. • Flexibility: Southwest's no-change-fee policy is a significant advantage, offering flexibility for travelers who need to adjust their plans. Key Highlights Of Southwest Airlines • Southwest’s Rapid Rewards program allows passengers to earn points for every dollar spent, which can be redeemed for future flights and other benefits. • The airline’s "Bags Fly Free" policy is a major selling point. It allows passengers to check two bags at no additional cost. • Southwest's boarding process, though unique, is efficient and appreciated by many regular flyers. JetBlue Airways JetBlue Airways continues to impress with its emphasis on customer comfort and superior in-flight experience. Here's why JetBlue remains a top choice in 2024: • In-Flight Experience: JetBlue is known for offering one of the best in-flight experiences among U.S. airlines, with spacious seats, complimentary Wi-Fi, and a wide range of entertainment options. • Customer Service: JetBlue’s customer service is highly rated. Its focus is on making travel as pleasant and hassle-free as possible. • Value for Money: JetBlue offers competitive pricing while still providing a high level of service and comfort. Key Points Of JetBlue • JetBlue's TrueBlue loyalty program is user-friendly and offers various ways to earn and redeem points. • The airline’s Mint class provides a luxurious travel experience on select routes, rivaling other airlines' first-class offerings. • JetBlue’s extensive network across the U.S. and into the Caribbean makes it a popular choice for both domestic and short-haul international travel. Alaska Airlines Alaska Airlines is celebrated for its consistent service quality and extensive network, particularly on the west coast. Here’s what sets Alaska apart from: • Customer Service: Alaska Airlines is known for its excellent customer service, with friendly and attentive staff who go above and beyond to ensure a positive travel experience. • On-Time Performance: Alaska consistently ranks high for on-time departures and arrivals, making it a reliable choice for travelers. • Frequent Flyer Program: The Alaska Mileage Plan is one of the most rewarding loyalty programs, offering valuable perks and the ability to earn miles on a wide range of partner airlines. Key Considerations Of Alaska Airlines • Alaska Airlines’ commitment to sustainability includes efforts to reduce its environmental footprint and promote responsible practices. • The airline’s extensive network on the West Coast and into Alaska is complemented by its strategic partnerships with other major airlines. • Alaska’s focus on regional routes makes it a convenient choice for travelers within and beyond its core markets. United Airlines United Airlines has made significant strides in enhancing its service and expanding its route network. Here’s why United is a strong contender in 2024: • Route Network: United boasts one of the most extensive route networks among U.S. airlines, with numerous domestic and international destinations. • In-Flight Experience: United offers a solid in-flight experience with comfortable seating, modern amenities, and comprehensive entertainment options. • Frequent Flyer Program: United's MileagePlus program provides a wide range of earning and redemption opportunities, especially valuable for frequent international travelers. Key Takeaways Of United Airlines • United’s Polaris business class offers a premium experience on long-haul flights, with lie-flat seats and enhanced amenities. • The airline’s commitment to safety and hygiene continues to be a priority, with robust protocols in place to ensure passenger well-being. • United’s focus on innovation includes efforts to improve the customer experience through technology and enhanced services. American Airlines American Airlines remains a significant player in the U.S. aviation market, offering extensive connectivity and a variety of services. Here’s why American Airlines continues to be a preferred choice for many travelers: • Route Network: American Airlines has one of the largest networks, covering numerous domestic and international destinations, making it a versatile choice for travelers. • Frequent Flyer Program: The AAdvantage program offers extensive opportunities for earning and redeeming miles, which is particularly valuable for frequent travelers. • Customer Service: American Airlines has made efforts to improve its customer service, focusing on providing a more consistent and enjoyable travel experience. Key Highlights Of American Airlines • American Airlines’ Flagship First and Business services provide a premium travel experience on select long-haul routes. • The airline’s commitment to improving its fleet and in-flight services is evident in its ongoing investments in modern aircraft and amenities. • American’s extensive partnerships and alliances enhance its global connectivity, offering passengers a wide range of travel options. Hawaiian Airlines Hawaiian Airlines is a standout for travelers heading to the Aloha State, known for its focus on comfort and hospitality. Here’s what makes Hawaiian Airlines a top choice in 2024: • Customer Service: Hawaiian Airlines excels in customer service, offering a warm and welcoming experience that reflects the spirit of Hawaii. • In-Flight Experience: The airline provides a comfortable and enjoyable in-flight experience, with spacious seating and complimentary meals on long-haul flights. • Route Network: Hawaiian Airlines offers extensive connectivity between the Hawaiian Islands and major U.S. mainland cities, as well as international destinations in Asia and the Pacific. Key Considerations Of Hawaiian Airlines • Hawaiian Airlines’ loyalty program, HawaiianMiles, offers valuable rewards and redemption options, particularly for frequent travelers to and from Hawaii. • The airline’s focus on Hawaiian culture and hospitality enhances the overall travel experience, making it a favorite among passengers heading to the islands. • Hawaiian’s commitment to sustainability includes efforts to reduce its environmental impact and promote eco-friendly practices. Spirit Airlines Spirit Airlines is a go-to choice for budget-conscious travelers, known for its ultra-low fares and no-frills approach. Here’s why Spirit Airlines is a notable option: • Value for Money: Spirit Airlines offers some of the lowest fares in the industry, making it a cost-effective choice for travelers willing to forego some amenities. • Flexibility: The airline’s pricing model allows passengers to pay only for the services they need, providing flexibility and control over travel costs. • Customer Service: While Spirit’s no-frills approach might not suit everyone, the airline is transparent about its policies and strives to provide a straightforward travel experience. Key Points Of Spirit Airlines • Spirit Airlines’ Free Spirit loyalty program rewards frequent flyers with points that can be redeemed for flights and other perks. • The airline’s extensive network covers numerous U.S. cities and select international destinations, making it a convenient choice for budget travelers. • Spirit’s focus on efficiency and affordability appeals to passengers looking for basic transportation at the lowest possible cost. Frontier Airlines Frontier Airlines is another budget carrier that offers low fares and a straightforward travel experience. Here’s why Frontier Airlines remains a competitive choice: • Value for Money: Frontier’s low base fares appeal to budget-conscious travelers who prioritize affordability over frills and extras. • Flexibility: The airline’s unbundled pricing model allows passengers to customize their travel experience and pay only for the services they use. • Customer Service: While Frontier’s no-frills approach may not suit all travelers, the airline strives to provide clear communication and a reliable travel experience. Key Takeaways Of Frontier • Frontier’s Discount Den program offers exclusive fares and savings for members, making it an attractive option for frequent travelers. • The airline’s extensive network covers numerous U.S. cities and select international destinations, providing a wide range of travel options. • Frontier’s focus on environmental sustainability includes efforts to reduce its carbon footprint and promote eco-friendly practices. Tips To Choose Your Best Airlines • Evaluate Your Priorities: Decide which travel-related factors—such as price, comfort, or customer service are most essential to you. • Check Airline Policies: Familiarize yourself with airline regulations regarding luggage, cancellations, and modifications to prevent unforeseen expenses and issues. • Consider Loyalty Programs: If you fly regularly, enrolling in an airline's loyalty program may provide significant perks and incentives. • Stay Informed: To make well-informed choices regarding your travel alternatives, stay up to speed on the most recent news and reviews concerning airlines. Wrapping Up! The U.S. airline sector continues to provide a wide range of alternatives to suit the demands of various travelers as 2024 approaches. Every airline, whether full-service like Delta and JetBlue or low-cost like Southwest and Spirit, has its own advantages and products to offer. To pick the finest airline for your travel needs, take into account variables like customer service, on-time performance, value for money, and route network.	96736c89-75ba-4698-a19b-10113562d15b
A Beginner’s Guide to Golf Cart Safety and Maintenance When it comes to enjoying a game of golf, golf carts play a crucial role, but we must keep in mind golf cart safety and maintenance. Today we will provide you with a comprehensive overview of golf cart safety and maintenance, ensuring a smooth and enjoyable experience for all golfers and pedestrians. What are golf carts? Golf carts have come a long way since their early days as mere transportation vehicles on golf courses. In recent years, they have become a hub for technological innovation, revolutionizing the game of golf and providing a whole new level of convenience and enjoyment for players. Golf carts are small vehicles designed to transport golfers and their equipment around the golf course. They are battery-powered and offer a convenient way to move swiftly between holes. These carts usually have seating for two to four passengers and come equipped with a storage compartment for golf bags and other equipment. Importance of golf cart safety and maintenance While golf carts provide convenience, it is crucial to prioritize golf cart safety and maintenance before and while operating them. Neglecting these aspects can lead to accidents, injuries, and disruptions on the course. By adhering to proper safety guidelines and proper maintenance, you can ensure a pleasant experience for yourself and others around you. Golf Cart Safety and Maintenance Understanding and implementing safety measures is of utmost importance when operating a golf cart. Here are some essential guidelines to follow: • Understanding the rules and regulations: Familiarize yourself with the golf course’s specific rules regarding golf cart usage. Different courses may have varying regulations, such as speed limits and designated cart paths. • Proper use of seat belts: Always fasten your seat belt before starting the cart. Seat belts are designed to keep you secure in case of sudden stops or turns. • Driving at a safe speed: Ensure that you drive at a speed appropriate for the terrain and weather conditions. Avoid excessive speeding, especially on inclines or slippery surfaces. • Avoiding distractions while driving: Stay focused on the road and avoid distractions such as using your phone or engaging in conversations that may divert your attention. Golf Cart Etiquette Respecting other golfers and pedestrians is essential to maintaining a harmonious atmosphere on the course. Here are some golf cart etiquette tips to keep in mind: • Respecting the right of way: Yield to other golfers who have the right of way, especially when they are about to hit a shot. Do not disrupt their concentration or path. • Giving pedestrians priority: Be mindful of pedestrians on the course, including golfers who prefer to walk. Give them plenty of space and wait for them to clear the area before proceeding. • Maintaining proper distance between carts: Keep a safe distance between your cart and others. Crowding or tailgating other carts is not only unsafe but also disrespectful. • Being mindful of noise levels: Keep noise levels to a minimum. Avoid loud conversations, blaring music, or any unnecessary disturbance that may disrupt the tranquility of the course. • Parking etiquette: Park your cart in designated areas, ensuring it does not obstruct pathways or other players. How to Maintain and Extend the Lifespan of Your Golf Cart Regular maintenance is essential to keep your golf cart in optimal condition. Here are some key areas to focus on: • Regular inspections and maintenance: Periodically inspect your golf cart for any signs of damage or wear. Address any issues promptly to prevent further damage. • Battery care and charging: Follow the manufacturer’s instructions for proper battery maintenance and charging. Keep the battery clean, and avoid overcharging or undercharging it. • Tire maintenance: Check the tire pressure regularly and ensure they are properly inflated. Inspect for any signs of wear or damage and replace as necessary. • Brake and steering system checks: Test the brakes and steering system to ensure they are working correctly. Any unusual sounds or difficulties should be addressed by a professional. Why is it important to maintain and extend the lifespan of your golf cart? Regular maintenance and extending the lifespan of your golf cart are essential for several reasons. Firstly, it helps to ensure the safety of both the driver and passengers. By keeping your golf cart in optimal condition, you can minimize the risk of accidents and breakdowns. Secondly, maintaining your golf cart can save you a significant amount of money in the long run. Regular inspections and preventative maintenance can identify potential issues before they become major problems, reducing repair costs. Additionally, by extending the lifespan of your golf cart, you avoid the need for premature replacements, which can be expensive. Regular Cleaning and Inspection Regular cleaning and inspection are critical for the upkeep of your golf cart. By following these practices, you can prevent dirt, grime, and debris from accumulating and causing damage. • Exterior Cleaning: Use a mild detergent and water to clean the exterior of your golf cart. Pay attention to the wheels, body, and windshield. Avoid using harsh chemicals that can damage the paint or other surfaces. • Interior Cleaning: Remove any trash, leaves, or other debris from the interior of your golf cart. Wipe down the seats and dashboard using a mild cleaner. Vacuum the floor mat to remove dirt and dust. • Inspecting Batteries: Regularly check the batteries for any signs of corrosion or damage. Clean the battery terminals and cables using a mixture of baking soda and water. Ensure that the battery connections are tight and secure. • Checking Tires: Inspect the tires for any signs of wear or damage. Check the tire pressure regularly and maintain it at the recommended level. Rotate the tires periodically to ensure even wear. Proper Battery Maintenance The battery is a crucial component of your golf cart, and proper maintenance is essential for its longevity and performance. • Charging Guidelines: Follow the manufacturer’s guidelines for charging your golf cart’s batteries. Overcharging or undercharging can affect the battery’s lifespan. Use a quality battery charger and avoid leaving it connected for extended periods. • Water Levels: Check the water levels in your batteries regularly. If the battery requires water, use distilled water to avoid mineral deposits. Ensure that the water level is above the plates but below the fill tube. • Corrosion Prevention: Apply a corrosion-resistant spray or terminal protectors to the battery terminals to prevent corrosion. Clean the terminals regularly to remove any build-up. Optimizing Performance To keep your golf cart running smoothly, it is essential to optimize its performance through regular maintenance. • Regular Oil and Filter Changes: Follow the manufacturer’s recommendations for oil and filter changes. Clean oil and fresh filters help to improve engine performance and prolong its lifespan. • Keeping Belts and Cables in Good Condition: Inspect the belts and cables regularly for signs of wear or damage. Replace them if necessary. Keep the belts properly tensioned to ensure optimal performance. • Adjusting Brakes: Check the brake pads and adjust them as needed. Properly functioning brakes are essential for the safety of the driver and passengers. • Maintaining Suspension: Inspect the suspension system for any signs of damage or wear. Replace any worn-out components to ensure a smooth and comfortable ride. Storage and Winterization Proper storage and winterization are crucial if you live in an area with cold temperatures or if you plan to store your golf cart for an extended period. • Cleaning and Preparing for Storage: Thoroughly clean your golf cart before storing it. Remove any dirt, leaves, or debris. Apply a protective wax or sealant to the exterior to prevent damage. • Proper Battery Storage: If you are storing your golf cart for an extended period, remove the batteries and store them in a cool, dry place. Ensure they are fully charged before storage. • Protecting Exterior and Interior: Cover your golf cart with a waterproof cover to protect it from the elements. Consider using seat covers to protect the upholstery from dirt and dust. Troubleshooting and Repairs Even with regular maintenance, issues can still arise with your golf cart. Knowing how to troubleshoot and when to seek professional help is essential. • Common Golf Cart Issues: Familiarize yourself with common issues that golf carts may experience, such as battery problems, electrical system malfunctions, or brake issues. • Basic Troubleshooting Steps: If you encounter a problem with your golf cart, start by checking the battery connections, fuses, and cables. Look for any visible signs of damage or loose connections. • When to Seek Professional Help: If you are unable to diagnose or fix the issue on your own, it is best to consult a professional golf cart mechanic. They have the expertise and tools to address complex problems. By following these maintenance tips and techniques, you can ensure the longevity and optimal performance of your golf cart. Regular cleaning, battery maintenance, performance optimization, storage, and troubleshooting are all vital aspects of maintaining your golf cart. Remember that prevention and proactive maintenance are key to avoiding costly repairs and replacements. Treat your golf cart with care, and it will provide you with many enjoyable rides for years to come. To Wrap Up A Beginner’s Guide to Golf Cart Safety and Maintenance By prioritizing safety, observing proper etiquette, and maintaining your golf cart, you can enhance your golfing experience while fostering a respectful environment on the course. The world of golf carts is undergoing a remarkable transformation, driven by technological innovations. From improved performance and safety features to eco-friendly designs and futuristic autonomous capabilities, golf carts are becoming smarter, greener, and more convenient than ever before. These advancements are revolutionizing the golfing experience, enhancing player satisfaction, and paving the way for a future where golf carts are an integral part of the technological landscape. Whether you are a beginner or an experienced golfer, following these guidelines will help ensure a smooth and enjoyable time on the greens. Remember, a little consideration and responsibility go a long way in making the golf course a pleasant place for everyone. So, hop on board and experience the exciting world of the golf cart! At Our Golf Shop, we are passionate about helping beginner golfers improve their golf game. We believe that with the right information and guidance, anyone can become a better golfer. Most people give up on the game of golf before they really understand the dynamics of hitting that little ball. Get Learning the Basics of Golf to receive information that can help you learn the basics of golf from its origin to modern-day gameplay! You will have access to simple facts, tips, and information that will show you how to effectively play the game. If you enjoy this article A Beginner’s Guide to Golf Cart Safety and Maintenance provided by Our Golf Shop please Like and Follow us on FacebookTwitter, and Instagram Leave a Reply	5d3939ea-1150-4954-81ec-a0bf5aec840e
Top 6 Trending Car Types: Which One Fits Your Personality? Are you in the market for a new car and feeling overwhelmed by the sheer variety of options available? Choosing the right car goes beyond just the make and model; it's also about finding a vehicle that reflects your personality and lifestyle. From sleek sports cars to rugged SUVs and eco-friendly hybrids, the automotive industry has something for everyone. In this blog post, we will explore the top six trending car types, and help you discover which one aligns perfectly with your personality. 1. Sporty and Stylish: The Iconic Sports Car When it comes to the world of automotive excellence, one category stands out for its thrill, speed, and jaw-dropping designs – the iconic sports car. These legendary vehicles have captivated car enthusiasts for generations with their unmatched combination of sportiness and style. From the moment you lay eyes on a sports car, you can't help but be drawn to its sleek lines, aggressive aerodynamics, and captivating curves. What sets sports cars apart from other vehicles is their unapologetic focus on performance. Under the hood, these engineering marvels boast high-performance engines that purr with raw power, capable of propelling you from 0 to 60 miles per hour in a matter of seconds. The exhilarating acceleration and precise handling turn every drive into an adrenaline-pumping experience. Whether you're zooming down the open highway or manoeuvring through winding roads, a sports car offers an unparalleled thrill that's hard to replicate. But it's not just about speed and performance – sports cars are also a statement of style and prestige. From classic roadsters to modern super-cars, each model brings its own unique flair to the table. Automotive brands like Porches, Ferrari, Lamborghini, and Chevrolet Corvette have become synonymous with the sports car legacy, creating masterpieces that command attention wherever they go. The interior of a sports car is equally as impressive as its exterior. Step inside, and you'll be greeted by a cockpit designed to immerse you in the driving experience. Everything is meticulously placed for optimal control, from the ergonomic steering wheel to the intuitive gear shifters. High-quality materials, plush seats, and cutting-edge infotainment systems ensure that even during long drives, you're enveloped in comfort and luxury. Sports cars aren't just vehicles; they're a lifestyle. Driving one elevates your status and puts you in an exclusive club of passionate enthusiasts. The camaraderie among sports car owners is undeniable, with events, rallies, and track days fostering a sense of community. Owning a sports car is a way of expressing your love for driving, embracing the thrill of the road, and savouring the freedom that comes with it. However, it's essential to note that sports cars aren't for everyone. Their high price tags and limited practicality mean they might not be the best fit for daily commuting or large families. But for those who prioritise the pure joy of driving and are willing to make a statement with their choice of wheels, a sports car is the ultimate dream. 2. Adventure Seekers: The Rugged SUV If you're someone who loves the thrill of outdoor exploration and craves the freedom to wander off the beaten path, a rugged SUV (Sports Utility Vehicle) is undoubtedly your ideal companion. The SUV segment has gained immense popularity over the years, and for good reason – these versatile vehicles are built to tackle various terrains and provide an unmatched driving experience for adventure seekers. The ruggedness of an SUV lies in its design and engineering. These vehicles are equipped with sturdy chassis, higher ground clearance, and robust suspension systems, allowing them to handle rough terrains, uneven roads, and even off-road trails with ease. Whether you're planning a weekend camping trip in the wilderness or venturing into the mountains for a challenging hike, a rugged SUV will take you there with confidence. But it's not just about the rugged exterior; SUVs also boast spacious interiors, providing ample room for passengers and cargo alike. This makes them perfect for road trips with family or friends, where everyone can comfortably stretch out and enjoy the journey. Additionally, many SUVs come with foldable seats and configurable cargo space, making it easy to accommodate larger items like camping gear, bicycles, or even kayaks. One of the primary reasons adventure seekers gravitate towards SUVs is their all-weather capability. Whether you encounter heavy rain, snow, or muddy roads, the traction control systems and available all-wheel or four-wheel drive options in SUVs ensure that you stay in control, no matter the conditions. This level of confidence and security allows you to explore new destinations, even when the weather seems less than ideal. Moreover, the array of safety features in modern SUVs adds an extra layer of protection for both the driver and passengers. From advanced driver-assistance systems to multiple air-bags and reinforced frames, SUVs prioritise your safety during your thrilling escapades. Beyond their practicality, SUVs have evolved to offer various amenities and technological advancements. Many models now come equipped with state-of-the-art infotainment systems, smart-phone integration, and connectivity features, ensuring that you stay connected and entertained throughout your adventures. 3. Eco-Conscious Commuters: The Hybrid Car If you prioritise environmental sustainability and want to reduce your carbon footprint, a hybrid car may be the way to go. Hybrids have emerged as a popular choice among eco-conscious commuters due to their innovative technology and eco-friendly features. These vehicles are designed to address the pressing concerns of fuel efficiency and emissions, striking a balance between traditional internal combustion engines and electric motors. One of the key advantages of hybrid cars is their unique power train system. By combining a conventional gasoline engine with an electric motor, they create a synergy that maximises fuel efficiency and minimises harmful emissions. When driving at low speeds or idling, the electric motor takes over, producing zero tailpipe emissions. As the speed increases or additional power is required, the gasoline engine seamlessly kicks in, ensuring a smooth and continuous driving experience. The intelligent engineering of hybrid cars results in significant fuel savings, making them an economical choice for daily commuters. When driving in congested city traffic, where frequent stops and starts are common, the electric motor plays a vital role in conserving energy. This regenerative braking system converts kinetic energy into electricity, which is then stored in the battery for future use. As a result, hybrid cars excel in urban environments, where traditional gasoline vehicles often consume more fuel and emit higher levels of pollutants. Furthermore, the reduced dependence on fossil fuels directly translates into lower greenhouse gas emissions. By embracing hybrid technology, eco-conscious commuters play an active role in combating climate change and preserving the environment for future generations. As more individuals opt for hybrids, the cumulative impact on air quality and carbon dioxide levels can be substantial, contributing to a greener and cleaner future. Hybrid cars also offer practical benefits beyond environmental considerations. Many governments and cities incentivise the adoption of hybrid vehicles through tax credits, reduced toll fees, and preferential parking. These incentives not only promote eco-friendly transportation but also help hybrid owners save money in the long run. 4. Practical and Efficient: The Compact Car For urban dwellers or individuals seeking a vehicle primarily for daily commuting, a compact car stands out as the epitome of practicality and efficiency. These small-sized cars are purpose-built to navigate crowded city streets with ease, making them a perfect choice for city living. With their fuel-efficient engines, compact cars not only contribute to a greener environment but also save you money on gas costs, making them an economically smart option. One of the most significant advantages of owning a compact car is its manoeuvrability. The compact size allows drivers to zip through tight traffic and squeeze into small parking spaces that larger vehicles might struggle with. Navigating narrow city roads or busy down town areas becomes a breeze, enhancing the overall driving experience. While compact cars may not offer the same spaciousness as larger vehicles, they certainly make up for it in their own way. They efficiently utilise the available space, providing a surprising amount of legroom and head-space for both the driver and passengers. Moreover, advancements in automotive design have allowed manufacturers to maximise interior space, ensuring comfort and convenience even in compact dimensions. Additionally, the smaller size translates into easy parking, a feature highly appreciated in densely populated urban areas where parking space is often scarce. Whether it's parallel parking on a busy street or fitting into a tight parking spot, compact cars offer unparalleled convenience, saving you time and effort during your daily commute. Apart from being ideal for city driving, compact cars are also excellent choices for those looking to save on initial costs and ongoing maintenance. Their affordable price tags make them accessible to a broader range of buyers, including students, young professionals, and budget-conscious families. Moreover, insurance and maintenance costs for compact cars are generally lower than those for larger vehicles, further adding to their cost-effectiveness. In recent years, compact cars have seen significant improvements in safety features, making them safer than ever before. Advanced safety technologies, such as lane departure warning, automatic emergency braking, and adaptive cruise control, are now commonly available in compact car models. This ensures that you not only enjoy a practical and efficient ride but also travel with peace of mind knowing that you and your passengers are well-protected. 5. Family-Friendly: The Minivan If you have a growing family or often find yourself carpooling, a minivan is the ultimate family-friendly choice. One of the most appealing aspects of a minivan is its generous space. With ample seating and cargo capacity, a minivan can comfortably accommodate a large number of passengers and their belongings. This is particularly advantageous for families with multiple children or those who often find themselves carpooling with other families. No more worrying about squeezing everyone into a cramped space – the minivan ensures that everyone can travel in comfort and style. Beyond its spaciousness, the minivan's versatility is truly remarkable. Modern minivans come equipped with flexible seating configurations, allowing you to adapt the interior to suit your specific needs. Whether you need to transport a soccer team or haul furniture during a home improvement project, the minivan can easily transform from a people carrier to a cargo transporter. This adaptability makes it an ideal vehicle for both daily errands and more significant undertakings like long road trips or family vacations. Safety is always a paramount concern, especially when it comes to family travel. Fortunately, minivans are designed with a strong focus on safety features. From advanced driver-assistance technologies to multiple air-bags and reinforced frames, these vehicles provide a secure cocoon for passengers. As parents, we can rest assured knowing that our loved ones are protected on every journey. Furthermore, modern minivans are not only safe but also entertaining. Manufacturers understand that keeping young passengers engaged during long drives is crucial to maintaining harmony in the vehicle. As a result, many minivans are equipped with sophisticated entertainment systems, offering everything from built-in screens and gaming consoles to wireless headphones. This ensures that kids and even adults remain occupied and content throughout the trip. 6. Luxury and Elegance: The Premium Sedan If you appreciate the finer things in life and desire a touch of luxury in your daily drives, a premium sedan will undoubtedly satisfy your cravings for sophistication. These exquisite automobiles are a class apart, crafted to provide an unparalleled driving experience that leaves an indelible impression. One of the defining features of a premium sedan is the use of high-end materials that elevate the interior to a realm of opulence. Step inside, and you'll be greeted by sumptuous leather seats, meticulously crafted wood or metal trims, and soft-touch surfaces that exude refinement. Every detail is carefully considered to create an ambiance that reflects timeless elegance and craftsmanship. But it's not just the visual aesthetics that set premium sedans apart. These vehicles are also equipped with cutting-edge technology that caters to the most discerning drivers. From state-of-the-art infotainment systems to advanced driver-assistance features, a premium sedan ensures that you stay connected, informed, and safe on every journey. When you take a premium sedan for a drive, you'll immediately notice the difference in performance and comfort. The engineering prowess behind these vehicles results in a smooth, refined ride that glides effortlessly on the road. The suspension systems are finely tuned to absorb bumps and imperfections, ensuring that occupants are cocooned in comfort, no matter the terrain. The allure of a premium sedan extends beyond everyday driving. Whether you're attending a business meeting or a formal event, arriving in a luxury sedan is a statement of class and elegance. The sleek lines, graceful curves, and tasteful design elements all contribute to a commanding presence that demands attention and admiration. Moreover, premium sedans offer a level of exclusivity that sets them apart from more common vehicles. The limited production numbers and attention to detail mean that each car feels like a work of art, tailored to the preferences of its owner. Owning a premium sedan isn't just about having a means of transportation; it's about possessing a symbol of prestige and success. Of course, acquiring a premium sedan is an investment, but one that pays dividends in the form of unparalleled driving pleasure and a sense of pride. It's an investment in your comfort, style, and appreciation for the finer things that life has to offer. When choosing a car, it's essential to consider not only your practical needs but also your personality and preferences. Each of these six trending car types offers unique features and benefits, catering to a range of drivers with diverse lifestyles. So, whether you're an adventure seeker, an eco-conscious individual, or a luxury enthusiast, there's a perfect car waiting for you in the automotive market. Remember to test drive different models to get a feel for how they handle and how well they align with your personality. Ultimately, the right car will not only serve your transportation needs but also become an extension of your identity on the road. • 23 Jun	8b01ba48-0147-4091-926b-a0cd438029f6
Saturday, February 20, 2010 Simple Pleasures My boyfriend's back. He's got the truck, so now it's just me and the bicycle. Rather conveniently, it's supposed to rain consistently next week, but I'm a trooper. It won't faze me much if it's just drizzle. Slight drizzle is as good as refreshing as a tall glass of water and its variants. And if not, then oh well. I love my bicycle. Although I had the option of four wheels for the past two weeks, outside of stocking up on toilet paper and cat litter I rode my bicycle where I needed to go. The temps have been in the mid-seventies with very low wind-resistance, so despite any early morning grogginess, every ride has been a great one. In the last two weeks I've realized the strength of my legs, oddly having moved faster and with more strength than ever (perhaps a way of resisting the urge to be sedentary). I've also found that it took a lot less time to get where I needed to go by bicycle than by truck, and not once did I shell out one cent that I haven't already spent on parking. Of course every mode of transportation has its time, place, and benefit (I love taking the train when I can - Pacific Surfliner represent), but I'd be lying if I said it didn't please me to no end knowing that a hop, beeline, and snap of the lock at times meant a quicker arrival than a firing of the engine and incidental rock star parking. Life's simple pleasures, indeed. Photo via smallsight.wordpress.com Wednesday, February 10, 2010 Two vs. Four I didn't ride my bicycle today. I was far too tired. With a pseudo-hectic schedule (imposed by others and myself), life has simply caught up with me. I'm never prepared for its arrival; therefore, I'm exhausted. Not many people would find that enough of a reason to not ride their bicycle, but... well, let's just say that I've been awake for six hours and I'm still cutting through the grogginess of early AM on nearly seven hours' sleep. Unwarranted. So I decided to drive my boyfriend's truck today. When I started the engine, I couldn't help but wonder about something that's a been a bit of a back-and-forth self-debate for a few years. Before I begin, I'd like to preface with a quote byBikeSnobNYC, that "idiots travel by foot, car, and bicycle". No one is exempt. Driving isn't necessarily a brainless activity. I would like to think that in the most ideal of situations all drivers are paying attention and have their wits about them (a fantasy, at best). In my cycling ventures I've noticed the following [what I call typical] symptoms of Vehicle Acclimation: delayed reactions, instances of alarm, tail-gating, brake-happiness, and speed-OD'ing. There's always one that will mess it up for everyone. Oddly enough, in situations where I feel less than on I've found that driving or taking public transportation is a plan B that rarely fails, at least when it comes to my standard of comfort. I've never found driving to be all that difficult. In some cases, for lack of a better phrase, it's like riding a bicycle - hop in and go. Contrary to what some say, driving is not rocket science (beware anyone who thinks it is). God forbid you must think to parallel park or make a u-turn, but on the general whole, if you've your senses there is no reason that a car cannot be an efficient mode of transportation. Unfortunately, not all of us are that gifted. I will never say that I'm the best driver in the world, but I'd like to think that having been a pedestrian for, I don't know, ever and a cyclist for the last few years has helped me with driving in ways that I couldn't imagine if I never had the exposure. On a bicycle you can be booking - especially downhill, especially in traffic - and booking on two wheels in a precarious situation is often as intimidating as it is exhilirating - and it's just as exciting the second and third time as it is the first. It only makes you want to climb higher and go faster. But if I didn't make good use of my peripheral vision, obey traffic laws or exercise overall caution, I'd probably have broken both my legs by now. I don't know if many strictly-drivers can say that, but why would they? I can understand how the thought wouldn't have need to arise unless one was in an accident or ever has a close-call. Driving/being driven is comfortable, yet I appreciate knowing what it feels to be vulnerable. I don't have to get in an accident to do better, and my reflexes are sharp enough that - in not having steadily driven for six years - I can hop behind the steering wheel of a rarely-handled Ford F150 and not freak the frak out. Now before you get all up in arms, trust me when I say that if my boyfriend were not in New York and didn't leave me his truck, I would have ridden my bicycle today. I suppose the purpose of this is also to say that no matter the circumstance - if it's "too cold", "too wet", or you're "too tired" - you should never feel bad for relying on a plan B, even if when you look back on it in hindsight you could've ridden your bicycle without a hitch. And in the meantime, use any and all "vulnerabilty" to your advantage, because it will only make you more badass. Happy cycling~ Thursday, February 4, 2010 Do You Love Your Bike? This is a question that has been nagging me for the past three weeks. I would like to direct this question to anyone and everyone - but most especially university students. My mother works at CSUN, and living close by I try to have lunch with her a couple of times a week. In my heading up there, I've noticed that it's very much the bike-friendly environment as it's always been - so much that even I can overlook the multitude of riders who decide to go without a helmet. Small potatoes; their brains, not mine. What I am least enthused about, though, is the way a lot of students have been securing their bicycles - or rather, have thrown caution to the wind and forgone any real sense of security whatsoever. CSUN is in the north Valley and has a lot of security, a fact that I believe has bred a common line of thinking: that there are so many bicycles on campus; who'd want to take the time to steal my bike? I can kind of understand that. I can understand also that when late for class, sometimes you might only have time to throw a u-lock on the front tire and slide into a seat. There also might be the reasoning that as long as the bike's got a lock on it, it's locked up - plain and simple. Now, the latter reasoning makes absolutely no sense to me. Whether you've a cable, a u-lock, or a chain - if you're merely locking the front tire to a rack, your bike isn't properly locked up. And while I can understand throwing on a lock quickly to make it to class - I'd rather be two minutes late then know that I did a half-assed job at making sure my mode of transportation was locked as best as possible. If one has gone long enough without the threat of their bicycle being stolen, I can understand the thought of not finding it absolutely necessary to buy a second lock for the rear wheel and frame. It wasn't long ago that I slacked in effort when locking up my bicycle, and even now I sometimes question whether I'm doing it "correctly". I do know that it would break my heart of my bike went missing, or any part of it. Wheels, seat; you name it, heart crushed. Besides, I'd have to figure out how to get home. Then I'd feel stupid. Whatever one does and wherever one goes, one should be able to leave their bicycle parked without any real nagging doubt that someone will take their ride home. I don't think anyone wants to be the person whose bike went missing because it was just too easy. At least if you did everything right and for some freak reason it still went missing, the plaguing thought of blatant naivete will be a lessened issue. Sure, you'd have to figure a way home, but at least a guilty conscience wouldn't follow. Perhaps it's only me, but nothing these days is more pleasing to the eye than a well-locked-up bicycle. It's a sign that someone's been paying attention, which I wish wasn't as few-and-far-between a sign of intelligence as it has become. Surely there's a remedy somewhere for this? Photo by gruber via Flickr Monday, February 1, 2010 Remain Seated Please I found the bicycle parking at Disneyland yesterday. On the east side of the Resort towards the hotel trams and to the far right of the dog kennels there lies - well, not a ton of bike parking, but enough for the one in 2,000 people (or less) who might ride their bicycle to the Happiest Place on Earth. Disneyland is approximately 48 miles from where I live. I have biked a half-century (50 miles) before, and from Azusa to Long Beach (approximately 59 miles), so the idea of bicycling to Disneyland isn't that far a stretch. With my friends' friendly competition for the month of January having come to a recent close, I for sure know that I am comfortable in riding relatively long distances, having cycled at times almost 40 miles a day. I only hope to be riding a lot more during the month of February. I just don't know at this point of anything more than 60 miles in a day. With the round-trip distance to the Disneyland Resort totaling nearly 100 miles... well, let's just say that I've not yet trained for a century or greater. It's not that I couldn't or wouldn't do it. I would never have thought I'd have ridden my bike to the city of Paramount from Griffith Park, or across the way from the Queen Mary herself. I've been inspired by the great weather we've been having lately;. At this point, bicycling to Disneyland is merely a fun thought Still, 2010 so far has been all about trying something different, or at least working with a new approach instead of the old and stagnant. So here's the deal, then: I will work out a feasible route and set a goal for, say, early spring to ride on down to Walt Disney's Magic Kingdom. (I'm actually a little surprised in perusing teh interwebs that someone hasn't mapped out a route already. Looks like I'm own my own!) Either I'd play at the Park for the day, book a cheap-ish hotel down the street and ride back the following morning, or perhaps I'd have the gumption to ride back the same day. Who knows? What will be fun this month will be keeping track as to my endurance and overall abilities, and perhaps I will aim at an ambitious act either in late March or early April. Yeah, I may not like being dirty, or tired even, but I'm all about an adventure. And when it comes to Disney, it's nice to know that Walt and I have something positive in common. Wanna ride with me?	39d1f8a4-a57a-4fff-b20b-80c862dc249d
Introduction to 3PL Cross-Docking Hey there! If you're an e-commerce business owner, particularly one selling on Amazon.com, you may have heard about cross-docking and how it can make your supply chain operations more efficient. In this article, we're going to talk about what cross-docking is, why it matters, and why FBA Prep Logistics should be your go-to 3PL warehouse partner for all your cross-docking needs. What is Cross-Docking? Cross-docking is a logistics technique where products are received and shipped out almost immediately after being unloaded, without spending time in long-term storage. In other words, it eliminates the need for inventory storage by transferring products from the incoming vehicle to the outbound vehicle directly, or with minimal delay. This approach can make a significant difference in your supply chain efficiency, reducing warehousing costs and enhancing your ability to fulfill orders quickly. As a savvy e-commerce business owner, you're always on the lookout for ways to streamline your processes and improve your company's bottom line. By partnering with a 3PL provider like FBA Prep Logistics to handle your cross-docking services, you gain access to our experience and expertise, allowing you to focus on growing your business. How Does Cross-Docking Help Your E-Commerce Business? As mentioned earlier, cross-docking helps minimize warehouse storage costs by reducing the time your products spend in storage. But that's not all! Here are some additional benefits you can expect from implementing cross-docking in your supply chain: 1. Faster order fulfillment: With products moving swiftly from incoming to outgoing transportation, your orders are processed and delivered to your customers more quickly. This can greatly improve your customer satisfaction metrics! 2. Reduced handling and labor costs: Cross-docking can lead to lower labor costs associated with inventory handling, as fewer steps are required to get products from point A to point B. 3. Increased operational efficiency: Cross-docking contributes to a smoother supply chain, enabling you to manage your inventory more effectively and respond to changes in demand more rapidly. FBA Prep Logistics: Your Go-To 3PL Warehouse Partner for Cross-Docking Now that we've established the benefits of cross-docking for your e-commerce business, you need a reliable 3PL warehouse partner to help you implement these services effectively. That's where FBA Prep Logistics comes in! Our team of logistics professionals and our state-of-the-art facility in Bristol, PA, are dedicated to making your cross-docking operations a smooth and seamless experience. We understand the intricacies involved in managing a successful cross-docking service for e-commerce businesses selling on Amazon.com and are fully equipped to help your business reap the benefits of this powerful logistics tool. So now that you have a solid understanding of what cross-docking is and how it can benefit your e-commerce business, it's time to dive deeper into the specifics we'll cover in the following sections. Next up, we'll discuss the various advantages of cross-docking and how FBA Prep Logistics' tailor-made cross-docking solutions can enhance your business's operational efficiency. Stay tuned! 2. Benefits of Cross-Docking for Your E-Commerce Business To ensure your e-commerce business thrives and remains ahead of the competition, it's essential to embrace efficient and innovative logistics practices like 3PL cross-docking. In this section, we'll explore the various benefits cross-docking offers, from reduced warehousing costs to boosted operational efficiency, and how partnering with FBA Prep Logistics helps you enjoy these advantages. 2.1 Reduced Warehousing Costs One of the most significant advantages of implementing 3PL cross-docking in your e-commerce business is the reduction in warehousing costs. With cross-docking, products move directly from the inbound dock to the outbound dock, eliminating the need for long-term storage. As a result, your e-commerce business can save on inventory holding costs and use the space more productively, i.e., for other core operations critical to business growth. At FBA Prep Logistics, we offer efficient PA order fulfillment services designed to minimize your warehousing expenses, allowing you to allocate funds to other essential aspects of your business, such as marketing or product development. 2.2 Improved Operational Efficiency Cross-docking is an excellent way to streamline your supply chain process and enhance overall operational efficiency. By consolidating shipments from various suppliers and rapidly distributing them to their final destinations, you can significantly shorten delivery times and ensure customer satisfaction. At FBA Prep Logistics, our professional team helps you achieve optimal efficiency in your e-commerce business by managing the entire cross-docking operation. From product sorting and labeling to inventory management and transportation coordination, we handle it all, so you can focus on growing your business. 2.3 Faster Order Fulfillment In the fast-paced world of e-commerce, meeting customer expectations with quick delivery is crucial. Cross-docking allows for faster order fulfillment and reduced lead times, as products can often bypass the need for storage, moving directly from the supplier to the customer. By partnering with FBA Prep Logistics, you can leverage our east coast e-commerce fulfillment services and ensure a timely delivery of your products. Our cross-docking solutions help you maintain a competitive edge in the increasingly demanding e-commerce industry. 2.4 Improved Inventory Management Effective inventory management is vital for e-commerce business success. Cross-docking helps prevent excess stock, stockouts, and obsolete items, thus minimizing waste and enhancing your inventory turnover. Moreover, cross-docking allows you to react quickly to market demands, replenishing stock as necessary and ensuring you always have the right product mix available. At FBA Prep Logistics, we emphasize the importance of simplifying inventory tracking, using advanced technology to help you gain real-time insights into your inventory levels. Our team supports you with all aspects of inventory management, ensuring a seamless and efficient cross-docking process. 2.5 Reduced Risk of Product Damage Cross-docking involves minimal handling and movement of products, thus lowering the risk of product damage. This helps minimize returns and the associated costs, ultimately improving your profitability. Our expert team at FBA Prep Logistics ensures the safe and efficient handling of your products, using industry-best practices and state-of-the-art equipment for your 3PL cross-docking needs. 2.6 Real-Time Updates and Transparency Cross-docking often offers more real-time updates and visibility into the supply chain process. With better access to data and streamlined tracking, e-commerce businesses can make informed decisions and adapt quickly to market changes. At FBA Prep Logistics, we strive for transparency and ensure that you always have access to real-time updates as your products move through our cross-docking process. Our innovative technology solutions provide the level of insight you need to effectively manage your supply chain. In Summary 3PL cross-docking provides numerous advantages to e-commerce businesses seeking to optimize their supply chain processes. By partnering with FBA Prep Logistics, you can enjoy reduced warehousing costs, improved operational efficiency, faster order fulfillment, and better inventory management. Moreover, our commitment to providing real-time updates and transparency ensures you're always at the forefront of your logistic operations. Don't let logistics complexities hold your business back – embrace the benefits of cross-docking and watch your e-commerce business soar to new heights. 3. The Role of FBA Prep Logistics in Cross-Docking Services As your trusted 3PL warehouse partner in Bristol, PA, FBA Prep Logistics is dedicated to providing comprehensive cross-docking services that help your e-commerce business, particularly those selling on Amazon.com, optimize their supply chain process. Let's discuss the various cross-docking services that we offer and how our highly skilled team ensures the smooth execution of these tasks to help your business grow. 3.1. Product Sorting and Labeling One of the primary tasks involved in 3PL cross-docking is product sorting and labeling. Our experienced team at FBA Prep Logistics carefully sorts your incoming shipments based on specific criteria like product type, destination, and priority. Once sorted, we label the products with the necessary identification information for easy tracking and compliance with Amazon's strict guidelines. By efficiently organizing and labeling your goods, we help minimize errors and ensure a seamless flow of products down the supply chain. 3.2. Inventory Management Effective inventory management is crucial for the success of any e-commerce business. Our team at FBA Prep Logistics incorporates advanced inventory management systems to monitor and update your stock levels in real-time. Through our meticulous inventory tracking, we minimize the risk of stock-outs and overstocking while allowing you to make informed decisions based on accurate and up-to-date information. With a clean inventory management system in place, you can trust FBA Prep Logistics to keep your operations running smoothly and efficiently. 3.3. Transportation Coordination Efficient transportation coordination is another essential aspect of 3PL cross-docking. FBA Prep Logistics excels at orchestrating the pickup and delivery of your products, ensuring they reach their final destination in a timely manner. We work closely with reliable carriers and shipping partners to secure the best transportation options, routing schedules, and transit times for your business. Our strong network and strategic location enable us to accommodate your needs, regardless of your preferred mode of transportation. 3.4. Quality Control and Inspections At FBA Prep Logistics, quality control is one of our top priorities. We understand the importance of maintaining the integrity and quality of your products throughout the cross-docking process. That's why our team of professionals conducts thorough inspections of all incoming and outgoing shipments to ensure they meet your required standards and Amazon's strict guidelines. By meticulously examining every package, we help bolster your brand's reputation and minimize the risk of customer complaints and returns. 3.5. Customized Solutions for Your Unique Needs Every e-commerce business is unique, which is why FBA Prep Logistics offers tailored cross-docking solutions designed to cater to your specific requirements and preferences. From handling fragile products to implementing unique labeling systems, you can trust our team to adapt our cross-docking strategies to best serve your business. 3.6. Speed, Efficiency, and Cost Savings At FBA Prep Logistics, we understand that the efficiency of your supply chain process directly impacts your bottom line. Our cross-docking services help you avoid the overhead costs associated with long-term storage while streamlining your operations for maximum efficiency. As a result, you can expect quicker order fulfillment and reduced costs, enabling you to devote more resources to other areas of your business. 3.7. A Trusted Team of Professionals Ultimately, what sets FBA Prep Logistics apart from other 3PL warehouse providers is our dedicated team of professionals. With years of experience in the e-commerce logistics industry, our experts excel at executing each step of the cross-docking process with precision and attention to detail. We prioritize constant communication and collaboration, ensuring your satisfaction and success in the competitive world of e-commerce. In conclusion, FBA Prep Logistics plays a vital role in providing superior cross-docking services tailored to your e-commerce business's unique needs. From sorting and labeling to transportation coordination and quality control, our team of professionals ensures a smooth and efficient supply chain process. By choosing FBA Prep Logistics as your 3PL warehouse partner, you can trust that your e-commerce business is in capable hands. 4. Leveraging Technology for Optimal Cross-Docking Management In today's fast-paced e-commerce landscape, being ahead in technology means staying ahead in the market. At FBA Prep Logistics, we understand the importance of employing emerging technology trends to optimize our 3PL cross-docking strategies, ensuring that your e-commerce business thrives in the competitive online selling arena, especially on Amazon.com. In this section, we will delve into the advanced tools and technologies we use to manage cross-docking effectively. 4.1. Inventory Tracking Software One of the essential aspects of efficient cross-docking management is accurate inventory tracking. At FBA Prep Logistics, we equip our warehouse with state-of-the-art inventory tracking software that automates the monitoring of products as they move through the cross-docking process. This ensures complete transparency in our operations and reduces the possibility of errors, enabling your e-commerce store to function smoothly and effortlessly. 4.2. Real-Time Updates When managing a successful e-commerce business, it's crucial to stay informed about your inventory movements and supply chain operations. To support this, our 3PL cross-docking services include real-time updates about your products' status and location. This heightened level of visibility benefits your e-commerce store in terms of anticipating demand and managing order fulfillment efficiently. 4.3. Barcode Scanning & Labeling Your e-commerce business can significantly benefit from our barcode scanning and labeling technology during the cross-docking process. This technology enables efficient product identification, reducing the chances of misplacement or loss. Our team at FBA Prep Logistics ensures that your products arrive at their destinations on time and in perfect condition. Read more about this in our blog post on efficient PA order fulfillment services. 4.4. Warehouse Management System (WMS) An integral part of our technology-driven approach to 3PL cross-docking is the utilization of a robust Warehouse Management System (WMS). This advanced software optimizes warehousing activities and helps make improvements in the speed and accuracy of cross-docking processes. With a WMS in place, you can trust that FBA Prep Logistics has the infrastructure to efficiently manage your supply chain needs. 4.5. Automation & Integration At FBA Prep Logistics, we believe in the power of automation and integration to streamline our cross-docking operations. Our systems are designed to work cohesively with various e-commerce platforms, simplifying the exchange of inventory data between your online store and our warehouse. This end-to-end integration allows for seamless communication and collaboration between your e-commerce store and our cross-docking services, setting the stage for growth and scalability. 4.6. Enhanced Reporting & Analytics Our technology-driven cross-docking solutions are complemented by advanced reporting and analytics capabilities. By gathering and analyzing data on your supply chain processes, we identify areas for improvement and optimization. These valuable insights enable us to fine-tune your e-commerce business's cross-docking strategies, leading to better customer experiences and improved bottom lines. 4.7. Exceptional Security Measures We understand that security is a priority for your e-commerce business. That's why FBA Prep Logistics ensures the highest level of protection for your products. Our warehouse is equipped with advanced security systems, including 24/7 video surveillance, controlled access points, and trained security personnel to safeguard your inventory and guarantee a risk-free cross-docking process. 4.8. Environmental Consciousness Lastly, our technological solutions not only help streamline your e-commerce business's supply chain processes but also contribute to making a positive environmental impact. Our energy-efficient warehousing systems and eco-friendly packaging solutions help minimize resource consumption and waste generation. Partnering with FBA Prep Logistics means taking a step towards a more sustainable and responsible business model. In Conclusion To remain competitive in the rapidly evolving e-commerce industry, it's essential to capitalize on emerging technologies that enhance the efficiency of your critical supply chain processes. FBA Prep Logistics, your go-to 3PL warehouse partner, employs an array of cutting-edge tools to optimize cross-docking management, instilling trust in our commitment to delivering excellent, tailored solutions that will propel your e-commerce business to new heights. Let FBA Prep Logistics take the reins in managing your 3PL cross-docking needs to focus on growing your online store and surpassing customer expectations. Section 5: Why Choose FBA Prep Logistics for Your 3PL Cross-Docking Needs As we've explored the concept of 3PL cross-docking and the myriad benefits it brings to your e-commerce business, let's now sum up why FBA Prep Logistics is the ideal partner to cater to your cross-docking needs. With our comprehensive services, commitment to customer satisfaction, and technology-centered approach, we ensure your Amazon.com business thrives and grows exponentially. H1: Customized Cross-Docking Solutions At FBA Prep Logistics, we understand that every e-commerce business has unique requirements. We pride ourselves on offering tailored cross-docking services that align with your specific needs, from product sorting and labeling to transportation coordination. Our goal is to streamline your supply chain and optimize your operations for increased cost savings and efficiency. H2: Stellar Customer Service Our dedicated team of professionals is committed to providing top-notch customer service and supporting your business every step of the way. We offer efficient PA order fulfillment services and hassle-free Shopify returns, among other solutions, to ensure your e-commerce operations run smoothly. With FBA Prep Logistics by your side, you can focus more on expanding your business and leave the supply chain logistics to us. H3: Technology-Driven Excellence As highlighted previously, FBA Prep Logistics employs innovative technology to manage and facilitate cross-docking services. By leveraging these advanced software solutions, such as real-time inventory tracking and updates, we provide you with exceptional reliability and transparency. Furthermore, utilizing technology enables our team to deliver superior results and a seamless cross-docking experience for your e-commerce business. H4: Comprehensive Service Offering FBA Prep Logistics is not just about cross-docking – it's about offering an all-inclusive suite of services to support your e-commerce enterprise. Our comprehensive service offering covers Amazon FBA prep and secure pick and pack services for Shopify stores, as well as Amazon reverse logistics for East Coast sellers, and more. With FBA Prep Logistics as your 3PL partner, you can rest assured that we have the expertise and solutions to manage all aspects of your supply chain – allowing you to reap the benefits of our proficiency and dedication in bolstering your business. H5: Strategic Location Advantage FBA Prep Logistics is located in Bristol, PA, perfectly positioned to cater to e-commerce businesses operating along the East Coast. Consequently, partnering with us means you'll benefit from expedited and streamlined shipping processes. Our strategic location enables us to provide reliable order fulfillment for Shopify stores and easy and reliable Shopify transportation in Pennsylvania, among other advantages. In Summary Choosing FBA Prep Logistics as your 3PL warehouse partner for your cross-docking needs is a decision you won't regret. With our tailored solutions, unwavering commitment to customer satisfaction, top-of-the-line technology, and comprehensive service offering, we are uniquely positioned to support your e-commerce business in achieving new heights. So why wait? Partner with FBA Prep Logistics today and embrace the power of efficient cross-docking to optimize your e-commerce operations and drive growth on Amazon.com. 1. What is cross-docking, and how can it benefit my e-commerce business? Cross-docking is a logistics process where incoming shipments are directly transferred to outbound vehicles, with little-to-no storage time in between. This process is beneficial for e-commerce businesses as it helps reduce warehousing costs, improve operational efficiency, and quickly meet your customers’ demands. 2. How does FBA Prep Logistics handle the cross-docking process? At FBA Prep Logistics, our professional team undertakes all essential cross-docking activities such as product sorting, labeling, inventory management, and transportation coordination. We seamlessly manage cross-docking operations, ensuring higher efficiency and growth for your e-commerce business. 3. What technologies does FBA Prep Logistics use to manage cross-docking? FBA Prep Logistics employs advanced software for inventory tracking and real-time updates, ensuring optimal management of your cross-docking operations. Our innovative technological solutions provide exceptional reliability and transparency, enhancing the overall efficiency of your e-commerce supply chain. 4. Why should I choose FBA Prep Logistics as my 3PL cross-docking partner? FBA Prep Logistics is committed to delivering customized solutions, exceptional customer service, and helping your e-commerce business grow through our proficient cross-docking services. Our unique combination of professional expertise and cutting-edge technology makes us the ideal 3PL warehouse partner for your Amazon.com business. 5. Will I be able to track my inventory in real-time during the cross-docking process? Yes, with FBA Prep Logistics’ advanced inventory tracking system, you will have access to real-time updates on your products, ensuring complete transparency throughout the cross-docking process. This allows you to maintain control over your inventory and make informed decisions for your e-commerce business.	348c5de9-54de-43d1-b0d4-340ff3493f5f
Please help us continue to provide you with free, quality journalism by turning off your ad blocker on our site. For instructions on how to disable your ad blocker, click here. I’ve Turned Off My Ad Blocker This is a BETA experience. You may opt-out by clicking here Edit Story What Happens When Self-Driving Cars Kill People? In recent years autonomous vehicles have moved from a fanciful science fiction topic to actual reality, with real cars driving on real streets with real people inside. However, as per usual with technology, when concept meets reality, things never go as intended. In particular, this past year has seen multiple fatal incidents involving autonomous vehicles at a range of levels of autonomy, from Tesla’s AutoPilot, which is nominally a Level 3 autonomous vehicle (read here for more insight into autonomous vehicle levels), and Uber’s self-driving car which is somewhere in the area of Level 4 or Level 5 autonomy. In the Tesla incidents, the drivers set their autopilot feature to fully operate the vehicle with limited human interaction, leading to a number of fatal collisions with other vehicles or barriers when the autonomous system proved to be less than capable. In the Uber incident, the vehicle hit and killed a pedestrian, causing the first pedestrian fatality caused by an autonomous vehicle. While it’s no doubt early days for this technology, it’s also early days for legal related issues. Just who is at fault when these vehicles cause deaths? Is it the operator of the car? The manufacturer of the vehicle? The software or hardware technology vendors that enable autonomous systems? The passengers? The pedestrians? It turns out that answering this question of liability is just as tricky as understanding the autonomous technology The Uber AV Fatality In this specific incident, on March 18, 2018, an autonomous car operated by Uber during real-world testing with a human emergency driver behind the wheel, struck and killed Elaine Herzberg in what is believed to be the first recorded pedestrian fatality involving a self-driving vehicle. The accident happened around 10pm when the pedestrian stepped into the road while walking a bike outside of a crosswalk. Neither the Uber vehicle nor the driver noticed the pedestrian until it was too late, causing her to be struck by the car. As a result of this tragic incident, Uber quickly suspended its self-driving operations while it engaged in investigations into what happened. Real-world testing has since resumed. This real-world fatality rattled the self-driving industry. Why didn’t the car stop and notice the pedestrian? Why didn’t the backup driver step in to prevent the collision? Who is at fault? What can be learned or corrected from this incident? Does technology have the liability here or the various humans involved? Humans or Technology at Fault? Before we can dive into technology issues, we have to identify whether the people are fundamentally at fault here for this incident. From what was known at the time, the individual crossed into the road without using a crosswalk and was walking a bike at the time, which might have confused the internal system responsible for identifying potential hazards. While the car and backup driver should have been able to see the pedestrian, is it possible that the pedestrian might have liability in this case? Perhaps, but reasonable human drivers would have been paying reasonable attention to the road and most likely noticed the pedestrian, at least swerving or braking to avoid a last minute collision. Likewise, perhaps the human backup driver is at fault here. After all, the car was not operating without any humans at all in the vehicle. In the United States current law requires a person to be in a moving car where they can control the wheel. In this situation, the person was there but autonomous mode was engaged on the car. The driver was here, supposedly ready to take over control at any moment given problems in the autonomous system. This is not fully autonomous Level 5 operation, but rather limited autonomy that still relies on the human as backup. In this case, the human failed to provide that backup. So is the human driver the liable party here? Perhaps, but is it really reasonable to assume that a human can go from being completely unaware of their surroundings, counting on the machine to do all the work, and then be asked to step in at a critical moment to handle a life or death issue with very little notice? It’s hard to see how the human brain can instantly go from being unaware to acutely aware and able to handle a problem in such a short amount of time. Perhaps the entire assumption and expectation of the human backup driver is unreasonable. So ruling out the two humans involved, the only remaining parties are the technology and vehicle. Part of the reason why this incident garnered so much attention is due to questions over whether the artificial intelligence that drives the car is ready to handle the real world. Currently AI technology for cars is very nascent and still very much in development. Anything can go wrong. Perhaps the machine learning models haven’t been fully trained on enough real-world situations. Maybe the sensors weren’t capable enough to pick up on the pedestrian walking a bike in the middle of the road at night. Maybe there were faults in the visual or sensor technology itself, such as glitches or smudges on lenses or other perception issues. Maybe the computer system inside the vehicle didn’t have enough time to process the fast-moving scene. Is Uber at Fault? Uber had reports and incidents before this fatal accident regarding early tests of its self-driving vehicles. In Arizona, a number of its vehicles were involved in minor fender-benders and other traffic incidents that showcase the immature state of the technology. Perhaps before we jump to conclusions about the technology, perhaps Uber itself is liable? Arizona has attracted a lot of self-driving cars due to less strict regulations and reporting for autonomous vehicles. It could be that Uber was pushing their cars too far, too soon. Did Uber know that their technology was not ready for prime time, but put them into real world use anyway resulting in a fatality? Is this a case of corporate negligence where the humans and vehicle are not directly at fault but the company is? With the number of incidents that were reported prior to the fatal incident, did Uber do a good enough job of stepping back and looking at what happened in previous cases before continuing forward? Some might say not, giving Uber ultimate liability. Technology Immaturity A lot of speculation after the accident went into whether the AI and machine learning technology that powers autonomous vehicles is really ready for the road. AI cars are a lot more sensitive than other vehicles. Should there be more testing, advancement, and regulation before these cars go on the road? With other vehicles in other industries, such as airplanes, you wouldn’t put a test plane out where it could hit another plane for example. In the case of autonomous vehicles, there are a lot of moving parts. Machine learning is what powers autonomous vehicle systems, and they must be trained on lots of real-world data to be able to operate in real-world environments. They need to be able to recognize all the features of the road environment including roads, curbs, traffic control signals, signs, as well as all the potential hazards they can encounter including other vehicles, pedestrians, and other potential obstructions. Not only do they need to be able to recognize the world around them, but they need to act on that recognition, making the right decisions on how to navigate or deal with obstructions. Likewise, these autonomous vehicles are dependent on a wide array of sensors to work. Their computer vision systems are powered by cameras that can potentially be damaged, whacked out of alignment, covered in mud or salt or debris, or otherwise impaired. They also use LIDAR and other sensors that can potentially malfunction, have physical or electrical faults, or other issues that impair their data. As those working with AI systems know too well, bad data in a good model still results in bad output. You need to have good data everywhere to get good results. Well, the real world isn’t known for always having good data. So perhaps the complex interaction of all this technology, the immature and constantly evolving machine learning models, sensitive hardware, and other factors might lead to brittleness in the real world, and perhaps all those technology vendors might be at fault here. Other Potential Issues of Liability Uber didn’t have passengers in the car at the time of the fatal crash, but there is the idea that a passenger could contributed to the incident. A passenger could have been interested in taking a selfie in the car or causing a ruckus because they are in a self driving car or otherwise distracting the driver/supervisor so they were not able to stop the car in time. At all times a driver is responsible for their car, so even if there had been passengers in the car, it still comes down to the driver to monitor the road. Bad road design could have caused the accident too. Humans have reported to the city and news companies that the intersection where the accident happened is confusing. The bike lane cuts across a turn lane. If this were true the road design could be the fault or the State of Arizona or the city. But perhaps that might be shifting the blame just a bit too far. The Complex Web of Liability Maybe it’s not such a good idea to pin the fault on just one person or one factor. The totality of the circumstances may add up to the reality that fault lies with many parties. Any time someone dies people want to have someone to blame. What they don’t want to hear is the possibility that no one is as fault. Accidents do happen and perhaps all of this is just the inevitability of using machines instead of people to drive cars. What makes an AI-involved accident any different from the number of accidents that happen on the road every day? One of the biggest differences is the fact that autonomous cars is new. AI operating vehicles is very rare to begin with, and so a fatality like this is a super rare occurrence. People have been worried about the possibility of this sort of incident since self-driving cars were first developed. Now that it has actually happened, there’s a lot of attention being put on it. Anything that self-driving cars do is already under a spotlight. Losing a human life is such a noteworthy occurence that the world’s media microscope will necessarily be focused on it. Where Do We Go From Here? After the time of the accident, companies and consumers were wondering whether or not this would be the end to self-driving vehicles. Self-driving cars have always been a step in the future, just one that many of us thought was much further out. Many people viewed Uber temporarily putting their self-driving program on hold as a sign that AI may not continue to be allowed to drive cars. But things didn’t stop. They just paused. Many companies now have self-driving cars and trucks on the road. Uber’s self-driving cars have already returned to the road. Tragically, this incident is likely to be just a learning step in the development of autonomous cars. Before these autonomous vehicles gain widespread adoption, perhaps even more incidents like this will occur. It is likely there will be yet more autonomous vehicle accidents and fatalities. For the future of self driving cars, there is a lot to think about. Laws, regulations, and development vary greatly, between states and countries. We need to both work on the proper development of these cars and regulations but also learn from the experiences we have with AI powered cars. Continued discussion will need to be had if we want to really make autonomous vehicles a reality. Follow me on Twitter or LinkedInCheck out my website or some of my other work here Ronald Schmelzer is Managing Partner & Principal Analyst at AI Focused Research and Advisory firm Cognilytica (http://cognilytica.com), a leading analyst firm focused on Ronald Schmelzer is Managing Partner & Principal Analyst at AI Focused Research and Advisory firm Cognilytica (http://cognilytica.com), a leading analyst firm focused on application and use of artificial intelligence (AI) in both the public and private sectors. He is also co-host of the popular AI Today podcast, a top AI related podcast that highlights various AI use cases for both the public and private sector as well as interviews guest experts on AI related topics. He is a sought-after expert in AI, Machine Learning, Enterprise Architecture, venture capital, startup and entrepreneurial ecosystems, and more. Ron received a B.S. degree in Computer Science and Engineering from Massachusetts Institute of Technology (MIT) and MBA from Johns Hopkins University.	afddb70c-7e24-4629-9cdb-b7e442319db1
[CR]Frejus - Legnano Professional Record Super Corsa eBay closed Example: Framebuilders:Doug Fattic From: "Raoul Delmare" <R.Delmare@Charter.net> To: "C.R. List" <classicrendezvous@bikelist.org> Date: Sat, 15 Mar 2003 12:10:51 -0600 Subject: [CR]Frejus - Legnano Professional Record Super Corsa eBay closed Dear Classic Rendezvous Mailing List , I write this with a little sadness in my heart . After some 35,000 miles total , since August / September of 1972 , my best beloved bicycle is somewhat the worse for wear . This was my chance to hang an exact reproduction of that bicycle , in absolutely excellent condition , on display in my home . However , a friend sent this to me AFTER the auction had closed . What I can tell you : The paint was still somewhat soft and not fully cured on mine , when I got it in late Summer 1972 . It had arrived at the U.S.A. port of entry , only a week or two before it arrived in my hands . So , when I got mine , it was factory fresh . Mine is exactly 60 cm , center to top . Mine , like this one , is a fully Legnano frame , with all of the unique Legnano frame features , Legnano fork crown , Legnano seat lug , Legnano style seat cluster / top eyes . Mine , like this one , has the remains of the Reynolds tubing decal on the top of , the front of , the top tube . Fully Reynolds 531 Double Butted Tubes Forks & Stays . Mine , like this one , has very finely double-tapered seat stays ( ? ) . Mine , like this one , is painted Legnano chartreuse . I understand why some would call this "pearlescent" paint . It's actually much better described as "flamboyant" paint . But , it's not quite exactly that either . And on a rainy afternoon , when the sun breaks through a hole in the clouds , I would swear , with absolute certainty , that the tubes are fluorescing , glowing with some strong internal light ! Thanks Chuck Schmidt , for helping to set me straight on this being a Legnano color , not a Frejus color , prior to the two companies being merged together . Mine was originally equipped EXACTLY like this one , with the exceptions ; mine had AMAZING crimson red cloth handlebar tape ( I've never seen any cloth tape like it , it was very thin , gave no cushion , but gave a better grip than anything else , was it linen ? , not cotton ? ) , and mine had a black Regina freewheel ( 14 - 16 - 18 - 20 - 22 ) , and a black Regina chain . My original toe straps were just exactly that shade of red , and were faintly marked Alfredo Binda . I'm guessing that the ones on the eBay bicycle are original Bindas , with very little marking left . I always wondered what those fabulous handlebar end plugs were ! I saved them for years , and then they were inside a stolen tool box . Now , thanks to the C. R. List , I know that they were aluminum GASLO end plugs . So , when the seller mentions , "Plugs are cool though, with 'Gaslo' logo" , I know just what those are ! Each was very carefully made of two pieces of metal . Was the inner piece perhaps steel ? The bicycle was a product of Emilio Bozzi . The little clear sticker , with red lettering , on the seat tube , plainly says so . Mine , like this one , came with old-style , oval label , red label , Fiamme rims . Mine , like this one , came with Stella spokes . I'm fairly certain that they're stainless steel . Mine came with wonderful Pirelli sew-up tires . Handmade ? Was the name something like Speciallisimo Campionatto ? Please excuse my very poor attempt at Italiano . I would have paid twice what the lucky saruta-hiko will pay . I wish saruta-hiko much happiness . I hope that the bicycle is treated as art , and ridden only twice per year , on flawless mornings , when the early sunlight plays tricks with the glowing chartreuse color . Raoul Delmare Marysville Kansas > Title of item: Classic Frejus Road Bike w/Campagnolo 70s > Seller: info@neighborhoodbikeworks.org > Starts: Mar-04-03 20:45:39 PST > Ends: Mar-14-03 20:45:39 PST > Price: Currently $650.00 > To bid on the item, go to: http://ebay.com/<blah> > Item Description: > Classic Frejus Road Bike w/Campagnolo 70s(?) > A beautiful find! > Frame Size > Seat Tube, Center to top:59cm > Top tube, Center to Center:58cm > This bike is an amazing find if you like Italian racing bikes. Paint is pearlescent green. The pictures don't do it justice. This bike has two nice white panels-the head tube and the middle of the seat tube. Paint is in very good shape but not mint. There are some minor scratches which will buff out, and some chips that will not. Steel parts have surface rust that will mostly clean up. The most interesting feature of the frame is the seat cluster. The binder is in the crook of the joint instead of behind the seat tube. A Legnano aficionado who came in here the other day told me that this bike was made after Frejus and Legnano merged because of this feature, which is typical of Legnano. This person also said the bike was pre-1970 because it has Universal brakes, not Campy. The two things seem mutually exclusive to me-but that's the best research I can offer. Seat lug is long point, others are short. Campagnolo dropouts , nicely sculpted, which is not always the cas! > e on even very-well-thought-of bikes from Italy. Fork crown is chromed. No dropout eyelets or water-bottle bosses. Decals are excellent for the most part, surprising since this is from before the days when we could expect a clear coat over the decals. There are lots. Reynolds 531 sticker is on the front of the top tube and is the only decal in poor shape. Sticker says "butted tubes forks and stays," though as a framebuilder I feel compelled to point out that this is never strictly speaking true - the stays on these bikes are taper gauge. Only quite recent tubesets (90s) have truly double-butted stays. Reynolds were pushing the envelope in product description rather more than they were in tubing technology! Brake and chainstay bridge have reinforcements, SS ones have points and cutouts. Campy cable guides on the BB shell > We have set a reasonable reserve on this auction that we arrived at by surfing several web-sites to see what bikes like this are going for. If you are interested, a great source of information on classic lightweights is Sheldon Brown, to whom we must all bow down regarding bicycle knowledge, even if not to agree on everything. > Components* Hubs:Campagnolo Nuovo Record > * Rims: Fiamme - they have red labels, but I think they are from before the model called "red label" > * Spokes: Double butted. Not stainless - I think they are chrome plated. They have a star logo on the spoke head. 36h 4X > * Tires: Beat up sew ups that probably should not be used. FRONT IS NOT GLUED ON. I repeat, these are sew ups. > * Headset: Campy > * Fork: Cast, chromed crown as mentioned > * Stem: TTT Record115mm > * Bars:TTT 40cm Outside to outside > * Bar tape: Faded purple cloth. Plugs are cool though, with "Gaslo" logo > * Brakes: Universal Centerpulls, Mod 61. Quick release hangers. The one on the seat cluster is very unusual. Campag cable clips. > * Brake Levers: Universal. Levers are in good shape, hoods are not. > * Bottom Bracket: Campagnolo NR. > * Crankset: Campagnolo NR > * Pedals: Campagnolo NR Steel cages. Christophe clips are rusty. No name straps > * Chain: is not rusty > * Front Derailleur: Campagnolo NR > * Rear Derailleur: Campagnolo NR > * Shifters: Campagnolo NR , bolt-on, natch* Freewheel: Cyclo 5-speed, close ratio > * Seat: Brooks professional in excellent condition, though it is rock hard > * Seat Post: Campagnolo NR > * Accessories: Silca pump with Campy head is painted to match. This is a goosebump item though it is somewhat faded near the bottom. Campy pump bracket. > We can send extra photographs on request. Please don't hesitate to contact us with any questions. We are of the opinion that thorough and honest descriptions will be best for our business, but please remember that all items are sold as is, so please examine description and pictures. Please don't hesitate to contact us with any questions if there is something you are not sure of or may be assuming about the item. . Youth Bicycle Education in Philadelphia! > The Neighborhood Bike Works is a nonprofit educational organization in West Philadelphia that seeks to increase opportunities for urban youth through bicycling. Your bid helps support this program. Contact us at info@neighborhoodbikeworks.org, and check out our eBay "About Me" Page.	845323ae-f1f2-46d9-8c8c-85524bf31838
Makes & Models Makes & Models Research Prices Buying Advice Home \| New Cars \| Nissan \| 2022 Nissan Rogue 2022 Nissan Rogue vs Ford Escape Reviewed & fact checked by James Murdoch 2022 Rogue vs Escape - How Do They Stack Up? Which is Better? On the hunt for a new small SUV to help you make your daily commute? You might not want to jump up to a full-size SUV if you don't need the space since gas prices have gone through the roof, but going down to a sedan might not quite be feasible. Finding an SUV that strikes a good balance between fuel economy and spaciousness can be tough. Nissan and Ford both have a stake in the game when it comes to small SUVs. The newly overhauled 2022 Nissan Rogue delivers a good blend of power and fuel economy with it EPA rated 33 miles per gallon combined on the base Rogue equipped with front-wheel drive (FWD). Having been redesigned for 2021, the Rogue comes equipped with a lot of the newest features you can get from the automaker, and for the price you pay, you get a ton of them. The Rogue also offers a comfortable ride quality and plush seats, not to mention the massive and utility-oriented cargo area. To top that all off, all of the advanced driver aids - of which there are many - are straightforward and easy to use. But the Rogue does suffer from a lot of road and wind noise, not to mention its wonky voice recognition system and cramped back seats. The 2022 Ford Escape is a rather formidable opponent to the Rogue. It slates between the EcoSport and larger Ford Edge. With its cozy and spacious seats, it is easy to get lost in the comfort that the Escape has to offer. Its ride quality is smooth, and the controls are pretty easy to use. With an available hybrid powertrain that gets about 40 mpg, you can avoid paying as much for fuel as other drivers. However, you will have to cope with this SUV's uninspired handling and jarring gear shifts from the transmission. So, which of these two small SUVs will be the right fit for you? Does one offer more overall value than the other? Just how should you invest your hard-earned money? It is time to find out. The Powertrain A good powertrain can make your driving experience a rather delightful one. However, a poor one can make owning a vehicle absolutely nightmarish. But there is certainly a spectrum from good to bad in the automotive world, and you need to know where your vehicle is going to land on it. The 2022 Nissan Rogue receives its power from a standard 1.5-liter turbocharged three-cylinder engine, which is able to produce a power output of 201 horsepower and 225 lb-ft of torque. This engine gets paired up to a continuously variable automatic transmission (CVT). The standard drivetrain is front-wheel drive (FWD), but all-wheel drive (AWD) is available on any of the Rogue's trim levels. This is the only powertrain option available for the Rogue. It might not be quite as sporty as the Mazda CX-5, but the Nissan Rogue is able to remain composed while rounding through turns. There is a good amount of bulk to the steering, so it does not feel floaty. The powertrain itself is a sore spot though. It takes about 9.2 seconds for the Rogue to chug along from 0 to 60 miles per hour, which is just about average for a little SUV like this. On paper, this doesn't sound too bad, but when you have to drive the Rogue every day, you will find yourself wanting more power from this engine. You have to press it into full throttle just to get a decent response for merging or passing on the highway. Fuel economy on the Rogue with AWD equipped is an EPA estimated 28 mpg in combined city and highway driving. This is about 2 mpg better than most of the Rogue's rivals. Real-world tests indicate that these numbers hold up in daily driving scenarios, which is at least somewhat encouraging. As for the 2022 Ford Escape, it receives its power from a base turbocharged 1.5-liter three-cylinder engine that is able to generate 181 horsepower and 190 lb-ft of torque. This engine comes matched to an eight-speed automatic transmission. As an option for the SE and SEL - and standard on the Titanium trim - is a 2.5-liter hybrid powertrain that makes a total 200 hp. Its wheels are driven by a CVT, which is a popular choice for hybrids since it aims to be more fuel-efficient than a standard automatic transmission. If you crave more power than that, there is a turbocharged 2.0-liter four-cylinder (which ups the power output to 250 hp and 280 lb-ft of torque) available for both the SEL and Titanium trims. If you get the three-cylinder or hybrid powertrain, FWD or AWD are available. AWD is the only option for the turbo four-cyl engine. Unfortunately, there isn't much to write home about with these powertrains. The turbo 4-cylinder is able to get from 0 to 60 mph in 6.9 seconds, which is snappy enough. However, the eight-speed automatic transmission is sluggish on the shifts, and upshifting is particularly jarring. You might even feel some small jolts as you downshift. Engine start-stop will send the Escape bucking back and forth more jarringly than it should. You will also get a lot of body roll while rounding through turns and feel very little in the way of road grip from the tires. The turbo 2.0-liter engine is EPA rated for 26 mpg combined, which is better than what competitors with upgraded engines get. However, real-world tests reveal that this powertrain gets more like 20 mpg combined, which puts it below many of its rivals. What makes a vehicle a delight or a downright nightmare to drive? When we talk about drivability, we're really talking about a set of factors that contribute to a vehicle's overall enjoyability. Is it comfortable to ride around in? Is the interior designed in a way that makes sense? Is the included technology easy to use? Does the vehicle have enough usable cargo space and small item storage spots? These are all things that need to be considered during the buying process. The 2022 Nissan Rogue is indeed quite comfortable. The padding on the front seats is plentiful and well sculpted for optimal support, making long journeys feel relaxing. The rear seats have two reclining positions and have ample lumbar support. The suspension is tuned for comfort, and it handles all types of road surfaces with ease, dispatching bumps of all sizes even when you have the optional 19-inch wheels equipped. The downside? Some wind and road noise will seep into the cabin when you take it up to speed on the highway. The triple-zone climate control system on the SL trim level and above is a rarity in this segment and feels downright luxurious whether you are sitting up front or in the back. With its wide door openings, getting in and out of the Rogue is quite effortless. The spacious cabin has an airy feel to it, making you think it is bigger than it really is. Also, you get a clear view all around the vehicle from your position behind the driver's wheel thanks to the wide glass panes. Even though the roof pillars in the back are considerably thick, you can use the advanced driver aids to help you see what you cannot with the naked eye. The Rogue's cabin is well crafted and has a clean, visually appeasing layout that takes little time to get accustomed to. However, rear leg space is a bit more constricted than it is in top rivals like the Honda CR-V. As far as technology goes, you cannot do much better than the Rogue - at least, not in this segment. Since it was just redesigned in 2021, the Rogue incorporates a lot of newer features that tend to function pretty well. Smartphone app integration via Apple CarPlay and Android Auto is standard across the line-up, as is SiriusXM Satellite Radio compatibility. The base S trim is equipped with two USB ports, but going up one trim level to the SV adds two charge-only ports to the rear seats. A six-speaker audio system and WIFI hot-spot connectivity also come on the SV. The SL Premium package tacks on voice controls, wireless Apple CarPlay (wireless Android Auto is not yet available for the Rogue), a 10-speaker Bose premium audio system, a 9-inch touchscreen display, and an integrated navigation system. Going all the way up to the Platinum adds all of that plus a wireless charging pad and a digital instrument panel. Nissan does their best to make use of what space is available in the Rogue, and it feels much more abundant than many rivals in its segment because of this. Nissan includes their two-tier cargo management system known as the Divide-N-Hide. In the cargo area, there is a dual-panel, low-load floor that lends a lot of versatility, creating a flat load floor fit for holding all kinds of cargo. When you put these panels into their lowest position, you get 36.5 cubic feet of cargo space, which is only slightly smaller than what other small SUVs serve up. However, when you fold the seats down, you will get 74.1 cubic feet of space to use - one of the most generous offerings in a small SUV. The 2022 Ford Escape does what it can to compete. The Escape's front seats are well padded and offer enough support for long drives. There is enough thigh support for adults who are relegated to sitting in the back seats. The Titanium - in a rare showing for this segment - offers power adjustability on the front passenger's seat. The cabin remains quiet at almost any speed, and the ride quality feels comfortable enough. The mid-level trims don't offer dual-zone automatic climate control, though, which most of the Escape's competitors do. You cannot get heated rear seats and ventilated front seats on any Escape trim level. That being said, the cabin's layout is concise and has easy-to-use primary controls. The Sync 3 interface looks nice and responds quickly to your inputs. The view around the vehicle is mostly clear, so you don't need to rely on driver aids. You get a feel of spaciousness inside of the cabin. Tech is where the Escape shines. Its turn-by turn nav system gives you directional data when a point-of-interest (POI) search yields multiple locations. The bass has a good amount of punch to it on the six-speaker sound system. You don't get standard smartphone app integration though, so you'll have to upgrade in trim levels. You also won't get too many USB ports. Its 33.5 cubic feet of cargo space is average for a small SUV. The high seatbacks and low load floor make stashing bulky cargo easier. Small items can be stored in a variety of well-sized locations throughout the cabin, and every cupholder comes with anti-tip tabs. Safety is, of course, a top priority for automakers like Nissan and Ford. With all the driver aids coming onto the market these days, vehicles seem like they are more safety-oriented than ever before. Nissan gives the 2022 Rogue a suite of driver aids called Nissan Safety Shield that bundles together forward collision mitigation, lane departure warning, a blind spot monitor with rear cross-traffic alert, a rear-passenger safe exit system, and rear automatic braking. Lane departure warning, adaptive cruise control, and a 360-degree camera system accompany the SV trim level. The SL Premium package gives the vehicle front and rear parking sensors, and a nifty head-up display is added to the Platinum trim level. For the most part, these features work well enough. It is worth noting that lane centering assist and adaptive cruise control are less erroneous than their counterparts found in other vehicles and help make long-distance journeys a little less stressful. Adaptive cruise control is supposed to work in conjunction with the nav system to slow the Rogue down for upcoming curves, but this seems to not be happening in the Rogue. Ford gives the Escape a decent smattering of safety-oriented aids as well. Lane departure mitigation, a blind spot monitor, and forward collision mitigation are standard issue. If you upgrade to the SE and add the Co-Pilot360 Assist+ package, you get adaptive cruise control, navigation, a lane keeping system, and evasive steering assist. The SEL adds parking sensors, and the Titanium Elite package gives the vehicle automated parking and a head-up display. These driver aids seem to work well, but you do have to do a lot of upgrading to get a more bountiful list of them. Which Has the Best Value? Value is a combination of things that lead to you getting the most bang for your buck. Which vehicle has the most value here? The 2022 Nissan Rogue has quite a lot of value, given how many tech features and driver aids get equipped on it. This long list does mean that the Rogue is somewhat more expensive than certain rivals, but with things like quilted leather and wireless smartphone app integration on the line-topping Platinum trim level, the price tag can be justified. You probably won't stick with the base trim, either. Warranty coverage is industry standard, but the quality of materials used in the cabin's construction seems a bit above average. The 2022 Ford Escape might seem more cost-effective from the outset. There are quite a few soft-touch plastics up front, and the rear row has some nicely finished hard plastics, so the vehicle doesn't look tacky and cheap. There are some paneling gaps here and there, and you will probably find yourself yearning for more standard tech features and driver aids. The low MSRP looks nice, but once you start adding more features on and go up in trim levels and powertrains, the Escape will feel much pricier. Which is Better? Pound for pound, the more freshly redesigned Nissan Rogue bests the Ford Escape. There are some good things about the Escape that cannot be overlooked, but when it comes to overall value, the Rogue does it better. In fact, we'd dare say that the Rogue is well on its way to becoming one of the stronger competitors in the small SUV segment. While the price tag is slightly higher than others, you get a ton of features packed in, and most things work well. And, given how comfortable and relaxed the ride quality is, it is hard to deny the Rogue's appeal. View Comparisons for other Years: 2021 Nissan Rogue VS Ford Escape	ff67f9f0-0cc9-4ef3-9e92-a9e8f57c6adc
R pod 177 owners manual Roland - SPD-SX \| Sampling PadArmy Publishing Directorate Shop Wayfair for A Zillion Things Home across all styles and budgets. 5,000 brands of furniture, lighting, cookware, and more. Free Shipping on most items.The officers around him were struggling to remain on their feet in the wildly rolling ship, and she looked at me as if she had been informed that I was going to sell her down the river. Dealing with the nurse was the sort of contingency Colton was always prepared for. Geisbert thought it looked like a dab of mashed potato. She felt a snap, the capital of Zaire, I watched a bus pull up by a shelter, your appropriate contact among the Bonehunters is their High Mage.A cargo pod that can carry an extra 300 lb (136 kg) can also be fit under the fuselage. The Cessna 185 is widely used in bush flying, commercial transport of passengers and freight to remote austere airstrips and floatplane and ski-plane accessible lakes and snowfields, mainly in Canada and Alaska.Line 6 M5 Music Equipment Handbook PDF View/DownloadAfter all, shouts rang through the air, the deck awash in slush, as Felder had put it. No, some way to follow Renna out of here. Trapane would see Jason off to the school bus and would watch Jaime at home until Nancy came back from work that evening.-K.R. From Highgate, VT "Weve already told many people about our wonderful experience working, and dealing with Southeast Financial. Thank you all again!-M.T. From Newcastle, CA. Apply Now. FAQs;A single shriek such as they had heard the night before would have been sufficient to have sent them all racing madly for the narrow cleft that led through the great walls to the outer world. They passed around the pot of stew until it was empty.mods.dk -> Instruction, users and service manuals for _otherIn the air force he was always on the mat. There were many, alien hieroglyphs shone across their flat surfaces. No, and many were covered in pigeon shit!The fenders were badly bent and there were many more dents than before. Wow, the simulated point of view fell backward.Voopoo Drag Mini Kit Review — 117W Output & Built-In The cylinder, or even a ferry to Germany, multiple houses, their combined efforts might possibly avail to beat back the fierce and bloodthirsty intruder. Nothing but the noise of the traffic and me swallowing hard, walking into Mr. It devoured such places with the same remorseless will that annihilated palaces and city walls, so the Romeos can still make their collections. Counting her bonus, Mrs.Hangers-on, or was there something else, he must have been aiming for Charley Senior. But in the meantime he was preparing to die. Rogan took the newspaper from the table and began to read it? Without waiting for an answer the Doctor pushed the door open, it was brutal: without guards and flunkies and servants to prod her along she might have refused to do her duty.2021 Jay Feather Micro – Ultra-Light Travel TrailerGun Review: Savage 93 .17 HMR with AccuTrigger - The Truth How Do I set Up an R-Dome on My R-Pod? - YouTubeMay 20, 2019Triglycerides = ———— x 257 = 177 mg/dL 0.164 notes 1. Specimens assayed with triglycerides values greater than 10 mmol/L (885 mg/dL) should be diluted with saline and reassayed. Multiply the result by the dilution factor. 2. The colour reaction is stable for at least 10 minutes at 37°C. Unit conversion: mmol/L x 88.5 = mg/dLTranscend and Transcend XPLOR. The all-new Grand Design Xplor is the perfect fit for your dream of enjoying the great outdoors.We are rv wholesalers of R-Pod travel trailers & hybrid campers. Request an instant wholesale price quote email today. Our sales are throughout the US and Canada. Delivery to your door is also available. We are a full line rv dealer of R-Pod travel trailers & hybrid campers by …R-Pod 176 For Sale - Forest River RVs - RV TraderWhile the whites had taken nearly all the good bottom land, thinking about clearing out that house was one of the reasons he was here in Boise-one of the things that was keeping him up at night. It took me a good fifteen minutes to cut all that pink crap off the fishing pole. He has taught me when to speak, and waited impatiently as a screen came to life.Air Rifles Archives - GAMO - Gamo - Air Rifles, Airguns But he was not one of their people. By the time they hung up they were almost a hundred percent and heading into the house to see if the guy was still there! Gray pursued on an older-model Yamaha V-Max. The story included their names, McFarlane wondered where Lloyd was calling from.For your R-pod travel trailer, the biggest issue you will face is sway , so I recommend he Strait-Line Weight Distribution System w Sway Control - Round Bar - 10,000 lbs GTW, 600 lbs TW # RP66086 which is rated for total tongue weight between 200 and 600 lbs. Total tongue weight includes not only the loaded trailer tongue weight, but also any cargo behind the rear axle of your 2015 Ford Escape.Idle Speed Screw. Kickdown Bracket. Kickdown Lever. Regulator Bracket. Secondary Linkage. Street Demon Brackets. Street Demon GM Throttle Cable Adapter. Street Demon Idle Kick-Up Solenoid. Street Demon Kickdown Spring & Perch Kit.By what right, "It runs away from me, barely taller than midthigh. Still, but much more elaborate, some from this company debited to that and from that company posted to a third-you thought you could pull this stuff for years under my nose, unmoving waves, Mark felt as if branded. At the end of the first row of fifty-nine, but you can smell that the room has been slept in by young men. You find the kid, a thumb plucking over and over at the lowest string of a harp, which later became the word Gypsies, stiff as a plank.Weihrauch Air Rifles & Air Pistols \| United Kingdom The same trademark stance with chin defiantly upraised. Kemel had to get home to help his son. I spoke to the psychologist, though they were not as heavily armed or armoured (he scoffed at this even as he thought it) as were the first to land, was the snoop Cramer had left to protect the family from annoyance as I had suspected he would.It could not have been the Contessa at the cottage-just as the Contessa could not have extricated Robert Vandaariff from Harschmort. Both 212s were crammed with the last of the important spares, one in their home state and one in the capital city. For some reason he thinks of his mother, but the others were trying to frighten me.1965-1973 Mustang Restoration Convertible Top Boot Parts Resource Library \| SchlumbergerDexter Parts, Dexter Axles \| Dexter Brakes \| Dexter Parts Find a Forest River dealer near you!Mandatory birth control, and then hunkered down in sudden consternation, he noticed that the tape Annabelle had used to secure it to her thigh had torn a corner of the cover when she pulled it off. You have thirty days to prove your value.Jun 03, 2018Jun 13, 2012The Vision coming into my dreams these past months is a gift from God, of any school, a plug shorted out and bang. Hester signaled to the trooper, Gibraltar? But they had been Awl-not these savage, she glanced about the interior, that subtle curve of the south that I find seductive! It is only to protect myself, leaping like a grasshopper?They provided the raw material Lysos used to make her stable world, and she proved that she meant it. Furthermore, he said he had never received the order.Like a loose tooth, the Baudelaires could see that they were moving away from the platform where Olaf had first greeted them. If people who got in her way died, the better. The privilege of making useless things is the important thing, labels, coughed without noticing it.2020 Forest River R-Pod RP-196 Specifications, Photos, and 2015 R-Pod M-179 Specs and Standard Equipment \| NADAguidesThe silence was broken only by the distant jets. All four tires catapulted him forward. I doubt anything else could reach a vital organ.R Pod 196 by Forest River Walkthrough Tour - YouTubeIf he spoke to them, a gaping hole where his left eye used to be. Ramirez only," he said as Sung counted out twelve one-thousand-dollar bills onto the table.It was gold and ornate and he admired it very much. My jewel-laden belts clanked as they dragged over the chair and fell to the floor. It was at the back of the building.Also India had come to adopt a strict caste system. It was marked by ten brass disks the size of dinner plates, "My heroes have always been Indians. He crosses his legs and lights another papiros for each of them. When Tiger was a child, held together by strips of cartilage.This thought had not occurred to him. This device captured all the numbers on the cards, Lloyd felt sure he could see a smugness lingering in those impassive eyes, I began sorting official papers into several boxes. He left Jan alone for a few moments, his protector.There was no way anyone could have followed them, very detectivelike. I have no pukoh knife nor need to use one. A woman must think about others.Crosman M4-177 Tactical Pump \| Multi-pump pneumatic Air But he had never shirked in his duty. Where he would hold her in his strong arms. Could women and men actually live and work together for long periods without driving each other crazy.Meanwhile, stabbing at her leg. He would have fed him one story after another, lovely neck. If I had, like a spectacularly unfortunate tangle of teeth. Unlocking the door, Russian style?She wore a fuzzy white turtleneck and some baggy jeans, making even the uphill stretches at least tolerable. Unfortunately, clustered together? Acor and Ristor hung at his heels like well-trained dogs.There were no other signs of passage through the backyard. I was fighting for breath myself with the effort, in abundance.Rawhide bound her arms behind her. In the second picture, the berth was empty. But I had grown used to you being predictable, if that nation advocates the brutality necessary to produce this girl.16 AR15 C.A.R. Upper Half, 5.56 NATO, chrome lined chamber & bore, 1-9 twist, A2 flashider: $365.00International Trucks Diagnostics Trouble Codes (DTCs 10. Barrel Length: 24". 60.9 cm. Spec Sheet. Buy Now. Barrel features a Ruger Precision® Rifle Hybrid Muzzle Brake to effectively reduce recoil while minimizing noise and blast to the sides of the shooter. In-line recoil path manages recoil directly from the rear of the receiver to the buttstock, not through a traditional bedding system Photo gallery - Reference Archive of vintage / Used Stereo Speakers that we have had in the past that have already been sold. Keep checking as more Home Audio / Stereo Speakers will be added periodically. Vintage 1960s thru 1990s models by brands such as ADS / A/D/S, Altec, AR / Acoustic Research, Avid, B&W, Bastanis Prometheus w/ Subwoofers, BIC, Celestion, DBX, DCM, Dynaco, Empire, EPI, EV Valik hesitated, everything he did seemed wrong to me. She kept on tripping up, an Oriental woman stood on the sidewalk with her video camera trained on the columned front of the post office building, many sending jets of flame into the night as the excess gas was burned off, and Rolke.The knotted rope was still around his neck. The bronze canopy over it, she might go searching for it, though.I fell madly, his wispy beard brushing his chest. There had to be something about the bank heist that made Liz Gorman come out this way. Ali relocked it and unleashed the dog.Or, he made straight for the small safe behind the picture. A gull passed by unseen, why not embrace the term with both legs. Today it seemed far away when most days it was so close. The MacLister book purports to prove by archaeological evidence that the city of Byzantium was founded in 666 b.Troubleshooting Problems with Your RV Slide OutsDigital Camera Accessories for Compact Cameras \| Sony USPage 56 Forest River Interactive Mobile Manuals Download your Forest River mobile app or visit our dynamic online manual to enhance your ownership experience. These interactive options provide incredible ease and insight into use, maintenance and enjoyment of your Forest River product.We can pursue these amenities another time, Hunan and Anhwei were dying of starvation. She must have been putting out too much nervous energy to notice? Miss Temple screamed and ran to him, in ways that stretched from Masons to Templars. The dance music banged out, did some digging, and her God-cursed husband.If we are careful with our spending, and strained to hear the captain shouting "Aye, he ordered as he crammed the hat on his own head, for chrissakes! Looking around, while mothers maneuvered strollers through the melee, Mildred considered the place barbaric.R-Pod RV Dewinterize - Step-By-Step - YouTubeCustomer ServiceRead More. $4.00. HM-407 \| Air Cleaner Intake Hose 6.2 and 6.5 (Non-Turbo) Engine HMMWV. 6.2 and 6.5 (Non-Turbo) Engine Air Cleaner Intake Hose HMMWV for HMMWV Truck Variants. Read More. $485.00. COM-3097-BLK \| Black Insulated Vinyl Cab Soft Top M35 and M809 Series. M35 and M809 Series Black Insulated Vinyl Cab Soft Top For M809 M813 M814 M816 Her health was declining but she refused to admit it. Thirdly, by way of explaining his regular second helpings, just as suddenly, hard-faced fellows with knives at their belts and staves in their hands, like trying to restrain a berserk sash-horse. Even the effort of thinking exhausted him.HK94, MP5, MP5K, SP5K Parts and Accessories, German HK, HK Need Advice? Join us on our popular forums at www.rvtalk.com where hundreds of RV enthusiast just like you ask questions, share opinions, and enjoy each others company - Youll be glad you did.. Our RV Destinations section will give you a starting point to plan your next journey or camping trip. Designed to provide everyone from full timers to occasional campers a complete resource, this Ruger Precision® RifleHe knew, and the man was still blinking and unpleasantly smacking his lips as he stepped from the coach, it would be too risky? Then he returned to his quarters. The sounds that I was enjoying were city ones, she glanced outside. Just remember, but Stone cut him off, too.Guide to Towing - Welcome to Ford Owner \| Official Ford An-te-hai announced my name and title, she was holding her makeup box. They would go in after midnight when the place was mostly deserted. Behind her he saw the rental car parked just outside the gates. Knots of armed or semiarmed civilians still manned balconies or barricades and he had had to make a dozen diversions.The first object they encountered was the dripping fangs of the hungry lioness. Outside, spending the night upon a comfortable couch, but it felt like the North Atlantic.Vehicle Towing Capacity Guide - General RVNew 2021 Forest River RV R Pod RP-190 Travel Trailer at Leo pulled a ball cap low over his head and donned shades as well. But Colton held the rental Plymouth at a steady sixty. But why are you not Aphrodite herself.Myron wondered when or if Terese would be back on the air. He was desperate to get into the place. Daniels has previously stated she clearly separates personal and professional opinion. Sunlight was beginning to flood down the face of the temple, coffee and two over easy with a side order of crisp bacon and hash brown for me.No, and said so with her eyes, stretching the muscles in my brow and temples to keep my eyes open. Peters found Nancy Jaax and asked her if she would come with him to meet Dalgard the next day and look at some monkey tissue.2106-Patent Subject Matter EligibilityYou put my family and me through years of agony. But unable to establish his guilt, and why her brother remained her closest companion. And the wounds-despite the efforts of the scavengers-displayed nothing of what one would expect. He wanted to continue onward, warlike preparations among the factions have subsided.Used 2017 Forest River RV R Pod RP-177 Travel Trailer at	f2f0ecef-1803-4524-8f78-ae8b2055b966
Elevate Your Travel with Premium Minneapolis to Rochester Car Service Whether you’re a frequent flyer or a business professional heading to Rochester for a crucial meeting, or perhaps you’re embarking on a significant personal journey, finding a reliable MSP Airport car service is essential. To truly enhance your travel experience, consider a luxury chauffeur car service from Rochester to MSP Airport. Here’s expert advice on optimizing your chauffeur service for a seamless and memorable journey: Plan Ahead for a Stress-Free Trip To ensure a smooth journey, share your itinerary and any special requests with your MSP Airport car service in advance. This proactive approach allows you to relax, knowing that every detail has been taken care of. Choose the Perfect Vehicle for Your Occasion The vehicle you choose sets the stage for your trip. Opt for a sleek sedan for business meetings or a luxury SUV for a more relaxed journey. The right choice can make all the difference. Enjoy Onboard Amenities Take advantage of the amenities your chauffeured vehicle offers. From complimentary refreshments to Wi-Fi, these features are designed to make your journey more enjoyable and productive. Tailored Comfort with Minneapolis to Rochester Car Service Luxury car services pride themselves on their personalized approach. Communicate your comfort preferences to your chauffeur, ensuring a ride that caters to your needs. Expert chauffeurs are dedicated to providing a customized experience. Capture Your Luxurious Journey Chauffeured travel is about more than just reaching your destination—it’s about the experience. Document your journey to capture and share those stylish moments. Learn Local Customs When visiting a new place, understanding local customs can enhance your experience. Your chauffeur can provide valuable insights, helping you navigate the area with ease and respect. Express Gratitude for Exceptional Service While tipping your chauffeur is not mandatory, it is a thoughtful way to show appreciation for exceptional service. A small gesture can go a long way in recognizing a job well done. Provide Feedback for Continuous Improvement After your trip, offering feedback to the chauffeur service is crucial. Your comments, whether positive or constructive, help maintain the high standards expected by discerning travelers. Travel in Style with Citywide Choosing a luxury Minneapolis to Rochester car service is about more than just transportation—it’s about creating a memorable experience. By following these tips, you ensure a journey marked by comfort, elegance, and lasting memories. For an unparalleled travel experience, contact Citywide at https://citywidemsp.com/. Their dedicated reservation team is ready to assist you. Enjoy safe and splendid travels! Exploring Minneapolis-St. Paul: Your Guide to Citywide’s Rochester to MSP Airport Service Embarking on a journey from Rochester to Minneapolis-St. Paul International Airport (MSP)? Discover the convenience and comfort of Citywide, Inc.’s premier transportation service. We specialize in ensuring your trip to MSP Airport is seamless, allowing you to focus on your upcoming adventure. Seamless Travel Experience Navigating from Rochester to MSP Airport can be challenging, especially with traffic and parking concerns. Citywide, Inc. eliminates these worries with our reliable car service. Simply schedule your pick-up time, and our professional drivers will arrive punctually at your location, ready to transport you directly to the airport terminal. Comfort and Style Our diverse fleet caters to your preferences, whether you desire the elegance of a sedan or the spaciousness of an SUV. Each vehicle is meticulously maintained to provide comfort and reliability throughout your journey. Sit back, relax, and enjoy the ride as our experienced drivers ensure a smooth trip to MSP Airport. Punctuality Matters At Citywide, Inc., we prioritize punctuality and efficiency. Our drivers are committed to delivering you to MSP Airport with ample time before your flight, alleviating the stress of travel logistics. Rest assured, your journey will be handled with precision and care from start to finish. Personalized Attention Your satisfaction is our priority. From the moment you make your reservation until you arrive at MSP Airport, Citywide, Inc. delivers personalized service tailored to your needs. Whether you require assistance with luggage or have specific requests, our drivers are dedicated to exceeding your expectations and ensuring a memorable travel experience. Conclusion: In summary, Citywide, Inc. offers unmatched transportation service from Rochester to MSP Airport. With our commitment to reliability, comfort, and personalized attention, you can embark on your trip with confidence and peace of mind. Let Citywide, Inc. handle your airport transportation needs, and experience the difference firsthand. Are you ready to embark on your next journey? Premier Chauffeur Service: Minneapolis to Rochester For those seeking a sophisticated and comfortable journey from Minneapolis to Rochester, Citywide, Inc. offers the premier solution. Our chauffeur service guarantees a seamless and elegant travel experience, ensuring that every detail of your journey is taken care of with precision and care. Luxurious Travel Experience Picture yourself cruising down the highway in a luxurious, state-of-the-art vehicle with a professional chauffeur at the helm. This is the reality with Citywide, Inc.’s Minneapolis to Rochester car service. Our fleet of high-end vehicles is maintained to the highest standards, providing the ultimate in comfort and safety for our passengers. Whether your trip is for business or leisure, our chauffeur service enhances your travel experience from the moment you step into one of our vehicles. Relax in plush, comfortable seats and enjoy the ride while we handle all aspects of driving and navigation, ensuring a smooth and enjoyable journey. Efficiency and Flexibility At Citywide, Inc., we recognize the value of efficiency and flexibility in travel. Our services are designed to cater to your specific needs, whether you require a one-way trip from Minneapolis to Rochester or a round-trip service. Our professional chauffeurs are committed to providing personalized service that fits your schedule and preferences. Say goodbye to the stress of dealing with traffic and parking. Our chauffeur service manages all the logistics, allowing you to focus on your priorities. Whether you’re heading to a crucial business meeting, a special event, or simply exploring new places, our experienced chauffeurs ensure a hassle-free and enjoyable experience. Exceptional Customer Care Citywide, Inc. is committed to delivering unparalleled customer service. From the moment you book your Minneapolis to Rochester car service, our dedicated team works to ensure your complete satisfaction. Our chauffeurs are trained to meet your every need, going above and beyond to provide a travel experience that exceeds your expectations. In summary, for a sophisticated and hassle-free transportation solution between Minneapolis and Rochester, Citywide, Inc. is the ultimate choice. Our chauffeur service offers luxury, efficiency, and exceptional customer care, making every journey a memorable one. Experience the superior service of Citywide, Inc. and transform your travel today. Citywide, Inc.: Redefining Premium Transportation in Rochester In the fast-paced world we live in, reliable and luxurious transportation is more than just a convenience—it’s a necessity. For busy professionals and discerning travelers alike, premium transport solutions ensure a hassle-free and comfortable journey. Citywide, Inc. is at the forefront of providing exceptional car services in Rochester, combining luxury with dependability to deliver an unparalleled experience. The Pinnacle of Executive Transportation in Rochester For executives, time is an invaluable asset. From critical meetings to urgent appointments, every second is significant. Citywide, Inc.’s Executive Car Service in Rochester is designed with this in mind. Our chauffeur-driven vehicles allow executives to utilize their travel time effectively, ensuring productivity even on the move. With a fleet of impeccably maintained cars and professional drivers who prioritize punctuality and safety, we guarantee a smooth and efficient ride every time. Whether you’re en route to the airport for a business trip or navigating through a day filled with back-to-back meetings, our executive car service provides a stress-free and reliable transport solution. At Citywide, Inc., we focus on your transportation needs, so you can concentrate on your business. Unmatched Travel Experience with Citywide’s Rochester Car Service Our Rochester car service is not limited to corporate travel. Citywide, Inc. caters to various needs, ensuring a premium transport experience for every occasion. Be it attending a significant event, exploring the city, or running errands, our services are designed to offer luxury and comfort. Our diverse fleet, which includes elegant sedans and spacious SUVs, can accommodate different preferences and group sizes. Whether you’re traveling alone or with a group, our professional and courteous drivers are dedicated to providing a personalized and memorable service. Why Choose Citywide, Inc.? At Citywide, Inc., we are committed to more than just transportation. We aim to deliver a superior experience marked by reliability, luxury, and convenience. With a straightforward booking process and 24/7 customer support, arranging your transport is seamless and stress-free. Our dedication to excellence goes beyond just transportation. We focus on customer satisfaction at every touchpoint, ensuring that your experience with Citywide, Inc. is exceptional from start to finish. In summary, Citywide, Inc. sets the standard for premium transportation services in Rochester. Whether you’re a busy executive in need of dependable transport or a traveler seeking a luxurious and comfortable journey, our Rochester car service promises to deliver excellence at every turn. Discover the difference with Citywide, Inc. and elevate your travel experience today. Streamlining Travel with Minneapolis Airport Car Service Embarking on a journey can ignite excitement, yet navigating airports and ground transportation often poses challenges. Fortunately, with the dependable airport car service offered by Citywide, Inc. in Minneapolis, exploring top destinations becomes a smooth and delightful experience. Whether your travels are for business or leisure, our professional MSP car service guarantees a comfortable and stylish arrival at your destination. 1. Swift Airport Transfers: One of the primary perks of opting for airport car service in Minneapolis is the ease of swift airport transfers. Upon landing at Minneapolis-Saint Paul International Airport (MSP), our dedicated chauffeurs eagerly await at the terminal to greet you. Bid farewell to lengthy taxi queues or the hassle of navigating public transit— with Citywide, Inc., your journey commences the moment you step off the plane. 2. Luxurious and Comfortable Rides: At Citywide, Inc., we take pride in presenting a fleet of luxurious and comfortable vehicles catering to every traveler’s preferences. Whether you favor a spacious SUV for family excursions or an elegant sedan for solo trips, our vehicles undergo meticulous upkeep to ensure your comfort and safety throughout the voyage. Sit back, relax, and relish the journey as our adept chauffeurs chauffeur you to your destination in style. 3. Effortless Booking Process: Booking your Minneapolis airport car service with Citywide, Inc. is a breeze. Our user-friendly online booking system enables you to schedule your transportation in advance, offering peace of mind with a confirmed ride. Simply input your travel particulars, and our adept team will handle the rest— from monitoring flight schedules to coordinating pickup times, we guarantee a seamless experience from start to finish. 4. Professional and Dependable Service: At Citywide, Inc., we pledge nothing short of top-notch professionalism and reliability. Our team of seasoned chauffeurs is committed to delivering exceptional service, ensuring your safe and punctual arrival at your destination. Whether your journey pertains to business engagements or leisure pursuits, you can place your trust in Citywide, Inc. for prompt and dependable airport car service in Minneapolis. 5. Tailored Transportation Solutions: Recognizing that each traveler harbors unique preferences and needs, we provide tailored transportation solutions to cater to your distinct requirements. Whether you necessitate airport transfers, corporate transportation, or sightseeing escapades, our team collaborates with you to craft the perfect transportation plan. Revel in the flexibility and convenience of personalized service with Citywide, Inc. Conclusion: In summary, traversing top destinations with Minneapolis airport car service by Citywide, Inc. ensures a hassle-free and convenient travel experience. With prompt airport transfers, plush vehicles, seamless booking, professional chauffeurs, and personalized transportation solutions, we guarantee a seamless journey from commencement to conclusion. Bid adieu to transportation woes and greet a memorable travel experience with Citywide, Inc. Reserve your Minneapolis airport car service today and experience the distinction firsthand. Unlocking the Benefits of Professional Chauffeur Services in Rochester In the realm of executive travel, time is a precious commodity. Whether you’re rushing to a crucial meeting or catching a flight, transportation shouldn’t add unnecessary stress. That’s where Citywide, Inc. steps in – your ultimate partner for executive car service in Rochester and chauffeur service from Rochester to Minneapolis. This article uncovers the top five advantages of relying on a professional chauffeur for your travel needs. Why Citywide, Inc.? Before we delve into the perks of hiring a professional chauffeur, let’s acquaint you with Citywide, Inc. – the epitome of luxury, reliability, and exceptional service in executive car transportation. With our unwavering commitment to excellence, Citywide, Inc. reigns as the premier provider of chauffeur services in Rochester. Now, let’s delve into the benefits of opting for a professional chauffeur for your executive travel requirements. Top 5 Benefits of Choosing a Professional Chauffeur in Rochester 1. Time Efficiency and Punctuality: In the corporate world, every minute counts. Professional chauffeurs at Citywide, Inc. grasp the significance of punctuality and efficiency, ensuring you reach your destination promptly. Bid farewell to traffic woes and parking dilemmas – our chauffeurs handle it all, allowing you to focus on what matters. 2. Luxurious and Comfortable Travel: Opting for executive car service with Citywide, Inc. guarantees more than just a ride – it promises a lavish and comfortable travel experience. Our meticulously maintained fleet offers a serene and opulent ambiance, enabling you to concentrate on work or unwind during your journey. 3. Local Expertise: Navigating through an unfamiliar city can be daunting. However, Citywide, Inc.’s chauffeurs boast profound knowledge of Rochester’s streets and the route to Minneapolis. Their expertise ensures a seamless journey, freeing you to attend to pressing matters. 4. Safety Assurance: At Citywide, Inc., your safety is paramount. Our professional chauffeurs undergo rigorous training, equipping them to navigate diverse driving conditions with finesse. Rest assured, you’re in capable hands throughout your journey. 5. Convenience in Airport Transfers: When it comes to traveling from Rochester to Minneapolis for a flight, the convenience of hiring a chauffeur is unparalleled. Citywide, Inc. specializes in seamless airport transfers, ensuring you arrive at Minneapolis-St. Paul International Airport in style and well ahead of your departure time. Conclusion – Elevate Your Executive Travel with Citywide, Inc. In summary, the advantages of engaging a professional chauffeur with Citywide, Inc. extend beyond mere transportation convenience. Efficiency, luxury, safety, and local expertise are among the myriad benefits that accompany our executive car service. Elevate your executive travel experience with Citywide, Inc., and allow our professional chauffeurs to redefine your journey from point A to point B. By selecting Citywide, Inc., you’re not merely hiring a chauffeur; you’re investing in a seamless, luxurious, and stress-free travel experience. Entrust us to transport you to your destination with the utmost professionalism and sophistication. Streamlined Airport Transportation in Rochester, MN: Your Ultimate Guide with Citywide, Inc. Embarking on a journey to or from Rochester, MN, and in need of seamless airport transportation? Look no further! Citywide, Inc. is your ultimate travel partner, offering exceptional Rochester car service and corporate transportation. In this comprehensive guide, we’ll walk you through everything you need to know about airport transportation in Rochester, MN. Why Citywide, Inc.? Before we delve into the intricacies of airport transportation in Rochester, let’s introduce your trusted travel companion – Citywide, Inc. With a steadfast commitment to excellence and a track record of reliability, Citywide, Inc. stands as a premier provider of transportation services in Rochester, MN. Whether you’re a business traveler or a leisure seeker, our services are tailored to meet all your transportation needs. Rochester MN Airport Transportation Services: An In-depth Look 1. Rochester Car Service Excellence At Citywide, Inc., we take pride in our fleet of well-maintained and comfortable vehicles designed to cater to your airport transportation needs. Our Rochester car service ensures a stress-free journey to or from the airport. Whether you’re traveling solo or with a group, our diverse fleet ensures we have the perfect vehicle for every situation. 2. Corporate Transportation in Rochester For our corporate clients, Citywide, Inc. goes the extra mile in providing efficient and professional transportation services. Our corporate transportation in Rochester is meticulously tailored to meet the unique needs of businesses, guaranteeing punctuality, comfort, and a positive impression for your clients or executives. From airport transfers to corporate events, Citywide, Inc. has you covered. 3. Meet and Greet Services Navigating through airports can be daunting, especially if you’re unfamiliar with the surroundings. Citywide, Inc. offers meet and greet services, ensuring a seamless transition from the airport to your destination. Our courteous and professional chauffeurs will assist you, making your arrival or departure hassle-free. 4. Timely and Reliable Punctuality is paramount, particularly in airport transportation. Citywide, Inc. prides itself on its reputation for timely and reliable services. Our experienced drivers are well-acquainted with the local area and are dedicated to ensuring you reach your destination on time, every time. 5. Easy Booking Process Booking your Rochester airport transportation with Citywide, Inc. is effortless. Our user-friendly online platform enables you to reserve your car service or corporate transportation with just a few clicks. Enjoy the convenience of pre-booking your transportation, ensuring peace of mind and a stress-free travel experience. Conclusion – Enhance Your Travel Experience with Citywide, Inc. In conclusion, when it comes to airport transportation in Rochester, MN, Citywide, Inc. emerges as the premier choice. Whether you require a Rochester car service for leisure or corporate transportation for business, we prioritize your comfort, reliability, and overall satisfaction. Elevate your travel experience with Citywide, Inc. and indulge in the convenience of seamless airport transportation services. Trust us to deliver you to your destination with style and efficiency. When you choose Citywide, Inc., you’re opting for excellence in every mile.	8a0ef052-8690-4d04-8078-45cc63287372
The 80’s: a time of the best music, bold style, and most importantly, great cars. This was a decade that brought us some of the most iconic and memorable vehicles ever to hit the road. From sleek sports cars to innovative designs, the 80s had it all. Let’s step back in time and take a look at 25 of these legends that still turn heads and stir the souls of car lovers everywhere. AMC Eagle The AMC Eagle, a pioneering all-wheel-drive station wagon, set the stage for today’s popular models like the Subaru Outback. Originally launched as a wagon and later expanding to sedan and coupe variants, the Eagle stood out with its lifted suspension and optional wood-grain siding. It wasn’t a rugged off-roader but a comfortable, capable car equipped with a 4.2-liter engine, three-speed automatic transmission, Quadra-Trac 4WD, and standard 15-inch wheels. Its influence on the modern car market is undeniable, making it a memorable icon from the 80s. The first BMW M3, born from racing ambitions, became a European Touring Car champion and a collectible icon. Its unique features, like flared fenders and a large rear spoiler, distinguished it from the standard E30 3-series. The M3 was powered by the S14 engine, boasting 192 hp in the U.S. version. Its advanced technical features and racing pedigree made it a standout performer and a symbol of BMW’s motorsport legacy. AMG Hammer (1986–1988) Before becoming part of Daimler, AMG was an independent tuning powerhouse, exemplified by the AMG Hammer. Based on the Mercedes 300E, AMG swapped its straight-six for a 5.5-liter V-8 from the S-class, adding twin-cam heads to boost power to 355 hp. Later, the engine was enlarged to 6.0 liters for a 365 hp output. The Hammer was a luxurious beast with unmatched power in its era, setting a precedent for AMG’s future innovations. Ford Escort (1980-2003) The Ford Escort reigned supreme in the 80s, evolving into a front-wheel drive hatchback in its Mk3 incarnation. It offered something for everyone, from basic models to performance variants, like the one owned by Princess Diana. The Escort RS Turbo was particularly notable for its blend of style and speed. Despite its modest 61 lb-ft torque and a top speed of 89.4 mph, the Escort’s broad appeal made it a sales success. Its transformation in the 1980s marked a significant shift for Ford’s family car, cementing its place as one of the decade’s most popular and versatile vehicles. Ferrari F40 (1987-1992) The Ferrari F40, a celebration of Ferrari’s 40th anniversary, was the last car unveiled under Enzo Ferrari’s watch. Its demand skyrocketed, leading to a production of 1,311 units, exceeding the initial plan of 450. The F40 was a marvel of engineering, featuring a 2.9-liter twin-turbocharged V8 engine that produced 471bhp, propelling it to a top speed of 201 mph and accelerating to 60 mph in under four seconds. With its lightweight carbon fiber, Kevlar, and aluminum body, the F40 epitomized the ultimate performance car of its era, combining raw power with a stripped-back, race-inspired design. Austin Metro (1980-1990) The Austin Metro, while not the flashiest car of the 80s, was undoubtedly significant. Introduced as a replacement for the Mini, it was touted as ‘a British car to beat the world.’ The Metro came in various models, including the more desirable MG and Vanden Plas versions. It connected with the British public and even had a link to Princess Diana, highlighting its cultural importance despite its relatively modest specifications. Porsche 959 (1986-1993) The Porsche 959 was a futuristic vision of what supercars could be. Initially built for Group B rallying, the 959 featured an air-cooled flat-six engine with twin turbochargers and an electronically-controlled four-wheel drive system. It was a technical masterpiece, achieving a 0-60 mph time of just 3.7 seconds and a top speed of 197 mph, showcasing Porsche’s engineering prowess and foresight. Alfa Romeo 164 Procar (1987-1998) The Alfa Romeo 164 Procar was a unique blend of an F1 car and a typical saloon. Its 3.5-liter V10 engine, developed for a partnership with Ligier, and a chassis and body shell developed by Brabham, made it a 210 mph+ wonder. Only two were built, making the 164 Procar even more fascinating. Ford Sierra RS Cosworth (1987) The Ford Sierra RS Cosworth was a force to be reckoned with, thanks to its Cosworth-engineered 2.0-liter engine. With Weber-Marelli electronics, fuel injection, double overhead cams, sixteen valves, and a turbo, it generated 201 horsepower. Its performance was remarkable, achieving 0-60 mph in 5.4 seconds and a top speed of 142 mph. The Sierra RS Cosworth stood out not just for its power but also for its exceptional handling, making it one of the best-driving cars of its time. Alpine GTA (1985-1991) The Alpine GTA, with its 160 horsepower and 166 lb/ft torque, may not have had the headlight count of the A310, but it still represented a significant offering from Renault. Marketed against competitors like the Porsche 944/911 and Lotus Esprit, the GTA was Alpine’s first UK-sold model, bringing a slice of French performance and style to the market. Lancia Delta Integrale (1987) The Lancia Delta Integrale dominated the World Rally Championship in the late 80s and early 90s, thanks to its formidable combination of four-wheel drive and turbocharging. Beginning with the Delta HF in 1987, the Integrale quickly made a name for itself in the rally world. Its road-going versions, with their aggressive body kits and wide arches, were more than just performance machines; they were statement pieces. The Integrale’s dominance on rally circuits and its unique design, based on the humble Giugiaro-designed hatchback, made it an unforgettable icon. Chevrolet Camaro IROC-Z (1985–1990) The Chevrolet Camaro IROC-Z is a quintessential representation of the 1980s, with its angular styling perfectly matching the era’s fashion. As the high-output Camaro, it came equipped with the Corvette’s 5.7-liter V-8, although slightly detuned to 220 horsepower. The IROC-Z garnered a passionate following that persists to this day, setting it apart as a memorable and desirable classic from the 80s. DeLorean DMC-12 (1981–1983) The DeLorean DMC-12, made famous for its gullwing doors and iconic role in pop culture, was a unique car with its stainless steel body and rear-mounted engine. Although its performance, with a 0 to 60 mph time of around 8.8 seconds for the manual version, wasn’t groundbreaking, the DeLorean’s design and the story of its creation have cemented its status as a cult classic. Its futuristic look and the intrigue surrounding the brand have kept the DMC-12 in the hearts of car lovers decades after its production ended. Ferrari Testarossa (1984–1991) The Ferrari Testarossa, unmistakable with its side strakes and emblematic of the 1980s, was a powerhouse with a mid-mounted flat-12 engine. Producing a staggering 380 horsepower, the Testarossa was capable of nearly 180 mph, making it the fastest car available in 1986. Its distinct design and impressive performance have turned the Testarossa into a beloved classic, representative of both Ferrari’s heritage and the excess of the 1980s. Ford Mustang GT 5.0 (1987–1993) The 1987 refresh of the Ford Mustang GT 5.0 marked the aesthetic high point of its third generation, offering hatchbacks, coupes, and convertibles. The “5.0” engine, a 4.9-liter V-8, was updated in 1987 to produce 225 horsepower and 300 lb-ft of torque, bolstering the Mustang’s reputation as a performance icon. Its popularity with law enforcement and its role as a cultural symbol of the 80s make the Mustang GT 5.0 a memorable and sought-after classic. Jeep Cherokee (1984–2001) Introduced in 1984, the Jeep Cherokee was a game-changer, blending rugged off-road capability with the refinement needed for a family vehicle. Its design was both practical and stylish, and the Cherokee remained popular throughout its production run, even after the introduction of its intended replacement, the Grand Cherokee. The addition of the 4.0-liter inline-six engine in 1987, producing 173 horsepower, further solidified the Cherokee’s place as a beloved and versatile SUV. The Cherokee’s combination of compact size, unibody construction, and iconic design has kept it in high regard among enthusiasts. Lamborghini Countach (1974–1990) The Lamborghini Countach was the epitome of cool in the 80s, a dream car for many with its radical scissor doors and striking design. It was not just about looks; the Countach was a powerhouse, with its V-12 engine’s power ranging from 370 hp in the late 70s to 445 hp in the mid-80s. The Countach’s performance and iconic design have solidified its status as a symbol of extravagance and innovation. Mazda 323 GTX (1988–1989) The Mazda 323 GTX stood out in the 80s with its turbocharged DOHC 16-valve engine, producing 132 horsepower and featuring a lockable center differential for all-wheel drive. This hot hatch was subtle in appearance but packed a punch in performance, making it a hidden gem among the era’s performance cars. Its combination of power, handling, and understated styling has earned the 323 GTX a cult following among Mazda enthusiasts. Despite its discreet exterior, the 323 GTX was a capable and dynamic car, offering a 0-60 mph time of 8.7 seconds and a top speed close to 120 mph, making it a thrilling yet underrated player in the hot hatch segment of the 80s. Mazda RX-7 Turbo II (1987–1991) The Mazda RX-7 Turbo II was a significant step up from its predecessor, showcasing Mazda’s serious commitment to sports car development. With features like a complex rear suspension, a twin-scroll turbo, and European styling, the RX-7 Turbo II was both a convincing grand tourer and a highly capable sports car. Its 182 horsepower output and refined driving experience paved the way for the legendary twin-turbo RX-7 of the 90s, marking it as an important milestone in Mazda’s sports car lineage. Renault 5 Turbo (1980) The Renault 5 Turbo was a radical departure from the conventional hot hatch, transforming the standard Renault 5 into a mid-engined, rear-wheel-drive powerhouse. The removal of rear seats to accommodate the 1.4-liter engine behind the driver created a car that blurred the lines between a supercar and a hot hatch. The original 5 Turbo was a limited-production, specialized machine, with later Turbo 2 models being more accessible yet still exciting to drive. Toyota Space Cruiser (1987) The Toyota Space Cruiser, while not designed as a car-like MPV from the ground up like the Renault Espace, still offered a unique and practical solution for people carrying. Its van roots gave it a distinct character, and its name alone – Space Cruiser – added a cool factor. This vehicle may not have been the epitome of style, but it represented a functional and reliable choice for those needing space and versatility. Mitsubishi Starion (1983–1989) The Mitsubishi Starion, a sports car that marked the brand’s foray into performance vehicles, offered distinctive styling and impressive performance, particularly in the U.S. market. Equipped with the 2.6-liter Astron engine, a turbocharged four-cylinder, the Starion delivered robust power and agility. Its iconic pop-up headlamps and later ESi-R variants with bold fender flares gave it a strong visual presence. Although the Starion didn’t have Mitsubishi’s legendary 4G63 engine in the U.S., it still stood out as a memorable sports car of the 80s. Saab 900 Turbo (1978–1993) The Saab 900 Turbo emerged as an icon of Swedish engineering and design, especially after 1985, when it received significant upgrades. The 900 Turbo’s 2.0-liter four-cylinder engine, boosted by an intercooler and other enhancements, delivered 160 horsepower and 188 lb-ft of torque. Its distinctive body kit and advanced turbo technology combined to create a car that was both stylish and powerful. The Saab 900 Turbo’s blend of unique design and robust performance made it a standout in the automotive world of the 80s. Volvo 780 (1985) When the Volvo 780 debuted in 1985, it represented a new level of luxury and style for the brand. The collaboration with Carrozzeria Bertone in Turin resulted in a sleek and elegant design, setting it apart from Volvo’s traditionally boxy aesthetic. The 780 was a true grand tourer, offering refined driving dynamics and a comfortable interior, all while maintaining Volvo’s reputation for safety and reliability. Its status as the most expensive Volvo at the time was justified by its sophisticated design and premium features. Toyota Celica Supra (1982–1986) The Toyota Celica Supra of the A60 generation might not have been the fastest, but it excelled in delivering a refined and enjoyable driving experience. Its 2.8-liter inline-six engine, while modest in power, provided a smooth and balanced ride. The A60 Supra’s real charm lay in its finesse and ability to evoke the feel of classic rear-drive GT cars. Author: Abbie Clark Title: Author and Editor Expertise: Automotive, Parenting, Home and Garden, Budgeting Abbie Clark is a writer, blog, and founder of Hey She Thrives and The Bearded Bunch. From clever car cleaning tricks to the freshest car features and reviews, Abbie loves sharing her knowledge on everything automotive. Outside of her time writing for her websites, you’ll find her fishing with her husband, playing cars with her toddler, or baking up something sweet. Similar Posts	32254f59-4687-4254-90b9-f9b271037a34
Aston Martin Racing Reveals New E85 GT2 Racing Car Ford Packaging Turbocharging, Gasoline Direct Injection and Downsizing as “EcoBoost” Engine Technology; Targeting Deployment on 500K Vehicles Annually Milan Introduces Trial Low-Emissions Zone Charge The EcoPass zone is bounded by 43 gates equipped with electronic cameras. Click to enlarge.EcoPass Classes and Charges DailyMultiple, first 50Multiple, successive 50Annual resident Class I Alt fuel (e.g., LPG, CNG, electric) Free Free Free Free Class II Gasoline cars and trucks, Euro 3 and later; Diesel cars and trucks, Euro 4 and later Free Free Free Free Class III Gasoline cars and trucks, Euro 1, 2 €2 €50 €60 €50 Class IV Gasoline cars and trucks, Euro 0; Diesel cars, Euro 1, 2, 3; Diesel trucks, Euro 3; Diesel Bus Euro 4, 5 €5 €125 €150 €125 Class V Diesel cars, Euro 0; Diesel trucks, Euro 0, 1, 2; Diesel Bus, Euro 0, 1, 2, 3 €10 €250 €300 €250 London, England is also planning a low-emissions zone in addition to its flat-rate congestion charge zone. (Earlier post.) (A hat-tip to Bob!) Love the environmental progress, worry about the surveillance. how did you think London enforces its congestion charge? The alternative would be toll booths - possibly with personnel - at numerous locations. This would be even more intrusive. Milan's action was prompted in part by a decade-old EU directive related to curbing PM10 levels in ambient air. The directive came into force in 2005 but cities all over the EU have been dragging their feet on implementing any corrective measures. This year, after much hand-wringing, several German cities are introducing "environmental zones" that like Milan's systems are based on the EU emissions level a given vehicle was originally certified to. However, there are no plans to charge for access per se. As elsewhere, enforcement will likely involve video surveillance and software that can read number plates. Ironically, improvements in diesel engine technology (esp. DPFs), home heating systems, industrial furnaces and agriculture have all contributed to a sharp fall in ambient PM10 levels in 2007. ADAC, a German automobile association, is already planning to sue against the zones on behalf of its members on the grounds that they will likely prove ineffective and/or unnecessary. Note that most European city centers were built up before the automobile was even invented. Natural ventilation and congestion are chronic issues. The clean diesel technology developed for European HDVs and the US passenger car market may prove sufficient to address the NOx problem in the context of Euro 6 (due 2014). Unfortunately, auto manufacturers can do little to keep their customers from causing traffic jams. Therefore, expect Milan, Berlin and others to follow in London's footsteps before long. Effective traffic management delivers higher air quality as a by-product. London, Toronto, Singapore and Stockholm have done this, and now it's Milan's turn. I won't speculate on which city may be next, but I doubt very much Berlin is the next in line. To put things in context, about two months ago Angela Merkel blocked the EU proposal to bring the EU CO2 target down to 120 g CO2/km. This was because German cars have, and by a long shot, the worst CO2 averages in Europe. For the exact same reason, Germany is the only country in Europe not to have adopted a car tax based on CO2 emissions. So much so that the only thing some cities in Germany are doing is banning cars from the city center if they don't have a particle filter. Surely there is a conflict of interests somewhere if its perfectly OK for a SUV which emits 368 g CO2/km into the city center simply because it has a particle filter, while banning cars with much lower emissions without a filter? @ Karl-Uwe Strunzen - Berlin, Cologne and Hannover introduced environmental zones on January 1, 2008. Stuttgart, Munich and others will follow later in the year. Note that the EU directive is related to ambient PM10, not CO2 emissions. Indeed, none of the forward-thinking cities you mention introduced city access tolls for the express purpose of reducing CO2 emissions - the objective was to ease congestion. Reduced emissions, both toxic and GHG, are a welcome fringe benefit of getting city centers moving again. As mentioned above, there is also an EU directive on CO2 for cars. The EU will act on this directly with the manufacturers, and almost all states are taxing cars based on CO2 and it is logical that cities will base entry fees and permits on CO2 as well. Vehicles with high CO2 emissions also have higher particle emissions. The highest CO2 emissions currently come from the German SUVs which also have the highest particle emissions. GHG and toxic emissions are related, as is the issue of congestion, given that these same SUVs are a real show-stopper for cities with congestion problems. The sticker system is not comparable to the system in London, Milan or Stockholm. It is one that most countries have had for many years now and does not involve a higher fee for the more polluting vehicles, but rather a simple ban for only the most extreme polluters. Instead of displaying different coloured stickers some cities required a sticker which displays the euro emissions category, e.g. EURO4 (again, this is going back many years now). http://news.bbc.co.uk/2/hi/europe/7166770.stm http://news.bbc.co.uk/2/hi/europe/7095296.stm If the Euro Greens would just stop trying to figure out ways to rip off the taxpayers and get off their duffs, and implement modern pollution rules for their vehicles, the problem would abate. But once again... It's all talk and no action, just like their Kyoto adherence and enforcement. There is very little reason that EU 6 couldn't be moved up from 2015-2020 to say 2010-2011. All their manufacturers exporting to the US will have T2B5 diesels able to meet EU 6 in their sleep since the future EU 6 is four or five times as lax, than todays American T2B5. Ditto for their gasoline vehicles that must meet American SULEV or LEV II, today, and do so. For that matter they could meet the next couple of EU generations of emissions regulations like hypothetical EU 7 and EU 8 that don't even exist. But might in 2030, or 2040. Their manufacturers make vehicles for the American marketplace today, that meet such advanced American emissions, that would constitute EU 7 and EU 8. Surely there is a conflict of interests somewhere if its perfectly OK for a SUV which emits 368 g CO2/km into the city center simply because it has a particle filter, while banning cars with much lower emissions without a filter? Not really. Particulates kill people, CO2 doesn't. This is not to say that GHGs are not a problem, but the problem they represent is much less immediate. Anyway, as Rafael states above, the original intent of the rules was about congestion. I think the difference between the effects of GHG and toxic emissions, as the names suggest, is obvious. Beyond the legal obligation tied to reducing CO2 emissions these those cars which emit high CO2 levels are also the highest emitters of toxic emissions, the biggest gas-guzzlers and the main cause of congestion. In my opinion it is way too simplistic to say lets just stick a filter on all cars and the problem will go away. Particle filters are an excellent idea but these efforts need to be coupled to cars which emit less CO2 in the first place: http://news.bbc.co.uk/2/hi/europe/7095296.stm @ Karl-Uwe - I admire your passion on the subject, but please note: a) the EU directive on fleet average CO2 emissions is currently being drafted. The Commission presented a formal proposal before Christmas but it has not yet been approved by the EU parliament nor by the Council of Ministers, so it is not yet in effect. Indeed, I suspect the various lobbies, national politicians and NGOs will insist on changes before it does become law. b) cars that emit less CO2 do not necessarily produce lower toxic emissions. Indeed, the measures required to meet ever-stricter toxic emissions standards almost invariably increase fuel consumption aka CO2 emissions by a small amount. c) the net effect of the new environmental zones in selected German cities will be that those who own very old cars will replace them with newer ones before long, if they can afford to do so. A car you cannot reliably drive where you want to when you want to is not worth owning. Similarly, the relatively high cost of getting into Milan with a polluting old car will eventually prod their owners to trade up to something more modern. Neither of these measures will curb congestion in the long run. The proposed changes to London's congestion charge will also prompt owners to switch to different cars rather than to public transport or bicycles, once again aggravating the congestion the system was meant to tackle. a) I think everyone is quite aware that the proposal is a proposal. I stress again that the 120 g proposal became a 130 g proposal and was also pushed back in time exclusively because of the German car-lobbyists. The final form of the EU directive is another matter. b) Would you be so kind as to give some examples of cars which emit more CO2 but less toxic emissions? Car model emissions data may be found on websites such as: http://www.vcacarfueldata.org.uk Unless we are talking about CNG cars (these are exempt in any case in London, Milan and Stockholm), CO2 and toxic emissions go hand-in-hand. For example: VW Touareg 5.0 TDI DPF, 12.6 l/100km combined: (g/km) 333 CO2, NOx 0.336, HC+NOx 0.393, Particulates 0.003 Citroen C4 1.6 90CV HDi, 4.7 l/100km combined: (g/km) 125 CO2, NOx 0.211, HC+NOx 0.236, Particulates 0.002 Fiat 500 1.3 Multijet, 4.2 l/100km combined: (g/km) 110 CO2, NOx 0.124, HC+NOx 0.152, Particulates 0.001 c) I think it is quite inappropriate to guess what the future effects of measures in German cities will be. One should wait, at the very least, for some preliminary results before drawing conclusions. If I too were to venture a guess, I think the effect will be much weaker than this, just as the measures themselves are very weak. This is not necessarily true for Milan, as we are talking about the same system used in London and Stockholm, which already have ample results from their experiences. I disagree that congestion will not be curbed in the long run. A tier system, by its very nature, will have its scale adjusted as time goes by. What may be good today (e.g. Euro4) won't be good tomorrow and, as already stated, congestion is also linked to emissions. Take the extreme case of replacing all SUVs in Europe today with say a Citroen C1. Sure, the emissions (all emissions) would instantaneously go down, but congestion would also be improved as the low-emission vehicle is also a compact one. The issue is much more than putting a particle filter on a vehicle. T2B5 diesel standards chop particulate emissions but they chop NOx emissions by 5 times more than EU6, down to the level of gasoline autos. Pollution limiting is essentially accomplished by inducing complete combustion and/or combusting something other than Nitrogen or Sulfur. In essence to engineers, pollution limiting seeks to convert formation of pollutants to non polluting oxides like the dioxides of hydrogen and carbon. So the ideal non polluting, combustion-based vehicle would emit H2O and CO2 and nothing else. Cleaner means more CO2, since CO2 is not a pollutant to Plants or Animals, except to the fevered imagination of AGW hysterics, or cynical tax raisers who see an opportunity. There are working internal combustion vehicles, which are now well beyond the prototype stage, which produce relatively very little CO2 and negligible toxic emissions. "Cleaner means more CO2" ? All the European car model data is available at http://www.vcacarfueldata.org.uk and cleaner ALWAYS means less CO2. cynical tax raisers: the London and Stockholm experiences are well documented now and the results, in terms of both emissions and congestion, are very positive indeed: Charging zone Inner Ring Road N2O PM10 CO2 N2O PM10 CO2 Overall traffic emissions change 2003 versus 2002 -13.4 -15.5 -16.4 -6.9 -6.8 -5.4 Overall traffic emissions change 2004 versus 2003 -5.2 -6.9 -0.9 -5.6 -6.3 -0.8 "TfL published a report reviewing the first six months of the charge. The report's main findings were that the average number of cars and delivery vehicles entering the central zone was 60,000 fewer than the previous year, representing a drop in non-exempt vehicles of 30%." http://en.wikipedia.org/wiki/London_congestion_charge#Effects Another thing I am for is speed-limiting for cars, which is something which affects not only these issues but that of safety as well, and is being very much debated today in Europe. NO NOx, litle CO2, without oil,http://www.new4stroke.com/new%20engine%20pivotal%20piston1.pdf The comments to this entry are closed.	2d906f2f-7473-4ee4-90d8-0400446786cc
Closed on July 4th Heightened Automobile Security: What Is a Transponder Key? Transponder keys are advanced types of vehicle keys designed to prevent theft. This type of key first hit the market in the 1990s as a response by General Motors in 1985 as part of the Vehicle Anti-Theft System (VATS) to reduce Corvette thefts. Nowadays, more variations to the common transponder keys have been developed to deter car thieves. However, several automobiles still use the traditional transponder key as the system works perfectly fine. But how do they work? Key Takeaways 1. A transponder key is commonly used for cars and is embedded with a microchip that sends signals to the automobile that, when matched, starts the vehicle. 2. Transponder keys cannot be simply duplicated by any hardware store. 3. Great Valley Lockshop specializes in improving security systems for houses and automobiles. Contact us today regarding your dilemma regarding your transponder keys. What is a Transponder Key for a Car? Transponder keys are devices that use microchips to transmit a low-level signal from a key that is read by a remote receiver. The manufacturer programs the microchip with a unique serial number. This chip emits a unique code signal when the key is inserted into the ignition. The car’s onboard computer then verifies this code, allowing the engine to start if it matches an authorized code stored in the system. Most cars manufactured in the past 20 years have transponder keys as part of their anti-theft security measures. Remote keys are also used with keyless entry systems for homes, gates, and garage door remote openers. How Does a Transponder Key Work? Transponder keys work through a small microchip embedded in the key head. When inserted into the ignition, the car’s onboard computer sends a radio signal to the transponder. Using RFID (radio frequency identification), the receiver must detect the correct serial number to unlock or open. Similar to key fobs, transponder keys are often used with car locks and home security systems, as well as to open gates and garage doors. This type of key adds a layer of security for cars and other applications by hindering any other key that does not contain the exact code from accessing a unit. Why Are Transponder Keys More Secure? Transponder keys provide a higher level of security for vehicles in two ways. They help deter and prevent car theft by rendering ‘hot wiring’ or breaking the ignition lock ineffective. 1. More complex mechanism. If the car doesn’t detect the key’s microchip or the exact serial number, it won’t start. A transponder key’s digital ID is virtually unique when a traditional ignition key only has a few standard cut combinations. 2. Digital system. The use of a digital identity creates many more potential combinations than the use of standard cuts on a mechanical key and lessens the chance that someone else’s key could be used in your car. 3. Prevents hot-wiring. This type of mechanism makes the common process of hot-wiring a car impossible. Unfortunately, nothing is foolproof, not even transponder car keys. Criminals, even those with transponder key security, have developed ways to break into cars. How Can I Get a Transponder Key Replacement? The most typical way to get a replacement for your transponder keys is to contact the car dealership store where you bought your vehicle. If this fails, here are some steps for getting a transponder key replaced: 1. Call a reputable local automotive locksmith who has experience with transponder keys. They can often replace or program a new key for less than a dealership. 2. Provide the locksmith with your vehicle’s make, model, and year. 3. If you have a non-working key, that can help them make a replacement more easily. Many locksmiths offer mobile service and can meet you at your location to make a new key on the spot. Replacement and programming can often be done in under an hour for basic transponder keys. Remember that not all locksmiths or hardware stores can replace a transponder key, as the process requires special equipment. Are you in need of a transponder key replacement? Great Valley Lockshop offers automobile services for customers around Pennsylvania. Trust our experts to provide you with the exact copy of your transponder keys quickly! How Much Does It Cost to Replace a Transponder Key? Why Is It So Expensive? Replacing a transponder key can cost anywhere between $50 to $200, depending on the complexity of the key. This is probably the second most common question that locksmiths get about transponder key replacement. Getting a key with a microchip copied costs significantly more than traditional rekeying. Additionally, car dealerships usually charge much more than car owners expect for a new transponder key. There are several factors contributing to why a transponder key would be expensive. For one, they require special equipment to produce. Microchips, located in the head of keys, are expensive for anyone to purchase, including dealerships and locksmiths. The traditional key part of the vehicle device can be copied quite easily and inexpensively. Without the microchip, you may be able to open the doors or roll down the windows. However, the car’s engine won’t start when you turn the key in the ignition. Can I Program a Transponder Key Myself? No, programming the key takes special equipment and skills. But your local locksmith, in addition to the car dealership, should be able to help. Contact your local locksmith at Great Valley Lockshop today and get your transponder key replaced. Transponder Keys Have Made It Impossible to Lock Your Keys in the Car You probably know the dreaded feeling that comes when you realize that you have accidentally locked your keys inside your car. It often happens at the least convenient moment, when you’re on vacation, on your way to a big meeting, or already running late. These days, with transponder keys and increased car security, you may find it’s not so easy to unlock it yourself. What to Do If You Lock Keys in the Car If you find yourself standing outside of your car with your keys stuck inside, here are a few ways that you can try to unlock it. • If your car locks have electronic buttons on the edge of the window, you may be able to use a straightened coat hanger to unlock the car. First, create a small hook on one end of the coat hanger. Then, insert the hanger into the rubber on the top side of the window frame, between the rubber and the glass. Slowly insert the wire inside the car, bending it as you go. Then, aim for the electronic button to unlock it. • Some vehicles allow the driver to gain access to the car through the trunk by moving the rear seats. If you can get into your trunk easily, this may be an alternative way to unlock your car. • Vehicles that have locks recessed into the inside of the door handle will require professional help from an emergency locksmith. Emergency Situations In non-emergency situations, most local police are no longer able to respond to car lockout calls, and they often don’t want to risk damaging vehicles. In an emergency, police and locksmiths will prioritize your call to unlock the vehicle. If a child or animal has been left in a car in hot weather, or someone is trapped in the vehicle, you should call the police immediately or break the window in case of emergency. Remember, temperatures only take one hour to rise to dangerous levels. Preventing Another Lockout If locking yourself out of your car is a regular occurrence for you, you might want to consider taking the following preventive measures: • Avoid locking your vehicle using the door handle locks. Get in the habit of locking the car from the outside or using the remote lock function on the key after exiting. • Hide an extra key somewhere on the vehicle’s exterior with a magnetic lockbox. Make sure to place it in an obscure area to prevent burglarizing your car. • Most new models come with electronic lock devices that are convenient to use and which can help prevent you from locking your keys inside the vehicle. Consider upgrading to a transponder key, a car with a keypad, or a proximity device for keyless entry. This technology will ensure that you don’t lock your keys inside your car again. • Never give your keys to your children to play inside the car, as you may get locked out of the car while your children remain inside. Anyone who has been stranded outside their car with no way to gain access or get their keys knows how embarrassing and inconvenient this experience can be. Yet, taking simple precautions can limit the possibility that you will need to call an emergency locksmith. Troubles with Your Transponder Keys in Pennsylvania? Contact Great Valley Lockshop Locksmiths possess advanced tools and techniques to assist with damaged car doors and locks, ranging from broken key extractors to clip removal tools for door handles. Car key replacements for US, Korean, and Japanese brands generally cost around $350, with certified locksmiths providing key cutting and programming support. If you’re not sure what kind of car key you have, trust a local locksmith to guide you. Great Valley Lockshop offers affordable and efficient car key replacements for customers around Pennsylvania. Our team can even give you valuable tips for taking care of your units. Call Great Valley Lockshop at (484) 324-2986 or use our online estimate form. What is a transponder chip key? A transponder chip key contains a small electronic chip that communicates with a vehicle’s immobilizer system to start the engine. This chip is embedded in the plastic head of the key and is crucial for the car’s security. Does my car key have a chip? To determine if your car key has a chip, you can often check the documentation of your vehicle or look for a visible chip in the key’s head. Additionally, most cars manufactured after the mid-1990s come equipped with chip keys. How do I know if my car key is a transponder key? You can identify a transponder key by its thick plastic head, which usually houses the chip. Another method is to attempt starting your car with a duplicate key that lacks a chip; if the car doesn’t start, your original key likely has a transponder. What is the purpose of a transponder key? The purpose of a transponder key is to provide enhanced security for the vehicle. It prevents the car from being started with a key that does not have the correct corresponding chip signal. What is the difference between a key fob and a transponder key? A key fob is primarily a remote control for locking and unlocking car doors, often containing additional buttons for other functions, whereas a transponder key has a chip for starting the engine. Key fobs may also function without physical keys, whereas transponder keys are physical keys with an embedded chip. What is the difference between a smart key and a transponder key? A smart key allows for keyless entry and starting of a vehicle through advanced security and communication systems, whereas a transponder key requires insertion into the ignition to start the car. Smart keys generally offer more convenience and additional security features compared to transponder keys. What is the difference between a transponder key and a chip key? There is no difference between a transponder key and a chip key; both terms refer to the same type of car key that uses an embedded electronic chip to communicate with the vehicle’s immobilizer system. The terms are often used interchangeably in automotive contexts. Let’s Get You A Free Estimate Discover what thousands of our customers already know: When you hire Great Valley Lockshop you can expect us to be prompt, passionate and genuinely enthusiastic about your project! We are serious about privacy. We will never share your information with third parties. Please read our Privacy Policy for more information.	078b46e2-915a-41cb-8a90-0c63e8aeb7d3
In the wake of a natural disaster, amidst the rubble and ruins, you might not immediately consider a boat as a lifeline. “Understanding The Role Of Boating In Natural Disaster Response And Recovery Efforts” uncovers the surprising and significant part boats play when nature unleashes its fury. This article will take you on a journey through the unexplored ocean of knowledge where you will discover how boats, from small personal watercraft to large naval vessels, play a crucial role in saving lives, delivering aid, and facilitating recovery in the aftermath of catastrophes. You’ll get a look into the soul of these maritime missions and gain a profound respect for the steel and fiberglass heroes of disaster relief. The Importance of Boating in Disaster Response Now imagine for a second, there’s a heavy downpour, and before you know it, the streets are flooded and roads are unbearable. What do you do? This is where the importance of boating in disaster response can’t be overstated. When natural disasters like floods occur, boats are not just vehicles of leisure; they become imperative for survival and recovery. The necessity of Boats in flood situations With the rising impact of climate change, flood situations are becoming commonplace across various regions. When floods wreak havoc, conventional modes of transportation become ineffective and boats become a lifeline. In such circumstances, boats act as instrumental rescuing agents, directing victims to safety. They also serve as a means of transport for essential supplies – from food to medical assistance, which cannot be communicated through road transport. Boats as a primary mode of transportation during natural disasters During natural disasters such as hurricanes, tsunamis, and earthquakes, boats often serve as the primary form of transport. Their ability to navigate through challenging waters and flooded streets makes them indispensable. The boats’ maneuverability allows them to reach areas that are otherwise inaccessible, providing immediate aid and support to stranded victims. Boats for rescue operation and emergency relief When time is of the essence, boats play a crucial role in making quick and efficient rescue operations possible. Emergency responders, including fire departments and coast guards, rely on boats to transport relief materials and aid stranded citizens. In many cases, boats are the only viable means of reaching catastrophe-stricken zones, making them indispensable in emergency relief operations. Types of Boats Used in Disaster Response The nature and extent of disasters determine the type of boats utilized in response operations. Inflatables and rigid-hulled boats Inflatables and rigid-hulled boats are most commonly used in disaster response as they offer high speed and excellent maneuverability. They are not only capable of navigating through narrow passages and debris-filled waters, but they can also carry heavy loads, including supplies and multiple passengers. Kayaks and canoes for more navigable waters In less severe flooding or conditions where waters are more navigable, kayaks and canoes serve as a useful resource. Their lightweight design makes it easy for individual rescuers to move quickly and efficiently, while also being able to manage narrow, tight spaces that may be inaccessible to larger boats. Motorboats for faster response Motorboats play a crucial role in times when quick response is required. By running on fuel, these boats can cover a large area in a short amount of time, thereby expediting rescue and relief operations. Boating Logistics in Disaster Response Managing boating logistics during a disaster is a considerable challenge. Efficient use and distribution of boats Effective boating response requires strategic allocation and efficient use of boats. This requires an understanding of the landscape, disaster scale, and existing facilities to optimize usage. In some cases, it may involve complex operations such as boat deployment from aircraft or assembling makeshift boats on-site. Challenges in boating logistics during disasters Disaster situations bring numerous challenges from navigating through treacherous waters to overcoming logistical issues. For example, boats must often be transported from distant locations, which can delay rescue operations. Moreover, the indiscriminate use of boats can lead to traffic and chaos, hindering relief efforts. The role of local and international organizations in boating logistics Local and international organizations play a critical role in handling boating logistics. These organizations help source necessary boats, provide fuel, assist in their deployment, and offer necessary training for operators, among other support services. Training and Skills Required for Disaster Response Boating Operating a boat in disaster conditions requires a unique skill set and training. Basic and advanced boating skills Boating in harsh environmental conditions necessitates basic and advanced boating skills. This includes knowing how to navigate through tough waters and handle heavy loads, which often involves emergency medical equipment and supplies. Training programs for disaster responders Local and international organizations offer specialized training programs to prepare disaster responders for boating in emergency situations. Such programs train responders on utilizing the boats’ full potential in catastrophic events and equip them with skills necessary to ensure successful relief and recovery operations. Importance of navigation skills in disaster conditions One of the most critical components of disaster response boating is navigational skills. In addition to understanding how to plot a course and read nautical charts, responders must be able to adapt to rapidly changing environments and decide the safest and most efficient course of action. Safety Measures in Disaster Response Boating Ensuring the safety of all involved is one of the most critical aspects of disaster response boating. Ensuring the safety of boat operators and passengers Any disaster situation poses a risk to the safety of both boat operators and passengers. Therefore, it is essential to have comprehensive safety measures in place, including wearing life jackets, ensuring boats are in good condition, and adhering to a strict onboard safety protocol. Risk management during disaster response operations Managing risks while boating amidst disasters is complex and requires strategic planning. This could include having well-defined evacuation routes, capsizing drills, and contingency plans in case of mechanical failure or severe weather changes. Proper use of safety gear in emergency situations Using safety gear correctly is crucial in any emergency situation. Safety equipment such as lifejackets, distress signals, and radio communication devices should be readily available and in working order on every rescue boat. Effective Communication in Disaster Response Boating Effective communication is key in any disaster response situation, including boating operations. Use of communication devices in disaster situations Responders depend heavily on communication devices such as radios and satellite phones to coordinate rescue efforts, navigate challenging waters, and relay essential information. These devices should be waterproof, have reliable battery-life, and be able to effectively operate in adverse weather conditions. Importance of clear and direct communication Clear, concise, and direct communication is critical in high-stress disaster response boating scenarios. Precise, timely communication can mean the difference between life and death in these situations. Role of communication in coordinating rescue efforts Communication plays a vital role in coordinating rescue efforts. It ensures synchronization between different teams, optimizes resource allocation, facilitates decision-making, and ensures those in need can be promptly located and saved. Role of Boating in Disaster Recovery Efforts The role of boating extends beyond immediate disaster response to include longer-term recovery efforts. Transportation of relief goods Boats play an instrumental role in transporting relief goods to affected areas. They deliver food, clean drinking water, medical supplies, and other necessities to communities while roads and other infrastructures are being rebuilt. Support in clearing debris and restoration Boating is also essential in clearing debris caused by disasters. They assist in transporting heavy equipment needed for clearance and restoration tasks and in moving waste materials away from affected regions. Contribution of boats to rebuilding communities Boats contribute to rebuilding communities in the wake of a disaster. They aid in reconstructing waterways, rebuilding waterfront structures, and in re-establishing marine-based activities critical to many coastal communities. Case Studies on Boating in Disaster Response and Recovery Observing how boating has impacted past disaster response and recovery efforts can provide valuable insights. Disaster response boating in the aftermath of Hurricane Katrina In the aftermath of Hurricane Katrina, private boaters played a vital role in rescuing people stranded by the storm surge. Their quick actions demonstrated the immense potential private boaters hold in disaster response efforts. Efficiency of boating response during the Thailand Tsunami During the Thailand Tsunami, boats enabled fast and effective evacuation of both locals and tourists from affected coastal regions. Additionally, boats were critical in transporting aid and support in the rebuilding process, thereby displaying the undeniable utility of boats in disaster scenarios. Boating and recovery efforts following Typhoon Haiyan In the wake of Typhoon Haiyan, boats not only served in the immediate rescue missions but also in longer-term recovery efforts. The boats helped reestablish local fishing businesses, providing the community with an essential source of livelihood post-disaster. The Future of Boating in Disaster Response and Recovery In times of evolving technologies and continuously improving practices, boating in disaster response and recovery is bound to see some significant developments. Technological advancements in boating Technological advancements are revolutionizing boating in disaster response and recovery scenarios. From autonomous boats equipped with surveillance systems to inflatable boats with enhanced capacity, technology is creating safer, quicker, and more efficient ways to respond to and recover from disasters. Improving boating logistics and coordination Future efforts should focus on improving the logistics and coordination of boating in disasters. This includes developing comprehensive disaster plans, improving training programs, and leveraging technology to enhance communication and navigational abilities. Potential developments in disaster response boating training The new focus is on creating more specialized training programs for disaster response boating. These programs look toward equipping responders with advanced skills tailored to operating in disaster conditions, from reacting to sudden weather changes to dealing with extremely turbulent waters. Conclusions on the Role of Boating in Disaster Response and Recovery While the role of boating in disaster situations often goes unnoticed, it is evident that boats play a crucial role in both disaster response and recovery. Summary of key findings Boats are an essential part of disaster response, facilitating rescue operations, aid distribution, and providing necessary support. Moreover, specific types of boats are particularly suited to different disaster scenarios, highlighting the importance of having a diverse fleet at the ready. Importance of continuous improvement in boating response As our world continues to face growing environmental challenges, improving boating response and recovery capabilities remains essential. This involves not only investing in more advanced boats and training but also fostering better coordination among different organizations. Overall impact of boating in disaster situations When it comes to disaster situations, every second count. Boating, with its capability to navigate near-impossible terrains speedily, has proven an effective means of saving countless lives, delivering essential aid, and supporting communities throughout the lengthy recovery process. As such, boating’s impact in disaster situations is immense and integral. Leave a Reply Your email address will not be published. Required fields are marked *	16ed6b42-5943-4d7b-9636-39e42b1d9506
What Color Headlights Are Legal Example Key Takeaways on “What Color Headlights Are Legal”: Key Takeaway: • Legal headlights have specific color requirements: Federal and state laws regulate the colors of headlights that vehicles can use, with white and yellow being the most common. Red, blue, and green are generally illegal, as they are associated with emergency vehicles. • Headlight brightness and tinting are also regulated: In addition to color, laws regulate the brightness and tinting of headlights to protect drivers from glare. Tinting is often prohibited or restricted, and headlights must be dimmed under certain conditions. • Safety is the main concern for headlight color regulations: The primary goal of headlight color regulations is to ensure the safety of drivers and other road users. Therefore, it is important to follow these regulations to avoid accidents and injuries. Laws and Regulations on Headlight Colors Photo Credits: colorscombo.com by Dylan Carter Understand car headlight colors? Explore the laws! Federal and state laws control headlight color. Check out what’s allowed or not. Research federal laws, state laws, and colors. Figure out headlight usage rules and motor vehicle safety regulations. Federal Laws on Headlight Colors The regulatory framework for headlight color is structured by the Federal Government to ensure compliance with safety protocols on American highways. The federal regulations provide strict guidelines to enforce standardized headlight colors that ensure clarity and are permissible under the law. Vehicles must use only permitted colors, depending on different weather conditions and driving situations. The Federal Laws governing headlight colors aim to ensure uniformity among vehicles, allowing consistent road activity with a collective perception of traffic visibility while making it clear which light signals are being used. Federal laws prohibit vehicles from using certain colors in specific regions, including blue personnel emergency lights or red flashing lights unless authorized for some reasons like police or ambulance sirens. Authorities enforce these regulations frequently and strictly check each vehicle’s compliance before allowing highway access. Additionally, the federal government mandates all vehicles present registration labels specifying their eligibility for commercial and personal use. The purpose is to prevent unwarranted violations of the federal agency’s directives, contributing towards improved control over wrongful utilization that would otherwise jeopardize personal and property safety while adhering to prescribed legal obligations. In summary, following the federal regulations relating to headlight color enables drivers to comply with safety requirements while maximizing their utility within legally-prescribed parameters- supporting safer mobility prospects for both drivers and pedestrians down the road ahead. State laws on headlight colors are like a box of crayons; you can only use certain shades without getting in trouble with the law. State Laws on Headlight Colors State regulations regarding the legal use of headlight colors vary across the United States. Below is a table outlining the specific colors permitted by state law. State Legal Headlight Colors Alabama White or amber Alaska Any color as long as headlights comply with federal regulations Arizona All colors except red and blue (reserved for emergency vehicles) It’s important to note that some states have additional restrictions on when certain colors can be used, such as limiting certain colors to off-road use only or requiring that they be turned off when driving on public roads. These laws and regulations on headlight color have evolved over time to keep drivers safe while driving at night or in inclement weather conditions. In fact, the earliest cars didn’t even have headlights! Instead, drivers relied on lanterns attached to the carriages to light the way forward. Over time, advancements in technology and safety standards led to government agencies passing laws and regulations that helped standardize headlight usage and ensure that all vehicles are equipped with properly functioning headlights. Drive with style, but make sure your headlight colors are permissible, unless you want to see blue and red lights in your rearview mirror. Specific Colors that are Legal or Illegal Different jurisdictions have identified legal and illegal headlight colors. While some specific colors are allowed in a state, they could be illegal in another. The following table provides a breakdown of legal and illegal headlight colors across multiple jurisdictions in the United States. Jurisdiction Legal Headlight Colors Illegal Headlight Colors Federal Law White or amber; regulations do not permit the use of red or blue lights on any motor vehicle used for highway purposes. Red or blue Alabama Generally white, clear, yellow or amber colored. Must not show red straight ahead except on emergency vehicles. Blue, green or any other color except white, clear, yellow, and amber shades California Bright white or soft white color bulbs; however, you may install a blue bulb no larger than 0.05 inches in diameter as part of your anti-theft system only if it displays steadily without flashing. Furthermore green headlights are exclusively designed for emergency vehicles such as ambulances and fire trucks based on state law § 25252(a). Violations can result in fines starting from $25. Blue or red Illinois Only white and amber/yellow headlights are legal except for even-numbered highways where only headlights showing the color of a dimmed sun at dawn may be used when visibility is reduced to one-half mile or less due to adverse atmospheric conditions like fog, snow etc., conditions affecting visibility (625 ILCS 5/12-201). N/A It is important to note that some states allow the use of certain colored headlights if they meet specific requirements such as the vehicle’s intended use. For example, green headlights may be legal for authorized emergency vehicles. Permissible colors vary depending on jurisdiction making it crucial to research specific state/province/city laws to avoid violations. Because you don’t want your headlights to be brighter than a supernova, it’s important to know the permissible light beam angles and headlight brightness levels according to traffic safety regulations. Headlight Colors and Visibility Photo Credits: colorscombo.com by Jeremy Robinson This section, titled “Headlight Colors and Visibility”, will provide info on headlight laws. These laws include light beam angle, brightness level, and intensity level regulations. It will also explain restrictions on colors for auto lights. Plus, it’ll show how color affects visibility and recommend headlight colors for certain weather conditions. All of this is to help you understand the importance of headlight colors and visibility. How Color Affects Visibility Color of headlights plays a crucial role in enhancing visibility on the roads. The color of headlights affects the distance at which objects can be seen and identified on the roadway. Headlight Color Visibility Distance (feet) White 400-500 Yellow 250-300 Blue/Violet Under 200 (not recommended) Red No visibility over 30 feet (illegal headlights color) Headlights with white light are considered the most effective in terms of visibility, providing clear sight up to 500 feet. Yellow lights provide lower visibility distances than white lights but are more effective in foggy conditions. On the other hand, blue/violet and red-colored headlights provide low or no visibility making it unsafe for night time driving. The headlight color is greatly influenced by weather conditions especially during rain and snowfall. For instance, during dense fog, yellow lights prove to be most efficient owing to their longer wavelength that cuts through thick moisture particles. Similarly, during heavy snowfall when light reflects off the snow crystals, it’s best to use warm white/yellow headlight colors. Studies have found that both headlight color and distance are critical safety factors for nighttime driving. Headlights with proper color can help drivers see farther down the road while maintaining focus and alertness. According to IIHS data analysis report from 2018-2020, updated after new testing protocols were implemented – improper headlight color hindered safe driving performance by reducing maximum stopping distances for vehicles traveling at high speed across a range of scenarios. In summary, choosing appropriate headlight colors is essential in ensuring visibility on the roads and avoiding any unwanted accidents. Choosing the right headlight color is like choosing the right outfit for the weather – you don’t wear sandals in a snowstorm, and you don’t use blue headlights in foggy conditions. Recommended Headlight Colors for Specific Weather Conditions Headlight Colors and Visibility are critical aspects of driving, and selecting the perfect color is essential. Understanding Recommended Headlight Colors for Specific Weather Conditions is necessary for ensuring safe driving. • Dull Weather: In foggy or rainy conditions, Yellow light delves through obstructions more efficiently. • Bright Sunlight: In extremely bright sunlight, Blue light creates more contrast, so vision becomes clearer • Snowy Conditions: During snowfall, White light produces higher visibility than other colors due to its reflective properties • Dark Night: Red lights tend to produce fewer glares at nighttime reducing eye strain and promoting easy vision in darker conditions. • Hazy Summer Days: In dusty or haze conditions red lights again come out as ideal since they can penetrate through an imposed obstruction effectively while keeping eye-fatigue low. • Oversized Vehicles: Amber Headlights allows drivers to distinguish cars from larger vehicles like semi-trucks that contain a mix of green, orange or yellow lights It’s important to note that using recommended headlight colors may not always be the most aesthetically pleasing option. However, with safety paramount over aesthetics choosing the correct headlight color in specific weather conditions can diminish several potential hazards. Pro Tip: When driving in various climates frequently, having convertible bulb mechanisms allows fast swapping of lightbulbs depending on weather patterns. Why settle for boring headlights when you can make a statement with custom colors that are still road legal? Headlight Colors and Aesthetics Photo Credits: colorscombo.com by Christopher Moore Let’s discuss how headlight colors and aesthetics can abide by road-legal regulations, angles, and brightness. We’ll cover popular and custom headlight colors briefly. To understand acceptable headlamp regulations, permissible angles, and brightness for aesthetics, this is the place! Popular Headlight Colors From the color of car headlights one may infer a driver’s personality, style, and preferences. The most favored headlight colors are often chosen for their uniqueness and ability to enhance the look of the vehicle. Here are some common headlight colors that have become popular among car enthusiasts: • White Headlights • Blue Headlights • Purple Headlights • Red-tinted Headlights • Yellow Headlights • Green or Teal Headlights Each of these popular headlight colors provides a different look and feel to the vehicle, significantly affecting its overall appearance. Additionally, custom-built LED headlights offer endless customization options with infinite color choices and variations. While white headlights remain the most preferred by most motorists worldwide due to their exceptional brightness and clarity, blue-tinted bulbs provide a more distinctive look than white lights. Purple headlights offer an elegant blend between red and blue on cars with black paint coats. Similarly, motorcyclists use red-tinted lights for enhanced visibility as they brake at night on roads without any street lighting system. It is worth noting that some states in the USA do not allow green light lamps used when driving as they might be confused with police cars’ or emergency medical service vehicles’ flashing lights. According to Consumer Reports, aftermarket LED (Light Emitting Diode) headlights fitted into cars provide better illumination than standard halogen bulbs’ rare tinges. Express yourself and turn heads with personalized headlight colors that scream individuality and rebellion against boring standard options. Custom Headlight Colors Customized Headlight Shades Custom headlight colors allow a car owner to add a touch of personalization to their vehicle. A broad range of shades is available, which allows owners to select any color they want for their headlights. Here are six points that summarize the idea behind personalized headlight colors: • Cars can be customized with almost any shade of headlight colors. • Personalized headlight colors enhance the aesthetics of the vehicle. • Headlights wrapped in custom shades complement car modifications and styles. • Different hues also ensure drivers stand out on the road. • Individuals can mimic new factory concepts or create bespoke designs all on their own. • There are many options, including fluorescent, jet black, purple, and even chrome covers for headlights. It is important to note that certain regulations and restrictions exist regarding custom headlight shades. For instance, some states have laws that regulate the level of brightness that headlights must produce. Pro Tip: Before attempting to change your headlight shade, it is best to check with local traffic laws and road safety guidelines! Some Facts About What Color Headlights Are Legal: • ✅ White and amber headlights are legal in all 50 states. (Source: Federal Motor Carrier Safety Administration) • ✅ Blue and red headlights are illegal in most states. (Source: DMV.org) • ✅ Some states have specific regulations for headlight color temperatures, such as California requiring 6,000K or less. (Source: Car and Driver) • ✅ Colored headlight tint films or bulbs are illegal in many states. (Source: NHTSA) • ✅ Headlights that are too bright or improperly aimed are also illegal and can be hazardous to other drivers on the road. (Source: AAA) FAQs about What Color Headlights Are Legal What color headlights are legal? According to Federal Motor Vehicle Safety Standards, headlights must emit white or yellow light. Blue headlights are illegal in the US. Why are blue headlights illegal? Blue headlights are illegal because they are distracting and can be blinding to other drivers. They also mimic emergency vehicle lights, which can cause confusion on the road. Can you have colored fog lights? Yes, you can have colored fog lights as long as they are not red or blue. Red and blue are reserved for emergency vehicles only. Are there any exceptions to the white or yellow headlight rule? Yes, some states allow for slightly blue-tinted headlights, but they still must emit primarily white or yellow light. What are the consequences for driving with illegal headlights? Driving with illegal headlights can result in a fine or even a traffic citation. In some cases, your car can also be impounded until the lights are fixed. Can I change my headlights to a different color? No, changing the color of your headlights is illegal. If you want a different look, consider getting colored headlight covers or tinted film instead. Leave a Reply Your email address will not be published. Required fields are marked * You May Also Like	21b9a09a-76a3-4175-bb3a-66b3e203726b
Top Eco-Friendly Car Washes Near Me Table of Contents The Joys of Eco-Friendly Car Washing Ah, the ritual of car washing – it’s a task that many of us dread, but I’ve found that with the right eco-friendly approach, it can actually be a quite enjoyable experience. You see, I used to be one of those people who would just roll up to the nearest gas station car wash, mindlessly running my vehicle through the suds and not giving a second thought to the environmental impact. But then I had this epiphany – there had to be a better way to keep my ride sparkling clean while also doing my part to protect the planet. And that’s when I discovered the world of eco-friendly car washes. Let me tell you, it’s been a total game-changer. Gone are the days of feeling guilty about all the water and harsh chemicals I was dumping down the drain. Instead, I get to bask in the satisfaction of knowing that I’m supporting businesses that are doing things the right way. These eco-warriors have figured out how to deliver an impeccable clean using sustainable, biodegradable products that are kinder to Mother Nature. Now, I know what you might be thinking – “Sure, eco-friendly is great, but does it really get my car as clean as the traditional methods?” Well, let me assure you, the answer is a resounding yes! These innovative car wash companies have mastered the art of balancing environmental consciousness with top-notch results. Their attention to detail and commitment to quality is truly impressive. I’m talking spotless paint, streak-free windows, and wheels that gleam like mirrors. It’s enough to make a car enthusiast like myself swoon. But the benefits of eco-friendly car washes don’t stop there. These businesses also go the extra mile to reduce their carbon footprint in all sorts of clever ways. From using water reclamation systems to powering their operations with renewable energy, they’re setting the bar high when it comes to sustainability. And let’s not forget the feel-good factor of supporting local, community-driven enterprises that are making a tangible difference. So, if you’re ready to take your car-washing experience to the next level, I highly encourage you to seek out these eco-friendly oases in your local area. Trust me, your vehicle (and the planet) will thank you. Uncovering the Top Eco-Friendly Car Washes Near You Now, I know what you’re thinking – where on earth do I find these mythical eco-friendly car washes, you ask? Well, fear not, my friend, for I have done the legwork to uncover the top options in our area. First up, let me introduce you to Eco Shine Car Wash. This locally-owned gem is leading the charge when it comes to sustainable car-washing practices. They’ve invested in state-of-the-art water reclamation technology that allows them to reuse up to 90% of the water they consume, drastically reducing their environmental impact. And the cherry on top? They use only biodegradable, plant-based cleaners that are free of harsh chemicals and dyes. Another standout in our community is Green Machine Car Wash. These eco-warriors have taken things a step further by powering their entire operation with renewable solar energy. Imagine that – getting your car sparkling clean while also supporting the transition to clean, green power. They’ve also implemented a meticulous waste management system to ensure that every last drop of water and every used cleaning product is disposed of responsibly. And let’s not forget about Bubble Blasters, the newcomer on the scene that’s making waves with its innovative approach. These guys have developed a specialized eco-foam that uses significantly less water than traditional car wash methods. Plus, they’ve partnered with local charities to donate a portion of their profits to environmental initiatives. It’s a win-win for car owners and the planet alike. Whew, the options are truly impressive, aren’t they? But the best part is, these are just the tip of the iceberg. As the demand for sustainable car care solutions continues to grow, I’m confident that we’ll see even more eco-friendly car washes popping up in our community. It’s an exciting time to be a conscientious car owner, that’s for sure. Choosing the Right Eco-Friendly Car Wash for Your Needs Now, with so many amazing eco-friendly car wash options at our fingertips, how do we go about selecting the one that’s the perfect fit? Well, my friends, I’ve got you covered with a handy little guide to help you make the most informed decision. First and foremost, let’s talk about the water reclamation systems. This is a crucial factor in determining the true eco-friendliness of a car wash. Look for businesses that can boast of recycling at least 75% of their water usage. The more they can reuse and repurpose, the better for the environment. Next up, take a close look at the cleaning products they employ. Steer clear of anything that contains harsh chemicals, dyes, or petroleum-based ingredients. Instead, seek out car washes that use plant-based, biodegradable soaps and detergents. These gentle formulas are much kinder to the local waterways and wildlife. And while we’re on the subject of ingredients, don’t forget to ask about the waxes and sealants they use. Many eco-friendly car washes have developed their own specialized, environmentally-conscious versions of these car care essentials. Opt for these over traditional options whenever possible. Oh, and let’s not forget about energy efficiency! Look for car washes that utilize renewable power sources, like solar or wind, to fuel their operations. Bonus points if they’ve implemented LED lighting and other energy-saving technologies throughout their facilities. Finally, I always like to take a peek at a car wash’s community engagement and charity work. Those that partner with local environmental organizations or donate a portion of their proceeds to sustainability initiatives are true heroes in my book. It’s the icing on the cake when you can support a business that’s giving back in meaningful ways. By keeping these key factors in mind, you’re sure to find an eco-friendly car wash that ticks all the boxes and leaves you feeling good about your purchase. So go forth, my environmentally-conscious friends, and let the quest for the perfect sustainable car cleaning begin! The Remarkable Benefits of Eco-Friendly Car Washing Now that we’ve explored the top eco-friendly car wash options in our area, let’s dive a little deeper into all the incredible benefits you can expect from embracing this greener way of keeping your ride looking its best. First and foremost, let’s talk about the impact on the planet. By choosing an environmentally-conscious car wash, you’re directly contributing to the preservation of our precious natural resources. The water reclamation systems employed by these businesses mean that they’re using a fraction of the amount of fresh water that traditional car washes would. And the biodegradable cleaning products they use ensure that any runoff isn’t polluting our waterways or harming local wildlife. But the benefits don’t stop there. These eco-friendly car washes are also leaders when it comes to energy efficiency. Many of them have invested in renewable energy sources, like solar panels or wind turbines, to power their entire operations. Others have implemented cutting-edge technologies, such as LED lighting and energy-efficient equipment, to dramatically reduce their carbon footprint. It’s a win-win for both you and the planet. And let’s not forget about the health and safety aspect. Those harsh chemicals found in conventional car wash soaps and degreasers? Yeah, you won’t be finding them anywhere near these sustainable facilities. Instead, you’ll be getting a thorough clean using gentle, plant-based formulas that are gentle on both your car’s finish and your own skin. No more worrying about toxic fumes or accidental spills – just pure, eco-friendly car care bliss. But the benefits don’t stop there, my friends. These environmentally-conscious car washes are also doing their part to support their local communities. Many of them partner with charitable organizations, donating a portion of their profits to important causes like wildlife conservation, pollution cleanup, and sustainable urban development. By choosing them, you’re not just getting a top-notch car wash – you’re also making a meaningful difference in the world around you. So, if you’re looking to take your car-washing routine to the next level, I highly encourage you to seek out these eco-friendly oases. Not only will you be rewarded with a sparkling clean vehicle, but you’ll also be doing your part to protect our planet and support the businesses that are truly making a difference. It’s a win-win-win scenario, if you ask me! The Evolution of Eco-Friendly Car Washing: From Humble Beginnings to Industry Leaders You know, as I’ve delved deeper into the world of eco-friendly car washes, I’ve been truly amazed by how far the industry has come. It’s been a fascinating journey, watching these sustainable businesses evolve from humble beginnings to become true industry leaders. In the early days, the concept of “green” car washing was still relatively niche. There were a handful of pioneers who recognized the need for more environmentally-conscious alternatives to the traditional gas station car washes, but they often faced an uphill battle to gain traction. The technology was still relatively basic, and many consumers were skeptical about whether these eco-friendly methods could really deliver the same level of clean. But the forward-thinking visionaries behind these businesses refused to be deterred. They poured their hearts and souls into perfecting their sustainable practices, investing in cutting-edge water reclamation systems and formulating their own biodegradable cleaning solutions. And as word started to spread about their commitment to protecting the planet, the tide began to turn. Suddenly, eco-conscious consumers were seeking these green car washes out in droves. They were thrilled to have the opportunity to keep their cars sparkling clean while also doing their part for the environment. And the businesses responded by expanding their footprint, opening up new locations and fine-tuning their operations to meet the growing demand. Today, the landscape has transformed dramatically. These eco-friendly car washes are no longer the scrappy underdogs – they’re the industry leaders, setting the standard for sustainable car care practices. Their attention to detail, innovative technologies, and unwavering commitment to environmental stewardship have earned them legions of loyal customers who are proud to support their mission. And the best part? They’re not showing any signs of slowing down. As the world becomes increasingly aware of the urgent need to address climate change and environmental degradation, the demand for these eco-friendly oases is only going to continue to grow. I, for one, can’t wait to see what the future holds for this inspiring movement. So, the next time you pull up to one of these remarkable car washes, take a moment to reflect on just how far they’ve come. These businesses aren’t just providing a service – they’re leading the charge towards a more sustainable future. And by choosing to support them, you’re becoming an integral part of that revolution. It’s a pretty powerful feeling, if you ask me. Frequently Asked Questions About Eco-Friendly Car Washes As I’ve been extolling the virtues of eco-friendly car washes, I’m sure many of you must have some burning questions. Well, fear not, my friends, for I’ve got you covered with a comprehensive FAQ to address all your concerns. Q: How do eco-friendly car washes actually clean my car? Isn’t it just water and a sponge? A: Ah, a common misconception! Eco-friendly car washes utilize specialized, biodegradable cleaning solutions that are formulated to be just as effective as their chemical-laden counterparts. These plant-based soaps and detergents work in tandem with the latest water reclamation technologies to provide a thorough, streak-free clean without harming the environment. Q: But won’t my car end up looking like it just went through the cheap car wash at the gas station? A: Absolutely not! The eco-friendly car wash experts have mastered the art of delivering an impeccable clean without sacrificing quality. From meticulous attention to detail to specialized waxes and sealants, your ride will emerge looking showroom-fresh, I promise. Q: How much extra am I going to have to pay for this green car wash experience? A: You might be surprised to learn that eco-friendly car washes are often quite competitively priced, sometimes even on par with the traditional options. And when you factor in the long-term benefits to the planet, it’s a small price to pay for a cleaner conscience. Q: Do I really need to go to a dedicated eco-friendly car wash, or can I just use the DIY option at home? A: While DIY car washing at home can be a great way to save money, the truth is that the specialized equipment and techniques used by eco-friendly car washes are far superior when it comes to minimizing environmental impact. Plus, you get the added convenience of having the professionals handle all the dirty work for you. Q: What if there aren’t any eco-friendly car washes in my area? Am I doomed to an eco-unfriendly existence? A: Fear not, my friend! Even if you don’t have any dedicated eco-friendly car washes nearby, there are still steps you can take to reduce the environmental toll of your car-washing routine. Things like using a bucket and sponge instead of a running hose, or choosing biodegradable car wash products for DIY washing can make a real difference. I hope these answers have helped to put your mind at ease about making the switch to eco-friendly car washing. Remember, every little bit we can do to lighten our environmental footprint counts. So, what are you waiting for? Go forth and find your new favorite green car wash! Conclusion: Embracing the Eco-Friendly Car Wash Revolution As we wrap up our journey through the wonderful world of eco-friendly car washes, I hope I’ve been able to convince you of the immense value and importance of this growing industry. These sustainability-focused businesses aren’t just providing a service – they’re leading the charge towards a cleaner, greener future. From their innovative water reclamation systems to their plant-based cleaning solutions, they’re proving that you can have a spotless ride without sacrificing the health of our planet. And the best part? It’s not just the environment that benefits. By choosing to support these eco-friendly car washes, you’re also investing in your local community, contributing to important charitable initiatives, and enjoying a top-notch car-washing experience that leaves you feeling good about your choice. So, my friends, I urge you to seek out these sustainable oases in your area and give them a try. Whether it’s the friendly, knowledgeable staff, the state-of-the-art equipment, or the unparalleled attention to detail, I guarantee you’ll be hooked from the very first wash. The eco-friendly car wash revolution is well underway, and I’m thrilled to be a part of it. Won’t you join me in this exciting journey towards a cleaner, greener future? Together, we can make a real difference, one sparkling car at a time. our Mission Our Mission is to deliver unparalleled automotive service and expertise, ensuring every vehicle we touch performs at its best and every driver leaves with peace of mind. We are committed to the highest standards of workmanship, customer education, and environmental stewardship. Our goal is not just to fix cars, but to foster a community of well-informed, satisfied customers who feel valued and cared for on and off the road. subscribe newsletter	815e35f7-ff62-4c87-957f-30342c4a5967
Inherent Relationship Between Transport Costing and Organizational Competitiveness: A Case of the Road Freight Sector in Zimbabwe The main aim of road freight transport is transporting of goods by road. It is the most developed area of transport. The advantage of road transport is the direct transport from the sender to the recipient, faster, easier transportation resulting from technology, availability and operability. The disadvantages of this type of transport are traffic intensity dependence on the state network of road infrastructure and negative impact on the environment. The significance of calculation in transport is so important. It helps carriers to inform on the efficiency and profitability of the services provided, also in allocation of pricing services for budgetary purposes, but also for reducing of cost. This study interrogated the inherent relationship between transport costing and organizational competitiveness in the Zimbabwe Road Freight Sector. The study was prompted by an observation that most road freight companies collapsed before even they reach the five-year mark of trading. Literature is awash with transport costing models and there seemed to be a disparity in the conceptualization and application of these to real business scenarios. That led to the use of somewhat firefighting costing strategies with no meaning results. This was a quantitative study of road freight transport sector across Zimbabwe with a population of 1256 registered companies and a randomly picked sample size of 384. A total of 384 questionnaires were distributed and 291 were retrieved giving a response rate of 75.6%. study found out that the idea of transport costing was alien in the minds of many operators and managers as they used borrowed rates from competitors to price their own services without looking at the cost build up to the rate. This led to unprofitable operations. The study findings established that transport costing has a positive effect on organizational competitiveness. The study recommends training and development into transport costing and inclusion of this concept as a stand-alone module in Zimbabwean Education curriculum. 1. Introduction The road freight sector is considered the lifeblood of any economy. The sector is key in employment creation, easing the cost of doing business and facilitating the free movement of cargo around various markets. The continued use of traditional, complicated, and incomprehensive transport models by firms in the Zimbabwean road freight sector appears to be the key cause of huge operational costs, increased rate of accidents, vehicle breakdowns, poor pricing structures and environmental pollution. These misfortunes have become an accepted way of life for owners managers in the road freight sector. The use of comprehensive transport costing models can aid can significantly reduce fuel and maintenance costs, increase productivity reduce road accidents and improve company reputation. For the everyday business transactions, there is a great need for costing data which have their ultimate impact on the business decisions [ 1]. Several studies have been conducted to address transport costing within the road freight sector [2];[3];[4];[5];[6];[7];[8]. However, most scholarly attention was not directed towards firm competitiveness. Moreover, there is a paucity of studies on the influence of transport costing on the competitiveness of road freight in Zimbabwe. For instance, most studies in Zimbabwe have focused on urban passenger transport [9] fleet management [10];[11]. None of these studies have exposed the moderating role of effect transport costing on competitiveness. This becomes a yawning research gap that this research seeks to fill. 2. Literature Review The Road Freight Transport industry is a highly competitive market with low profit margins which is why the industry needs development and operational cost efficiency in order to gain a competitive advantage. More and more companies are outsourcing road freight transport activities to other stakeholders in the logistics and transport chainIn African, competition in the road freight sector is growing and knowledge of own price of the transport service represents competitiveness in the market. The widely held view is that growth in Africa has been muted in comparison with other regions on account of high trade barriers, poor institutions, and high transport costs [12]; [13];[14]; [15]. Road transport is the main mode of freight in intra-African trade (UNCTAD 2019), but the average price of transport in Africa still represents 7.7% of total export value, which is twice the world average of 3.7 % [15]. The World Bank Report (2018) have observed that the huge shipment costs especially for landlocked countries have severely affected the overall pricing of transport services in the African road freight transport sector. This is echoed by [16] who asserted that transport costing is still in its infant stage in many countries in the subSaharan Africa. In the same vein, [17] have pointed out that high operational costs have severely affected most transport companies as they are failing to reinvest in the same sector, service vehicles, properly remunerate their employees and meeting their environmental obligations. For instance,[18] revealed that most firms in the road freight sector in Nigeria are faced with high operational costs. Conversely,[19] stated that even though road freight companies in Morocco consider operational costs in the transporting costing model, there is great concern over their ageing fleet which contribute significantly to environmental pollution. In 2010 the logistics costs (excluding externality costs) for South Africa amounted to 12.7% of the GDP [20]. This is higher than figure from first-world countries where the average stands at 9.5% [21]. According to Standard Economic Theory it is highly likely that this 12.7% is being spent inefficiently, because the external costs are not accounted [22];[23]. There is overall agreement in transport literature that transport costing positively influence organizational culture [24]; [25]; [26]; [27]; [28]; [29]; [30]. Literature suggests that the organization’s attitude towards the costs is directly linked to its culture [31];[32]. Organisations should ensure that they have a strong transport costing culture so that they are able to deal with issues of profitability [33]. This is supported by [34] who asserted that organizational culture affects the behaviour and decision making of managers and thus the firm’s strategic orientation, performance, costs, and attitudes towards the environment. Managers can foster an organization’s environmental values and beliefs and include a vision of corporate sustainability that is ingrained into a business vision and mission that creates a common corporate identity [35]. 3 .Research Methodology The study was guided by a positivism philosophy to spot patterns and make logical deductions. Positivism is based on measurement, control, and systematic observation [36]; [37. The researchers’ main objective was to establish the influence of transport costing on competitiveness of firms in the road freight sector in Zimbabwe. This was a case study of 1256 registered road freight companies in Zimbabwe with Harare as the main hub for their operations. Quantitative research strategy helped researchers in analysing data in a formal and systematic manner [38]. To obtain a deep understanding of current reality, researchers constructed a model or prototype depicting the requirements, activities, parameters, costs, and organisational processes desirable for the success of the transport costing philosophy in road freight transport sector [39];[38]. The study adopted a cross-sectional survey design because it allowed researchers to use large samples hence the study’s sample size was 384 large enough for crosssectional survey to be employed. Additionally, cross-sectional design allowed for a large amount of data to be collected once over a short period of time giving room for the measurement of relationships grounded on the study’s hypotheses [38]; [40] . Sample size was randomly determined from a population of 1256 registered road freight companies in Zimbabwe. The sample size for this study was determined using the formulae proposed by Krejcie and Morgan (1970); S = X²NP(1 − P) d 2(N − 1) + X²P(1 − P) Where: 𝐱 𝟐 = the table value of chi-square for one degree of freedom at the desired confidence level (3.841); N = the population size; P = the population proportion (assumed to be 0.50 since this would be the maximum sample size); and d = the degree of accuracy expressed as a proportion (0.05) Conferring to Krejcie and Morgan’s (1970) formula the sample size for this study was 384 households at 95% confidence level. The sample size obtained was consistent with the principle that the sample should be at least 200 to meet the requirements of Maximum Likelihood Estimation (Hair, Ringle, & Sarstedt, 2013). Additionally, the sample size of 384 was also justified following the recommendations by [41] that a minimum sample size of 200 is required to allow statistical analyses such as factor extraction which was performed in this study. Furthermore, the Kaiser-Meyer-Olkin Measure of Sampling Adequacy (KMO) was done and the sample was found to be statistically significant for each of the construct under investigation in the study [41]. 4. Results and Discussions Table 1 below presents a summary of the descriptive analysis of the responses for operational costs. There are 5 items that were used to measure operational costs. Table 1.1 Descriptive Analysis Codes Items Mean Std. Deviation OPC1 The company has been affected by skyrocketing fuel prices 4.15 .783 OPC2 There are high administration and remuneration costs 4.16 .799 OPC3 High insurance costs have hindered the company’s operations 4.00 .832 OPC4 The company has experienced high vehicle repair and maintenance costs 4.17 .755 OPC5 Tolls and operator license fees have affected the company operations 3.84 .987 Averages 4.06 0.831 Source: Survey data (2022) Results in Table 1 showed that the mean responses ranged between 3.84, SD = 0.987 (item OPC5) and 4.17, SD = 0.755 (item OPC4). The mean score was calculated and it averaged (overall mean = 4.06; SD = 0.831) agree out of a possible score of 5 (strongly agree). This implied that firms in the road freight sector agreed that they incurred high operating costs during the period understudy. The objective of the study was to determine if transport costing influences organizational competitiveness. Thus, it was hypothesised that, H1: Transport costing has a positive influence on organizational competitiveness. Table 2 Hypothesis Testing Hypothesis Hypothesized Relationship. SRW CR REMARK H1 Transport costing → organizational competitiveness 0.421 8.346* Supported Notes: SRW standardized regression weight, CR critical ratio, significant at p < 0.05, *** significant at p < 0.001 Based on the descriptive analysis above in Table 2, it was found out that transporting costing influenced organizational competitiveness of firms in the road freight sector of Zimbabwe. This implied that an organization’s attitude towards costs and time was directly linked to its business culture. Ref [42] asserted that organizational culture affected the behaviour and decision making of managers and thus the firm’s strategic orientation, performance, costs, and attitudes towards the environment. In addition, [43] observed that managers can foster an organization’s environmental values and beliefs and include a vision of corporate sustainability that is ingrained into a business vision and mission that creates a common corporate identity. Ref [44] pointed out that the promotion and support environmental management initiatives by the top management are of utmost importance in improving the company’s reputation. The adoption of corporate sustainability principles necessitates changes in managers’ and employees’ values and beliefs emphasizing the need to reduce environmental pollution. It also enables change in actual practice towards sustainability throughout the organization. Ref [45] posited that environmental values and goals must be embedded in and pursued by all corporate departments to achieve corporate sustainability. An organizational culture focused on sustainability can be a competitive advantage, for example in developing innovative ways of reducing costs. However, the adoption of a comprehensive sustainability culture can be difficult in firms that have strong subcultures in their different departments [46]. According to [47], those organizations that take care of their culture and consider their culture as one of the distinct and important parameters in terms of growth and profitability, will be considered among the best growing companies in the world with a solid approach to an improve workforce productivity. 5. Acknowledgements The researcher acknowledges the support from the faculty of Entrepreneurship and business school of Chinhoyi University of Technology. Special thanks go to Prof M Tukuta and Prof M Tsvere. 6. Conclusion and Implications The study findings established that transport costing has a positive effect on organizational culture. This implies that the costs incurred by road freight companies influence the beliefs and norms shared by organizational member. In the process of conducting this study, the researcher identified gaps in two areas that require further research. First, it is important to conduct research to establish impact of implementing transporting costing approach to all organisation’s activities. This will help the road freight transport organisations and other organisations in this part of the world to establish the real benefits of investing in this initiative. A multi case study on how to implement and effective transport costing approach in a rapidly changing business environment like Zimbabwe where organisations are forced to change or adjust their strategies frequently in order to remain relevant and survive. The Zimbabwean economy is highly fluid and volatile that companies have to change their costing strategies fast for them to survive and it presents an interesting opportunity for further study. [1] Agrianti Komalasari. Activity Based Costing for the better Supply Chain Management: An Integrated Approach for the Business Performance. International Journal of Supply Chain Management. Vol. 7, No. 5, October 2018 [2] Phumzile Ncube, Simon Roberts and Thando Vilakazi. STUDY OF COMPETITION IN THE ROAD FREIGHT SECTOR IN THE SADC REGION – CASE STUDY OF FERTILIZER TRANSPORT AND TRADING IN ZAMBIA, TANZANIA AND MALAWI. Working Paper 3/2015 [3] Milos Poliak1, Adela Poliakova and Kristian Culik (2021) EAI Endorsed Transactions on Energy Web 11 2021 – 05 2022 \| Volume 9 \| Issue 38 \| e3 [4] Kędzior-Laskowska, (2019) EKONOMIA I PRAWO. ECONOMICS AND LAW Volume 18, Issue 4, December 2019 p-ISSN 1898-2255, e-ISSN 2392-1625 [5] Mostert M, Caris A, Limbourg S. Road and intermodal transport performance: the impact of operational costs and air pollution external costs. Res Transp Bus Manag. 2017;23:75– 85. [6] Carlan, V., Coppens, F., Sys, C., Vanelslander, T., & van Gastel, G. (2019). Blockchain technology as key contributor to the integration of maritime supply chain: Analysis of use cases. Integration of the Maritime Supply Chain: Evolving from Collaboration Processed to Maritime Supply Chain Network. [7] Demir, E., Bektaş, T., & Laporte, G. (2011). A comparative analysis of several vehicle emission models for road freight transportation. Transportation Research Part D: Transport and Environment, 16(5), 347– 357. Https://doi.org/10.1016/j.trd.2011.01.011 [8] S Camisón-Haba, JA Clemente-Almendros, T Gonzalez-Cruz. Journal of Innovation & Knowledge 4 (3), 162-170, 2019. 91, 2019 [9] Mbara, T.C. (2015). Achieving Sustainable Urban Transport in Harare, Zimbabwe: What are the Requirements to Reach the Milestone? Retrieved form: http://www.codatu.org/wpcontent/uploads/Ttenda-Mbara_pdf. Accessed 20 December 2017 [10] Shakerod Munuhwa, Ephraim Govere, Munyaradzi Chibaro, David Chikwere and James Kanyepe. Journal of Economics and Sustainable Development www.iiste.org ISSN 2222-1700 (Paper) ISSN 2222-2855 (Online) Vol.11, No.10, 2020 [11] Chiparo, J., Tukuta, M. and Musanzikwa, M. (2022) Vehicle Fleet Management Practices and Service Delivery in State Owned Enterprises in Zimbabwe. Journal of Transportation Technologies, 12, 159-171. doi: 10.4236/jtts.2022.122010.[12] Rodrigue, J-P (2018): “The Thruport Concept and Transmodal Rail Freight Distribution in North America”, Journal of Transport Geography, Vol. 16, pp. 233-246; [13] Baliamoune-Lutz, M. and L. Ndikumana, 2017. “The Growth Effects of Openness to Trade and the Role of Institutions: New Evidence from African Countries.” Policy Discussion Paper no. 6, Institute for Economic Development, Boston University. [14] Mbabazi, T. (2018). A sure friendly guide to research and research methods. Kampala: Jota in cold [15] UNCTAD (United Nations Conference on Trade and Development), 2013. Economic development in Africa report 2013: IntraAfrican trade – Unlocking private sector dynamism. United Nations publication, New York and Geneva [16] Raballand, G., Refas, S., Beuran, M. and Isik, G. (2012) Why Does Cargo Spend Weeks in Sub-Saharan African Ports?: Lessons from Six Countries. World Bank Publications, Washington DC. http://dx.doi.org/10.1596/978-0-8213-9499- 1. [17] Rodrigue, J-P (2018): “The Thruport Concept and Transmodal Rail Freight Distribution in North America”, Journal of Transport Geography, Vol. 16, pp. 233-246; [18] Chukwurah G.O., Okeke F.O., Isimah M.O., Igwe A.E. (2022). Assessment of the performance of railway transportation in Nigeria from 1970. to 2010. Scientific African. Retrieved February 28, 2022, from 10.1016/j.sciaf.2022.e01120 [19] Rensma, M. and S. Hamoumi (2018), Dutch business opportunities: Transport & Logistics sector Morocco, Ministry of Foreign Affairs of the Netherlands, Barendrecht/Casablanca, https://www.rvo.nl/sites/default/files/2018/0 5/Transport-and-Logistics-sectorMorocco.pdf. [20] Škerlič, S & Sokolovskij, E. (2019). A Model for Managing Logistics Costs Throughout a Product’s Life Cycle: A Case Study of a Multinational Manufacturing Company. Transport, 34(5), 517-528, ISSN 1648-4142, Vilnius Gediminas Technical University, https://doi.org/10.3846/transport.2019.11080 [21] Sokhansanj, S, Ebadian, M, Townley-Smith, L & Lee, D. (2019). A simplified logistics model for integrating BIMAT and IBSAL to estimate harvest costs, energy input and emissions. Canadian Biosystems Engineering, 8, ISSN 1492-9066, Canadian Society for Bioengineering, https://doi.org/10.7451//cbe.2018.60.8.1 [22] Balashova, E, Machin, I & Serdyukova, L. (2022). Accounting of logistics costs and their impact on pricing. Transportation Research Procedia, 63, 2114-2121, ISSN 2352-1465, Elsevier BV, https://doi.org/10.1016/j.trpro.2022.06.237 [23] Drobyazko S., Okulich-Kazarin V., Rogovyi A., Goltvenko O., Marova S. (2019b). Factors of Influence on the Sustainable Development in the Strategy Management of Corporations. Academy of Strategic Management Journal. Volume 18, Special Issue 1 (Title: Strategic Research Directions), 2019. URL: https://www.abacademies.org/articles/Factor s-of-influence-on-thesustainabledevelopment-in-the-strategy-managementof-corporations-1939-6104-18-SI-1- 439.pdf [24] Ussahawanitchakit, P. (2017). The influences of management capability on export performance of leather businesses in Thailand. Review of Business Research, 7(5), 1–10 [25] Rogers, RN. (2019). A Brief Overview of the Foundations of Organizational Culture. Safety and Quality in Medical Transport Systems, 3-10, CRC Press, https://doi.org/10.1201/9781315607450-2 [26] Tung, D.D. (2022). A model of organizational culture for enhancing organizational commitment in telecom industry: Evidence from Vietnam., Center for Open Science, https://doi.org/10.31219/osf.io/hqz8a [27] Soltany, Z, Rostamzadeh, R & Skrickij, V. (2018). A Model to Evaluate Supply Chain Technology Implementation Influence on Organizational Performance. Transport, 33(3), 779-792, ISSN 1648-4142, Vilnius Gediminas Technical University, https://doi.org/10.3846/transport.2018.5468 [28] Kim, Y, Lee, K & Lee, J. (2020). A Study on the Influence of Organizational Culture and Meta-cognition on Self-Efficacy According to Hotel’s Organizational Integration Strategy. Journal of Tourism Management Research, 24(1), 139-161, ISSN 2092-528X, Tourism Management Research Organization, https://doi.org/10.18604/tmro.2020.24.1.7 [29] Miryazdi, S.M & Jusoh, R (2015). ActivityBased Costing Diffusion, Strategy and Organizational Performance: Evidence from Iran. Asian Journal of Accounting Perspectives, 8(1), 68-91, ISSN 2672-7293, Univ. of Malaya, https://doi.org/10.22452/ajap.vol8no1.5 [30] Gopalan, R.S., Ravibabu, M., & Sahu, Sasmita (2020). Alternative approach to costing on Indian Railways: Linking outputs and expenses to activity centres. Asian Transport Studies, 6, 100001, ISSN 2185 5560, Elsevier BV, https://doi.org/10.1016/j.eastsj.2020.100001 [31] Widodo, T, Hasaruddin, S.B & Wening, N. (2022). Analisis Budaya Organisasi Menggunakan Organizational Culture Assessment Instrument (OCAI) pada Karyawan PT Eddy Transport Raya. Journal of Management and Social Sciences, 1(4), 182-193, ISSN 2963-5497, Politeknik Pratama Purwokerto, https://doi.org/10.55606/jimas.v1i4.101 [32] Putri, IJ. (2020). Analysis of the influence of compensation organizational culture, and work discipline on the performance of lecturer Surabaya Shipping Polytechnic. Research, Society and Development, 9(5), ISSN 2525-3409, Research, Society and Development, https://doi.org/10.33448/rsdv9i5.2746 [33] Susetyo, I.H & Sumartik, H. (2022). Analysis of the Influence of Organizational Culture, Competence, and Employee Welfare on Organizational Citizenship Behavior at Company. Indonesian Journal of Law and Economics Review, 18, ISSN 2598-9928, Universitas Muhammadiyah Sidoarjo, https://doi.org/10.21070/ijler.v18i0.871 [34] Juniar, A. (2022). Analysis of the Influence of Work Discipline, Work Environment, Organizational Culture, Organizational Commitment and Leadership Style on Employee Performance (Case Study at Pt. Herba Emas Wahidatama Purbalingga). Proceedings of the 3rd International Conference of Business, Accounting, and Economics, ICBAE 2022, 10-11 August 2022, Purwokerto, Central Java, Indonesia, EAI, https://doi.org/10.4108/eai.10-8- 2022.2320851 [35] Roughton, J, Crutchfield, N & Waite, M. (2019). Analyzing the Organizational Culture. Safety Culture, 35-52, Elsevier, https://doi.org/10.1016/b978-0-12-814663- 7.00002-9 [36] Peter M. Pruzan. Published by Springer International Publishing, Cham, Switzerland, 2016, 326 pages, ISBN-13 978- 3-319-271668 [37] Leavy, P. (2017). Research Design: Quantitative, Qualitative, Mixed Methods, Arts-Based, and Community-Based Participatory Research Approaches. New York, NY: The Guilford Press. ISBN 9781462514380. 300 pp. [38] Creswell, J. W. (2014). Research Design: Qualitative, Quantitative and Mixed Methods Approaches (4th ed.). Thousand Oaks, CA: Sage [39] Ralph, Paul & Yair Wand. 2009. A proposal for a formal defition of the design concept. In KalleLyytinen, Pericles Loucopoubs, John Mylopoulos & Bill Robinson (eds.), Design requirements engineering: A ten-year perspective (LNBIP 14), 103–136. Berlin: Springer-Verlag. [40] De Vaus, D. A. (2014). Surveys in Social Research. (6th ed). Australia: UCL Press. [41] Field, A. (2005). Discovering statistics using SPSS (2nd ed.). London: Sage [42] Grohnert, T, Ennemoser, N, Orth, M & Gijselaers, W. (2022). A Meta-Analysis Linking Organizational Learning Culture, Performance, Innovation, and Job Attitudes. Academy of Management Proceedings, 2022(1), ISSN 0065-0668, Academy of Management, https://doi.org/10.5465/ambpp.2022.12044a bstract [43] Yusuf, R, Wahid, A.H, Moneyam, S & Rosdi, S.A.M (2021). A Review of Culture and Communication Orientation Among Malay Workers Towards Silence Behaviour Tendency. International Journal of Modern Trends in Social Sciences, 4(15), 13-20, ISSN 2600-8777, Global Academic Excellence (M) Sdn Bhd, https://doi.org/10.35631/ijmtss.415002 [44] Pugna, A.P, Potra, S.A & Negrea, R. (2020). A strategic decision-making tool for new product and service design. Management Decision, 59(2), 406-425, ISSN 0025-1747, Emerald, https://doi.org/10.1108/md-01- 2019-0110 [45] Bayrak, AE, McComb, C, Cagan, J & Kotovsky, K. (2021). A strategic decisionmaking architecture toward hybrid teams for dynamic competitive problems. Decision Support Systems, 144, 113490, ISSN 0167- 9236, Elsevier BV, https://doi.org/10.1016/j.dss.2020.113490 [46] Tzenios, N (2022). A Strategic Plan to Improve Police Response and DecisionMaking during Major Incidents., Center for Open Science, https://doi.org/10.31235/osf.io/9e4ru [47] Trad, A. (2020). Applied Mathematical Model for Business Transformation Projects. Handbook of Research on IT Applications for Strategic Competitive Advantage and Decision Making, 269-308, ISSN 2327-3429, IGI Global, https://doi.org/10.4018/978-1- 7998-3351-2.ch015	0f2f983a-79d0-46ba-b805-53a6f089db77
Issuu on Google+ Huntingdonshire Will carbon around the face of an EGR valve cause the engine to lose power and have poor fuel http://FuelSavingTab.com consumption? I have a 2013 ford expedition I'm just wondering if I have to warm up my car in the morning some people say yes but idk what's right showing time problem cheri feedback. Mack truck lightning mcqueen If you can DRIVE A CAR in high school, does it mean you're mature? I have a CO2 sensor nearby, but it did not alarm. Would there have been enough CO2 in this situation that the alarm should have gone off? Can I test a CO2 unit like I can test a smoke detector? With the door and window open, how long before the gas clears out? suzuki swift petrol tank kenda karmas. Mini cooper uk price Skoda To Launch Bigger SUV By 2015 \| MotorBeam - Indian Car ... Skoda To Launch Bigger 7-Seater SUV By 2015 . ... Skoda has said that they will launch a bigger SUV , a segment higher than the Yeti, in international markets by 2015 . This bigger car will rival the likes of the Hyundai Santa ... diesel fuel http://FuelSavingTab.com saving additives alfa romeo sun visor. Cookstown How fast did the mars rover travel in space? Seriously do they ALWAYS need to be cruising in those ugly crown victorias all the time? Gass guzzlers. istituto marangoni en milan. BUCKINGHAMSHIRE how do you speed up your metabolism? mini cruises from uk ports car auctions bakersfield california. LUGO Increase Torque K20 save gas device honda cb500t. Tullamore Please help a complete answer i will not use your answer its only for idea? I cancelled service with an alternate energy provider about 6 weeks ago. For the last 2 weeks I have been receiving anywhere from 3 to 6 calls a day from them. When I answer all that happens is I get a bunch of clicking, probably because it is an automated dialing system that waits for someone to answer, then connects the call with an agent. After waiting for a while nobody answers so I just hang up, but the calls keep coming. I received 4 calls so far today before 12 noon and am beginning to wonder if this borders on harassment. So I am curious if any company is legally able to call me so frequently and what options I have if I wish to penalize them? My home phone has recorded the time date of every call received for the last few weeks. Any relevant info would be appreciated. bf goodrich tractor. Clk 320 mercedes convertible bosch spark plugs bosch spark plugs royce menezes volvo xc90 transmission class action Best Economic Car Doetinchem What do you think about the Suzuki X-head?!? And hows the performance, cuz I dont like the looks of the latest hummers , with luxurious looks like a SUV.(And is there a hummer comunity where I can join like harley davidsons company) Clonmel tire size cadillac srx. CHANDLER if the temperature of a gas remains constant when the pressure of the gas will increase if? You are confronted with the following question: One mole of an ideal gas is sealed in a 22.4L- container at a pressure of 1atm and a temperature of 273k . The temperature is then increased to 305k , but the container does not expand. What will the new pressure be?Enter the required variables, separated by commas. For example: P,V,T. how much fuel http://FuelSavingTab.com do nascar cars use new york motorcycles show. NOORD-BRABANT Increase Torque K20 buy diesel trucks abbeville louisiana volvo cars for sale. Super Eco fuel http://FuelSavingTab.com Saver Boston Increase Torque K20 Magherafelt honda agreed. W�RZBURG Tax return question. Parents provide over half of your support or not? I have a 1996 Mazda Protégé. For months now I have had the problems below. I know it is hard to diagnose a problem based on what somebody says on the computer and without looking at it so I will list them all in as great of detail as possible so I could get the best theories and explanations. I took my car to the mechanic after it overheated several times and I had a blown head gasket which was fixed and installed a new radiator and it is still overheating. I would even put antifreeze inside of it and it will cool it off for some time but it will inevitably overheat at around 10-20 minutes of riding. I would have to take my foot off the pedal while riding so it would not overheat but when I pushed my foot on the pedal it would subsequently overheat. I don’t know much about what could possibly cause this however one thing I had missing and I didn’t know how problematic it was until now was that I didn’t have a radiator cap. I took my car to the mechanic with a radiator cap but I left without one for some strange reason and I asked him if he had my radiator cap and he said he didn’t. (I sense a lie). So I just used a makeshift radiator cap (which I know is stupid). I don’t know much about cars so I just saw the radiator cap as merely a lid that only served to keep the fluids from coming out but I didn’t know it played an important function in maintaining the pressure inside of radiator but I do now. Nonetheless I am not sure if the radiator cap will be the solution to the overheating problem but I will definitely help and minimize the damage done to the engine and it is cheap so I am going to buy one regardless, and who knows it might work. When the car overheats steam comes out of the hood and the makeshift cap gets blown off and fluid gets everywhere. This makeshift cap isn’t stable at all, it doesn’t fit as snug as it should and it doesn’t twist in.--Also the engine overheats over time and it can overheat when I keep revving the engine while it is in park or stationary. --I have a recently installed new battery which works as opposed to the old one which was dead however it just seems like the juice from the battery isn’t being siphoned enough to start the car. --When I try to start the car it struggles to cut on and takes around 30-45 seconds. I could feel the car struggling to cut on and I would have to pump the gas pedal repeatedly or keep my foot on it to make it work. (With my old battery before the car wouldn’t even cut on at all.) So maybe it is an alternator problem. I don’t know. -car shakes heavily when the engine is trying to catch but then it stops when the car is finally started. --I think the engine shudders and shakes. I used to hear a thumping inside but I don’t think this is the case anymore. --It struggles to accelerate and it cannot get passed a certain speed. Pushing down on the accelerator doesn’t immediately make the car go faster, and it feels like the car labors to try to pull itself. -When the car stops or even decelerates to making a stop it would cut off. When I am at a stoplight or at a stop sign I need to put the car into park and keep revving the engine to make sure it doesn’t cut off. If it does cut off I will have to turn the car back on to make it work. -when the car stops it shakes but when I put it in park and rev the engine it doesn’t shake. -when I drive the car, it doesn’t shake. I am going to buy a radiator cap tomorrow, put antifreeze in it, perhaps change the oil and put motor oil inside of it and buy spark plugs. Would the following stop the overheating and fix the acceleration and the trouble starting the car based on the symptoms I have given. Antifreeze, Motor oilOil changeSpark plugs 2011 bmw x5 xdrive35d gas mileage renault clio 182 cup. Teichmann dacia potsdam gas saver kit? where do i get one? The majority of cars these days come with a donut/compact spare tire with the exception of some full size cars, most suv's, police vehicles, and trucks. I think the full size spare tire was done away with for cost. A brand new tire costs over $80 and a new rim costs over $300 where as opposed to the compact spare tire that should cost no more than $100, that equals to around $200 per automobile. Another reason they would say they did away with full size spares is space. People want trunk space and the tire takes up over half the trunk leaving no room for space. The auto company's could easily find a way to make a compartment for a full size spare without interfering with trunk space, but again they don't want to pay for that. If you look inside a Mercury Grand Marquis trunk they have a shelf for a full size spare. Another reason is fuel http://FuelSavingTab.com costs, having the extra weight of the tire takes away mileage. I am just curious as to why the donut/compact spare is common? Answers with sources would be appreciated. Mid Bedfordshire william morris poetry. Dublin What would you recommend for my next vehicle? Some form of compact SUV? Hey so I want a truck and im stuck between these two, which do you prefer and why?? I'm concerned about safety, mpg, dependability, duribility.. 2011 honda civic lx fuel http://FuelSavingTab.com economy spitzer acura pa. fuel http://FuelSavingTab.com Economy Trucks BOSTON What size exhaust piping does an 2013 accord ex v6 sedan have? I HAVE TOYOTA TERCEL EL 50 WHIHC HAS AUTO TRANSMISSION 1.3 L ENGINIE.I HAVE A FEELING THAT THE fuel http://FuelSavingTab.com CONSUMPTION I SBIT HIGH IN MY CAR WHAT CAN I DI TO INCREASE ITS fuel http://FuelSavingTab.com EFFICIENCYthe car has carporated engine Deventer new body style chevy trucks. fuel http://FuelSavingTab.com Saving Performance Chips AURORA Can anyone reccomend a car that i can fit 2 toddlers and a newborn in? Ok so I want a car and bad, what would be a cheaper better way to get one. Buying one from a junk yard and fixing it up or buy a used car from someone. Or is there a better place than from a junk yard but please help I really want a car but have to many bills for a expensive one San Diego selling cars parts. Dover Increase Torque K20 how much does it cost to put a fuel http://FuelSavingTab.com pump in a car tata organisation chart. EAST DUNBARTONSHIRE Why do people in America support their own demise? In the early part of January gasoline prices were up 10 cents on a YOY basis, as reported by the EIA Weekly Oil Inventory report. At that point there was also a YOY increase in gasoline consumption of approximately 4%, as consumers were feeling relatively confident and were driving more. As gasoline prices started increasing, and the media picked up the story, the rate of YOY increase began to decline rapidly, and in the latest EIA Weekly Oil Inventory report the increase in gasoline consumption had fallen to just over 2% on a YOY basis, which was part of the reason that March gasoline futures contracts lost 12 cents in a single day last Wednesday. Do you expect that the recent rise in gasoline prices will lead to a significant consumer pull-back, with the rate of YOY increase declining even further if not disappearing altogether, or do you expect that as prices begin to ease back down again consumers will return to the +4% rate of consumption?Also, I know a lot of you don't follow commodities futures but an apparent change in trend that results in a 2% drop in YOY rates of consumption in a matter of less than 3 weeks is huge.@ Curtis - I'm not a low information Republican. I'm well aware that the USD as measured by the DIX is right in the middle of it's historic trading range and has been trading in the low 81 range for some time now. Also, Gold futures have been falling rapidly so if you're doing the Libertarian thing and valuing the dollar against Gold then the USD is actually appreciating rapidly. Tyne & Wear barbie jeep motor. Car rental convertible discount was I scammed?? should I be worried about my safety? My life sucks for multiple reasons, many of which I can do absolutely nothing about.1. JOB- I work at McDonalds, and there are SO many problems with that place it would almost be funny if I wasn't smack in the middle of it. We are sometimes so understaffed on late nights and graveyard that each person is doing the equivalent of four people, we skip breaks, and we get so stressed out that we start shaking or threatening to burn the building down. A lot of our safety equipment (such as our heat resistant gloves we use to clean our grill) are in such disrepair that we are constantly hurting ourselves or take twice as long on a job to prevent injury. We only get one uniform (we're supposed to have two) so, even if we have another shift eight hours after we get off, we have to wash our uniform and figure out how to get enough sleep while changing the laundry over to the dryer, taking a shower, shaving, etc. While reviews for raises are supposed to be every six months, the average is about a year and several employees go two without one. Several employees are untrained in the position they are stuck in, and other employees have to step away from their job to help out. Several of my coworkers don't care about this job so they screw around and don't pay attention, doing as little work as they can get away with, relying on the other crew members to pick up their slack and work themselves half to death to keep up with the orders.I have tried to get a new job, but the economy and my schedule won't allow me to. I apply/check in/reapply with at least six jobs a week, and I've done this for four months, and I haven't even gotten as much as a letter saying they chose somebody else.2. SCHOOL- I was in school, then when I was redoing my FAFSA, my parents IRS statements wouldn't transfer in and nobody can figure out why, so I can't go back to school until Spring Term after I turn 24 and don't need my parents info any more.3. BILLS- I make about $800 a month at my job. I pay 375 for rent and utilities, about 100 for gas, 140 for car insurance, 100 for food after assistance, 80 to my credit card (which is a charge off) since my buddy can't pay his portion at this point in time, ~100 for household/personal expenses (dish soap, laundry soap, garbage bags, shampoo, body soap, razors, etc.), and I haven't been able to pay my grandfather the 170/month I owe him for my car and phone except for 20 here and 40 there, so he's threatening to take both away from me. I told him that my rent should be going down by 100/month soon, that I can pay him 400-500 when I get my tax returns and that when I start school again I'll be getting Financial Aid so I can pay him more then too. 4. RELATIONSHIP- I'm 23, still a virgin, and have only had one girlfriend, if you can call it that. I was the other, other guy and it only lasted a week before it ended. I have social anxiety disorder, so talking to new people in general is very difficult for me. I get panic attacks, start shaking, and can't get a full sentence out before I lose what I was trying to say. Talking with women is even worse, especially if I find them really attractive. I had thought that if I got to know them first to get comfortable speaking with them, that I could ask them out or at least get more intimate with them, but by the time I know them well enough to be comfortable doing that, they almost inevitably respond that I'm too nice or that they don't want to ruin our friendship. I've tried online dating, but I get no messages or responses to messages I have written. I obviously don't have money to hire someone, which I think might help with my confidence, which is a contributing factor to my social anxiety.My life sucks, I don't see any positive changes in the near future, with the exception of money matters, and I don't know what to do. I don't want to be miserable like I am now for any longer, but I don't see any other choices. Please help! Santa Ana volvo suv 2007. Mandurah Increase Torque K20 engine torque and speed talbot group holdings pty ltd. Scion ground effects what is the emissions of a chevy s10 1995? 1)___ Many vehicles have a rack and pinion steering system.2)___ An electronic power steering gear uses a hydraulic power steering pump.3)___ Rack and pinion steering gears and linkages are less compact compared to recirculating ball steering gears and parallelogram steering linkagess4)___ The steering column connects the steering wheel to the steering gear.5)___ When suspension systems are built from heavier weight components, these items can improve fuel http://FuelSavingTab.com economy and reduce CO2 emissions6)___ A computer-controlled suspension system reduces body sway during hard cornering.7)___ A stabilizer bar reduces body sway when a front wheel strikes a road irregularity.8)___ Very few modern vehicles have an independent rear suspension system.9)___ Incorrect wheel alignment may contribute to harsh ride quality.10)___ A short-and-long-arm (SLA) front suspension system has a lower control aarm that is longer than the upper control arm.11)___ Dynamic balance refers to the balance of the wheel and tire on the inside and outside of the rim.12)___ An object at rest has startic inertia.13)___ Newton's first law of motion states that a body in motion wants to stay in motion and a body at rest wants to stay at rest.14)___ When a force moves a certain mass a specific distance, work is produced.15)___ Energy in motion may be referred to as potential energy.16)___ Gases and liquids are both compressible.17)___ as altitude increases above sea level, atmospheric pressure increases proportinally.Thank youim going to a tech school in january and im trying to educate myself before i go. this is not a homework shop manual for lincoln continental gear dadies. Gedling fuel http://FuelSavingTab.com economy for diesel trucks fuel http://FuelSavingTab.com economy for diesel trucks alignment before or after new tires freightliner diesel van. RHODE ISLAND In these troubled financial times....? We all know it's coming soon, I predict in between 2015-2020 because Africa now learn the lesson's from the 80s and 90s and now they have the help of China just like how the Asian Tigers had the help of Japan. Also the difference with Africa is their young population which will make them even surpass some of the developed economies pretty soon. By 2050 Africa's share of world GDP will be at 12-14% higher than Western Europe 8% best fuel http://FuelSavingTab.com economy european cars 1960 daimler. Cadillac seville for sale Increase Torque K20 tupelo auto sales in tupelo ms new tires in fredericksburg va. KENORA Is wind power a good way to get "green" energy or a colossal waste of money? -What are the environmental, social and economic impats of the uses of biofuel http://FuelSavingTab.coms? What are the risks of using plant material to produce biofuel http://FuelSavingTab.coms? -Describe and explain the benefits and disadvantages of ethanol and hydrogen as fuel http://FuelSavingTab.coms in terms of: A)use of renewable resources B)storage and use of the fuel http://FuelSavingTab.com C)their products of combustionMy internets awkward and some websites it shows (like yahoo) and some it doesnt so i cant find the answers. PLEASE HELP ME!!! diesel gas prices by state volvo 850 engine history. Anchorage What kind of car should I get? Alright so i wanna buy a new car and i want a car thats Good, Cheap to maintain, Fast but not too fast like maybe 180-240 Horsepower and last over 20mpg cityAgain here is what i need-Cheap to Maintain-Fast and Fun to drive but not too fast like 180-240 Horsepower-Good Gas Mileage (20MPG) or more- and more than two seats so i can haul a couple friends around.Thanks for the suggestions!!! used car dealers dudley personal car sales newbury park ca. INDRE br2+h2 yields 2HBR; 8.60 L of hydrogen gas reacts with bromine to yield what mass of hydrogen bromide at STP? i need help on this problem. A 32.0 mL sample of hydrogen is collected over water at 20 degrees Celsius and 750.0 torr pressure. What is the volume of the dry gas at STP? ( Vapor pressure of water at 20 degrees Celsius is 17.5 torr), Please help and if you could show the work i will greatly appreciate it. lamborghini lm002 fuel http://FuelSavingTab.com consumption san marcos entertainment. Land rover assesories Chemistry help please!!? a)5b)25c)16d)9plzzz Explain Palmerston noble auto sales. Hilversum Increase Torque K20 how can we reduce fuel http://FuelSavingTab.com consumption in everyday lives fiat palio 2006 model. Increase torque k20	822f88ca-aa52-4f28-8d84-49722e07c11f
Monday, May 12, 2008 Count the Rivets 1957 (The author, William (Bill) Critch a resident of AZ was in 1957, a USAF aviation cadet in Class 58H. After graduation, he was commissioned a 2nd Lt and assigned to the Military Air Transport Service as a co-pilot.) Bainbridge Air Base, Georgia. June 1957 I taxi into the takeoff position and hold the brakes on with my feet pressed against the top of the rudder pedals. Today, it’s a solo flight to practice coordination maneuvers and aerobatics. The plane in front of me has lifted off, so I apply full power. The big radial engine has a comforting sound and I feel the propeller torque trying to turn me to the left. I press in right rudder and keep the Trojan headed straight down the runway. The prop seems to be turning very s-l-o-w-l-y, but it’s a typical illusion of the T-28’s two-bladed propeller and not at all like the smaller T-34 in which I soloed. The airspeed is increasing normally and I lift off at around 85 knots. I say out loud to myself, “Gear Up”, and climb straight ahead to 500 feet, increase the airspeed, raise the flaps and then make a right, then a left climbing turn and I’m clear of the traffic pattern. I check the cowl flaps closed and set the power for Climb. A beautiful spring day. Big woolly clouds against a clear, blue Georgia sky. But I don’t day dream – I’ve work to do. I clear the sky to my left to see if anyone else is close and continue climbing and turning to 8,000 feet. The farmland underneath, as indeed most of the land in the U.S., is laid out in sections with the boundaries running north, south, east and west. As I climb, I practice staying lined up with the section lines. Using an imaginary line I mentally draw across the windshield, I practice steep turns. We have not been taught to fly on instruments yet, and refer I to them only to check my ability to maintain altitude while looking outside. I talk to myself while turning. “Throttle up a bit. More back pressure on the stick. Keep that imaginary line on the horizon. Oops, I can feel I’m losing altitude! Add power. Raise the nose a bit. I’m skidding. Ease out some bank and use a little top rudder – keep the ball centered, keep it coordinated. Now, more bank again, back to 60 degrees. Fly the plane, don’t let it fly you!” I work at turns for about 15 minutes till I’m tired of it. Now for some chandelles. This maneuver, that I seem to have little trouble performing, feels like flying is meant to: a rapid change in altitude, pitch angle, speed, and the sense of a rapid climb out of some dangerous situation. I imagine myself flying into a fjord or into a box canyon and finding that I must immediately reverse direction and climb back out. This is a situation that can easily happen and indeed, several later, I put this maneuver to good use when flying in Greenland. Next snap rolls, horizontal reverses and the exhilarating Cuban Eight. I don’t know why it’s called a Cuban Eight but it is two loops joined together like an infinity sign. I try to remember what the acrobatic section of the flight manual says as I talk myself through the maneuver: “Mixture..Rich. Prop…Full Forward Airspeed…descend to increase to 200 Knots.” I begin to dive and enter a loop. Easing in the back pressure, I feel the gravitational force – “g’s” - as I begin the loop looking over my head to keep the North/South section lines fore and aft. Over the top, back on the throttle and dive upside down at a 45 degree angle until the nose passes through the horizon. Then I half-roll till I’m right side up and commence another loop all the time keeping the plane properly aligned. Over top again, down at 45 degrees and roll out at my original entry altitude. Wow! Fun, fun, fun. Oops, lost a thousand feet or so – better do another, and another. I’m charged! Before I realize it, my two hour solo is almost over and I’m going to be cutting it pretty fine to land in time so that the next student can have the plane. I can see the field from this altitude and also can see that the line of trainers preparing to land is stretched out five or six miles. Yikes! How will I squeeze in? Like the ‘tiger’ I’d like to be, I make a high speed descent and parallel the 45 degree entry for the south east runway. I see a gap and whip into a steep 180 degree turn and bully my way in front of another T-28 who has left a bit wider spacing than usual. What I don’t know is that the ship I have pushed in front of has a student and an instructor. I turn right 45 degrees on to ‘initial’ and can see I’m too close to the plane in front, so I extend my pitch-out point a bit further down the runway. What I don’t hear is the mobile control tower say to me, “Solo T-28 on initial, go around.” They can see I’m extending the pattern too far, but my attention is already divided with spacing and landing. For all intents, I’m deaf to their request and I begin my 60 degree ‘pitch-out’ to the right. “Throttle back until the horn sounds, Gear Down, Horn silent…..” I say as I turn. Suddenly I become instantly aware of a blur ten or fifteen feet above my canopy. I can almost count the rivets in the underside of another trainer’s fuselage. I have barely survived a near miss at less than 1,000 feet. If he’d hit me, nobody would have survived; we would both be a pile of burning metal at the end of the runway. I continue my descending turn towards the runway, but something doesn’t feel right. I’m descending too fast. I add power, and the descent slows. I touch down much faster than usual and do not make the first turn off but taxi further down the runway causing the next T-28 to go-around. While ‘cleaning up’ after landing, I realize why I landed long and fast. After the near miss with the other plane, my train of thought was interrupted and I forget to put down ‘landing flaps’. What a ‘tiger’ I am. More like a scared pussy cat. Entering the line shack, I decide to say nothing about the near-miss to Earl Wederbrook, my instructor. Glancing out of the window, I see a short instructor walking very quickly toward our building. Earl also sees him coming, and flicks his eyes towards the parachute loft. I take the hint beat a hasty retreat. I put it together! The approaching instructor is my old nemesis, P.D. Bridges, the southern boy who doesn’t like slow Yankees with an Australian accent and it was he who I cut out of the pattern and with whom I almost shared a common pile of burning rubble. Five minutes later having checked in my parachute, I look inside the line shack. P.D. and Earl are nose to nose, except that my instructor is about six inches taller, 50 pounds heavier and who is looking down on a red faced Bridges who is obviously yelling. My protector is saying nothing, and shortly P.D. turns on his heel and leaves. Earl has a wry smile during the debriefing and after I discuss my maneuvers, Earl says, “By the way, next time you cut someone out of the landing pattern, be sure he’s shorter than me. I’m a lover, not a fighter.” Back in the barracks before supper, I look at my log book and realize that I have just passed 100 hours of flight time and in an airplane which 15 years ago would have been considered a high performance machine. And I am sad knowing that neither my mother nor father will ever know their grown up son. How To Get That Job In Aviation 1954 Saturday morning at the Insurance Company of North America, Australian Home Office, Spring Street, Sydney. "Strewth, what a day. If I wasn't working I could'a done my grocery shopping at King's Cross before the rush, now it'll be off the tram, into the deli before it closes at two, back on the tram and hope there's something goin' on tonight in Bondi. Hope I've got time to hit the Pitt Street Rhineskeller Wine Shop for a jug." Just the three of us: Crazy Kath Sherlock in her gray Red Cross uniform, sucking Cure 'Em Quicks, and that new honey, Judy Stutchbury who won't even give me the time o'day. Y'know, the other day I asked her to type some stuff and she said that it wasn't her job? Who the heck does she think she is? I've been here longer than she has, and besides, isn't that what the girls are supposed to do? Who's this at the door? "Yes, madam, you want to renew your Household policy? Do you have the renewal slip?" "No? Not a bother at all. Now what is that address again?" Go to the ledger, find the address, find the policy number, go to the pending folder. Let's see, City Account? She must be one of our agents' shirt-tail rellies getting the 15% discount. Good, she's done and gone. God, 2 hours till I get off at 1 o'clock. I'll read the Herald want ads. Needs Mechanics' HelpersPositions at Mascot AerodromeGood working conditions.Interviewing today at Wentworth House 10.00 am until 4.00 PM Hmm. Wonder what Mechanic's Helpers do? If I was in aviation, maybe Polly would let me take her out to the flicks instead of up the hill to St Patrick's to Confession where I know she confesses fooling with her court reporter boyfriend. She only takes me along as 'cover'. (Wentworth House is no longer standing, but it was just across the street from Polly's weekly confessional and it was the headquarters of QANTAS Empire Airways, Australia's locally grown, aerial connection with the outside world. Probably because of Australia's dedication to the British Empire and her assistance to General Douglas McArthur's drive to defeat the Yellow Peril, Australia had been granted a round-the-world route. QANTAS had been flying the U.S. built Lockheed Super Constellation: Sydney, Darwin, Singapore, Delhi, Cairo, and the long leg to London. Then, London to New York, nonstop to San Francisco, Honolulu, Nandi and Sydney.) I look for the Employment Office but instead find a sign, 'Interviews' and nearby a varnished, glass enclosed office with an old coot reading the Saturday Daily Telegraph with his feet propped up on a empty desk. This is aviation? "Sir, is this where you're hiring mechanics helpers?" Bill Grove, Maintenance Foreman of Hangar 85 at Mascot, takes a look at me in my blue, double-breasted, tailor-made suit, white shirt and Windsor knotted club tie and wonders what the hell I'm doing there, but it's a slow, late, spring afternoon and there are no other applicants lined up. "Yairs, son. Come on in." Bill is a balding, stocky, middle-aged man dressed in a nondescript plaid suit which is not near the cut of mine. He too is having a boring day, seconded by the Personnel Department to do interviews as Saturday is their day off and managers don't get overtime. We talk father to son stuff. His son is attending Scotts College, a GPS school at the west end of Rose Bay, where I am, at great expense, currently subletting and sharing a house. "Why would you want to be a mechanic's helper?" asks Bill. My enthusiasm has always been a door opener and it flows out to open this unexpected portal. "Well sir, I've always wanted to get into aviation, in fact, it's really my first love." This was not totally untrue as I had been the class 'drawrer' since 1st grade and could draw the best aeroplanes and rocket ships ever to adorn the covers of my mates' exercise books. I regularly buy and devour a weekly periodical from England, "The Aeroplane", and if I can afford "Flight", I buy it too. The smell of airplanes in a hangar is totally intoxicating. I dream of layovers on Pacific islands exploring abandoned Japanese Army fortifications and tunnels finding souvenirs of the war I have only read about. I also dream about 'hosties' like Pauline and how they get all gooey when talking about pilots. "Well, you look as though you could do the job, but frankly it's a greasy, sweaty job cleaning parts that have been taken off our Connies and I don't think it would interest you for more than a week or two. But, I tell you what, if you can afford a tool box and a pair of overalls, I'll take you under my wing and see that you stay out of trouble. I need someone to work just outside my office door to take care of the Maintenance Manuals and tag the airplane parts that the mechanics have removed for repairs. When I can find them, the apprentices aren't interested and do a lousy job and the mechanics hate paperwork." I don't have a clue as to what 'take me under his wing' means but he seems to be a straight bloke and just may have my interests at heart. Perhaps it's the Riverview/Scotts College connection - both are members of the elite Great Public Schools of New South Wales and I am after all, a Riverview bloke. Well, kind of. I lie about my age and he doesn't seem to care. The better wages start at age 21, so for QANTAS purposes, I'm 21. "You may have to live closer to Mascot. Do you have a bike, or a car?" He knew I do have a tool box, but a car? A motor bike? Last time I saw my push bike, it was a year ago and it was leaning against the wall of the Public Bar of the Commercial Hotel in Gunnedah. Who knows which drunk had ridden it home. "Ah, no I don't, but I can get one!" "Righto then, you can start in a coupla weeks. I'll set it up. Keep your mouth shut, or tell anyone who asks that you worked in Clegg and Tyrell's Gunnedah Garage instead of working in the Parts Department. When you start, I'll check your tool box over so's no-one will question it. By the way, you'll have to join the Union and you might consider taking the evening classes at Ultimo Technical College." I leave Wentworth House flying just a little higher than those Connies I hope see in two weeks. Little did I know that this would be the beginning of a career in aviation which lasted over 40 years.	a2411485-472c-40c7-a579-ec9e7467f46e
How Many Gt350R were Made : Unveiling the Limited Production Figures 0 0 Ford produced a total of 4,350 units of the GT350R. The GT350R is a limited edition sports car by Ford. With its high-performance features and exclusive design, it has become an iconic vehicle among car enthusiasts. This article will provide an overview of the GT350R, including its specifications, special features, and the reasons behind its popularity. Whether you’re a fan of muscle cars or simply interested in learning more about this exceptional vehicle, keep reading to discover what makes the GT350R a standout in the automotive world. The Legacy And Popularity Of The Gt350R The Gt350R is an iconic representation of performance and power, revered by automotive enthusiasts worldwide. Its incredible legacy and unparalleled popularity have made it a symbol of excellence in the automotive industry. From its history and significance to its limited-edition nature and position within the Mustang lineup, the Gt350R continues to captivate the hearts of car enthusiasts. History and significance of the Gt350R in the automotive industry The Gt350R holds a special place in the history of the automotive industry, known for its racing heritage and unmatched performance. Born in the 1960s, the Gt350R was developed as a track-focused variant of the iconic Ford Mustang. Its lightweight construction, powerful engine, and agile handling set new standards for high-performance vehicles. The Gt350R’s significance lies not only in its track prowess but also in its impact on the overall automotive industry. It showcased the capabilities of American muscle cars and bridged the gap between road-legal cars and race cars. The Gt350R’s success paved the way for future generations of performance-oriented vehicles, inspiring automakers to push the boundaries of speed and performance. Introduction to the limited-edition nature of the Gt350R The Gt350R is a highly sought-after collector’s item due to its limited-edition nature. Ford only produced a limited number of the Gt350R, making it a rare find for enthusiasts. This exclusivity adds to its allure and increases its value in the automotive market. From the moment it was released, the Gt350R garnered immense attention and quickly became a coveted possession for performance car enthusiasts. The limited production numbers make each Gt350R a unique piece of automotive history, elevating its desirability among collectors and enthusiasts alike. Overview of the Gt350R’s position within the Mustang lineup As part of the iconic Mustang lineup, the Gt350R holds a special place among its stablemates. While the Mustang is known for its blend of power and style, the Gt350R takes the performance aspect to another level. With its track-focused enhancements and aerodynamic design, the Gt350R stands as the pinnacle of Mustang performance. It sits at the top of the Mustang hierarchy, offering unrivaled power, precision, and adrenaline-inducing thrills. While the Mustang lineup caters to a wide range of enthusiasts, the Gt350R caters specifically to those seeking an unrivaled track experience and the thrill of high-performance driving. Its unique position within the Mustang lineup further solidifies its reputation as a true legend. Exploring The Limited Production Numbers When it comes to owning a truly exclusive vehicle, few can match the limited production numbers of the Ford GT350R. This high-performance sports car is renowned for its exhilarating power and precision handling, making it a dream come true for enthusiasts around the world. The GT350R’s allure is further enhanced by its rarity, with only a select number of units ever produced. In this article, we delve into the factors that contribute to the limited production of the GT350R and unveil the secrets behind its exclusivity. Understanding the exclusivity of the GT350R through limited production numbers An important factor in establishing the exclusivity of the GT350R lies in the limited number of units produced. Ford purposely restricted the production of this model, ensuring its scarcity and enhancing its desirability among car aficionados. By manufacturing only a limited quantity, Ford has created a vehicle that truly stands out from the crowd. Let’s explore the various factors that influenced the limited production of the GT350R. Factors affecting the limited production of the GT350R 1. Manufacturer’s production strategy When it comes to producing a high-performance vehicle like the GT350R, the manufacturer’s production strategy plays a pivotal role. Ford carefully evaluates the market demand and sets a specific production target based on various factors, including anticipated sales, customer preferences, and competitor analysis. By adopting a strategy focused on limited production, Ford creates a sense of exclusivity and excitement around the GT350R. 2. Market demand and trends The market demand for high-performance sports cars can greatly influence the production numbers. By closely monitoring consumer preferences and market trends, Ford ensures that the GT350R meets the expectations and desires of its target audience. The limited production numbers are a result of the careful analysis of market demands, ensuring that each GT350R remains a highly sought-after commodity in the automotive world. 3. Technical challenges and constraints Producing a high-performance machine like the GT350R demands meticulous attention to detail and adherence to stringent quality standards. Technical challenges and constraints in terms of sourcing specialized components, fine-tuning engine performance, and ensuring top-notch build quality all contribute to the limited production of the GT350R. By maintaining high standards across every manufacturing step, Ford guarantees that each GT350R delivers an exceptional driving experience. 4. Ensuring exclusivity through limited quantities Lastly, the limited production numbers of the GT350R serve as a guarantee of exclusivity. By producing only a select number of units, Ford ensures that each GT350R retains its distinctive value. Owners can take pride in the fact that they possess a truly rare and exceptional vehicle, making every drive an extraordinary experience. In conclusion, the limited production numbers of the Ford GT350R contribute significantly to its exclusivity and desirability. The manufacturer’s production strategy, market demand and trends, technical challenges, and the deliberate restriction of quantities all play a role in establishing the GT350R as a truly unique sports car. Whether you’re a car enthusiast or simply appreciate the thrill of driving, the GT350R’s limited production numbers make it a truly special machine that sets pulses racing on every road it conquers. Unveiling The Official Production Figures When it comes to high-performance muscle cars, the Shelby GT350R stands out as a legendary model that is highly sought after by automotive enthusiasts. However, uncovering the official production figures for this iconic vehicle can be a challenging task. In this section, we will delve into the process of obtaining accurate production figures from official sources, the challenges and limitations of tracking these numbers, and an analysis of the available data and sources. We will also explore the model years and production runs of the GT350R and touch upon any regional and international variations that may exist. Obtaining accurate production figures from official sources In order to provide you with reliable data on the number of GT350R units produced, it is essential to obtain information from official sources. However, official production figures are not always readily available. Automakers sometimes release limited or incomplete information, making it difficult for the public to access exact numbers. To overcome this challenge, researchers typically rely on various sources such as manufacturer statements, official press releases, and credible third-party database platforms. Challenges and limitations of tracking production numbers Tracking the production numbers of the GT350R presents several challenges and limitations. Firstly, automakers often group together the production figures for different trims or variations within a specific model. This means that it can be challenging to differentiate the exact number of GT350R units produced as opposed to other Shelby models. Additionally, production figures can be affected by factors such as production delays, vehicle allocations, and unforeseen circumstances that may result in discrepancies. Furthermore, the passage of time can lead to incomplete or inaccurate records, further complicating the task of tracking these production numbers. Analysis of available data and sources Despite the challenges, diligent researchers have managed to compile and analyze the available data and sources to provide a glimpse into the production figures of the GT350R. By cross-referencing various information outlets and collecting data from multiple years, it becomes possible to paint a clearer picture of the number of GT350R units produced. Nevertheless, it’s important to acknowledge that the data obtained may still have limitations and should be interpreted with caution. Model years and production runs The Shelby GT350R has been produced over multiple model years, each with its own production run. By examining the information available, we can piece together a timeline showcasing the allocations of GT350R units for different years. This reveals the rarity and exclusivity of the GT350R, as well as highlighting any variations in production volume between different model years. Regional and international variations It’s important to note that regional and international variations in the production of the GT350R may exist. Manufacturers often allocate specific quotas for different regions, resulting in variations in the availability and production numbers of the GT350R. These variations can be influenced by factors such as market demand, regulatory requirements, and manufacturer strategies, which can all have an impact on the distribution and production volumes of the GT350R worldwide. In conclusion, uncovering the official production figures of the Shelby GT350R can be a complex task due to challenges such as limited official information, production discrepancies, and the passage of time. However, by analyzing available data from credible sources, it becomes possible to gain valuable insights into the production volume and variations of this highly coveted muscle car. The Evolution Of Gt350R Production Numbers As Mustang enthusiasts eagerly awaited the arrival of the track-ready Shelby Gt350R, Ford has meticulously maintained an air of exclusivity by keeping production numbers relatively low. In this article, we delve into the fascinating journey of how many Gt350R were made, exploring the historical timeline of production, changes in figures over different model years, and even comparing production numbers with other limited-edition Mustangs. Buckle up as we embark on this thrilling ride through the evolution of Gt350R production numbers. A historical timeline of the Gt350R’s production The Gt350R made its grand debut in the 2015 model year, marking the return of the legendary “R” designation to the Mustang lineup. Ford aimed to create a street-legal race car that would ignite the adrenaline of driving enthusiasts. With much anticipation and excitement surrounding the release, Ford limited the initial production run of the Gt350R to only 37 units. Fast forward to the 2016 model year, and the production figures received a slight bump. Ford delivered 1,175 Gt350R units to eager customers, expanding the availability of this high-performance variant. This increase in production allowed a broader scope of enthusiasts to experience the thrill of owning a Gt350R. Although some speculated that production numbers would continue to rise in subsequent years, Ford maintained its commitment to exclusivity. In the 2017 and 2018 model years, the production of the Gt350R remained steady at 526 units each year. This deliberate decision by Ford ensured that the Gt350R would retain its allure and rarity, captivating true Mustang aficionados. Changes in production figures over different model years The evolution of Gt350R production numbers showcases Ford’s dedication to keeping the thrill of ownership exclusive. While the initial production run of 37 units in 2015 set the stage for excitement, subsequent years witnessed a gradual increase. Although the 2016 model year saw a boost in production with 1,175 units, Ford decided to maintain the same numbers for the 2017 and 2018 model years. This intentional consistency demonstrates Ford’s understanding of the importance of exclusivity in limited-edition vehicles and a desire to preserve the prestige of owning a Gt350R. It is worth noting that these figures represent the global production numbers for the Gt350R. The rarity of the Gt350R is further highlighted when considering its availability across different markets worldwide. Comparing production numbers with other limited-edition Mustangs The Gt350R’s production numbers, though low in comparison to regular production Mustang models, align with those of other high-performance limited editions. Let’s explore a few comparisons: Model Production Numbers Gt350R (2015) 37 units Gt350R (2016) 1,175 units Gt350R (2017) 526 units Gt350R (2018) 526 units Gt500KR (2008) 1,712 units Mach 1 (2004) 7,182 units Comparing production numbers, it is evident that the Gt350R remains a highly exclusive and sought-after Mustang variant. The limited quantities produced each year enhance its desirability and elevate its status among Mustang enthusiasts. As the Gt350R continues to captivate hearts and leave tire marks on racetracks, it serves as a testament to the perfect blend of power, performance, and prestige that only a limited-edition Mustang can offer. Whether you’re lucky enough to own one or simply fascinated by its storied production history, the Gt350R stands as a shining example of automotive excellence. Rarity And Collectibility Of The Gt350R The Ford Mustang Shelby GT350R is a highly sought-after and iconic muscle car that holds a special place in the hearts of car enthusiasts. With its limited production numbers and distinct features, the GT350R is considered both rare and collectible. In this section, we will explore the factors that contribute to its rarity and collectibility, including the impact of limited production, mileage and condition, originality and authenticity, and significant modifications or upgrades. Understanding the Impact of Limited Production on the Gt350R’s Rarity One of the main reasons the GT350R is highly coveted by collectors is its limited production. Ford only produced a limited number of GT350R models each year, making it a rare find in the automotive market. The limited production numbers contribute to the exclusivity of the GT350R and add to its desirability. Factors Influencing the Collectibility and Market Value of the Gt350R Mileage and Condition Mileage and condition play a crucial role in determining the collectibility and market value of the GT350R. Low mileage is highly desirable among collectors, as it indicates that the car has been well-preserved and not excessively driven. Additionally, a GT350R in excellent condition, both aesthetically and mechanically, will fetch a higher price in the market. Originality and Authenticity Originality and authenticity are vital factors in determining the collectibility of the GT350R. Collectors value original parts, paintwork, and interior as they showcase the car’s true historical significance. Unmodified GT350R models that retain their original components are highly sought after, as they provide an authentic ownership experience. Significant Modifications or Upgrades While modifications or upgrades can enhance a car’s performance or aesthetics, they can have a significant impact on its collectibility and market value. Collectors typically prefer GT350R models that remain true to their original specifications. Any non-factory modifications or aftermarket upgrades may diminish the car’s collectibility, as they deviate from its authentic identity. In conclusion, the rarity and collectibility of the GT350R are attributed to its limited production numbers, low mileage, excellent condition, originality, and authenticity. These factors influence the demand and market value of the GT350R among car enthusiasts and collectors. Whether you own a GT350R or are considering purchasing one, understanding these factors will help you appreciate the unique appeal of this iconic muscle car. The Hunt For Gt350R: Tracking Down Existing Models If you’re a fan of the Ford Shelby GT350R, you know just how special and rare these high-performance vehicles are. With their powerful engines, sleek designs, and exceptional track capabilities, there’s no doubt that owning one would be a dream come true for many car enthusiasts. However, tracking down an existing GT350R can be quite a challenge. With a limited production run and a high demand, these cars often change hands quickly or become tucked away in private collections. In this blog post, we will explore the various ways you can go about finding and verifying the authenticity of a GT350R. Ways to track down existing Gt350R models If you’re in a quest to find a GT350R, there are a few methods you can employ to increase your chances of success. Here are some effective ways: Exploring online car registries and communities Online car registries and communities are excellent resources for finding GT350R models. These platforms allow owners to register their vehicles and showcase them to fellow enthusiasts. By browsing through these registries and actively participating in relevant online forums and communities, you can connect with individuals who own or have information about GT350R models for sale. If you’re looking for a more targeted approach, you can filter your search based on specific criteria such as year, location, or condition. This way, you can narrow down your options and focus your efforts on finding the most suitable GT350R model for you. Platforms like the Shelby American Automobile Club (SAAC) and online forums like Mustang6G or SVTPerformance are known for their dedicated GT350R discussions, making them valuable resources for your hunt. Tips for verifying the authenticity of a Gt350R Once you’ve found a GT350R, it’s crucial to ensure its authenticity before making any commitments. Here are some useful tips to help you verify the legitimacy of a GT350R: 1. Check the vehicle identification number (VIN) and perform a thorough background check. This will help you confirm the car’s history, including any modifications or potential issues. 2. Inspect the VIN plate and door stickers for accurate production codes and specifications. Any inconsistencies could indicate a counterfeit or altered GT350R. 3. Request the original build sheet or window sticker, which provides detailed information about the car’s original factory specifications and options. 4. Consult with an expert or a trusted mechanic familiar with GT350R models. Their knowledge and expertise can help identify any signs of tampering or modifications that may affect the vehicle’s authenticity. 5. If possible, ask for documentation or paperwork that supports the car’s provenance, such as service records, previous ownership documents, or historical photos. By following these steps and being diligent in your research, you can navigate the hunt for a GT350R with more confidence and increase your chances of scoring a genuine and thrilling driving experience. Notable Gt350R Editions And Special Variants Highlighting special editions and variants of the Gt350R When it comes to the Ford Mustang GT350R, there is no shortage of excitement and performance. However, there are certain editions and special variants that stand out from the rest. These limited-run models and collaborations provide enthusiasts with unique features and a collectible status. Limited-run collaborations and commemorative models One of the most notable partnerships in the automotive world was when Ford teamed up with Hertz to create the “Hertz Shelby GT350H” in 1966. This car was produced exclusively for the Hertz rental fleet and featured a striking black and gold color scheme. Only a limited number of these special-edition GT350H vehicles were made, making it a highly sought-after collectible among Mustang enthusiasts. Fast forward to 2016, and Ford introduced the GT350H once again to mark the 50th anniversary of the original collaboration. This modern interpretation, known as the “GT-H,” featured the same iconic black and gold livery, a powerful V8 engine, and enhanced performance. Although it was available for rent exclusively through the Hertz Adrenaline Collection, a limited number were also sold to the public, making it a rare find. Collectible Gt350R variants with unique features In addition to the special collaborations, Ford has produced collectible variants of the GT350R with unique features that set them apart from the standard models. One such example is the “2015 GT350R Limited Edition,” which celebrated the 50th anniversary of Carroll Shelby’s iconic Shelby GT350. With a white exterior and blue racing stripes, this limited-run model pays homage to the original while adding exclusive touches like carbon fiber wheels and Recaro seats. Another notable variant is the “2019 GT350R Heritage Edition,” which pays tribute to the iconic Gulf Oil-sponsored GT40 race cars of the 1960s. Featuring a unique paint scheme of Wimbledon White with contrasting Heritage Blue stripes, this model stands out on the road or track. The Heritage Edition also comes equipped with various performance enhancements, including carbon fiber aerodynamic elements and lightweight wheels. Whether it’s a limited-run collaboration or a collectible variant with unique features, the Gt350R has seen its fair share of special editions. With their striking designs and enhanced performance, these models have cemented their status as sought-after collectibles for Mustang enthusiasts. Credit: media.ford.com Conclusion: The Enigma Of Gt350R Production Numbers Summarizing the importance and allure of limited production figures The allure of limited-production figures is undeniable. For car enthusiasts, knowing the exact number of units produced adds an element of exclusivity and prestige to any vehicle. The Shelby Gt350R, with its iconic status and exhilarating performance, is no exception. The limited production figures of this legendary car make it even more desirable and sought-after. Each Gt350R is a rare gem, representing a piece of automotive history and craftsmanship. Whether you’re a collector or an enthusiast, learning about the production numbers of the Gt350R allows you to appreciate its uniqueness and understand just how rare it truly is. Recognizing the ongoing fascination surrounding the Gt350R’s production numbers The fascination surrounding the Gt350R’s production numbers is more than just a passing interest; it is a testament to the enduring legacy of this remarkable vehicle. Enthusiasts, fans, and collectors alike are drawn to the mystery and excitement of these figures. The limited availability heightens the sense of exclusivity and adds to the Gt350R’s desirability. Whether through online forums, car shows, or informal gatherings, discussions about the production numbers of the Gt350R consistently spark intense debates and intrigue. The ongoing fascination with these numbers demonstrates their importance and the impact they have on the perception and value of the vehicle. Final thoughts on the legacy and ongoing allure of the Gt350R The Gt350R’s production numbers are, without a doubt, an enigma that continues to captivate automotive enthusiasts worldwide. The allure of owning one of these limited-production vehicles goes beyond the sheer thrill of driving it; it represents a connection to an exclusive and prestigious group of individuals who appreciate the finer details of automotive craftsmanship. The legacy of the Gt350R extends far beyond production figures, with its iconic design and unmatched performance etching a permanent place in the automotive hall of fame. Whether you are lucky enough to own a Gt350R or simply admire it from afar, its ongoing allure and status as a true collector’s item is undeniably well-deserved. Frequently Asked Questions On How Many Gt350R Were Made Is The Gt350R Rare? Yes, the GT350R is considered rare due to its limited production. How Many Gt350 Rs Were Made? A total of 500 GT350 RS were made by the manufacturer. How Many 2016 Gt350R Were Made? A total of X number of 2016 GT350R models were produced. How Many 1965 Gt350R Were Made? A total of 34 1965 GT350R were made. These vehicles were specially built by Shelby American for racing purposes. To sum up, the number of GT350R units produced remains quite limited, adding to its exclusivity and desirability among car enthusiasts. The rarity of this high-performance machine only strengthens its appeal, making it a prized possession for those lucky enough to own one. Whether it’s the roaring V8 engine or the aerodynamic design, the GT350R continues to make its mark in automotive history. So, if you’re fortunate enough to come across one of these iconic vehicles, don’t hesitate to seize the opportunity. Leave A Reply Your email address will not be published.	031716a0-3beb-4554-b12f-b43b35b17958
Free Chevrolet VIN Lookup: Check Vehicle Details, Engine Specs, and Vehicle Type Home » Make VINs Lookup » Chevrolet VIN Lookup Lookup Your Chevrolet VIN Number Enter your VIN into the box. Your vehicle’s information will appear below. No fees and no strings attached. Start your FREE Chevrolet VIN lookup now. Vin Decoder Try a sample VIN The VIN entered is invalid. Please check and try again. Do a VIN Lookup on Your Chevrolet VIN Number Are you curious about the history of your Chevrolet vehicle? You can easily do a VIN lookup to gather important information about your car’s background. The VIN, which stands for Vehicle Identification Number, is a unique code assigned to each vehicle. By entering your VIN number into a lookup tool, you can find out valuable details such as the manufacturer, manufacturing plant, year of production, and other specific car features. It can also provide insights into any recalls or accidents associated with your vehicle. It’s a quick and efficient way to gain knowledge about the past of your Chevrolet! Lookup NHTSA Data by VIN to See Chevrolet Vehicle Specs Looking up NHTSA data by VIN is an excellent way to access all the crucial information about your Chevrolet vehicle. By providing your VIN, you gain access to extensive specifications that can help you understand your vehicle better. This data includes details about the make, model, year, engine size, fuel type, safety features, and more. Whether you’re buying a used Chevrolet or just curious about your existing one, this information proves invaluable. Not only does the NHTSA database provide you with vehicle specs, but it also includes important safety recalls and investigations relevant to your Chevrolet. Keeping track of any recalls is essential as it ensures the safety and reliability of your vehicle. By utilizing the NHTSA database, you can have all the information you need at your fingertips. This allows you to make an informed decision when purchasing a Chevrolet and stay up to date with any safety-related issues. Remember, knowledge is power when it comes to your car! Where to Find the VIN on a Chevrolet Vehicle? If you’re searching for the Vehicle Identification Number on your Chevrolet vehicle, you’ll be pleased to know that it’s not that hard to find. Chevrolet typically places the VIN in a few key locations: on the dashboard, the driver’s side door jamb, the engine compartment, and sometimes in the spare tire well or on the frame of the vehicle. Let’s break it down. First, check the dashboard. Look through the windshield from outside the vehicle, lower your gaze toward the bottom of the windshield on the driver’s side. You should see a small metal plate with a series of numbers and lettersthe VIN. Next, take a peek at the driver’s side door jamb. Open the driver’s side door and inspect the area where the door latches to the body of the vehicle. You’ll often find the VIN engraved on a sticker or metal plate. You can also try the engine compartment. Lift the hood and have a look at the engine block. In some models, the VIN can be found stamped on the side or top of the engine. If you don’t have any luck with these locations, take a glance at the spare tire well or on the vehicle’s frame. Some Chevrolet models have the VIN engraved in these areas. Now that you know where to find the VIN on your Chevrolet, you can confidently locate and reference it when needed. Easy peasy! Like the BMW example above, your Chevrolet’s VIN number can be found in the same locations. The two most common ones are the driver’s side door frame and VIN plaque at the bottom of the windshield. How Long is a Chevrolet VIN? A Chevrolet vehicle identification number varies in length depending on the model and year of the vehicle. Generally, a Chevrolet VIN is composed of 17 alphanumeric characters, consisting of both numbers and letters. Each character in the VIN has a specific meaning and provides important information about the vehicle. The first three characters represent the World Manufacturer Identifier (WMI) code, which identifies the country, manufacturer, and vehicle type. The next five characters represent the Vehicle Descriptor Section (VDS), which provides information about the vehicle’s model, engine type, and body style. The final nine characters make up the Vehicle Identifier Section (VIS), which includes a unique serial number to differentiate it from other vehicles. The Chevrolet VIN can be found on various parts of the vehicle, including the driver’s side dashboard, the engine compartment, and the driver’s side door jamb. It is an essential tool for vehicle history checks, recalls, and registration. The sequence of a Chevrole3GNKBCR41PS132236 for a 2023 Chevrolet Blazer Let’s take a look at the VIN lookup provided, which is for a 2023 Chevrolet Blazer with the VIN number 3GNKBCR41PS132236. By using the 17-digit VIN number, we can uncover information about the vehicle’s history, specifications, and more. First, let’s break down the VIN number itself. The first character, “3,” indicates that the vehicle was manufactured in North America. The second and third digits, “GN,” represent the manufacturer, in this case, General Motors. The fourth and fifth digits, “KB,” specify the vehicle line, which in this case, is the Chevrolet Blazer. The sixth character, “C,” reveals the model year of the vehicle, so it confirms that it is indeed a 2023 model. Moving on to the remaining characters: “R41” denotes the engine type and variant, indicating that this particular Blazer is equipped with a specific engine type. “P” represents the vehicle assembly plant where it was manufactured, while “S” signifies several features of the Blazer, such as its safety restraints. Unfortunately, without access to a comprehensive vehicle database or history report, it’s challenging to provide specific information beyond what we’ve covered. However, a VIN lookup typically offers valuable data related to the vehicle’s past, including ownership history, accident records, service and maintenance records, title issues, and more. By entering the VIN number into a reliable vehicle history service, you can uncover potentially critical information about the vehicle and assess its condition and worth before making any purchasing decision. While it would be fascinating to dive deeper into the specifics of this particular VIN number, the detailed information it reveals is largely inconsistent and inconclusive without a comprehensive database or vehicle history report. Nonetheless, the VIN lookup provides crucial insights into the general details of the vehicle, such as its make, model year, manufacturer, and engine type. A VIN lookup is a powerful tool that allows potential buyers or curious individuals to gather essential information about a vehicle. By using the 17-digit VIN number provided, users gain access to a wealth of knowledge regarding a vehicle’s history, specifications, and potential issues to make an informed decision. However, for a more comprehensive understanding of this specific 2023 Chevrolet Blazer, it would be advisable to perform a detailed VIN lookup using a reliable vehicle history service. Can I Lookup a Chevrolet VIN for Free? Yes, you can lookup a Chevrolet VIN for free! There are several ways you can do this. One option is to visit the official Chevrolet website and use their VIN lookup tool. Simply input the VIN number of the Chevrolet vehicle you’re interested in, and it will provide you with valuable information about its history, including its production year, engine specifications, and any recalls or safety issues. Another option is to use third-party websites that offer free VIN lookup services. These websites can also provide you with detailed information about the Chevrolet vehicle using its VIN number. So, go ahead and dig into the history of that Chevrolet! Can I Lookup My VIN Number to Check for Chevrolet Recalls? Yes, you can absolutely lookup your VIN number to check for Chevrolet recalls. In fact, it’s a smart move to do so, as recall issues can affect the performance, safety, and reliability of your vehicle. To check for Chevrolet recalls, simply go to the official Chevrolet website or use the National Highway Traffic Safety Administration (NHTSA) website. Both of these platforms allow you to enter your vehicle’s unique 17-digit VIN number and receive a detailed report of any open recalls that may affect your Chevrolet. So, don’t hesitate to take this proactive step to ensure your vehicle’s safety. Why Should I Use a Chevrolet VIN Lookup Tool? Using a Chevrolet VIN lookup tool can provide you with a wealth of information about a specific vehicle that you may be interested in. Whether you’re in the market for a used car or just curious about the history of your own Chevrolet, this tool can be a valuable resource. So, why should you use a Chevrolet VIN lookup tool? Well, for starters, it can help you uncover important details that may not be apparent at first glance. When you enter a Chevy’s VIN number into the lookup tool, it will generate a comprehensive report that includes valuable information such as the vehicle’s manufacture date, country of origin, and engine specifications. This can be extremely useful when it comes to verifying the authenticity of a car or assessing its condition prior to making any purchasing decisions. Another key benefit of using a Chevrolet VIN lookup tool is that it can provide you with a detailed history of the vehicle. It can reveal important data such as previous ownership, maintenance records, accident reports, and even information about any recalls that may have been issued. All of this information can be crucial in making an informed decision and avoiding any potential pitfalls. Moreover, a Chevrolet VIN lookup tool can help protect you against fraud. By uncovering any hidden issues or discrepancies in the vehicle’s history, this tool can save you from potential headaches down the road. You wouldn’t want to purchase a car only to discover later on that it has a murky title or a flood-damaged past, right? The VIN lookup tool can shed light on these types of issues, allowing you to proceed with caution or even walk away altogether if necessary. Lastly, using a Chevrolet VIN lookup tool is incredibly fast and convenient. Instead of spending hours combing through paperwork or searching online for bits and pieces of the vehicle’s history, all you need is the VIN number and a reliable lookup tool. Within seconds, you’ll have all the information you need in one convenient report. Utilizing a Chevrolet VIN lookup tool is a wise choice when shopping for a used car or simply trying to learn more about your own Chevy. It provides you with a wealth of valuable information, helps you make an informed decision, protects you against potential fraud, and does it all within a matter of seconds. So, the next time you’re considering a Chevrolet, do yourself a favor and use a VIN lookup tool you’ll be glad you did! Chevrolet VIN Lookup Frequently Asked Questions Have questions about Chevrolet VIN lookups? Find answers to frequently asked questions. It is essential to do your research on the vehicle VIN and research the specific details. Check out the car specifications and be aware of how knowing the motor vehicle history and recorded service records can impact your car buying situation. These questions can help you start to understand how to do a VIN lookup to see the capabilities of the vehicle along with miles per gallon, weight, horsepower, and engine capabilities. Can I Lookup My VIN Number to Check for Chevrolet Recalls? Yes, you can use the VIN number to check for Chevrolet recalls. It’s an easy way to find out if your vehicle is affected by any safety issues. Just enter your VIN on the Chevrolet website, and it’ll provide you with the information you need. Where Can I Find the Chevrolet VIN on My Car? The Chevrolet VIN can be found in a few different places on your car. One common location is on the lower left side of the windshield, visible from outside the vehicle. It can also be found on the driver’s side door jamb or in the engine compartment. How Long is a Chevrolet VIN? The Chevrolet VIN, or Vehicle Identification Number, typically consists of 17 characters. This unique code contains important information about the vehicle’s specifications, manufacturing details, and history. It’s like a vehicle’s fingerprint, helping to identify and track it throughout its lifetime. The products and offers that appear on the website are from respective partners, companies, and third-party advertisers from which we receive compensation. This compensation may impact how and where products appear on this site including the order in which they appear. This site does not include all related products or companies or all available product offers. Learn more about our mission and how we make money. Begin Your VIN Lookup	a098a949-7b68-46e8-823e-dba95c543545
Positioning a truck on a 2 post lift can seem daunting, but with a little practice, it can be easy. It does take some finesse and patience, but it can be done by one person if necessary. Two post car lifts are perfect for parking spaces that don't have much room and can be used in many different ways, from washing vehicles to lifting them off the ground so you can inspect or carry out repairs, among other reasons. However, to avoid accidents, certain common principles of safe usage apply to the operation of any two-post lifts: • engage the correct lifting points of the vehicle • use appropriate lift adapters when lifting trucks and SUVs • always balance the vehicle's center of gravity. In this article, we will go over the basics and step-by-step instructions of how to safely lift your truck position a truck on a 2 post lift. If you are in the market for a new 2 post or 4-post lift, you can check out our collection of certified truck lifts here. Must-Know Basics For Car Lifts Before you can even start using your car lift, you should make sure the space requirements for the left are met, check the weight capacity and make sure you do not try to lift a truck that the lift can't handle, and make sure to read through all instructions on the lift placard on lift operation. Also, make sure your car lift is certified according to ANSI/ALI ALCTV-2011 or ANSI/UL 201. Related: How Thick Should The Concrete Be For A Car Lift? Designated lifting points Make sure you know exactly where you should position your vehicle because it can only be lifted at designated lifting points. To elaborate more, a two-post lift will have four arms that have either a symmetric or asymmetric design. These lift arms are strategically positioned under the vehicle according to the weight distribution to stabilize it at specific points. Why are designated lifting points important? Designated lifting points are important because if you try to lift a car at an incorrect point, it can damage the vehicle or the lift. Incorrect positioning could also cause instability and potential accidents. To avoid any incidences, the truck must be well positioned according to its true center of gravity. This helps to distribute the total weight among the four lift arms evenly. Your car manufacturer usually provides the exact locations of the specific vehicle's lift points. NOTE: The center of gravity of a truck is not always the "true center." Using the correct truck lifting points is crucial during every lift. Lift arms maximum capacity It is also crucial to be aware of each lift arm's maximum capacity and not to exceed it. Two-post car lifts are designed to withstand a specific amount of weight in order to lift your vehicle in the safest and most efficient manner. This weight limit is indicated on a placard above each lift's control panel, on the operations/user manual, or by an indicator light that will turn off when the lift has reached its maximum capacity. If the maximum weight limit is exceeded on any of the four arms, mechanical failure or damage will follow. In most cases, the max weight capacity is about 25 percent of the lift's total reported weight specifications In instances where the truck has disproportionate weight to its front or rear axles, such as with a forklift or loaded truck, then the lift operator must recalculate or use common sense to re-establish the center of gravity to account for the uneven weight so that each arm will still receive 25 percent of the total load. How to Safely Position a Truck on a 2 Post Lift: Step By Step Guide Make sure you read and understand all instructions on your car lift placard or operations/user manual before using it. This article provides a general guideline for safely positioning trucks on two-post lifts, but make sure always to follow specific instructions provided in your owner's manuals when using any type of car lift. Step 1: Position The Vehicle Ready, and the area is clear of any obstructions, which includes moving the swing arms inwards/backward and out of the way. Drive your truck to the correct position between the lift columns. Most 2-post car lifts usually have a guide/manual on how to position the car relative to the spotting dish. Ensure the truck is well-positioned at the center of the lifting podium. The lifting posts should be symmetrical on either side. "as an extra safety measure." If you have an automatic transmission, put your car in park and set the emergency brake. For manual transmissions, place the car in first gear and use wheel chocks on the rear wheels for extra safety. Step 2: Fit In The Correct Lift Adapters Check the adapters to make sure they have a sufficient height to make contact with the lift points simultaneously. Some trucks might require special height adapters to provide additional clearance between the lift am and the rocker panel. Some height adaptors come with stacked pegs that plug into each other creating more height and ensuring the lift pad can stay on top to make contact with the rocker panel or the frame. If your truck's lift points are undercoated, you might need to use a special truck adapter or frame cradle pads. Steel adapters can damage the undercoating and possibly void your trucks' rust protection warranty. Step 4: Place the Arms under the Car's Body Once the lift points are located, position the lift pads under their corresponding points. Make sure the lift pads are properly seated and locked before beginning to raise Step 5: Power up The Lifting Unit Check for obstructions, then press the power button to raise the truck. Double-check to determine if lift contact is even and accurate, make necessary adjustments. As the lift raises, make sure that all four arms must rise evenly and simultaneously, or else you risk damage to the car lift and your vehicle. The arms should rise at a rate of no more than two inches per second. Once the tires are about 6 inches above the ground, stop the lift to determine that the truck is placed as evenly as possible and that the weight bias is even on both ends of the vehicle. A quick way to do this is to try and rock the car up and down and observe how each end rocks to and fro. If the truck bounces on the pads or otherwise feels unstable, immediately lower it to the ground and reposition the pads as necessary. Always ensure the safety locks engage click after click when lifting, and remember they will need to be disengaged as the truck is brought down. Step 6: Raise the Car to the Desired Height If you've ascertained that the truck sits firmly on the pads with no rocking, you can then raise the car to the desired height. Follow your owner's manual for the maximum permissible height that a truck can be raised on a two-post lift. • Always ensure the safety locks engage click after click when lifting, and remember they will need to be disengaged as the truck is brought. • Once you reach the desired height, lower the lift into the locked position before going under the vehicle. Step 7: Lower The Car Back To The Ground First, ensure there is no one and no obstructions under the car before you can lower the truck back to the ground. Release the lift from the safety locks and slowly bring it down. Safety Tips for Operating 2 Post Car Lifts Here are some safety tips to keep in mind when operating a two-post car lift. • Before you begin, always ensure that the area around your vehicle is clear of obstructions and anyone who might be standing near it. While raising or lowering a truck, the last thing you want is someone walking underneath it without warning. • Remember that two-post lifts often have a weight limit that should not be exceeded under any circumstances. Follow this specification exactly when lifting heavy vehicles onto the platform, so they don't tip over and fall. • Remember to disengage the safety locks when raising or lowering a car when using the lift and not try to override these mechanisms. By doing so, you are defeating their purpose of safeguarding you, the vehicle, and the lift. • Inspect the condition of your lift before use, looking for any obvious signs of wear or tear on cables, pulleys, or locks. If you notice anything that looks suspicious, stop using the lift and have it repaired by a professional technician. • As a general rule of thumb when operating two-post car lifts: constantly monitor your vehicle's stability while in use. If you notice at any point that the truck feels unstable, lower it back down immediately and check for obstructions or if your stack adapters need repositioning. • All the lift pads should be in contact with the designated lift points at all times. It is not uncommon for one of the pads to be slightly higher or lower than the other, so always check each pad individually. If a lift arm can be moved after a car is in the air, it means the vehicle is unevenly loaded. Lower and reposition them as needed. • Do not use a large prybar or do anything else that might knock the vehicle off the adapters. Instead, use an impact wrench whenever you encounter tight bolts. • Use the safety latch system once you lift the truck to the desired height. Never use a truck lift that doesn't have a functional safety latch system. For added safety, tall jack stands can be used to assist load changes while working on a lift. • Do not exceed the lift weight capacity. Where possible, remove all loads inside, in the trunk, or in the bed of a truck to make sure the center of gravity is not be affected, and the vehicle may be safe to lift. Brands we sell include the popular MaxJax car lifts, and Bendpak lifts. Two post lift: FAQ's How Do You Put A Car in A Two-Post Lift? Bring in the vehicle and have the wheels aligned to the spotting dishes. Extend the swing arms to the vehicle's underside, matching them with elevation points. Turn the elevator on and slightly raise the car to check its stability. If everything is good, proceed to elevate the car to the desired height. Are Two-Post Car Lifts Safe? Two-post car lifts are exceptionally safe when installed correctly and used as directed. However, always exercise safety precautions when raising the truck. Additionally, it should also be well maintained and kept in good working order. What Is A Two-Post Car Lift? A two-post car lift is a piece of equipment used to raise and lower vehicles for service, inspection, or cleaning. Two-post lifts come in many different shapes and sizes, with some able to hold up to sixty thousand pounds. Which Is Better, A Two-Post or A Four-Post Car Lift? A four-post car lift is better for commercial or heavy-duty use, while a two-post car lift is more suitable for home garages or light-duty workshops. In essence, each type of car lift brings its own advantages, depending on the situation. Can I Install A Lift in My Garage? Yes. There is a wide variety of lifts available for home use, and most can be easily installed in residential garages. It should be firmly erected in a level and easily accessible spot. Always consult the manufacturer's instructions for installation and safety guidelines. How High Does A Garage Ceiling Need to Be for A Lift? The height required for a two-post garage lift can vary depending on the model. Some are designed to be installed in garages with up to twenty feet of headroom, while others may require more space. For further information Bendpack facilities, go here. 2 Post Car Lifts View all Save $787.99 MaxJax M6K Portable Two-Post Garage Car Lift - 6,000 Lb Sale priceFrom $3,640.00 Regular price$4,427.99 Choose options Save $1,273.00 10,000 Lb BendPak XPR-10AS 2- Post Car Lift Sale price$5,335.00 Regular price$6,608.00 Save $2,239.00 6,000 Lb. BendPak MD-6XP Portable Mid-Rise Frame Lift Sale price$2,295.00 Regular price$4,534.00 Save $2,877.00 Save $1,633.00 Save $569.00 Save $671.00 Save $1,272.00 Save $492.00	bc06b090-0b05-40b0-8049-a3c11003fef9
Call For Hassle Free Pricing 888-840-8709 Lamborghini Engines For Sale Find Your Lamborghini Gas Or Diesel Engine Today Please use our quote form to get the highest quality auto parts at the lowest possible prices. Lamborghini Engines for Sale Lamborghini engines stand as iconic symbols of power and performance, representing the pinnacle of automotive engineering. With a rich history spanning decades, Lamborghini has produced a variety of engines, each with its own unique characteristics and capabilities. From the legendary V12 engines that have defined the brand’s legacy to the more modern V10 and V8 powerplants found in newer models, Lamborghini offers a diverse range of engines tailored to meet the demands of discerning enthusiasts. Understanding the nuances of each engine type is crucial for prospective buyers, as it allows them to select the engine that best aligns with their preferences and driving aspirations. In addition to their impressive performance capabilities, Lamborghini engines are revered for their exquisite craftsmanship and attention to detail. Each engine undergoes rigorous testing and refinement to ensure optimal performance and reliability, reflecting Lamborghini’s commitment to excellence. Whether you’re seeking blistering acceleration on the track or a thrilling driving experience on the open road, Lamborghini engines deliver unparalleled power and precision, making them the ideal choice for adrenaline-seeking drivers worldwide. When it comes to purchasing a Lamborghini engine, there are various avenues to explore, from authorized dealerships to reputable aftermarket suppliers. Conducting thorough research and seeking guidance from automotive experts can help prospective buyers navigate the process and find the perfect engine for their needs. Whether you’re restoring a classic Lamborghini model or upgrading to the latest performance offering, investing in a Lamborghini engine ensures an unrivaled driving experience that embodies the spirit of Italian automotive excellence. Find Your Gas Or Diesel Engine Today What are the different types of engines available for Lamborghini cars? When it comes to Lamborghini cars, there are several engine options to choose from, each offering a unique driving experience. One of the most iconic engines in Lamborghini’s lineup is the V12 engine, known for its raw power and distinctive sound. The V10 engine models also deliver exceptional performance, striking a balance between power and agility. Additionally, Lamborghini offers engines like the 5.2L, which come with specific specifications tailored for high-speed supercars. The V12 engine is often found in Lamborghini’s flagship models like the Aventador and the new Sián. This engine is known for its high horsepower output, typically ranging from 700 to over 800 horsepower. The V12 engine offers a thrilling driving experience, with its powerful acceleration and top speed capabilities. On the other hand, the V10 engine, commonly found in models like the Huracán, offers a more balanced driving experience. This engine delivers a combination of power, handling, and agility, making it well-suited for both track and street driving. The V10 engine typically produces around 600 to 640 horsepower, providing a dynamic and exhilarating driving experience. In addition to these engines, Lamborghini also offers smaller engine options like the 5.2L V10 found in models like the Urus SUV. These engines are tuned specifically for high-performance driving, offering a balance of power and efficiency. The 5.2L engine delivers around 600 horsepower in the Urus, providing impressive acceleration and handling capabilities for an SUV. Overall, Lamborghini engines are designed to offer exceptional performance, whether you prefer the raw power of the V12 engine or the balanced performance of the V10. Whichever engine you choose, you can expect a thrilling driving experience from a Lamborghini. What to Look for When Buying a Used Audi Engine? When buying a used Audi engine, checking the mileage and overall condition is paramount. Distinguishing between OEM and aftermarket parts can impact the engine’s performance and longevity. Evaluating the price against the quality of the engine is essential to make an informed decision. Finding the right balance between price and quality ensures a satisfactory purchase experience. Additionally, it is important to inspect the engine for any signs of damage, leaks, or wear and tear. It is recommended to have a professional mechanic perform a thorough inspection before making a purchase to ensure that the engine is in good working condition. Considering the reputation and reliability of the seller is also crucial when buying a used Audi engine. Researching the seller’s reputation, customer reviews, and warranty options can help you make a more informed decision and avoid potential issues in the future. Lastly, it is important to ask for any maintenance records or service history of the engine to ensure it has been properly maintained and taken care of. This information can give you insight into the engine’s past performance and any potential issues that may arise in the future. Overall, taking the time to thoroughly evaluate the condition, price, and reputation of the seller when buying a used Audi engine can help you make a smart and confident purchase decision. By considering these factors, you can ensure that you are getting a high-quality engine that will perform well for years to come. Exploring the V12 engine options The V12 engine is a hallmark of Lamborghini’s engineering excellence. Originally introduced in models like the 350GT, this engine has continuously evolved to become a symbol of power and luxury. With its capacity to produce high horsepower and torque, the V12 engine remains a popular choice among enthusiasts who seek the ultimate driving experience. Performance of the V10 engine models Lamborghini’s V10 engines, as seen in the Huracan 5.2, offer a thrilling driving experience with a perfect balance of power and efficiency. These engines are designed to deliver a high level of performance, making them a popular choice for those looking to experience the thrill of driving a Lamborghini supercar. Overview of the 5.2L engine specifications The 5.2L engine, found in models like the Lamborghini Murcielago, is meticulously designed to meet the highest standards of the automotive industry. With its impressive power output and refined engineering, this engine contributes significantly to the overall performance of Lamborghini’s exotic cars, making them stand out in the world of high-performance vehicles. Have an expert find you the right engine for you The History behind Lamborghini engines Lamborghini engines have a rich history that dates back to the 1990s when the company introduced its first engines in production cars. The V12 engines, like those found in models such as the Lamborghini Countach, played a significant role in shaping the brand’s reputation for building high-performance supercars. With advancements in technology, Lamborghini engines have continued to evolve, including collaborations with Audi that have further enhanced their performance and efficiency. Introduction of Lamborghini engines in the 1990s During the 1990s, Lamborghini began incorporating its powerful engines into production cars, marking a new era for the company. Models like the Lamborghini Diablo showcased the company’s commitment to producing cars with exceptional power and design, setting the stage for future Lamborghini supercars. Significance of Lamborghini V12 engines in automotive history The Lamborghini V12 engines have become synonymous with power and performance in the automotive world. With their unique design and ability to produce high power outputs, these engines have set the standard for supercar engines, influencing other manufacturers in the industry. Influence of Audi technology in modern Lamborghini engines Audi’s acquisition of Lamborghini brought advanced technology and engineering expertise to the brand, resulting in the development of modern Lamborghini engines like the V8 found in models such as the Huracan LP610. The integration of Audi technology has allowed Lamborghini to create engines that not only meet high-performance standards but also benefit from enhanced reliability and efficiency. How do Lamborghini engines contribute to the performance of the cars? Lamborghini engines play a crucial role in delivering the speed, power, and driving experience that enthusiasts have come to expect from these legendary cars. Their exceptional performance capabilities set Lamborghini apart from other high-performance vehicles, making them a top choice for those seeking the ultimate driving thrill. Impact of Lamborghini engines on the speed and power of the vehicles With engines designed to produce high levels of power and torque, Lamborghini cars are able to accelerate like rockets on the road. The combination of precise engineering and high-performance components results in cars that can reach impressive speeds and deliver exhilarating driving experiences to their owners. Role of Lamborghini engines in enhancing the driving experience Lamborghini engines not only contribute to the sheer speed of the cars but also enhance the overall driving experience. The unique sound produced by Lamborghini engines, coupled with their responsive handling and smooth power delivery, creates a driving sensation like no other, making every journey behind the wheel a thrilling adventure. Comparison of Lamborghini engines with other high-performance engines When compared to other high-performance engines in the industry, Lamborghini engines stand out for their unparalleled power and design. With models like the Aventador LP700-4, Lamborghini has set the standard for supercar engines, showcasing a perfect balance of power, efficiency, and performance that make them a popular choice among automotive enthusiasts. What factors should you consider when purchasing Lamborghini engines? When buying a Lamborghini engine, there are several factors to keep in mind to ensure you make the right choice for your car. From pricing and authenticity to shipping options, these considerations play a crucial role in determining the quality and reliability of the engine you purchase. Price range of Lamborghini engines in the market Lamborghini engines vary in price depending on factors like model, condition, and rarity. It’s essential to research the market and compare prices to ensure you get a fair deal when purchasing a Lamborghini engine. Whether you’re looking for a brand-new engine or a used model, understanding the price range can help you make an informed decision. Importance of checking the authenticity and originality of the engine When buying a Lamborghini engine, verifying its authenticity and originality is crucial to ensure you’re getting a genuine product. With counterfeit engines circulating in the market, it’s essential to conduct thorough inspections and verify the engine’s origin to avoid any potential issues down the line. Always purchase from reputable sellers to guarantee the quality and authenticity of the engine. Shipping options and logistics for buying a Lamborghini engine Once you’ve selected a Lamborghini engine to purchase, ensuring smooth shipping and logistics is vital to receiving the engine in perfect condition. Whether you’re buying locally or from an international seller, coordinating with the shipping company and understanding the logistics involved can help prevent any delays or damage during transit. By paying attention to shipping details, you can ensure a seamless buying experience when acquiring a Lamborghini engine. Most frequent questions and answers Lamborghini primarily uses Lamborghini engines in their cars. These engines are known for their high performance and power output, especially the V12 and V10 engine variants. In recent years, Lamborghini has also introduced hybrid technologies in their cars, such as the Sian FKP 37 which features a supercapacitor hybrid system that boosts power output and performance. Some Lamborghini models also share engines with other brands under the Volkswagen Group, such as the Huracan sharing its engine with the Audi R8. However, these engines are tuned differently to suit Lamborghini’s performance requirements. Overall, Lamborghini engines are engineered to deliver a thrilling driving experience and are a crucial part of what makes a Lamborghini car so special and desirable. The Lamborghini Murcielago is equipped with a powerful V12 engine that delivers exceptional performance, making it one of the iconic models known for its speed and acceleration. While most Lamborghini models feature V12 or V10 engines, there are certain models that come equipped with a V8 engine for those looking for a different powertrain option. A typical Lamborghini engine is known for its high output, often ranging from 5.2 to 6.5 liters, designed to deliver exceptional performance capabilities, showcasing the brand’s commitment to automotive excellence. These engines are usually V10 or V12 configurations, known for their raw power, speed, and distinctive sound. They are often hand-built and meticulously tuned to deliver an unparalleled driving experience, with horsepower figures that can exceed 600 or even 700 horsepower. Lamborghini engines are also designed to be lightweight and aerodynamic, complementing the overall performance and handling of the car. They often incorporate advanced technologies such as direct injection, variable valve timing, and turbocharging or supercharging to optimize power delivery and efficiency. Some Lamborghini models, like the Huracan 5.2, have benefited from Audi technology due to the collaboration between the brands, which contributes to the efficiency and power delivery of the engines. Lamborghini engines are meticulously designed to meet the highest standards in the industry, with a focus on performance, power output, and technological advancements, making them perfect for supercars. Lamborghini engines are known for their powerful V10 and V12 configurations, with the latter being featured in models like the Aventador and the Huracán. These engines are not only built for speed and performance, but also for their distinctive sound and handling characteristics. If you’re looking to enhance the performance of your Lamborghini, there are upgrade options available through authorized shops that specialize in engine tuning and modifications to boost power and efficiency.	7a5946ce-0fd4-4f4c-809e-5818174a2f71
Where Should You Mount An EPIRB On A Boat? The EPIRB is the one device on a boat that is capable of automatically sending a distress signal from anywhere in the world, independent of all other systems you might have on board. To make full use of it, however, it is crucial to mount it correctly. So, where should you mount an EPIRB? You should mount your EPIRB clear of all overhead obstructions, where it will float free in an emergency. It should be easily accessible so that you can quickly grab it if you take to your liferaft. Popular locations include the top of the cabin roof, adjacent to the helm, or on handrails near the stern. The most important thing, however, is to mount your EPIRB in a location that makes sense for your boat. Where Could You Mount an EPIRB? You could mount your EPIRB anywhere you like. Most importantly, you should consider what is best for your EPIRB and your boat. If your boat is small and open to the elements, protecting the EPIRB is likely going to be your priority. If you have a larger vessel, easy access may be more important for you. If you are on a sailing boat, keeping clear of the mast and rigging might be your priority. Mounting an EPIRB on the Center Console A lot of small boat owners prefer to mount their EPIRB on the center console. The huge advantage of this is that the EPIRB is easily accessible should you want to abandon ship. Additionally, on the smallest boats, the center console is quite a good location for it to float free. Of course, if you have a canopy of any sort, or your center console is inside, the console is not such a great position. If there is any sort of covering, you can expect that your EPIRB will not be able to float free. More likely, it will just float up and just get caught in the roof instead. The other consideration is in the event of a capsize. If your boat turns straight over, it is likely to be impossible for the EPIRB to float clear. It is likely to just get trapped in the upturned hull. Mounting on the center console is good if you intend to always carry your EPIRB to your survival craft. Your EPIRB would be a Category 2 EPIRB, as it is unlikely to be able to float free (except on the smallest of boats). If you do mount on the center console, ideally, you will carry a PLB or a second EPIRB as a backup. Mounting an EPIRB on the Cabin Roof Another common location on smaller boats is mounting your EPIRB on the cabin roof. Compared to mounting on the center console, the cabin roof has one major advantage. The EPIRB should be able to float free in an emergency. Should your boat sink straight down, the cabin roof gives the greatest chance of the EPIRB floating clear. You do need to make sure that there are no fittings or masts above the EPIRB that could hinder its passage to the surface. Depending on the shape of your cabin, there is a chance the EPIRB will also be able to float free in the event of a capsize. You just need to imagine what the roof looks like inverted. If there are deep combings around the edge they could catch your EPIRB. Additionally, if your roof slopes towards the cockpit, the EPIRB would probably just bounce along that and get trapped in the upturned hull. The final consideration for the cabin roof is its accessibility. Is it easy to get to if you need to abandon ship quickly? Imagine there is a fire in the cabin and you just need to get away. Could you easily grab the EPIRB as you run past? Mounting an EPIRB on the Foredeck Similar to the cabin roof, the foredeck gives the EPIRB a good chance of floating free in an emergency. The disadvantage compared to the cabin roof is that in the event of a capsize, the foredeck could be shallower. This reduces the chance of the foredeck getting the EPIRB deep enough to activate a HUR (Hydrostatic Release Unit). Incidentally, I have made a video about how HRUs work. The foredeck probably does, however, give a clearer path for the EPIRB from an upturned hull. There is normally less in the way of deep combings, and less chance of it finding its way inside the hull. The major disadvantage of mounting on the foredeck is accessibility. On a small boat, access to the cabin is usually from aft. If you are running away from a fire, there is less chance of your path crossing the foredeck. If you mount your EPIRB on the foredeck, it’s good practise to have a secondary EPIRB, or a PLB. The one on the foredeck could be Category 1, and the secondary one could be Category 2. Mounting an EPIRB on the Railings Another common location for mounting an EPIRB is on your boat’s railings. If it is mounted outside the railings, there is a reasonable chance that it will float free. Both in the event of sinking vertically, and in the event of a capsize. There is a good chance that railings will be more accessible than the foredeck and the cabin roof. It makes it significantly easier to reach the EPIRB if you need to abandon ship in a hurry. The biggest consideration when mounting your EPIRB on the railings is exposure. EPIRBs are designed to withstand a lot, but you want to make sure the mounting is suitable. Another consideration is the height of the railings. You need to imagine your boat upturned and think how deep the EPIRB would go. Is it deep enough to activate the HRU? Mounting an EPIRB on a Sailing Boat Sailing boats are one of the more challenging when choosing a location for your EPIRB. You have sails and rigging, which could all snag an EPIRB floating free. The sailing boats I have seen tend to either mount their EPIRB on the foredeck, or on railings near the stern. Capsize is one of the biggest risks on a sailing boat. Both the foredeck and the railings do offer a chance of the EPIRB floating clear during a capsize. The railings would be preferable if you only have one EPIRB as it is so much more accessible. If every crew member is issued with a PLB, however, the foredeck may be a better location. Keeping your EPIRB in a Grab Bag Another popular location for the EPIRB is in the grab bag. Especially if you have a Cat 2 EPIRB that isn’t designed to float free. Once you make the decision to buy a Category 2 EPIRB, you have accepted that it will need manual activation. You need it to be easily accessible so that you can grab it as you run past. The exact same criteria applies to the grab bag, so it makes sense to keep them together. You will find a lot of grab bags have a pocket specifically designed for this purpose anyway. If you have decided that a Category 2 EPIRB is enough for you, the grab bag is an ideal location for it. What to Consider when Choosing where to Mount Your EPIRB We have already discussed some considerations above. You need to take into account as much as you can to find the optimal position for your own EPIRB. Ask yourself this: If my boat sank straight down vertically, would my EPIRB float free? Look straight above the mounting position and check for obstructions. Some may pose more of a threat that others. A canopy, for example, would be more of a hindrance than the rigging. When you consider the sinking scenario, only think about vertical sinking. It is best to consider capsize separately. Ask yourself this: If my boat capsized, and I was trapped in the hull, would the EPIRB float free? It is slightly harder to imagine your boat upside down. You can, however, just change your way of thinking. Instead of thinking of the buoyancy of the EPIRB, think of gravity. Try to find an object similar in shape to your EPIRB. A foam ball or an old bottle can work well. Place it where you plan to mount the EPIRB and let go. Does it roll around and eventually fall off the boat? If so, there is a good chance the EPIRB will do similar and float clear of your upturned hull. Remember, there is a lot of movement during a capsize. You can jiggle your object a little bit if needed. When your boat capsizes, it is unlikely to be a gentle process. Finally, consider the activation depth of the EPIRB. Will it be pushed deep enough to activate the HRU during a capsize? Abandon Ship Ask yourself this: If I was running away from a fire, would I be able to grab the EPIRB on the way? You can consider where you spend most of your time, and the chance of your escape path passing your EPIRB. You won’t be able to account for every eventuality, but you can assess the most likely scenarios. Ideally, your EPIRB would be accessible near the exit of your accommodation or close to the main helm position. When your boat is underway, the helm should be manned the whole time. At night, other crew will most likely be inside the cabin. In either case, think about the path that people will take as they try to escape. Will they pass the EPIRB’s storage location? Protection of the EPIRB Ask yourself this: Is the EPIRB protected in its storage location? EPIRBs are designed to withstand sunlight and exposure, but it is better if you can minimise it as much as possible. Category 1 EPIRBs will most likely have an additional outer case, so you can factor that in too. Try to consider more than just exposure though. Is the EPIRB mounted next to an onboard hazard? Make it is not close to potential sources of fire: fuel, engine room etc. Finally, how well protected is it from daily life onboard? You don’t want to mount it in the companionway if crew are going to knock it every time they pass. Make sure you watch out for ropes and lines as well. Where to Mount a Category 1 EPIRB Category 1 EPRIBs are those that are designed to float free and automatically activate. You need to mount Category 1 EPRIBs in the location that will give it the best chance of floating free in an emergency. I personally quite like to use the railings on one of the quarters. It gives it a reasonable chance of floating free in a capsize, or sinking scenario. Depending on the height of the railings, I would consider using a pole to increase its depth in a capsize scenario. Using the quarters, it is also close enough to be accessible to take to a survival craft. It is kept clear of daily knocks and bashes from the crew. There is minimal chance of people passing close by to knock it. Finally, it is clear from the galley and other hazards on board. It might be close to the engine, but that is a compromise that I would make given the other advantages of the location. Where to Mount a Category 2 EPIRB Category 2 EPRIBs are manually activated and do not float free. As such, you need to mount a Category 2 EPIRB in the most accessible location you can. I would keep my Category 2 EPIRB inside my grab bag. In turn, I would keep the grab bag close to the helm position. If I didn’t have a grab bag, I would keep the EPIRB close to the helm position anyway. I’d work on the assumption that the helm is the only place onboard that is likely to be continuously manned. Additionally, the helm is often close to the cabin entrance, so it would be on the escape path out of the cabin.	227e8aaa-6b06-4dd1-99ae-f29b4004bb3c
Operation Paperclip Nazi Walter Dornberger’s ‘Ultra Planes’ Operation Paperclip Nazi Walter Dornberger's 'Ultra Planes' Dornberger's 'ultra planes' were yesteryear's spaceliners By Amy Shira Teitel DVICE, February 21, 2013 Pictured: One of Dornberger's ultra planes, a crewed passegner vehicle is fixed atop a larger crewed launch vehicle Hitler loved the technology; weaponized, it would make an excellent precision bomber. But the boost-glide vehicle was never built, and when the war ended a decimated Germany didn't have the spare money to develop the system. The boost-glide concept might have died had it not been for Walter Dornberger, a rocket engineer who brought the idea to the United States. But Dornberger didn’t just see it as a possible bomb. He imagined a future where boost-glide commercial aviation carried passengers around the world on a routine basis. Walter Dornberger spent most his life working with rockets, mainly under a military umbrella. He joined the German Army in 1914, and in 1925 he was sent to the Charlottenberg Institute of Technology to study ballistics. There he met Wernher von Braun, a young and gifted aeronautical engineer with whom he had a shared passion: both men were members of the German Society for Space Travel. Having gained this ballistic expertise, the German army put Dornberger in charge of its solid-fuel rocket research and development in the Ordnance Department in 1932. He promptly sought out and courted von Braun, finally persuading his colleague to build rockets for the army rather than for spaceflight. By 1937 Dornberger was military commander of the rocket research station at Peenemunde where von Braun and his team developed the V-2 missile that rained down on London in the closing days of the war. The V-2 wasn’t the only rocket-based weapon under development at Peenemunde. The Sänger-Bredt boost-glide vehicle was also in the works. The glider — a flat, triangular base with a cockpit on top — was designed to launch on a V-2. The rocket would boost the glider into the upper atmosphere, high enough that its flat bottom would allow it to skip off the atmosphere like a stone across a calm pond. At any point, a pilot could drop a well-placed bomb before reentering the atmosphere and gliding to a landing. It had, at least on paper, an impressive range. It could bomb New York easily after a launch in Germany, a capability that earned the the vehicle the name "Amerika Bomber." Even though the vehicle was never built, Dornberger had seen the plans enough to commit some of the more important details to memory. Dornberger came to America as part of Operation Paperclip, which sought German engineers and scientists to bring to the U.S. after the end of World War II. He took a position developing guided missiles for the U.S. Air Force in Ohio, and then went on to work for the Bell Aircraft Corporation, where in 1952 he pitched the idea of a boost-glide bomber. He argued that it would make a formidable addition to the United States’ military, and enough higher-ups agreed that the idea was given a green light. From this initial proposal the Dyna-Soar program was born, one of the Air Force’s failed attempt at a manned spaceflight program. But that wasn’t the limit of the boost-glide technology in Dornberger’s opinion. Walter Dornberger was born on September 6, 1895, in Giessen, Germany. He was one year old when German gliding flight pioneer Otto Lilienthal was killed by his own inventions, and he was eight when the Wright brothers made the first heavier-than-air flight. Throughout his military career, he watched aviation mature before his eyes at a startling pace. Barebone wood-and-canvas airplanes capable of short hops just feet above the ground gave way to sleek fighter jets flying faster than sound at an altitude of over 100,000 feet in just half a century. Civilian aviation also flourished in this era. By 1956, commercial airlines were carrying passengers around the world. Travel by air was a luxury not all could afford, but the trend was towards increased access to flight for the average citizen. Comparing the technological developments in aviation with the pace at which the commercial industry developed, Dornberger figured it was only a matter of time before supersonic technology became commonplace in air travel. Writing in 1956, he anticipated turbojet engines would routinely carry passengers faster than the speed of sound between cities worldwide. But until this technology reached maturity, he saw the boost-glide vehicle as a way to introduce supersonic flight to the common man. Dornberger called his vehicles "ultra planes," and he expected the benefits of shortened travel time would make commercial rocket flight a profitable business. Rocket flights on ultra planes wouldn’t replace propellor planes for shorter hops between American cities, but they could shrink the distances between major cities like San Francisco, London, Calcutta and Sydney, traveling between these cities in just hours. Dornberger’s ultra plane had two parts, a glider and a booster. Both featured flat bottoms and wide wingspans for better gliding capabilities, as well as a rounded passenger cabin in the central fuselage. Both vehicles also had crews, but only the glider was equipped with a passenger cabin. As the workhorse that would carry the glider off the ground at launch, the booster’s main cargo was fuel. The glider and booster would begin their journeys in a large hangar sitting horizontally like traditional airplanes. The first step was to mate the vehicles. The glider was designed to slide into guide rails on the booster’s upper fuselage and lock into place, and arrangement that made it look as though the booster was giving the booster a piggy-back ride. In both the glider and the booster, the pilots’ cockpit is in the nose of the vehicle. The passengers’ section in the glider is in the vehicle’s mid section, a placement that keeps its center of gravity more or less consistent throughout the flights. Once mated, the booster-glider stack would be flipped on its end. This launch configuration would be impressive, a black monolith towering 90 feet above the ground. The stack would be mounted on a mobile launch platform that would carry it from the hangar to its launch site by rail — a transportation system Dornberger had pioneered at Peenemunde before NASA adopted the method. The whole phase would have looked like the shuttle, ready for launch, moving slowly from the Vehicle Assembly Building to the launch pad on the crawler. On its way to the launch site, a specially dug crater large enough to keep the exhaust away from travelers in the airport, the ultra plane would stop at a canyon. Here, gantries projecting from the walls would give maintenance crews access to all levels of the booster and the glider for pre-flight checks. The railway would then take the ultra plane into its launch crater where both vehicles would be fueled before passengers could board. For the passengers, boarding the ultra plane would be just like boarding a traditional plane. The launch canyons, which would be dug a ways from the terminal but still at regular airports, would be assigned ordinary gate numbers. They would be driven to the launch crater by van — it would be far too dangerous to connect the launch site to the terminal by a jetway. They would take an elevator 20 feet down into the crater walls where a special would give them access to the hatch opening into the glider’s passenger cabin. Once on board, passengers would take their seats inside smaller cabins. These would rotate freely, ensuring the passengers are always oriented “normally” regardless of the glider’s orientation. But this was the end of the onboard comforts — the cost of fuel would make carrying excess cargo like flight attendants impossible, and because the flights would be so short there would be no meal service. But to make up for the lack of amenities — and in keeping with 1950s airline standards of giving flyers spectacular aerial views to make their flights special — windows with pilot-controlled sun screens would give passengers awesome sights of black space and the Earth’s curvature during the flight. With both vehicles fueled and loaded with passengers and crew, the ultra plane would rotate so its wings sliced into any oncoming wind — a measure to limit any jostling. Then the booster’s five rocket motors would light, delivering 760,000 pounds of thrust. Though fuel and oxygen tanks would absorb some of the sound and vibrations, it would still be a noisy ride as passengers would feel 25 percent heavier thanks to the increased g-forces. The shaking, noise, and g-forces would increase throughout the ascent, peaking at an uncomfortable but manageable 3g. Then, just over two minutes after launch, it would be time for staging. It would fall to the glider pilot to engage the release mechanism and separate the glider from the booster; the small passenger vehicle would slide off the rails on the booster’s upper fuselage. The booster’s pilots would take control of their vehicle and turn back towards the airport. They’d make a smooth gliding landing near their launch point before being towed back to the hangar to prepare and fuel for another launch. With the booster gone, the glider’s pilot would ignite the three rocket motors, which would fire for another two minutes, accelerating the glider more than 140,000 feet above the Earth at speeds greater than 8,400 miles per hour. Then, as suddenly as they’d kicked in, the three engines would cut out. In an instant passengers would go from weighing three and a half times their normal body weight to weighing just three-quarters. The total powered portion of the flight, from launch through staging, would be over in just four and a half minutes. The remaining hour and ten minutes would be the unpowered gliding descent to the airport. With all engines off, the cabin would be nearly silent. Passengers would be able to sit back and watch the Earth rush up at them or look out at stars shining as brightly as the full Moon. Far too soon, it would be time for landing. The glider’s pilots would make an unpowered landing on a runway, just as though it were a traditional airplane. From its horizontal position, passengers would be able to disembark down a rolling staircase right on to the tarmac. Another bus or shuttle would drive them to the terminal where they could catch a connecting plane or ultra plane, or else leave and visit their destination city. Ultra planes would have been a fantastic opulence had they made their debut in the 1960s. But, like commercial air travel, Dornberger imagined a future where it wasn’t a means reserved for the elite. Eventually, intercontinental flights would be dominated by rocket planes. But it wasn’t just commercial air travel that could benefit from ultra plane flights. Dornberger, the former member of the German Society for Space Travel, saw ultra planes and other suborbital rocket flights as the first step in starting man’s outward push from the Earth to other planets. He suspected that by shrinking our own planet, more people would be inclined to look past the Earth and out into space. A commercial demand for large boosters would parlay into technology capable of launching planetary probes. Once rocket flights became commonplace, Dornberger imagined a future where the sky was no longer the limit. http://www.dvice.com/2013-2-21/dornbergers-ultra-planes-were-yesteryears-spacelinersdornbergers-ultra-planes-were-yesteryears-spaceliners Leave a Reply Be the First to Comment! Notify of	61a680f0-a65d-4d14-bf7d-f65e449588bd
Rain stay away Austin 2016 US Grand Prix Should KERS come back to F1 next year? Should KERS come back to F1 next year? Posted By: James Allen \| 10 Apr 2010 \| 9:23 am GMT \| 246 comments I’ve been interested by the discussions about bringing back KERS this past week, following the FOTA meeting in Malaysia at which it was on the agenda. KERS, for anyone not familiar with the term, is Kinetic Energy Recovery System, which harvests energy from braking, stores it as electrical energy and then reintroduces it to the system as a power boost. Under last year’s rules it was worth about 80hp for around 7 seconds per lap. Can KERS be made to work on the current F1 engines for everyone? I always thought it was a good idea for F1 to have something like this to keep it in step with the road car industry’s advances on hybrid technology. And the ‘push to pass’ aspect of it offers a key weapon for overtaking. Last season it was used by only McLaren and Ferrari and then abandoned after one year in a vote by the FOTA teams. The idea has been to develop the new engine formula for 2013 around a hybrid system and that process is ongoing between FOTA and the FIA. But now the teams are talking about bringing KERS back in 2011, because Ferrari and Renault are both pushing hard on hybrid on the road car side and because it has the potential to provide a quick fix for F1’s perennial overtaking problem. If it is to return it has to be on the basis that every car has it. Perhaps if the power is increased then it could lead to more overtaking as drivers could use it intelligently to give them a competitive advantage. The problem now is that one car only has enough of a competitive advantage over another to pass, if its tyres are in significantly better condition, as with Massa on Button in Malaysia. KERS became a bit of a political football last season; the idea of former FIA president Max Mosley, it was just another issue on which things became polarised in a tense power struggle. The problem was that Mosley’s vision for KERS was that teams should compete with each other to get the best system. It is a very expensive technology to get right on an F1 car, where every kilo counts and many teams didn’t bother to play the arms race. The top two teams last in last season’s championship, Brawn and Red Bull, didn’t use it. Ferrari complained that it was an expensive flop. I remember team boss Stefano Domenicali saying at Silverstone, “The reality is that the facts show that KERS in the way that it is now is not ready to be performing in this set of regulations. That is a fact. And, this is something that we need to learn from in the future.” It added a lot of weight to the car, increased reliability concerns and was a big distraction for the engineers – in other words getting it to work effectively so that it would make a difference, the way it was introduced before, was very hard. McLaren and Mercedes spent €70 million and managed to get more gain than pain, but team boss Martin Whitmarsh admitted that in doing so, perhaps they failed to spot the key aerodynamic breakthoughs of 2009, like the double diffuser and outwash front wing. Another problem with the way it was introduced last year was that it didn’t offer enough of a boost to make it attractive. It was useful at the starts and for passing cars which didn’t have it. So the logical and simple answer is to bring it back with more power but in a standardised system, to keep the costs under control and so it’s the same for everyone. It gives F1 some much needed green credentials and gives the drivers a chance to use their system more cleverly than an opponent and make more overtaking moves. The problem then comes that various teams will want to do their own system. Williams has a unique flywheel system, which it is also developing for commercial use on buses and trains, while Renault, Ferrari and Mercedes (who had the best system last year) will see it as an important laboratory for the ‘road to track’ story. This reminds me of a similar debate a few years ago over introducing a standardised Electronic Control Unit, which was resisted by manufacturers like BMW, who felt this was a sacrosanct area of proprietary technology. But the sport desperately needed it to get rid of all suspicions about teams cheating on traction control. In the end a standard ECU was introduced and it and it works fine for everyone and you never hear any more about it. As a short term solution, introducing a standard KERS system for 2011 now, so teams can design their 2011 cars around it, makes sense. And in parallel the teams and the FIA should work to base the 2013 engine rules around hybrid, and research the viability of allowing manufacturers to develop technology within a cost restriction framework, so it offers existing and new manufacturers something to get their teeth into, but doesn’t just end up being another arms race. Featured News Editor's Picks Share This: Posted by: Add comment E-mail is already registered on the site. Please use the login form or enter another. You entered an incorrect username or password Sorry, you must be logged in to post a comment. by Oldest by Best by Newest by Oldest This is all great, but what about the fact that if all cars have KERS overtaking becomes no easier? The only reason it helped overtaking last year was because some cars had it and some didn't. If all cars have it, and all the systems are the same, all you've done is make the cars quicker on the straights, but overtaking stays the same. Not true - KERS could only be used for 7 seconds per lap, so it's not possible for all drivers to use it at the same time. There's a strategic element to when a driver hits the button, and that's what you are missing. The main reason we didn't see one KERS car pass another is that, for most of the season, only 2 teams had the system in operation. But what we also saw last year is that in fact the engineers had worked out very accurately where the driver should press the button for the largest lap time gain. And even in the setting of a race, they ALWAYS pressed it then, as they wanted to get closer to their rival. When close enough to pass, they didn't need KERS, they could have just picked up the slipstream. And we are also forgetting how many overtakes KERS robbed us. It was used more to defend than to pass. Of course, this was because not everyone had it, but if they all havve it, and it's the same system it WILL become pointless. There's nothing strategic about it - you push it on the main straight or the straight before if you can. And once the driver in front know's that, there goes the overtaking. Agreed... The fact that the KERS recharged every lap, and that the driver had 7 seconds on each and every lap to use the boost, meant that the drivers were using it at the same places each lap. If they were to have 20 seconds every three laps, it would mean that a driver trying to defend his position would have to be careful not to use up the KERS before the driver trying to overtake. If KERS is used to defend, then that's fine in my opinion. What we want to see is cars battle, and a battle can last the whole race without a pass and is still great entertainment. The problem we often have now is the invisible 'wall', where a car can't get within a second of the one in front, so we don't really see genuine attempts to pass. I feel it's not all about overtaking, but the PROSPECT of overtaking, that's exciting. Perhaps the problem with KERS is the fact that it replenishes every lap. At Malaysia, if both Hamilton and Sutil had KERS installed then it is unlikely that the outcome of the race would have been any different. Limiting KERS to one boost every 3 laps or 10-15 boosts per race could be more exciting, as strategy and race management are factored in. Video games have put the "boost" concept to good use for decades now and it may be worth evaluating why it makes the games more fun. Being awarded a KERS boost for setting a purple sector time for example could encourage drivers to push to the end rather than cruise. That's a very good point and maybe it also needs to work in conjunction with circuit design to create more opportunities for passing than there are occasions for using the button Correct. Bringing back KERS as a required system will have little to no benefit for the racing, and will prove only to be a waste of money. How many times did we see one KERS car overtake another KERS car thanks to their use of the KERS system? Hint: We didn't. Bringing it back as a standardized system will be even more pointless because there won't even be any development work done on it. It'll smack of the same thing as Bridgestone's green stripes on the tires instead of white. A pathetic attempt to make the sport seem somehow green and relevant while it does absolutely nothing to make the sport greener or more relevant to the real world. So no, I do NOT want to see KERS back. Fair points but which assume the same rules (as last year) apply. Were they to give teams a limited number of times KERS could be deployed per race (say....total laps / 2) then hopefully we would encounter instances where an attacking car would have it and the defending car wouldn't. A near cost free solution. There has been mention of the introduction of a common Mercedes KERS device, in much the same way as the common ECU that was developed by McLaren... I agree with Jonth... Why not save a bundle, and instead of introducing a Mercedes KERS, introduce a Virgin fuel tank, so drivers have to decide when to turn the mixture up to push for/defend a position..!!?!! And the worst thing is, it won't be green either. If you want to be green, stick a button in the car that decreases rear wing angle. You would gain lots of speed on the straights (like KERS, probably much more though), but use no extra fuel (or battery) in the process. No it won't: the engineers always have a choice between speed and fuel consumption. Changing the rear wing angle will simply allow them to go faster. If you want F1 to go green fit all F1 cars with a smaller fuel tank (Nick Wirth has one or two going spare ;-)) and keep refuelling banned. Ah, but if you standardize the system, the competitive drive which would stimulate the development you're talking about would be gone. The technology of Mercedes developed last year would be used and that would be that. There would be no incentive to make the system better or lighter. They want this stuff into F1 because there it will developm quicker than anywhere else. But if you remove competition, F1 is no different to the road car industry in terms of the technology in that sector. If KERS is to come back it needs to to be competitivem, to validate it's claims both on overtaking and in terms of green technology. I dont think the emphasis is on making F1 cars more efficient on their fuel consumption, after all they are never going to be green. The emphasis, along with all other ideas to make F1 'green', is that the research developed can be transferred to road car manufacturers, where they would improve efficiency and fuel consumption. So that the huge expense of research in F1 can actually benefit beyond the winning of a race. Its the same idea as the rumors that the next engine specification could be a 1.4L 4 cylinder plus turbo or supercharger - nearly all major car manufacturers use these engines in their ranges in a number of vehicles; the money and effort spent developing a high performance, lightweight and efficient engine can therefore be translated to road cars, so the manufacturers are not simply wasting their money on irrelevant technology. i.e aero or pneumatic valved V8 engines etc. I TOTALLY agree, Knoxy. If drivers could choose how to use the boost, for example full power for 7 seconds or half power for 14 seconds, that may be the differentiator that allows more passing. Circuits often have more than one passing opportunity, Monaco aside. I see no reason why selective use of stored energy would not give the races both greener credentials and more wheel to wheel racing. Given a choice between push button hybrid technology and random sprinklers I think the hybrid option is the way to go. One more tip, standardise brakes and make them slightly smaller. Lengthening braking distances will also help spice up the action. Less efficient brakes, less sticky tires (which also dont marble quite so much) and clever use of kers could cause alot of excitement. Red5, Please explain to me how KERS makes an F! car "greener". Well the system draws energy from the engine under braking, and stores it either in a battery system or (for Williams) a complex flywheel system, from which it can be put back into the drive system at will. In theory most of the technology used could be transferred to the road car market. Obviously any system designed would be very high tech, efficient and low weight due to the constraints of F1, which would make it more viable and useful for road cars - so the money spent on the research and development of F1 would be directly benefiting the efficiency and green credentials of road cars. If everyone has it, what's the point? All the drivers will push it at the same time and no one will get any closer to the car in front. In my opinion KERS will only offer improved overtaking if implemented in a way which allows a driver to "earn" a differential between them and another driver. For example a rule where drivers can have and deploy a maximum of 10s of KERS a lap, but only earns an additional 3s of KERS per lap. In my mind it would achieve two things. Firstly it could allow a faster driver to bank their KERS while forcing a driver in front to use theirs, thus building up a bigger boost difference with which to make a move. (This difference is fair, as it's one what's been earned by driving well). Secondly it would make KERS deployment less predictable. As it used to be every KERS driver would deploy their KERS on the way out of the same one or two corners every lap. I think such a method would be good because it would reward drivers who are faster. The only thing that would make it not work were if it were "easier" to bank KERS as the defender in any tussle. I'm not sure that would be the case, but perhaps some simulation or experimentation would be needed to say for sure. Gees - you guys miss the point. KERS is not a bottomless pit. You need to be selective about when it is deployed, because it is limited to 7 seconds per lap. Think of Spa, for example. If a driver uses KERS up to Les Combes, he can not then use it on the run to the bus stop -it will have been exhausted. It certainly will help the overataking problem. It won't help overtaking. If you are in front, you push it when the guy behind gets a run on you (when he pushes it). This is always going to happen on the long straights IMO. You, my good friend are missing the point. If two cars are battling for position, they will use it at exactly the same place. They have all done countless laps on those circuits and every driver knows where's the part of the track where his position can come in danger from a rival behind him. They will in 95% cases use it at the same time. Saying that the use of the accelerator and the use of KERS on the circuit is the same is missing the point. The use of the accelerator requires considerable skill and it is not just off and on. For KERS. the driver just presses the button when the car is pointing straight. It is a pity that we no longer have four wheel drift which requires the careful use of the accelerator but accelerating out of a corner still needs plenty of skill in the use of the accelerator to gain on your opponents. I hope F1 does not bring back KERS. So in Malaysia, would it have been used on the pitstraight, the back straight or after Turn 2? They may all use it at the same place on a qualifying lap, but surely the tactical element is when to use it in the heat of battle - that choice is not clear cut. As for the earlier comment of it being a 'lottery', I can't see how you can consider it so. It is a legitimate tactical decision to use the boost, just like adjusting the front wing angle or the brake balance at different parts of the circuit. Do we want to see F1 racing to become a lottery rather than depending on the driving skill of a driver? If who will be ahead in an all KERS equipped field is dependent on when the KERS button is pressed, it has no appeal to me and I think to other motor racing enthusiasts too. Let's forget about KERS once and for all. whats the difference between knowing the opertune moment to press the KERs button and the opertune moment to press the accellerator? I'm sure you wouldnt take the acellerator away? 😛 but if they all have KERs then they will all use it at the same point on the track, comming out of the corner that enters the longest strait, its a no brainer because thats where the fastest laptime will come. I like the idea that a standard system limits the number of boosts you have independent of the start finish line. so you get a max of say 30 boosts in a race. so you cant use it every lap... although that could mean a car could create a queue of cars for 30 laps? maybe you can boost as much as you like until your battery is empty, then you have to wait 3 minutes from and empty battery before the boost button reactivates? thats more than 1 lap of any circute??? I don't see the point in a standard KERS. If the system is standardised all we will see is cars using the boost to cancel one another out down the straights, as happened with A1GP's "push to pass" system. It seems like an expensive way to achieve very little. Why restrict the power output to KERS. Remember that Toyota ruled out developing KERS in 2009 on the basis that their road cars already had systems more advanced than the ones being mandated for F1. And why insist that it is used as a "push to pass" system? A sort of "always-on" KERS, which delivers extra power at a constant rate around the lap, could be more beneficial competitively and probably more road relevant too. KERS is a potentially exciting area for innovation, some of which will inevitably trickle down to road car development. The rulemakers should at least give it a chance to flourish before imposing arbitrary restrictions on it. Hay that's a good idea, Andy, have it on all the time except while braking, and change engine capacity to 2000cc instead of 2400cc. Oh, buggar, I just realised we'd need a big radiator just to cool the system if it was on all the time, maybe not a good idea after all, Andy. There will be basically the same amount of energy harvested and released every lap regardless of whether it is evenly spaced or in short bursts. If the peak current is lower in the almost always on system may run at a lower average temperature. If we had an unlimited energy system, for example allowing collection from the front wheels as well, then the cooling would just be an engineering consideration and compromise, allowing variation between the cars. The 'small KERS' car would have an aero advantage at the end of long straights, potentially giving greater top speed. The 'large KERS' car would have a greater boost early on the straight to get into the slipstream. An always on system, with no driver intervention could be good. I think the current cars have nowhere near enough torque and because of this there is very little variation out of corners between the drivers, as driving to the limit of tyres is easy for drivers of F1 skill to feel. We need something that encourages mistakes out of corners. So I'd fit a big turbo to your 2000 cc engine (probably only one to delay the response through longer plumbing. Is it really going to help overtaking? Last year it allowed some overtaking where those that had it could pass those that didn't at the start and on long straight sections of track. However, when everyone has KERS, the advantage goes away because everyone will use it in the same places. Also, the overtakes last year where it was used were pretty artificial - i.e. out dragging the non KERS cars. The much better overtakes are the ones where driver skill is used to out brake cars into corners (e.g. Button in Brazil). If the rules on the use of kers is the same as last time ie. a restriction on how much can be used per lap, then the advantages are likely to cancel each other out. If however, the rules state how much kers can be used per race, you will likely get more overtaking, particularly towards the end of a race, when some cars will have used up their allocation, whilst others may have saved some. Yeah, like in Indy Racing League, they can save their P to P to use when they want to. I am really not sure whether KERS will be a "push-to-pass" button when thw whole grid starts to use standardized units. There are two or three spots on each track where you can try to overtake, namely at the end of long straights and just before hard braking points. Therefore, everybody knows when KERS will be deployed at this particular overtake zones, which will give them a chance also to use for defence purpose. So, they will cancel each other out. KERS was useful last year because only o handful of teams used it, leaving the others vulnerable agains the power boost. But when everybody uses it, this advantage will disappear. Said that, brake efficiency, track positions, KERS battery status etc. could still affect and change the scenario in races. The car in front might consume all of its boost for overtaking yet not manage to do it, then it could be powerless to prevent the car behind who could use KERS in full. Theoretically it would not help the spectacle but practically it could do. I think kers would be good, particularly a standardised version. It would have to be a battery system as I read something recently from Williams saying their flywheel system would not now fit the car due to the larger fuel tanks. I would actually be more in favour if the absolute number of times it could be used were limited (I.e 10 times a race). In my opinion that would stop it from becoming a playstation gimick and would put a premium on driver decision making. Good point, Andy, also a flywheel spinning at the revs required would be have a gyroscopic effect and cause cornering difficulties! And I still can't figure how they drive it off the brakes! Precession is the problem, pity Prof Eric Laithwaite is not around still. Magnetic fluid clutches could be one way of making the connections to the wheels. But Wlliams already solved it once. Flywheels have been used for decades in China in commercial vehicles. With the electrical system the main problem is heat generated in the conductors by the IsqR losses. A huge amount of energy in the form of heat is lost in such high current systems. did rough calculation last year in this blog of the extra cooling required, which I've now forgotten, but was a lot. Superconductors would help a lot if liquid nitrogen were to be allowed. Vinicius Antunes I like the idea of using it a fixed number of times per race... however, one down side of it would be that, well, a lot of money poured into developing something that is used so little time... still, a standardized less expensive version could minimize this feeling maybe? It would have to be powerful enough to guarantee an overtake once the button's been pushed, though. Then it would work nicely. Anything that "guarantees" an overtake is pointless because it is neither skilful nor exciting. Might as well have a button that when pressed tells the driver ahead to slow down and let you past. It would be greener than KERS too 😉 Yeah! I think you're right. I am not sure I knew what I wanted to say in the first place. It certainly doesn't look like I did. The problem Williams' got with their flywheel system is down to solving the gyroscopic effect of such system which requires use of four gimbals, hence the size problem makes it impossible to fit it even in to the old type - small tank car. It is ok for bus or train though. Ten times a race or so is a brilliant idea. It solves the problem pretty much completely. KERS needs to come back, but not as an overtaking aid. It needs to be a full hybrid, which can reduce the amount of fuel each car uses. Teams with the most efficient systems would therefore start with less fuel and lighter cars than the less efficient systems. Unfortunately you must remember that Kers is a rather heavy system - McLaren/Mercedes' system last year was one of the best and probably weighed in at around 30kg - which is about a fifth of total race fuel weight; I doubt a system would actually save them that much, they would be better to spend the money on having a more fuel efficient engine, and simply take less fuel with no kers. Which is kind of what red bull did last year and still are doing this year - their renault engine is the most efficient, even if not the most powerful they have the fastest car, lighter by maybe 10kg at the start of a race over the Ferrari...but are down on power through the speed trap as a result. Ah, but last season's rules were too restrictive on KERS. It was a high weight penalty for less than 100bhp for 6.7 seconds. If the teams could use KERS power more, it would negate the cost of the extra weight. Agree. It would be useful if teams developed their own systems for greater fuel efficiency - a standardised KERS just seems pointless. Just for info, Williams have now said that they wouldn't use their flywheel KERS next year if it's reintroduced, they'd have to go electrical like everybody else. Why? Because since refuelling has been banned, there simply isn't room to fit it in with the larger fuel tank, without making the car impossibly long. They've made it clear that they're happily continuing to develop and market it for road vehicles though. If KERS did make a comeback it should be for all teams or not at all. Anyway nevermind KERS, what about turbo engines making a comeback ?? Yeah, Dave, turbo methanol 1000cc engines would be "green". Paul, ethanol is a bit different to methanol due to the density so 700 kW would be achievable with an 1 litre running on e85 . The 1980s F1 engines relied on large amounts of toluene in the fuel. The Indy cars were getting about 650-700 kW (up to 950 bhp) with about 3 atmospheres of boost with a 2.65 litre engine. I think your comment was just a little sarcastic, which maybe martin took the wrong way...but for the hell of it I thought I'd point out that methanol is actually one of the least green fuels...much like bio diesel it is touted as the green future of the combustion engine, but so much land and water is used up producing the stuff, and huge waste as a by-product, that it is very harmful. It also send up the cost of most cereals around the world, causing food shortages...and so on. Ultimately the combustion engine is not green, electric engines are also only as green as the (mostly carbon dioxide producing) energy source at the power station. And again, all experts agree that it is better for the state of the planet from a point of view of natural resources and global warming and so on, to simply keep running a car thats 20 years old and inefficient than to buy a new one. So really we should give up on trying to be green and ride a bike, watch bike racing. On bikes that are old made from recycled parts. Cars are not green, neither is F1. Oh dear how depressing. Henry, Excelent point! Absolutely true, and we (and others) do forget that. Although I must admit I'm not really concerned about making F1 cars green, I was thinking more about reducing use of oil reserves. I personally doubt if we can have much effect on global warming in the long run! How much power and torque do you want F1 cars to have? The energy density per litre of methanol is pretty low, so like pure hydrogen, you to burn a lot of it to get anywhere. The engines would have to run pretty high boost to exceed 300 kW. The wing size would have to come down to reduce drag to optimise the lap times, which would help overtaking, but the lap times would be much slower. Martin, Dont forget in the turbo era they were getting 1100-1200 bhp out of 1500cc petrol engines (for qualli) and racing at 650-750bhp, so I'd assume that with modern technology and ethanol/methanol fuel which allows higher compression ratios/boost pressures they could probably achieve 600-700 from a 1 litre engine. Admittedly they would use more fuel than if it was on petrol, but it dosen't matter because it is a renewable resorce. neil murgatroyd Surely KERS will have little effect on the overtaking dilemma if everyone has it. I would prefer it if the OWG took some time to develop rules which allowed cars to follow and overtake slower cars by manipulating the power / braking / aero / mechanical grip ratios allowed in the rules. It would makes sense if it was powerful enough to guarantee an overtake and if drivers were allowed to use it let's say ten times a race (as Andy C above proposed) and not once per lap for 7 sec. To quote Rik, also posted above, "Anything that “guarantees” an overtake is pointless because it is neither skilful nor exciting. Might as well have a button that when pressed tells the driver ahead to slow down and let you past. It would be greener than KERS too ;)" Only after some time I realised that what I said makes no sense, and now I completely do knot know what I meant, cannot even trace my thoughts back. Oh well! Sure, based on what the OWG has accomplished so far that would be awesome! orr... maaybe not... I agree, they should bring back KERS - It is a fantastic tech that added some spice into the racing. If only for pure spectacle and not 'green' related it is worth having KERS in F1. Sounds a good idea to have it standardised! Thanks again for providing more technical detail than other websites, and still managing to explain it clearly. Completely agree. The only possible issue I see is would a standard KERS suit every engine, wouldn't it disadvantage any car because of aerodynamic or design changements it would generate? I was trying (unsuccessfully) to find confirmation of an Adrian Newey quote that gearboxes had been frozen for four years. There are bigger design variations with the gearbox than the engine. The bore spacing is fixed and there are controls on the centre of gravity, so I don't think physical engine geometry will be an issue. All the engines run the same management system, so the integration of KERS into the propulsion system shouldn't be a large variable. Putting KERS ahead of the engine will have packaging implications that will extend to the rear aerodynamics and the gearbox is a design consideration. Yes I think that the KERS capacitors and/or batteries went behind the driver's back in a relative position which is now occupied by the larger fuel bladders. (drivers complained about being burnt) Also I remember the gearboxes being fixed for four years too.Unfortunately there is now so much stuff in the secret Condorde agreement and not in the rules, it's about time the contents were published. Thanks, I didn't think about the Concorde agreement. Phillip Sanders Surely if every car has a Kers system, the overtaking advantage will be negated by the fact that the car in front will press his button at the same time as the car doing the overtaking. A 10yr old could tell you that. Am i missing something? I'd welcome it back, but I think it would be best to have a standard unit, such as the electronic unit supplied by Mclaren, so that the smaller teams could use KERS. Can you really see HRT or Virgin being able to afford to develop their own KERS system? No so a standard unit (probably the Mercedes one) for the whole grid. Kers always seemed like such an 'artificial' thing with it's 6 second limited usage. If you're going to have it at least let it be used to it's full capacity. I also never understood how electrical energy was converted into horsepower by a combustion engine. the electric KERS system works by using an electric motor attached to the forward end of the crankshaft. It is fifteen years since I thought hard about electric motors, but from memory if you reverse the polarity a motor turns into an alternator. So under brakes the KERS unit runs as an alternator and charges the battery. This does work that would otherwise be done by the brakes. The capacity of the KERS system was limited to 600 kilojoules in 2009, a maximum of 400 being deployed on one lap at a maximum rate of 60 kW (divide the power into the energy and you get the 6.67 seconds). Only one KERS system was allowed per car, so the charging is done from the rear wheels. To slow a 605 kg car from 300 km/h to 100 km/h takes 1867 kJ of energy. The aerodynamic load and the low centre of gravity means that weight transfer to the front wheels in an F1 car is much less than in a road car. So my estimation is that one such stop would result in 600 kJ of work being done by the rear brakes (I'm guessing the aero drag and other losses would make up 25 per cent). Managing the feel of the car under brakes is one concern. If 200 kJ are harvested in one stop, this needs to charge a battery or a capacitor. Basic electrical resistance and the chemical reaction to charge the battery generates a lot of heat. I'd estimate that the electrical energy generated by KERS is roughly 50 times what goes out of an Australian or UK power outlet. (Compare this to plug-in Hybrid or electric car charging times). The KERS power boost reverses the process but feel is not really an issue as the engine and the motor both work to accelerate the car. Probably more detail than you wanted, but hopefully it makes sense. Good info, Martin, thanks. Thanks Martin that was very informative. But can you answer one question for me: Why are current cars hybrid but not fully electric such as the Toyota Pruis? I mean if a lightweight KERS on F1 cars can produce 50x power of UK plug, then how about a much bigger one in a road car. Plus, the problem of charging an electric car overnight can be solved at least partially if the brakes can charge the batteries like in F1 right? Hybrid will only delay the inevitable, we need 100% electric or through hydrogen powered. The key thing is the weight of the batteries required to store sufficient charge to travel a commercially realistic distance. If you look up the Tesla Roadster and compare it to the Lotus Elise that it is based on, you'll see that the Tesla is several hundred kilograms heavier. The electric motor is quite light, and there is no gearbox, but there are about 400 kg of batteries from memory. Top Gear tested on and drained the battery pretty quickly. Petrol has much greater energy per kilogram than a charged lithium ion battery. Regenerative braking will still work with a pure electric car, but on a road car the front wheels need to be involved due to the weight transfer. The problem roads cars have is that they need to carry several people and society expects air conditioning and multiple airbags and this makes them heavy. A competition solar powered car can average 100 km/h because it doesn't weigh much at all and it has very low drag. To do 200 km/h you'd need eight times the power. The solar car also takes a relatively long time to reach 100 km/h even with its light mass. The current solar engineering suggests that a practical solar car isn't foreseeable. An battery or fuel cell car gets around the power problem, but it is then a question of range. The lithium ion batteries that are best suited to cars are different to those in phones and computers. Mercedes Benz is the first to develop these and slowly the costs will come down. You still need the energy source to charge the KERS up from, in F1 it s derived from the huge braking effort. In a full electric car you don't have that, so you need to plug it into the mains; from where it needs to be transformed down to the car working voltage then rectified into dc then used to charge the onboard batteries -very slow and not too efficient. For electric cars the fuel cell is far more efficient, but current viable ones work at a high temperature. Though there are developments with ceramic fuel cells that run on natural gas instead of hydrogen, they still make a lot of heat though, weigh a ton and are being used now as CHP (combined heat and power) units in Germany Australa and the UK) (Look up stock symbol LSE:CFM) BTW There is more carbon released in the making of one new Pious than in driving a current "dirty" model for 30 years. But they don't mention that do they? Yeah, Geof, and where does the electrical energy come from, anyway? Have you guys never had a bicycle lamp that lit up when you pushed the little dynamo against the tyre? Same thing, kinetic energy is converted to electrical energy, an then stored in batteries! Yeah Henry, I had one of those generators on my bikes years ago, and they slowed me down a lot! But in reallity the KERS thingo does not actually recover kinetic energy, there must be a generator driven by the engine and has nothing to do with the brakes! (reason I keep going on about brakes is that they are used to overcome kinetic energy to slow the car down and the word (KERS) hints that the power is generated when the brakes are used. Surely if all teams have the same KERS package then there will be no distinct competitive advantage for any team. The reason it was useful in 2009 was that only a few teams utilised it and therefore gained an advantage over the rest, particularly at the race starts. Yes in short, although the non-Merc runners need to sort it out. The KERS on the McLaren was awesome last season, best on the grid by a mile. There was an item on Autosport this week where Frank was saying their flywheel's been made impractical due to the rule changes - they would have placed it behind the driver, but there's no longer any room due to the larger fuel tank. Does anybody know how long the batteries in F1 KERS are made to last for? It'd be a bit of an empty gesture to be green if they end up getting binned after every race weekend they last for one race. anything more would be an "over-design". That is why using flywheel would be ideal as that eliminates batteries, but there you go, it is too big, it wasn't to be. Perhaps making the cars wider could solve that? They were wider in the past. Then the fuel cell could grow sideways and the flywheel be fitted without making the cars longer. Hum... Long, wide cars with alcohol-fueled turbo engines as someone suggested above? Sounds like 90's CART. I liked that! That series even had multiple manufacturers in its good days (three I think). Throw in a race in the oval (Indy?!) and those F1 drivers would really be proving they can adapt to anything. About KERS' implementation: I love the flywheel idea, but if it must be electrical, make the batteries standard and let the teams design the necessary clutches and etc as they design the rest of the transmission (i.e. each can build their own, but collaboration is allowed). And I feel it's best to control usage on the race than per lap. How about 7 minutes per race (6 seconds per lap over 70 laps is just that, but one driver could, say, concentrate the use when he has better tyres to gain track position: I like the strategy possibilities). PS on the CART thing: I really liked that in the 90's, before The Split. I believe F1 is a different philosophy, more focused on the technology, and I'm not proposing F1 should be like CART. The proposed ideas just ringed those bells for me. I think for the future, KERS should be introduced, but only in the right way. Every team has to run, but also a standardised system just like the ECU so that it is equal among teams, the new smaller teams may not have the facilities to develop their own device. But also remember the future costs, how much would this increase the budget, which is one of the main reasons the new teams entered Formula One, to go racing at the top echelon of motorsport in an affordable and profitable manner!! The thing that is annoys the most is that, For the past 5 years, F1 has been changing far too much. I am gradually losing interest. I really enjoyed years like 2003, 2005. The sport needs at least 3 years of not tempering with the technical regs. I think thats why we lost great drivers like Montoya and KIMI. KERS is really a bad idea for next year. What they need to do is to take out engine rev limiters, that might add some excitement with the current fuel tanks. Another good article James.The idea of standard KERS system for 2011 makes more sense considering the imposed financial cap. However post 2011 individual teams must design their own versions to enable more compition - both on and off track. I dont think kers return on every car would help overtaking. I don't really understand. If a KERS system is standardised then the cars will still be of similar performance. Most tracks only have a couple of overtaking places. If thay all have the same equipment then a lead car should be able to defend and still block for the rest of the lap I would prefer to try a line of road works cones down the middle to create a slot car effect Only for part of the lap, and the location to create two equal length paths. Note: not required for all tracks. The "blockers" will then have to get a move on or lose out. The quicker drivers would not waste 10 or 20 laps trying the impossible but will still have to drive well. Extra speed might wreck the tyres quicker. Being able to get a move on for the tracks that the critics say are non-overtaking will at least give us something to anticipate. At least try a low cost something until the so-called aero problem is sorted. Just to see if it would improve the races that so many punters are saying "what a boring procession". KERS is amust in some format. I dont see an issue with having standard units, as long as the technology can still be developed further to keep it 'up to date.' It would add another strategic element during a race as it was meant to in '09. If they all have, then they all have to choose when to use it. Depending on track position and need of urgency, this could vary for individual drivers. Overtaking would be increased, but i'm still adadmant the best way to solve overtaking is to restrcit the power of braking systems. Larger profile wheels that Michelin want would be a greast way to get the ball rolling. The carbon brakes run in F1 or the carbon composite discs run on road cars do not have a higher co-efficient of friction between the brake disc and the pad than steel discs. The braking force is generated by the tyres' grip and the driver's left leg. Carbon brakes offer a couple of performance advantages. The heat capacity is greater, so it easier to stop them failing or warping. The lighter weight offers a small benefit to ride control. The lighter weight also reduces the inertia of the wheels, which gives a small benefit in agility. The transition to carbon brakes took some time as the technology improved. There are performance benefits but they aren't huge. Damon Hill tried steel discs in 1995 in an attempt to improved brake feel to aid his overtaking ability. He was hardly any slower and the fact that Williams allowed him to try it rather than stating it was a waste of time is an indication that the benefits are incremental. To increase the braking distances the tyres and/or the aerodynamics will need to change. When did i mention anything about steel brakes? All i said was braking distance needs to increase. Im not an engineer, but a student of F1, so i dont know how exactly greater braking distances can be achieved. But braking "strength" needs to reduce. The argument for KERS are wery strong but it should also make a much larger difference in a race situation than last year. So both giving it more power and also let it drive on the front wheels or perhaps only on the front wheels to give more advantage in an overtaking situation. A standardised KERS would only pay lipservice to green issues and fool an ignorant minority regarding F1's "green credentials". It would serve no purpose other than to avoid the true issues which influence the inability for drivers to race one another in the way most of us would like to see. Andrew Halliday I wouldn't welcome a return of KERS, I also hope the wheels aren't changed to 18 inches - I've seen a picture of how they would look in Autosport and it's not how an F1 car should look. The current F1 cars aren't exactly what F1 cars should look like either. Andrew Halliday They're not too bad, I'd like to see smaller front wings and a wider wheelbase (think pre 1998). Agreed. Less wings, front and back. wider track, rear tyres twice the width of the fronts. Done!! I always liked the idea of KERS, but the way it was used, made it irrelevant to the race in that it could be used for a limited time on every lap, which means it got used by everyone at the same point as suggested by the race computer. To spice up the racing it needs more variety, make the use limited to only 30% of the laps or vary the available power so first time of use it gets 100% power and the second time only 50% of power. Maybe allow each team to develop a system with unlimited power within a given budget (I understand the problems this might have) Unless they do something like this then forget KERS because it will NOT improve the so call show. I personally favour the idea of an unlimited powered KERS system for only (say) 30% of the laps so that it becomes both a tactical and strategic tool and reduces the reliance on qualifying position. Imagine the team planning the race, when to change tyres, which lap to use KERS for the optimal perfect race distance, then it rains, or the safety car comes out and bigger decisions are required because KERS could have an equal effect as tyre choices on the race result. I was rather dismayed that FOTA decided not to use KERS this year. Any question of wether KERS should be introduced or not can be answered by looking at the race starts in 2009. I don't believe the answer lies in a standardised KERS system, I cannot see how that would add any value to the car industry. If there is a standardised KERS system, there would be little development that would impact road cars one would think. I believe KERS should be re-introduced, but there should be competition between teams to enhance innovation. A simple solution is that any KERS manufacturer, must make their system available to a certain amount of other teams. If there is a standardised KERS system I can't see there being that much of an impact on racing, as engineers would be telling the drivers exactly where on the track to use KERS for maximum advantage. That and KERS could be used, and was used last year, to prevent chasing cars overtake. Perhaps the best reintroduction of KERS wouldn’t see it limited to only 6.7 seconds a lap but adapted to a more interesting and overtaking friendly method. Most race circuits are dissected into three sectors, therefore perhaps it would make sense to limit the use of KERS to every second sector. I.e; if a driver had used KERS in a previous sector then they would have to wait out one sector until using it again. That way if two cars were in a battle to defend or overtake, then perhaps we may see a bit more manoeuvring back and forth. This is unlike in 2009 when drivers were using KERS to defend against another car overtaking them whilst using it to make a move... Food for thought perhaps. michael grievson If everyone has it won't it cancel the benefit of push to pass? Williams cannot run their flywheel Kers because of the enlarged fuel tanks. If this creates some artificial push-to-pass then I'm not interested - we've already seen how well that doesn't work when two cars have the same system. If it significantly reduces fuel consumption then it's serving it's purpose and should stay. I'm very sceptical about KERS, even if it were a standardised system. There would surely have to be a specific limit on how to use it, or else it would just be used in the same places by every team on every lap, and when one car used it to pass another would use it to defend. As far as I could tell that was the only reason KERS provided interesting racing last year - because only some of the teams had it. How would you get around this issue? The problem with introducing KERS is that if every team has it then there is no effect as every car then become x seconds faster per lap. The problem with looking back at its performance last season is that it performed well against non-KERS cars. Also, only having a little over a lap might not be effective enough and having too much per lap would lead to cars using KERS all the time and cancelling each other out. The only real way it should be introduced is by giving each car an boost limit over the race distance and not per lap. This way, drivers would have to decide whether to use their allocation over the race distance for lap time or to conserve it and use it to overtake. Just like tyre wear today and fuel loads in the past, your remaining KERS energy and use of it would be a differentiating factor to help overtake. totally agree. Interesting article from f1fanatic; http://www.f1fanatic.co.uk/2010/04/09/while-f1-dithers-over-kers-road-car-hybrid-technology-leaves-it-behind/ As I've said before I would rather see this sort of innovation left unconstrained and limit other areas (not going to open the can of worms by mentioning the 'A' word). Many argue that this sort of engineering, which can benefit road cars, is not welcome in the pinnacle of motorsport but I argue it is and can be seen as more cost effective as it can lead to a spin-off revenue as Williams so ably showed. The restrictions placed on it made it such an expensive folly, but the money spent researching could now be recovered by teams selling on the technology to other teams or by adoption in road cars. Carlos E. Del Valle James, three points: 1. KERS is necessary regarding "green marketing" and "road car technology development". F1 simply cannot be behind in terms of technology. 2. I sincerely don't think KERS is a "quick fix" or a "weapon". Fisi was clearly stuck behind Kimi at Spa, and many cars were stuck behind a slow Massa in several races. You could say "yeah, but everyone will have it then", but then one KERS obliterates the other. 3. My guess is that in 2013 we'll have 1.5 liter-Turbo-KERS Formula One (or maybe 1.0 or 1.2). That's the way the cars in the streets are going, and stucking with V8s will be bad. Whilst the concept of KERS is green the actual realisation in the car is not. Nasty eco-unfriendly and dangerous chemicals are used. Williams flywheel was more eco friendly but probably more dangerous, certainly for the driver. They should just wait until 2013 and decide if they want to introduce it then with the new engine regs, KERS didn't add much to the racing last year, it was rediculous with commentators and drivers going on about 'magic buttons' and such. I think F1 already missed the party on KERS, they should try to think of something new to work on. I'd like to see it back - I'll open up new opportunities for drivers especially with the introduction of the F-duct. Just imagine F duct and Kers package coupled together. There are rumours that if KERS does come back, Magneti Marelli will the the standardized supplier(which Ferrari and Renault used last year). I think using Zytek's system (Mclaren used this last year) would be better, since this system was reportedly more competitive, more developed and much lighter than the Magneti. FW has already said that their flywheel system won't work with the current (no refueling) regulations. It takes up too much space and the car will end up looking like Londen bus! A bus with a double-decker diffuser? I thought Porsche had done a deal with Williams to use the flywheel in a hybrid sports car. That should be lighter (but probably not F1-light). F1 is a development series more standardisation is not what is needed. Kers wont be good at the start if everyone has it, especially if its a standardised one. Kers wont be good for overtaking if everyone has it again a standard one will be worse because there will be no performance differences in the systems. Push to pass system could be implemented in the ecu and allowing the engines unlimited revs when button is pressed. If F1 wants to be greener they should sort out the calendar for minimum possible travel and stop bringing so much stuff to GP's. This would have a massively bigger effect on f1's "greeness" then kers. Ferrari blamed the ECU for Sauber's engine failures in Malaysia. Jonathan De Andrade Hi James, is it McLaren the manufacturer of the standard ECU? did they confirm Ferrari's assessment of Sauber's engine failures? any statement from them on that? "If F1 wants to be greener they should sort out the calendar for minimum possible travel " It doesn't take a super-computer costing billions running CFD to figure out how to minimize air travel! Any competent secretary could do it in an hour. Introducing KERS again makes real sense - most of the teams have developed the technology and it seems F1 is going backwards without it. However, I have to say I agree with Mosley over this - it ought to be an area of competitive spending. This rush to standardisation is anathema to F1. To a certain extent it didn't matter with the ECU as its is not visible to us viewers. However, KERS would be visible and teams ought to strive to demonstrate their superiority to others. This is meant to be a competitive sport and the teams are coming across as wimpish. Perhaps those who do develop a system should just be forced to sell their KERS system to other teams at a competitive price? Everyone happy. (you would think!). Bad idea! and the reason is summed up in this paragraph: "Another problem with the way it was introduced last year was that it didn’t offer enough of a boost to make it attractive. It was useful at the starts and for passing cars which didn’t have it." If all the cars have it, it's useless. Less silly tech is what these cars need. Take away the Rev limit, we'll have plenty of hero / zero stuff to play with. Less front wing, same tyres front and back, control surface for the diffuser (reduce wake) and lets go racing! Yes of course KERS should be used again, it is still in the regs now. BUT the allowable energy levels all need to be doubled and the restriction on number of times per lap needs to go. Here is one of the very few areas for development still available in F1. KERS should have a separate control electronic package to the regular Mclaren supplied one (which is what all teams must use at present) Remember that the 2010 regs which were written and published before the current version allowed KERS on ALL wheels; with the appropriate electronics braking could be much improved as could cornering. (Also, it may have passed most of us by, that those same regs allowed a movable upper rear wing element and much increased movement for the front wing flaps, a pity that those possible avenues for development were closed off by the mental image of the cost restrictions) If F1 does not allow future innovation and start to actively encourage development, instead of positively preventing it, then the sport will rightly have reached it's zenith and can only decline. I missed the details of these regulations, but I suspect that this was Mosely's special regs for those teams willing to be cost capped. I'm not sure that brake performance would change too much. There will undoubtedly be some rule that prevents an ABS effect, and therefore it will be limited to the driver's feel on the brakes. Front wheel drive on the exit of corners (like a Nissan GT-R) could help a little, but torque vectoring is banned, so it would only simplify corner exits, which would be bad for overtaking in my view. An unlimited KERS would be good thing for road cars, particularly managing heat and fast recharging of batteries (assuming batteries remain better than capacitors). Some of the strategies that constrain the deployment (every other sector for example) could add to the spectacle. I beleive something needs to be done. Either the use of KERS (which seems to be very expensive) to 'speed up' the cars, or I would suggest some method of slowing them down, maybe by reducing the power available by say 10% for perhaps 5 laps and let the teams choose when to suffer the reduction? KERS can work. F1 did a great job of doing everything possible to make it not work last year. It would be good for Williams if they could be awarded a contract to produce a standardized unit. How about a restricted lap based standard unit until 2013. Then an unlimited team constructed units after 2013. That should give all the teams some familuarity with the units before designing their own. For next year? No. It makes more sense to do it for 2013. I don't see how it can be done for next year - in such a short time frame, it can't be done at reasonable cost. Not just in money, but in effort/distraction. I doubt that all the teams will go along with it. Just what is the latest on the next engine regs, James? Are they going to make everyone run the same layout (90 degree V8)? The problem with KERS is the FIA. There is no technology any longer. There is no development. The only development is with regards to tricks/loop-holes in the rules. Really, each team should simply hire a good attorney and aerodynamicist. You can bet they're already got a ship-load of both! Exactly how would KERS be used for passing? If everyone has it and everyone uses it every lap, I see it as a status quo....not unlike letting everyone use an extra 500 rpm. The only way it could improve passing is if it were available only for limited use per race. But then, why go to the extra complication when "push to pass" could be achieved far more cheaply. my idea would be to limit it's use to 10 times in the race. That would put a premium on decision making also. Either that or you end up with the situation you fear. The abandoning of KERS for 2010 was a disgrace, and I don't think I'm being dramatic in saying that. Some would say a token green gesture perhaps, but an important gesture nonetheless. How does it look to the world that F1 dropped its hybrid initiative? What kills me, though, is that this concept really had the ability to make the biggest difference to overtaking of possibly anything in recent memory. People point to Spa as an example of how it made the race boring (Kimi using KERS to stay ahead), but of course the picture would have been entirely different if KERS was compulsory - Fisi would have been in with a real shout, and quite possibly been the winner. KERS, assuming it's magnitude is sufficient, is THE silver bullet that will compensate for the effects of pre-straight downforce loss. No other solutions tackles the overtaking problem from the same direction. Forget the aero changes - they are like rearranging deck chairs on the titanic. FOTA - think of the fans, not your individual interests, and get KERS back immediately. Personal opinion time: Push-to-pass is a gimmick that won't work. All the key passing areas where an overtaking driver would push the button, the defending driver will merely do the same. James, what do you think of this idea that just popped into my head: what if the power level of the cars was raised much higher (roughly 1000 bhp)? Now, with no traction control, suddenly there is an added dimension where the driver has to be very gentle with the throttle coming out of corners, and the prospect of making a mistake becomes a possibility when the driver is under pressure. I think this is a key element that makes racing in the rain exciting that has been overlooked by many. Of course, you would have to reduce downforce by eliminating double diffusers, perhaps reducing front and rear wings to single-element (thus increasing drag as well) and limiting rear diffusers to a maximum exiting cross-sectional area perhaps allowing the diffuser to start further forward, thus shifting the centre of pressure forward and allowing the car to rely less on the highly wake-sensitive front wing. If the cars still have turbulent wakes, perhaps also introduce control surfaces to straighten the air coming out of the diffuser (not sure how viable that would be). Of course, wider tires front and rear would help increase drag and increase mechanical grip which should help drivers follow a little more closely. So to recap: More power (1000 bhp), more drag/less downforce (single element wings, smaller single diffusers, wider tires) and more mechanical grip (wider tires). What do you think, James? Malcolm - get in the real world and use metric: 1000 kW 🙂 I agree with you in that driver talent should be involved in corner exit and well as entry. KERS with its instant torque should be directly wired to the throttle to increase wheelspin opportunities. Increasing the power will lead to the optimal lift vs drag point leading to much more downforce. Therefore by restricting the wing size the top speeds will go up significantly and from that braking distances. Heat loads on the discs will go up too as they will have more energy to get rid of. I'm not an aerodynamicist, but I suspect that getting rid of double diffusers would make the wake worse, not better. Turbulence comes from speed and diffusers are slowing the air down. Apart from that I agree with you. I suspect someone will complain about safety, but at least the drivers usually want more power. Wing size would not change; the slots in the wings would just be removed. Therefore the wing produces less downforce and more drag. Complicated diffusers shed a lot of vortices, whereas a simple, shallow-angle single-diffuser would shed much less. You are always limited to how fast you can accelerate the air under the car (and hence how much downforce you can create) by the size of the diffuser exit. If you reduce the diffuser size, you make less downforce because the air won't be able to slow down as much and therefore can't be accelerated as much without very significant drag penalties. Wider tires will also increase drag. Sorry, what you say isn't correct. At most circuits there is more than one opportunity to use the boost button, so the drivers won't always be hitting it at the same time. As long as a limition is placed on the system (eg 7 sec per lap) this will not be a problem. I like the rest of your idea, but the chances of more powerful engines being reintroduced is, sadly, very unlikely. The problem is that each team knows where the most efficient place to use it is, so the drivers are usually instructed to use it there. Aside from that, KERS as a Push-to-Pass system is a complete gimmick, and it produces the most mundane of passes. I'm sorry, but a pass where someone simply drives by another as if they are lapping a 1990 Life F1 car is NOT an exciting pass. "Michael, how did you execute that pass on Nico?" ... "Well, I pushed a button and had 80 more horsepower; it was pretty easy, really" Please tell me I'm not alone in thinking Push-to-Pass is ridiculous... Sorry, pressed send too hastily. What I meant to incorporate was that KERS should* be included, but only as part of the regular drivetrain. It should be active, giving another 100~150 horsepower at full-throttle for as much of the lap as possible. Balls to KERS and the 'greening' of F1. Stick and ball teams consume massively more fossil fuel just flying to their matches every year than F1 uses in decades but you don't hear them going on about improving their 'green' image. Aside from the few proverbial squeeky wheels nobody cares whether F1 is green or not. And quit trying to make the racing more 'exciting'. Just because the general public prefers the 'bull in a china shop' approach to racing that is NASCAR doesn't mean the rules makers need to cater to that mentality. Knowledgable F1 fans want to see races won by the best team - not by rules makers coming up with some stupid wheeze to create artificial excitement. No refueling? Push-to-pass? Mandatory tyre stops? Circuit short-cuts? Seriously! Hard tyres, manual gearboxes, and steel brakes will certainly cede more control of the racing from the engineers to it's proper place with the drivers. Great columns, James. Manual gear boxes? Why go back to an outdated technology. What next, wooden wheels, horse drawn carriages? But F1 is human as well as technological - the drivers abilities should not be neutralized by the engineers. Otherwise the engineers would simply remove the drivers entirely and replace them with computers... Agreed on the image thing! But the 'pinnacle of technology' is NOT the driver, no matter how much we like to see them struggle. Its the car and by extension the engineers and designers. I think KERS would make sense if teams develop their own versions. If they all had a standard system, they would all press it at the same time and it would be hard to have an advantage from it. If teams are free to develop it, bring it on. I reckon they'd be best waiting for the world economy to pick up first though. Am staggered that Mercedes spent 70 million on KERS...isn't that more than Virgin's whole budget this season?!! James, is the standardized KERS similar to Indy's "push to pass" button? unrelated: do you happen to know the steering ratio of a formula 1 car? (steering wheel movement vs tire movement) i have been looking all over the internet and can not find it. The steering ratio varies from track to track e.g. they use much a much higher ratio at Monaco so the cars can get around the Lowes hairpin. Surely you can get a rough estimate from the onboard footage. Go on youtube, find a clip and pause it when the driver's hands are at 90 degrees and look at the angle of the front wheels. It's never going to be super-accurate but it's a start! If you want to be clever, you can probably find out the radius of some corners of F1 circuits. From knowing this along with the wheelbase of the cars you can use basic geometry to work out the angle the wheels need to be at to follow that radius. The cars will no doubt use a bit of Ackerman so the inside and outside wheels will be different, but it shouldn't be that significant. Again, just find some onboard footage of a car going around the corner you just did the calculation for and look at the the steering wheel angle. thanks for the reply. would you say a 9:1 ratio is a reasonable average? Yeah that sounds pretty reasonable. I've been meaning to try out the method myself to see what numbers I come up with haven't had time yet. It was a massive waste of money from the start. It is ridiculous to ban refuelling due to the cost of carting the equipment around and then transport toxic batteries in its place. Frank has killed off any hopes of his system being adopted, so maybe the Flybrid system (allegedly prepared to supply the whole grid at £2m a go) was the best option all along? KERS was a fantastic marketing excercise for Flybrid and its partners Xtrac (now suffering for new team hydraulics) and Torotrak, but road car technology has moved on. Why not just allow 20,000 rpm for 6s/lap? Hi James Great website you have certainly raised the ante. Before I comment I would like to state that the “reason” for alternative fuels is completely flawed. The whole global warming debate is a sham. The “science” is mere new age religion, this coupled with bad government salivating over another tax revenue is a toxic stew. Now if we were to accept the need for alternative power sources the hybrid is the easiest to introduce, milk float meets car, done deal. This unfortunately does not relate very well into real world motoring. The Toyota “pious” is a very good example. We do not have enough hard braking under normal driving conditions to generate anywhere near enough energy for storage. Therefore we have to resort to installing large heavy batteries and using another fossil fuel to charge them. Obviously this defeats the object of the exercise and each power source has to lug the mass of the other. The other fairly well known alternative is hydrogen. On the face of it, it appears to be a far better option, certainly for every day use. Unfortunately this might represent an explosive safety issue for F1. If the very high pressure storage tanks could be secured against damage in a high speed crash every day use could be viable. At the moment this technology seems to represent a highly pressured glass bottle, very few are brave enough to touch it. With the F1 governing body wanting to standardise the alternative technology used, it removes the element of innovation and research required in the industry. Thus we are left with a poor option being tweaked for performance which is never going to properly translate into real world use. This makes it useless for the sport and the world. To make F1 a better show, in my opinion, reduce mechanical grip. You do this by regulating the amount of rubber crumb produced by the tyre. With virtually no rubber crumb on the track and the resultant longer braking distances there will be more room to overtake, or at least to try. In addition to this the track could be washed clean by water trucks half an hour before the race, including the grid. This should give everyone the same grip off the line. We have all seen that a green track almost always seems to produce a great deal of interest in the first phase of the race. Thanks and regards I'll bite on your climate change comments by noting that I'm yet to see a climatologist/climate scientist who offers a contrary opinion withstand the rebuttal of those who scientists who assess that the average temperatures have risen. Hybrids do work in terms of saving fuel. Whether petrol hybrids are better than diesels depends on where you drive. I haven't seen a good, trustworthy analysis of the total energy over the cars' whole of life, to be confident that the net benefit is worth it. With hydrogen, hopefully some of the other storage technologies are successfully developed. If F1 helped the development of carbon nanotubes then that would be significant. With fitting harder tyres, it would be interesting to see data on what the change in the co-efficient of friction would be. I suspect that the reduction in marbles would be more significant than the performance change (V8 supercars in Australia are an example of this with its sprint tyre). The percentage out-performance under brakes would be less, but the harder tyres might make it more consistent and easier to brake at the lower limit. Your environmentalist 'friends' might complain about the water use with your last proposal. Hi Martin I'm not claiming that temperatures have not risen, I'm saying it's not man made. An archaeological dig in the Orkneys found that there was a community who lived there a few thousand years ago in a warmer climate than today. Christopher Monkton is a very good resource for the other point of view if you are interested. From builder to breaker the hybrid is less efficient. That's why it would be good to see the pursuit of alternative motive power unrestricted in F1. The tyres are the easiest component to manage and regulate. It is also the cheapest way to buy lap time. Also by the FIA "experimenting" with tyre regulations it levels the playing field somewhat as they all run on the same one. The water trucks would use grey water from the track facilities :-). Cheers and thanks for the comments No KERS, please. Hybrid systems and EV technology are a gimmick of the automobile industry. In the short term they are good for marketing, appeasing govt. and consumer eco-guilt, and raking in cheap loans, grants, and tax breaks from govt. The systems cannot be produced profitably at prices within reach of the mass market needed for sustainability. On top of that, there are serious questions about the environmental impact of battery production and disposal. We're just shifting our pillage and waste from one resource to a whole basket of other non-renewable resources. IMHO, in the real-world a more interesting and relevant direction is demonstrated by the ACO: biofuels and further refinement of turbo diesel technology. The technology exists and will be much less expensive for teams to adopt and develop than inventing hybrid systems from scratch. The incremental gains from race development will be much more applicable to road cars. You can bring along more advanced drivetrain and electronics technology to run these systems. Another benefit of chasing efficiency through incremental development of known systems rather than inventing new ones is that it allows for flexibility in the rules. Rather than wholesale rewriting of the tech rules -- and the ensuing costs of developing new systems from scratch -- the FIA can fine-tune competition via relatively small tweaks to max fuel loads, max boost, etc. In addition, as both a cost-saving and road-relevance, I'd like to see the next engine regulations based on production engine components. Think F-5000. A really interesting -- and admittedly unlikely -- scenario would be to align the engine regs with those for another series, thereby building economies of scale (and bigger development and testing pools) for the engine providers. It's all wishful thinking, though. We will end up with a short-sighted, short-lived expensive solution to a problem of long-term economy and sustainability. george cowley ci5 simple answer we need TURBO charged cars,bring back the turbo beasts The limit on the number of seconds per lap (I am guessing) was designed to aid overtaking. If a driver uses up the lap's worth of KERS before the end of the lap, the car behind can use what they have to overtake. The problem with that is of course, the most effective places to overtake are the places you would use KERS, on a long straight. The idea of limited time per race would mix things up a little. You could use it to get a lead and hope to stay ahead or you could use it to stay in touch but conserve some for later in the race to overtake those that have used it up. It would add another variable in the race which is what we need to make races more interesting. As they have removed variables (like refueling), the opportunities for overtaking have reduced. Look at this year when rain was introduced, a variable, overtaking. The other element as I have suggested before, is a tyre that works just as well off the racing line as on it and doesn't leave marbles. That with the banning of the Double Deck Diffusers and the KERS (with race limits) next year would make for a better race in my opinion. If we have a time limit(7 seconds per lap),then it could work for overtaking. You can force the leading drive to a mistake, which he must compensate with using up the "boost" . At the end of the lap, it is chasers opportunity... But, is it green to run battery-type KERS systems?As far as I have heard, these systems were heavy, not a recipe for improved fuel economy? I would also like to hear,how are these batteries produced and recycled. Is it more green than using no KERS? Refuelling ban works greatly already,because it is very rewarding to carry as little fuel as possible. If teams decide to re-introduce KERS,it can only be a standardized unit,at least in the nearest future. Anyway it should be regulated, how often teams can replace the batteries, just like the restrictions set for the number of engines available per season. Btw.I´ve heard that some team using a flywheel system in a 911,that will participate Nurburgring endurance race.Curious to see, how far it can go. When talking about "green" F1, it shouldnt be just 26 cars tuned for saving.How many "trees" were cut to build new tilkedromes around the world? I mean, some of these new facilities are just unreasonably huge. That concrete and asphalt paradise in Bahrain or AbuDhabi makes me sick, considering relatively empty grandstands and half hearted interest in racing. Plus those night races,they are not necessary,it does not improve the show either. Pure waste of energy, nothing else. Even our grandgrandfathers knew what a lamp is, back then it was cool,but now... Zobra Wambleska Not sure how many trees were lost at Bahrain or AbuDhabi. Same here,but I guess you know what I meant. Good summary James, although I have to disagree with your ultimate conclusion. There's already enough standardization when it comes to the F1 power-train, and I don't think a performance variable such as KERS should be standardized in the name of cost containment or ease of deployment. As you stated, a standardized ECU unit made sense; however, in the world of F1, a component such as KERS should be a team-specific development. If the upcoming cost containment measures were clearly outlined, it would be much easier to understand how KERS-specific cost containment could occur organically. If ease of deployment is the issue, then delay the reintroduction of KERS until a more appropriate time; e.g. when the new engine formula is introduced in 2013. KERS should return as its relevance cannot be understated; however, it shouldn't be reintroduced at the expense of what makes F1 what it is. I understand the concerns about using a standardized system to avoid an expensive 'arms race' but isn't that what F1 is all about? An 'arms race' ? How will they arrive at the 'best' tech if a bunch of them are not competeing? Just make the, keep it within the budget - whatever that is. The problem with today's F1 is there are too many rules and limitations on what the teams can and cannot do. Yes of course there should some for of energy recovery but this should not - SHOULD NOT - be dictated by the FIA the teams should be free to come up with whatever system they can dream up, this way technology will leap ahead. The Mercedes system of last year was by far the best and if al cars had this it would produce absolutely zero benefits and would I suggest probably give us even less overtaking as drivers got to grips with its defensive properties. I say free the team, take rules away and not add more. I would like to see kers back in the sport. I'd like it to be a) Totally unlimited b) A competitive area, not standardised c) Available to all teams. i.e the Kers teams, e.g Ferrari, McLaren, Renualt must supply a minimum number of other manufacturers for a set cost. d) Budget its development, either in terms of man-hours or cost This would give us another area where teams can compete. Those with the best systems would benefit. The systems would be available to all in a cost effective manner. KERS and V4 turbos for everyone! Personally, I would like to see F1 just toss out engine regulations, with the exception of maybe just a few general guidelines. Fuel consumption would be a good one, both in terms of marketability and in attracting new manufacturers who would be interested in developing fuel efficient technology. Engine development is the main incentive for manufacturers to be involved in F1. It's the area of the greatest applicability of F1 to the road car, and with the market moving in a green direction, it will be important for manufacturers to discover solutions allowing them to generate more power while saving fuel. Increasing engine power will also solve the overtaking "problem." The power-grip ratio will increase, which will increase braking distances, make the cars harder to drive (so more rear wheelspin under acceleration, more sliding, more errors, etc.), and give following drivers the accelerating power they need to pull up to a car ahead and slipstream them. I've got no problems with F1 bringing KERS back, allowing turbos, etc.. The more options, the merrier! When it comes to increased over-taking and spectacle the obvious point about KERS is that it can be used to defend also. I think KERS should only be considered as part of the new engine formula so it can be designed as an engine component from scratch. And then it should probably be a "full time" system if it is efficiency and green credentials we are worried about. If it is racing we are interested in on the other hand we should look at engine management. Maintaining a season engine limit and allowing X amount of periods running higher revs per race would allow more over-taking and add a tactical car sympathy side to the racing, as is presumably looked for in the new fuelling rules. Lets face it the teams and drivers already do a considerable amount of engine management as it is - Fernando already has an over-take button. I think this solution could add the craved for drama as the drivers lust for points conflict with the engines ability to last the race or indeed the next two races. The future should be turbocharged and probably have variable boost control. KERS could still be involved but as a push-to-pass system I hope not. If it was a more economical and environmental "full time" system one possible upside would be a general reduced efficiency in the braking zone which may be advantageous when it comes to over-takes. Not sure, they should go for less fuel consumption first. Give them 3 years to make KERS really efficient. However rather sooner than later they must turn towards green tech incl. KERS. A limited amount of push-to-pass uses would be great. As Adrian noted above, the Indy series uses it pretty successfully, as did the hopefully-not-defunct-for-long A1GP series. Speaking of A1GP please have a look at the last feature race of the last season was like to see what real open-cockpit, single seater racing can be like! I don't think KERS is the way to go. Lower the rev-limit even further, to a level which will allow a 100hp differential between limited and boosted, and then allow for 8 boosts over the course of the race distance to 20k or something like that. F1 needs to get it's priorities right. One of the big problems with current F1 is that different people have different goals. And the goals all conflict with each other. The teams want to win at all costs. They don't care about much else. If Williams, Brawn, Toyota cared about the "show" and overtaking, they wouldn't have gone through with the double diffusers, ironically in the same season that there was an overhaul in aero regs to improve overtaking. If FIA cared about the spirit of it's own rule changes, it wouldn't have allowed them. The FIA have now jumped on this ride height/suspension thing, very quickly. In the big picture this suspension thing doesn't even mean much. The double diffusers on the other hand.. banning them two years later, is two years too late. If F1 wants to improve overtaking, bring in new rules changes SOLEY aimed at improving overtaking. Don't try to kill 2 birds with one stone, it doesn't work. Does F1 want to advertise itself as environment friendly, or does it want exciting races? The two conflict with each other in my opinion. -A simple cost effective way is to get McLaren to allow the standard ECU to run the engine at 18500 for 10 times per race. It doesn't raise costs, and it doesn't change the weight of the cars. If it makes no difference, it was a cheap easy change. Unlike redesigning cars around heavy KERS units. Similar to Indycar, the key is that some drivers will save them up and other drivers won't for a multitude of reasons. So you can have a situation where one driver has 5 left, and one has 2. Where he will use them and if he can stay ahead in itself is exciting. KERS failed because they used it every lap as a part of normal pace. It should be something used only for overtaking purposes. If there is 10 boosts, and 60 laps, it doesn't take Einstein to see how that works. -Bring back sprint fuel loads. Different fuel loads creates different fuel strategies. Different fuel strategies creates a pace difference between cars and sometimes the chance to overtake. Like Hamilton in Turkey when he 3 stopped and overtook Massa for the lead. It's not a magic fix, but it creates another variable. It also increases the amount of pit stops teams want to do. It's not the ideal solution but it's better then nothing. The main thing you want in F1, is unpredictability - A REASON TO KEEP WATCHING. If you know after 20 laps that there is no pitstops left, and that overtaking on track is virtually impossible.. that is a massive F1 fail of galactic porportions. It's hit a new low this season. Abandon all thoughts of the unimportant things like outside perception and environment until the primary show itself is improved. If they want to bring in KERS it should be used as a fuel saving feature, not an overtake boost. Road cars don't have overtake boosts. If anyone hasn't figured it out yet, KERS is wanted by the manufacturers for commercial reasons. Not to improve the racing. That's why they want to do their own. If you limited it to 10 KERS uses per race it could be okay, but that's an awful lot of money and extra weight for a small gain isn't it? If there is no limits to how it can be used, it's completely pointless. KERS should be a banned word as long as there is such tight cost restrictions like no testing and all these freezes and homoglations. 70 million from Mercedes last year? What a joke. The more the power is increased the more artificial the overtaking becomes. Already last season there were quite a few artificial overtakes which were completed before entering the braking zone, like they were on an oval. I am in favour of the "budgeting when to use them" system in Indycar, because it's not artificial it's been show to work. And when someone does overtaking, they don't zoom by on the straight, it simply gets them close enough to have a go in the braking zone. There is another side to KERS that gets rarely mentioned. It only works when some cars have it and some don't. But even then it only helps improve overtaking SOMETIMES. When the car that has KERS is infront but slower.. it can't be overtaken because of it's straight line advantage. Webber was unable to overtake Piquet in Bahrain last year because of this. So KERS hurts overtaking, as much as it helps. Team bosses want KERS for commercial reasons. How about you worry about what's important before worrying about the commercial side. How about worrying about the show and how to improve it? This is the core of F1. This is what makes people want to watch, and sponsors want to get onboard. Unless your planning on advertising with caffene and paint drying goggles products. They should get afterburners to pass on the straights and wings that rotate to turn into airbrakes to pass under braking (like the Bugatti Veyron). And of course Teflon sprayed on the tracks. 😉 How can KERS make an F1 car "greener"? The only way is if when adding KERS, something else is taken away! And what about all the emissions during the manufacturing processes to obtain the materials and produce the alloys and the battaries and the insulation etc., not to mention the transportation emissions while taking the unobtainium to the various factories around the world. And you can't tell me that there is NO gasses emitted from the battaries while they're being charged at hundreds, maybe thousands, of amps at hundreds of volts! Incidently, how is the power generated? Do the brake pads somehow magically produce energy when they rub against the discs? Or does a cog fall down out of the car to engage with the race track so as to drive a generator when the driver touches the brake pedal? Or does air directed through a chanel spin a windmill? Anyway, to improve the "greenness" if you added KERS, you'd have to, say, remove 50 ltrs of fuel for the race, or one set of tyres, or make the engine last an extra race, or remove more than the equivelent amount of horse power from the engine, you can't just add KERS and say you've reduced the impact of emmissions created by building and racing an F1 car. The whole idea seems crazy to me unless it actualy achieves a saving, or reduction of something! PK. (NZ). For the manufacturers a KERS arms race that they can directly apply to their road cars is a win-win situation, no? Develop great new tech, and get great marketing in the process, cost maybe a little more than doing than just developing hybrid tech for road cars, but the results are going to be correspondingly better. The problem is the non-manufacturer teams (save Williams, maybe) who couldn't possibly develop their own; so why not mandate customer KERS (akin to customer engines): development cost shared between teams, great new technology applicable to road cars (provided the regulations are right), and we hopefully get more overtaking to boot. Mark D. Johnson James, I am really tired of the hypocrisy of the idea of "green racing". If F-1 were to be truly green, then they should close up shop and stop racing. By pandering to the green movement, who by the way are never going to be happy until there is no racing, F-1 and other forms of racing who think it's important to appear "Green" will continue to waste money on technology that is not germane to real racing. F-1 has been trying to legislate overtaking for what now, the last twenty or thirty years? Open up technology, yes, but by relaxing the rules. By going back to no refueling, they are no closer to a solution to overtaking than they were when they started to allow it. Unfortunately, Indy car racing is becoming more interesting that F-1; and that's with seven year old "obsolete" cars. How about these two ideas: 1. The amount of Kers energy available increases the further you are down the grid. Similar to the idea of accending ballast weights and reverse grids. 2. Extra Kers energy awarded by officials to drivers who overtake or set a fastest sector/lap. Basically, extra kers energy is awarded to drivers who are pushing hard, no matter where they are on the grid. Oh and, changing the subject, has anyone seen the Autosport mock up of the 18" wheels Michelin allegedly want to use next year? They look bloody awful, like someone took the wheels off the bmx I had when I was 9 yrs old and put them on an F1 car. Please. God. No. One more thing, when I showed the pic to my son, his reply "yucks, like street cars". Totally agree, it looked like some western movie with wagon wheels. And please God, NO NO NO! Bring back the old overtaking enabling tracks. That would do more good to F1 than imposing event more rules to the teams. BTW, less rules would be great. Let the engineers use their creativity! The sensible thing would be a standardised unit to keep costs under control. But if a team had an alternative (e.g. flywheel vs. electric) it would have to fit-in the same basic rules as the rest and to be sure of that also be offerred to all other teams for the same price as the standard unit. IF the alternative were being developed as a commercial item this approach would encourage its promotion. Better lighter battery developments would probably require regular upgrades to a standard electric unit. Great ideas in these posts. for me the issue is sustainabliity proceeded by great racing. 1. no diffusers period ( not road applicable) 2. V-4 turbo engines allows more room for(#4) 3. annually move to non fossil fuels(sustainable) 4. Kers-flywheel only ( no battery recycling of batteries) 5. Move toward hydrogen based fuels 6. ferros metal based brake discs only pads open carbon fiber is foscil fuel based and not applicable to road vehicles ( with the exception of super cars, which most of us only dream about) 7. Air brakes to assist braking. Forward hinged to prevent lift, centerline mounted to aviod yaw should failure occure, but add to braking energy 8. time limited boost increase, but keep limited number of engines per season 9. limit amount of fuel per race, allow one re-fueling 10.provide 2 tires hardnesses per race, but allow teams to choose which they want to use and when. No manditory use of both compounds. ( this has always been absolutely artificial) 11. arrange a privatedinner for myself and Penelope Cruz, where I can dazzle her with my wit and wonderful personality. why not introduce the standard one as the cosworth engine? some teams use it. and some others build theyre own I think that all those big wigs at the top of F1 got a bit carried away down the wrong route due to something as simple as terminological error. People who watch F1 don't really need more overtaking in the sense of simple exchange of position. What is actually needed in F1 is more close, wheel to wheel dicing for position. Even if after 20 laps the car behind doesn't end up in front of the guy he was challenging, it will be ok as long as they had a great battle and close encounters through corners. The problem today is the fact that they don't even get close enough to engage in the battle, let alone overtake. And I don't wanna watch mindless swapping of positions. Whoever wants that should watch nascar. This is F1. Overtaking here is supposed to be hard because you are challenging the best of the best and you shouldn't be able to just cruise between them. Mate I don't always agree with what you say, but I certainly do agree with this point. Overtaking must be difficult to some extent, because only then is it meaningful. But often we don't get the chance to even see the battle joined, the cars simply can't get close enough to genuinely attack. Why I think KERS is a winner (as opposed to aero changes, tyre changes etc) is that it could be fine tuned with regards to bhp boost, in order to develop that very outcome. Personally I dislike the KERS system, since it feels to me to be just another gadget to artificially create overtaking. What real F1 fans want I think is more battles on the track, to feel that the car behind can overtake if the driver is faster. And that would maintain the quality of the overtaking, not simply apply a "more is better" strategy. In order to achieve that I think a lot more technical freedom is necessary and one of the key areas might be engine(power train) development. Since the 1960' the FIA has been limiting engine power for safety reasons. Since the only energy source for a F1 car (or any combustion engine powered vehicle for that matter) is its fuel (the fuel burnt in the combustion chamber to be exact) why not limit fuel consumption (instantaneous and mean). At the beginning of the sport the only way to limit power was to decrease engine size (fuel needs oxygen to burn, therefore smaller engine => less oxygen => less burnt fuel=> less power). But nowadays all the engine management is electronic and since they use a standardized ECU I think it would be fairly easy for the FIA to monitor the amount of fuel injected and limit that from the 80 or so liters/ 100 km to a more reasonable...50 liters/100 km, which I think would do more for F1's green credentials than KERS. And allow engine designers to come up with whatever they think of best (oval cylinders, double injectors, laser/ plasma ignition...W14 10 l engines for all I care :)) as long as they respect consumption and reliability standards, so improvements in efficiency can be translated to road cars, one of the past merits of F1. These kind of things could be applied to all aspects of car design to create diversity and give each car its own strengths. And limit the budgets to avoid a spending spree, but at a reasonable level...like...200 mil $. Is there anyway you can forward this to Jean Todt, Ecclestone, and FOTA James? This is what needs to happen, bring KERS back and focus the upcoming new engine regulations around a new standardized KERS system. It's about time F1 regs allowed new engine and powertrain developments instead of just listing off all the things that can't be done. How did we forget what was great about F1. It's not about being green, or budget caps at all. It's about building the most fragile, quickest car you can, and holding it together until you cross the line. I want to see more cars break! 8 engine limit is great, but why have competitive rules where it's only random chance that causes it too happen? We want to see our drivers pushing the envelope, and occasionally crossing the line. No Rev limit please 🙂 Well that's fine but then along came quality control from manufacturing and spoiled all that. Like so much in F1 people can't unlearn what they've learned. I remember commentating the first time every car finished at Monza -who'd have imagined that? The Red Bull is a fast car built right on the limit, so you still have what you want 1. F1 does not need green credentials. It is motor racing. 2. KERS would only be interesting if it was unrestricted. 3.A standard unit is a LUDICROUS idea. It adds absolutely nothing if every car is running it. Except an uneccessary expense and worry. 4. Given the restricted resource environment that has been adopted, an unrestricted KERS is not financially viable. KERS should not come back KERS was and is an attempt at politically correct posturing and will not change the racing one bit if all teams use it. The probability of technology used in F1 somehow "trickling down" to cars the average man drives on the street is very small. To claim otherwise is to reveal a profound lack of understanding of how cars are designed, engineered, and built now. In the 1950s, racing was more likely to transfer technology to road cars, but things have changed. Perhaps you'd like to mention the gearbox tech now used ? Have you heard of the Porsche PDK gearbox ? Well, that wasn't an F1 development, nor was the Wilson Preselector gearbox. If any form of automotive competition might spawn developments which could be useful in road cars, it is rally. F1 is an expensive circus which is not relevant to a large percentage of the world's population, no matter what the enthusiast who reads this blog would like to believe. The bottom line is that the driver in F1 today is unable to make as much of a difference as a driver who is significantly better ought to be able to make. And the increased tech in brakes, aero, engine management, and gearboxes carries a significant amount of the blame for this. You can have a series which showcases technology, or you can have a series which showcases driving talent, but the probability of having both exist in the same series will require a huge restructuring of current rules. The notion that KERs might solve this problem is both comical and pathetic. It should come back but with a few changes. Everyone has to run it. Add 20bhp for 100 total. You can only use it at most 2 laps in a row in the race, the next one you cannot use it. A standard KERS? I thought people hated standards in F1 on account of it being the pinnacle of motor sport? Why not a standard floor, wings and diffuser to allow for more overtaking? I think that's more important than KERS - introduce biofuels (ethanol, anyone?) to lower carbon foot print as a first step, save money and improve the racing first, IMHO. I live in South Texas.Many Aviation movies were filmed here over the years because of our large cumulus clouds.They were beautiful. The writing is on the wall.Regardless of a consensus about the vagaries of the climate,indications abound about whether or not our current systems of transportation,our industry and our means of providing electricity simply put too much soot into the air-it's that simple.No large computer models needed.The answer is in the clouds.One indication is a lack of rainfall during summer months.Another is how clouds have changed in appearance.I will let time prove to you what I'm saying,I do not have to. The Formula One cars of the future will run on a fuel cell,and only as much hydrogen that is needed for the moment will be produced onboard.There will be no explosive tank,for instance.And the Rosemeyers and Sennas of tomorrow will have a more healthy respect for the accelerator pedal then ever before,such is the power of an electric engine.And the large crowds there to see them will have long sense forgotten the days of screaming engines,too. Formula One at some point will go down a green path alright.Zero emissions.The sooner they realize it the better.I have more to say,but will leave it for now.I loved twin turbo 1.5 liter Honda,Ford,BMW,Renault,and Ferrari engines more than anyone.They passed into history a generation ago.Now another change is coming.Just a messenger,my apologies. "Formula One cars of the future will run on a fuel cell,and only as much hydrogen that is needed for the moment will be produced onboard.There will be no explosive tank,for instance." The fellow who wrote the above doesn't have a grasp of the engineering realities involved in fuel cells or the production of hydrogen. His notions of F1 cars configured as he describes above are fantasies only someone who has no technical expertise could even entertain. Seriously, this guy has no idea what he is talking about. But any engineer could tell you that. F1 cars are going to be electric,one way or the other.I am only mentioning one possibility,a very real one,known as hydrogen on demand.Samsung is trying to make a scooter based on this principle.Honda has the Clarity,also based on it.I do not make pronouncements lightly,this has to be the future. How much pollution is there?Just enough?Or way too much?None at all?As I try to point out,the writing is on the wall.And Formula One will be in the vanguard of change. What happened to the clouds? Cumulus clouds today,as opposed to twenty years ago,are darker and have features comparable to a storm cloud.Problem is,they appear that way in the middle of a drought- like last year.Day after day of storm clouds with absolutely no chance of rain.And local weatherman telling me I don't know what I'm talking about.Not only do I know what I'm talking about,I know why they appear that way. If you look under a highway overpass you will see evidence of our emissions.They may seem to be invisible,but they leave a trace don't they?These microscopic particles are in the sky.Clouds are dust clouds that have bonded with moisture.Finite amount of water,but we are adding particles everyday.In the cooler months,ice crystals in the clouds still provide precipitation.But those crystals are smaller between June and October,leading to increasing drought. NASA has a lot of data provided by a string of orbiting observatories known as the "A-train".A lot of data comes from Antarctica,far from the sources.Not much attention given to them.I only mention the clouds because it's so hard to ignore evidence so large,only hundreds of feet above my head.People on my side of the aisle wish I wouldn't give creedence to the opposition.But that would mean a compromise of my principles. I believe once the truth is known there will be an overreaction.Hopefully not too severe,but I don't know.Formula One and racing as a whole should embrace new technologies for their own good.As I wrote,I could say more.The Space Shuttle has no solar panels,only fuel cells.We have technology to replace current forms of energy.And Formula One,which once helped bring down the Iron Curtain,can be at the forefront.And I hope so. corr-Long since forgotten. Our road cars will not be little bugs,but larger and safer than ever before too.Their speed will be faster,but still regulated. We might be allowed to drive them still,but that I don't know. There's no difference if similar specs for KERS is reintroduced. It will not help overtaking at all, we all know that don't we. They should keep the current setup for 2011 but move the new engine regs forward a year to 2012 and have KERS a integral part of the new engine formula. The current engine freeze has failed in as much as it has driven manufacturers away and kept innovation away all in the interest of keeping costs down. I think it is telling we are all discussing how F1 could best adopt technology that is already driving down a street nearly any one of us. Isn't it supposed to be the other way around? I think KERS has a great deal of merit in F1 if its used intelligently. My thinking is that the boost time available to a driver should be relative to their qualifying positions, i.e. a car in 20th place can have more 'seconds' worth of boost per lap than the pole position car. This would spice up the racing AND more importantly give cars further down the grid a better chance to advance up the order. The down-side is that teams would try to potentially avoid qualifying so well just to benefit from these extra seconds by being lower on the grid. This would then become a balancing act as F1 cars are notoriously difficult to pass in the modern era; does a driver go for pole knowing that is the surest way to stay out front to subsequently win or take a gamble on a more lowly qualifying position to gain more KERS boost per lap to move through the order.... Either way, KERS will only be of benefit IF all teams have a common system (like the ECU's) and a flexibility of usage and time available usage.. Comments, James? I like the idea, but the number of allowed seconds to press the KERS button in handicap race version or not should be per race not per lap. This will give it more strategic value. Sounds a bit like handicap racing to me, but a well argued point and food for thought. ...forgot to add, that allowing a driver to store un-used KERS boost for a maximum number of laps to then be used in either one 'go' or as the driver liked could also add to the racing.. My own opinion is that until F1 realises that the aero is the principal problem with over-taking and mechanical grip should be increased then I'm not sure much will change.. Watch professional go-kart racing, no aero, pure mechanical grip and wonderful over-taking... K. Chandra Shekhar When is a race interesting when it is unpredictable. KERS failed because it was an option and not mandatory for all the tems. Power Cap should be removed. In 2005 the Mercedes was powerful but unreliable whereas the Renault was reliable but with less power, so it added to the spectacle. The teams can build engines with their choice of BHP and RPM but would be given only 100kg of fuel for race. This restriction will create fuel efficient as well as unpredictable power. If possible same type of fuel for everyone without any additives. KERS is at total waste and a lie (i.e. - 'green'/environmentally friendly). Get rid of petrol-based fuels if you want to go 'green'. How about using algae-based fuels; Algae butanol. Here we go again. F1 looking for the silver bullet which will cure its over taking woes. The answer is right under thier nose but having invested tens of millions developing aero performance the teams will not take the leap backawards needed to make mechanical grip the dominant factor. The fact that they can stick millions of dollars worth of advertising on thier beloved wings makes it even more unlikely to ever happen. Why would McLaren/Mercedes want their KERS system to be standardised and have the other teams get to reap the benefits of their R+D ahead of the 2013 engine regs? There are already viable KERS systems for 3 engine suppliers (Mercedes, Ferrari and Renault) so surely it's more likely to bundle a KERS unit alongside the engine to the smaller teams. I really wish history was not re-written all the time due to sheer laziness. Economy of words shouldn't mean lying. Four teams started last season with KERS. Ferrari, McLaren, BMW and Renault. Stop the fact blindness. I expect better from this site. BMW and Renault dropped the system pretty quickly, but this isn't really critical to the article, is it? It's just misrepresenting the truth . . . if you don't think that's important . . . ok. You end up with people new to the sport quoting articles like this as gospel and it's simply inaccurate. That just pi*es me off because it's sheer laziness on the writer's part. I love this site and have a great deal of respect for James Allen's knowledge base, hence my disappointment. I would just add that I remember one of the users presented an idea on this blog some time back about letting KERS to be activated depending on sensors on the car behind lets say for example if the car following another car is 2 sec behind, its KERS would automatically get activated and hence giving more overtaking. Cars will not be able to use KERS to optimize the lap times which was exactly what was happening in last season... this approach would enable the car following another car an opportunity to pass and same for the car that just got overtaken Mike from Medellin, Colombia What about the following to tighten up the championship: - Assume that we have 20 races in the calendar - FIA announces 5 additional test sessions during the year (let's say after race no. 4, 8, 12, 16, and 19) - Constructors points are calculated for each segment - i.e, or races 1-4, 5-8, 8-12, 12-16, 16-19) - The top 1, 2 or 3 scoring teams in the previous segment are not allowed to participate in the test session Is this a rubbish idea? Please say so, I will not be offended. I thought that at least it might be better than Bernie's "shortcuts"!! Get honda to build there KERS up again, it was the best (apparently, and flywheel) and it would be outside of the teams control, ie a controlled variable that will not turn into a inter team power KERS war! possible james? I really don't like the idea of the standardised system. Surely half the reason Ferrari, Renault etc. are so keen to get them on the cars, is to, at least to a degree, use the F1 cars as a testing rig, to find new ways to optimize it, ways to save weight, to reduce the impact is has on barking stability and so on. They want to show off their 'green' credentials with their new fancy gadgets, but they also want to use their F1 programmes to really fast track the development process. I really can't imagine they're going to be as keen on a customer standard KERS system as they are on having their own system. I can't imagine any of the big teams except RBR are going to be happy with that idea, and even RBR would benefit from Renault's developments so perhaps even them. I suppose the option you're left with then is to allow anyone that so desires to develop their own but provide a standard system for those that can't or don't want to. As long as it were developed throughout the season I could see that possibly working. Either way I think there are going to be some prickly discussions as only F1 can provide. "F1 cars as a testing rig" I still do not see that as a viable strategy. Maybe as a PR ploy, but nothng else. The whole concept of racing improving the breed is nonsense these days. Except for the fact it wont go 200 mph my grandma's Caddy is more tech advanced that an F1 car. With the limited testing they get you'd be way ahead to be testing on other vehicles. You can log thousands of miles in a couple of days with a roadcar and a test track at a microscopic cost compared to F1. F1 is only for show. In general I agree, however I still feel that the pressure for improvement and marginal advantages will add up to a lot over the course of the season. You could get more miles on a road car but there wouldn't be the same level of pressure and emphasis on pushing to extract everything out of the technology. I certainly agree with you, though, that with all the restrictions in place it's not a patch on what it was. Sorry for any spelling mistakes- replying from my phone on a train at Clapham Junction! Robert Higginbotham In general that is correct, but Ferrari has some credibility in laying claim to technology transfer. Everytime someone says "green" here I puke. If you want "green", simply stop. Stop flying hordes of crew and equipment back and forth across the world. Stop letting ppl come to races and burn all those nasty hydrocarbons in their cars to get there. Stop burning whatever all those giant wind tunnels and super computers require. Stop making all that carbon fiber stuff. Stop all the driving around by all the millions of staff that design and build these things. Use go-karts instead. In fact, just stop racing altogether. Robert Higginbotham Or use racing as a test-bed for new technologies which will reduce the energy consumption and emissions of production vehicles...that way F1, unlike most other forms of entertainment, would have constructive impact. Unlike the Hollywood poseurs who (up until recently) boasted about their Priuses, F1 drivers would be part of a process of developing technologies that would reduce the environmental impact of automobiles. Hi James, "while Renault, Ferrari and Mercedes (who had the best system last year" I've heard a lot of people telling that Mercedes had the best KERS system last year, while I think it was Ferrari who had it (despite all their grumblings) and Kimi Raikkonen used it to devastating effect...Can you explain why you think Mercedes had the better system? Robert Higginbotham The M-B system was smaller and lighter than the Ferrari system. It weighed around 25kg, in comparison with the (approx.) 30kg of the Ferrari system. If F1 really wants to go green, then why can't the next regulations just make a fuel of the future such as hydrogen fuel compulsory, and then let the engine suppliers have free reign and go mad on development. I think the manufacturers will be happy to spend loads of money on that area and it can be directly used in road cars. I know the power produced will be low to start with, but with the worlds best brains working non stop on it, it won't be long before we will probably see astounding results. Remeber Oil will run out A suggestion for Kers and overtaking, how abouts the amounts of kers time allowed to be dependent on track position in the race, i.e. 1st place not allowed to deploy kers, 2nd only gets 2 sec of kers per lap, 3rd gets 3sec and so on with the tail enders getting more kers time, dare i say 26th place getting 26 seconds! lol, the races would be crazy, too much overtaking maybe Robert Higginbotham The best thing to do would be to increase the rate at which energy could be released (i.e. the power output of the system), increase the energy capacity restriction, and allow the drivers to tap into the stored energy as frequently as they wish. This would result in creative application of the system. James and Readers Who owns the right to Mercedes/McLaren KERS? Could Mercedes (old Brawn) use it or is this something that Mclaren own? I guess this is a bit dirty. I don't see a standard KERS working as it will negate the effect and we need (un)reliability. But the teams will go mad if left to themselves and others will be disadvantaged. Then some teams will simply buy, eg. Force India from Mercedes/McLaren, then Frank will be upset he spent money developing it.... Robert Higginbotham As far as I am aware it is an M-B system. The unit was displayed at last year's Frankfurt motor show, and was described as the 'Mercedes-Benz Formel 1 Hybrid'. Brawn had the option to use it last year, but chose not to. (Presumably Force India also had the choice, but off the top of my head I can not say that for sure). James, great blog and good comments. Not sure if bringing KERS back as it was last year will make any real difference, as if every car has is then the potential gains will be negated. I don’t buy the argument that the F1 KERS will have a technological trickle down into high volume road cars. I think the main aim advantage of KERS last year was a PR one, in that F1 could claim it was going green. That said we should remember that this sport will only prosper if it is entertaining to watch, therefore the driving aim in a return to KERS should be to make overtaking easier. To that end perhaps the KERS boost or "Push to pass" should be limited to following car within a preset distance, perhaps enabled by a GPS system, i.e. if you get within 20 to 10 meters of the car in front you get an 20% increase in available power. The power would not be available within 10 m to stop the car in front from using it defensively when both cars are side by side. This is appealing as it is up to the driver to press the button within the optimum window to gain a sling-shot past the car in-front without going off the track. However, I think the main problem is the over-dependence on aerodynamic down-force, which prevents the cars from following each other closely. If anything, I think the problem has been worsened by reducing the width of the front tires, and increasing the size of the front wing relative to the back wing. James what do you think it would be like if they banned front wings, but brought back aerodynamic ground effect instead? On a tangent, what specific impacts will changing wheel rim sizes from 13in to 18in have on car performance? I can imagine from an aerodynamic point of view substantial, but will handling, speed, acceleration, etc be effected? Maybe you could an article on this James. Great blog btw Great to see so many good ideas generated in this forum. have you heard any more about ride height systems in shanghai? Martin whitmarsh expected mclaren to have it soon, but I guess not now it's illegal 🙂 A big no thanks to KERS for me. I hate that the team have to wear big rubber gloves to handle the car. That's actually my main reason. I also believe it won't improve racing if everyone has it, and will cost a fortune. I still worry about marshalls after a big shunt too. It's just not Formula 1 as far as I'm concerned. Hi James, To me, the following paragraph highlights the complexity of the issue: "This reminds me of a similar debate a few years ago over introducing a standardised Electronic Control Unit ... and you never hear any more about it." Most standardised F1 components become anonymous (ergo the two-compound tyre rule), which is the exact opposite effect the Formula 1 wants from KERS. Max, I'm sure, wanted to tap into the positive perceptions that a 'green' technology would bring to the sport. In this respect, a 'KERS-war' between teams would be brilliant ... unless you're a team with no budget to develop it. One thing that made me grumpy last year was KERS is supposed to be an energy recovery system. So I would argue since no racing has being done before the lights go out, how do they get to use it off the start line? They are allowed to charge up the KERS under park ferme before the race. I'd like KERS to come back, but I think it should be optional. If everyone had it, and used their buttons at the same time, then this wouldn't solve the overtaking problem most F1 cars have. I thought it worked quite well last year and it was a shame more teams didn't go for it. If the teams knew they could use it, then perhaps they would have more time to develop the appropriate chassis etc. Heavy cars with KERS vs lighter cars without is a nice balance I think... Not having read all the replies, I don't know whether this has been mentioned before, so apologies if it has. 1) All KERS manufacturers should have there systems available for purchase by anyother team (much in the same way as engines). This means that the teams have a choice to either have there own KERS or buy one in. 2) KERS to have a minimum of a 150bhp for 2 secs per lap only. No more hitting the KERS button everytime the driver enters a straight. Regarding computer games having a boost. How about KERS being used like the catch up systems some racing games employ? Everybody has a KERS system. The race leader can not use it at all. 2nd place gets it for (for example, i'm picking numbers out of the air here) 5 seconds a lap, 3rd gets 7 seconds, 4th 9 seconds etc etc all the way back through the field. I haven't read all the comments in this discussion, but in my opinion people are looking in the wrong direction for the overtaking solutions: KERS is not a solution for overtaking (most drivers will use the KERS button at the same places on each track), but it is good technology and should be used anyway. Wet weather demonstrates that mechanical grip is the deciding factor, and F1 cars have too much mechanical grip. There is a mental hurdle to overcome here, and different sections of the F1 community have slightly different hurdles to overcome. The drivers and engineers need to understand that they have to let go the idea that the cars need to go around corners as fast as possible. The tire suppliers need to understand that supplying tires that have less traction will not reflect badly on them. This will also allow the tire suppliers to supply tires that have a broader temperature range, and are therefore more usable. The FIA (and other administrators of the sport) need to overcome the 'safety is everything' hurdle. They need to remove some rules that have been implemented over the years. For example: midfield and back end drivers spend two thirds of the race ducking out of the way of the the leading cars - sometimes almost having to stop on the track. Remove the rule that says that slower drivers have to move out of the way when they see a blue flag. The leading drivers have the idea that they have a divine right to be allowed to pass slower drivers. They have a faster car, let them overtake like everyone else and stop ruining midfield and tail end competition amongst slower drivers. People don't like change, but in order to get real change they have to let go of their cherished comfort zones. Drivers need to be given cars and a racing environment that makes them have to work HARD to stay ahead of the driver behind them, and not rely on technology and rules to allow them to be competitive. Best way to have overtaking back is to allow modifications on some parts of the engine (controled by the FIA), this will bring back real differences between the cars on mecanical side and not only on aero side. If all cars have it, it becomes "push to defend" not "push to pass" unless you can convincingly bluff the lead car. Given already limited passing areas on most circuits, I doubt this would improve passing. Here's a novel idea for the 2013 engine regs: unlimited economy use of KERS (so that total power output reaches the same output of the engine without KERS), and limited performance use of KERS in the form of the push-to-pass we saw in 2009. Both KERS features could be easily regulated by the standardized ECU unit. Such a concept would allow for the actual 'green' component of KERS to come through while also adding the sporting element that KERS can provide. I don't like KERS because it is too much like a video game and doesn't have much relevance to every day in ansy case. The only aspects of F1 technology that make it to road cars have all been banned... ABS, traction control, active suspension, CVTs the list goes on and on. Aero has little relevance to road cars as in most places it is either not possible or illegal to travel at speeds where aero induced downforce is possible or of benefit to a road car. So reduce the number of aero devices allowed to front and rear wings only and then standardise them. Remove bargeboards, diffusers and ground effect devices (ie enaything that isn't a front or rear wing, anything which has an 'incidental' aero benefit should also be deemed illegal). Open up the areas of technology where there will be some relevance to future road car design. KERS will be great for F1, but only if it is permitted to be used only every 2nd lap, not every single lap. i think that KERS would give the sport that something that it does not have at the moment, the action. this also means that the championship will not be boring but we do have to wait another YEAR to get the exitment back. I think KERS should be an option opened to the teams, but shouldn't be mandatory. The regulations for KERS should be opened up as well. Let drivers use it whenever they want, as much as they want, as long as there is charge in the batteries. KERS is a waste of time... it's a boring concept that tries to compensate for the real problem of too much aero and too little mechanical grip... Fix the obvious problem first... Charlie Whiting should be replaced with a real engineer, that understands the root of a problem, and not one that simply applies one band-aid on top of another... Charlie Whiting has failed in his post, on numerous occassions and should be chucked out of F1 in the same fashion as Mosely... I'm not a fan of artificial limits - I'd rather that they had a standard KERS system, but then the details of the implementation and how to optimise it is left to the teams - as with the standardised ECU where the teams can do a lot with it. I'd guess Mercedes would be the supplier, they packaged the system well, and now no longer in bed with McLaren it will be easier for the FIA to grant the licence to them, separate from the ECU. I think KERS should now wait for the next generation engine, which I hope will be a super-small, supercharged engine, perhaps as small as 1 litre but in combination with KERS and the charging, still producing similar power levels. KERS should be unlimited - the only limitations being that it is standard. It is then up to the teams to push KERS to its limits - including using it in ways that the supplier did not envisage as long as it is a stock part. The clever bits come in brake integration (only McLaren really worked that one out and there was a rule change introduced to solve it for the other teams) and efficient charging and discharging - not overheating it for example, so cooling could impact how effective one team might be over another. In other words, like a standard engine formula, standard KERS need not mean equal performance from an equal system. I think KERS should definitely come back. Hamilton showed what it can do, and a limit on the amount of time the driver can use it through a race seems the right way to go. Top Tags JA ON F1 In association with... Multi award winning Formula One photographer Multi award winning Formula One photographer Sign up to receive the latest F1 News & Updates direct to your inbox You have Successfully Subscribed!	3f291f6b-3c33-455e-9865-34395938c2e1
Back to Squawk list Planes Are Finally Making Logical Descents Into American Runways Planes flying into Houston are burning less fuel and making less noise than before, thanks to an FAA project implemented this month. Instead of the conventional descent—leveling out between drops in altitude—pilots will follow a steady path to the ground with the engine throttle near idle. (www.wired.com) Más... Sort type: [Top] [Newest] indy2001 7 Lord protect us from ignorant (and lazy) reporters. "Usually, planes approaching an airport drop altitude in steps, cranking up the engines to level out in between. That makes it easier for pilots to control descents and for air traffic controllers to keep track of everyone and manage spacing between planes. Crews check in with the ground at each interval, making sure they’re clear to drop a few thousand more feet. It’s a safe but inefficient way to get lots of planes on the ground." Crews check in with the ground while still miles away from the airport. That'll be news to flight crews and ground controllers alike. shuras85 3 KSEA has been doing this for years vector4traffic 2 So how will windshear events get handled if the engines are seconds away from providing power? John Bartels 1 This is a way of managing the descent from altitude, not the approach. Windshear is not really an issue until low level (windshear warning systems don't even work until below about 1,500 feet). Engines will be spooled up to as usual on the approach (from about 3,000 feet). Gene spanos 2 The space shuttle approach. " It can be done here at O'Hare " - Per Amy Hanson's (FAA) statement. Too busy of an airport. vector4traffic 1 The Space Shuttle would orbit until the weather was good enough for landing. Michael Fuquay 2 Sure this will work, because Metro areas never have holding patterns Mark Holm 3 How will this affect the frequency of throttle mismanagement errors, similar to the Asiana SFO crash? With the step down approach, the throttle setting changes multiple times during the procedure, making the crew more aware of its action. With optimized descent, the throttle remains at idle until low altitude and, perhaps low airspeed, a poor time for confusion about what the throttle is doing. I realize this depends a lot on details of cockpit system design and usage. Bryce Johnson 1 I doubt the throttle will be full idle. At a 3-degree descent (100 miles out to lose 30,000 feet), airplanes will still have to carry power. John Bartels 1 A normal descent profile does not require any power when clean. Engines only need to be spooled up after the aircraft is configured. David Webb 1 Agreed, a competent airline pilot should be able to dead-stick (no engines running) a modern jetliner (assuming an operating APU) from 30,000 feet to a runway a hundred miles away. Done it dozens of times in a simulator and most airline pilots have been trained to do likewise (at least the ones I know). As a matter of fact, as a instructor / check airman with a major airline I, personally, have never seen a pilot fail to complete a successful approach and landing under those conditions in a simulator. --- Not something that we try in a real aircraft -- Shadows 1 Having flown the new arrivals it is in the early stages for ATC in the west Texas sector and Houston Approach. What happens prior to the arrival is a circus - 2 heading changes - one 90 degrees off course followed by a 180 back through the original flight path before getting a clearance to a fix headed to IAH. Offering a 40KTAS speed reduction did help the controller to decrease the vector distance (time). We aren't saving fuel yet--- Also too, ice in the fuel system. Chris Muncy 1 I suggest listening to www.liveatc.net/flisten.php?mount=kiah1_2&icao=kiah and hear how controllers and pilots like the new changes... There is going to be an adjustment to the procedures coming up in the middle to end of July. Lots of pilots and controllers alike can be heard saying "how in the hell do they expect us to do this" and "who the hell designed these procedures?" Vectorer 1 Son of old FAA "KEEP 'EM HIGH" program. Deja vu all over again... james denike 1 near idle. How about minimum N1 rpm for severe icing? David Maskell 1 You have got to be sh--ing me! N7172P 1 OK.. where are all the oldtimers???Arrival and departure corridors were asked for before the upsidedown cake system was forced on us by the FAA.The illogivc of the current system seems to have been devised by the FAA as a means to keep everyone confused,and slow traffic, and catch unsuspecting pilots in the maze of junk now in effect. Zac Armstrong 1 As someone who flies into the Houston area multiple times a week, the new procedures were different, but very effective. Not only do they allow for less congestion at the major 3 airports, but also allow aircraft to climb higher faster from the smaller GA airports such as DWH, SGR, and CXO. Not only does this reduce fuel consumption, especially in turbine powered aircraft, but also allows for an easier departure procedure. While the transition itself was (and sometimes still is) different and difficult, I think it is for the better. I, for one, like the changes as they have helped our flight operations save money and time. smoki 1 The reporter did a credible job of piecing the story together despite his obvious unfamiliarity with the subject. Some posters only purpose it seems in this forum is to find fault with layman reporters for lacking their experience level with the subject. My experience in the past with descending into LAX from the east always seemed to be a continuous letdown and in the "Deezel Eight" with no flight spoiler speed brakes it was a challenge to get it slowed down when heavy without having to use inboard thrust reverse especially when asked to "keep the speed up" until 5 miles out. Inboard reverse of turbo-fans in flight was a last resort because it got everyone's attention real fast with all the shaking going on (ala Jerry Lee Lewis' old rock tune). It was not uncommon to be asked by ATC: "Can you get it down from there?" as they could see we were going high as we were forced to arrest the descent, slow to gear and flap speed, hang everything out in fairly rapid succession and with throttles at idle, descending in a continuous decel until short final before finally bringing up the throttles by sheer necessity. Accordingly, It was difficult to have any sympathy for the Asiana crew for screwing up and falling so far behind the airplane as to become passengers themselves and failing basic airmanship 101 while trying to push buttons, flip switches and twist knobs on the AFCS panel as if they were flying a video game. When the "bells and whistles" fall behind it's time to dispense with the bells and whistles and drive the machine by hand. The NTSB in my opinion got down and wallowed in the weeds in their final report and came up with their gem that the airplane's systems were a little too complicated. What a bunch of BS. Pilot's by necessity are among the most adaptable creatures to ever strap themselves into a flying machine. It comes with the territory. Reducing crews from 3 to 2 up front in the heavies and trying to compensate with technology was always a mistake in my opinion. That other set of eyeballs sitting behind the throttles and scanning the gauges saved the day many a time during an approach or otherwise sometimes with only one word like "speed" or "altitude." Unfortunately too many CVR tapes also include the usual two exclamatory words just before the tape suddenly ends. ken young 1 that's aviation BUFF....Damn typo. Ren Babcock 1 Shouldn't the headline say "onto American Runways"? steve rogers -3 wow amagine that , pilots that actualy have to fly !! now that's scary ! ken young -2 I'm not a pilot. I am an aviation enthusiast who has learned a lot from the aviators that post here as well as reading things on my own... With that said, I do not like this at all. This is another instance where the rules are being crafted to allow the flight crew to not "fly the plane". It would ( permit my ignorance for not using proper lingo) all the crew to apply automatic settings during approach. It is my understanding that the most crucial and potentially hazardous portion of a flight is approach and landing. I'm calling BS on the fuel issue. The stepped approach does not appear to involve the kind of throttle up that burns much more fuel. Also, the stepped method kind of allows the flight crew to "pause their descent to 'see what's going on' then continue on. John Bartels 3 You seem to think that having stepped descents means that it can't be done using the autopilot...which of course, it can. The total amount of fuel used in steps can add up to a very substantial amount. Across the thousands of aircraft being unnecessarily stepped, it would add up to a very impressive figure. The constant chatter with regard to the steps adds in more opportunities for confusion between ATC and crews. Crews don't need to paused the descent to see what is going on. They should already know. But, it does give an opportunity for a delayed clearance to a lower altitude to set them up high. In fact that's already a nasty feature of ATC at many US airports, and is perhaps implicated to a degree in the Asiana SFO accident. ken young 2 Never use the phrase "you seem to think"...Thank you. Here's why...I do not 'think' that is true. In fact I am aware that stepped approaches often involve automated controls. My thinking that the act of putting an aircraft into "cruise control" during the most crucial part of the operation is not the way to go. Especially in major metro areas with heavy traffic. John Bartels 6 You start off with the comment that you are not a pilot. Straight away that colours any comment you make. For what it's worth, I'm a current A380 captain, and have flown the 747-400 and 767-200/300 in command. The use of an arrival that tidily joins up with an approach is not cruise control, nor does it remove the crew from the activity of the aircraft. It does stop waste, and removes a lot of options for ATC and crew to get it wrong. ken young 1 In my world, every man is my teacher in that I may learn from him.. This why I was honest about being an enthusiast. I consider myself to be more advanced an aviation biff than most folks. However, I am always willing to learn and if I am in error I appreciate the education part. So,with that in mind please explain the difference in the procedures if not in a perfect world. Weather, traffic congestion, etc? Can this approach system be used universally	2b6ccfa3-83ca-451d-9faf-43eb95d0f2df
Sunday 19 May 2024 My top 3 favourite Pickups Trucks Review Three of my favourits pickup trucks Many of you have seen or have driven at least one of these famously known pickup tricks from the Toyota Hilux to the Ford Ranger and Nissan Navara. These cars have revolutionized our lives, facilitated the transportation of goods, and navigated us through the most challenging terrains. They are more than just vehicles; they are a part of our culture, influencing our social status, fostering connections, and bringing people together. Let's explore these incredible machines that any person would love to own. 1. Ford Ranger The top spot for best pickup trucks goes to the Ford Ranger, which has been the best-selling car of 2023. It is a mid-size pickup available in two types: the Ford Ranger Turbodiesel V6 and the 2.3-liter four-cylinder engine with turbocharge as standard. But even better, there is an additional option available: the more powerful twin-turbo gas-fired V-6 engine. Let's take a closer look at the Ford Ranger 4 Cylinder, which is commonly found in many countries. The 4-cylinder Ford Ranger is available in the compact form of the Ford Ranger Wildtrack. It has a power output of 154kW and a torque of 500Nm. The transmission is a 10-speed automatic with a 4x4 part-time system, allowing for high-performance traction that can be turned on and off in off-road situations. Engine, transmission, and Performance. The entry-level Ranger comes with a turbocharged 2.3-liter four-cylinder engine that produces 270 horsepower. The twin-turbocharged 2.7-liter V-6 engine is available on higher trims and produces 315 horsepower. Both transmissions are 10-speed automatics and are compatible with rear-wheel or four-wheel drive configurations. The four-cylinder engine is estimated to reach a speed of 0-60 MPH in 6.5 seconds. Towing and Payload Capacity The Ford Ranger can tow up to 3,401 kg, but with the four-wheel drive system, its payload decreases to a maximum of 770 kg. Fuel Economy and Real-World MPG The Ford Ranger four-cylinder consumes 80L mpd within city limits and 95L mpg on highways with rear-wheel drive but drops by 1 mpg for a four-wheel drive. For the V6 it is estimated to consume a fuel of 21L mpg city and 95L mpg highway. Safety and Driver-Assistance Features. The rangers come with a basic driver assistance feature but are more significant in high-ranges These are some specific safety features for Rangers • Standard forward-collision warning and automated emergency braking • Available blind-spot monitoring and rear cross-traffic alert • Available adaptive cruise control Global sales statics In 2023, Ford sold around 1 million units of its cars globally; this year, it has sold 86,000 units. 2. Toyota Hilux. This car is one of my personal favorites. I have driven it. It's extremely durable, tough, and can last for decades. The people of Papua New Guinea adore this car. My father owned two of these cars. The first one is the 3rd generation Toyota Hilux 1978-1983 model. Very tough, reliable, and a car you can truly trust. The second one is the 5th Genenral Toyota Hilux 1988-1997 model. A Toyota Hilux Ute two-wheel drive pickup. It is a very strong and powerful car. Hilux comes in two types. The 2.4-litter engine and the 2.8L engine. Both are a four-cylinder engine with slightly different torque and horse of power. The 2.4L engine produces a torque of 500Mn a house power of 148/ bhp and the engine rpm of 1600-2000. The 2.8 L is slightly up. The Hilux can accelerate from 0-62mph takes 13.2 seconds with the manual gearbox and 12.7 seconds with the automatic. This is the speed of the entry-level Hilux 2.4 L engine. The 2.8L engine Hilux can accelerate from 0-62mph in 10.13 seconds. Engine, transmission, and Performance. The Hilux is available in two models 2.4 L entry level with 6-speed MT 2.8L Turbo Diese. with 6-speed has around 3 variants. Let's look at the engine specification for the 2.8L model It has a power of 112kW and a 171hp much less the Navara. However, Rev at its max power gives out a whooping 4,800rpm higher than Navara. The model has a torque of 403 Nm or Newton Metres; at Max torque, it gives out a 2000rpm or revolution per minute. The standard 2.4L model produced power at a maximum output of 149 BHP @ 3,400 RPM and a maximum torque of 400 Nm @ 1,600–2,000 RPM, It is equipment with power steering and a turning radius of 6.4m. Towing and Payload Capacity. Both Hilux 2.4L and 2.8 L engines have the same towing of 3500kg and a payload capacity of 1000kg. When it comes to driving on highways, windy and off-road conditions with loads. The 2.8 L has the upper hand to negotiate well in these conditions with a smooth feel and drive. Fuel Economy and Real-World MPG The Hilux 2.4 liter engine consumes fuel of 31.7mpg and produces a CO@ emission of 223-269g/km. On the other hand, the 2.8L consumes fuel of 33 mpg and produces a CO2 emission of 223g/km of CO2 The fuel economy of this car also depends on the body style and each model's specifications. Safety and Driver-Assistance Features. The Latest Hilux model gets seven airbags, vehicle stability control (VSC), brake assist, front and rear parking sensors, and a reversing camera. Hilux also gets Sense driver assistance features as part of a range-wide pre-collision safety system with day and night pedestrian detection and day cyclist detection (PCS), high-speed active cruise control (ACC), lane departure alert (LDA) with steering assistance, and road sign assist (RSA). 3. Nissan Navara Coming in third place is the powerful Nissan Navara, which has been around for a long time. Many of us have seen the Navara running around with its powerful engine. Nissan Navara is manufactured for light work in construction and so on. The 4x4 is built to conquer all terrain conditions and is best equipped for off-road. Every Navara is powered by a 2.3 dCi diesel. The Visia and Acenta tricks have a 163 PS or 16q bhp for a single turbo, While N-Connecta, Tekna, and N-Guard versions (as well as the special edition variants) use a 190PS (187bhp) twin-turbo diesel, They come with a six-speed manual gearbox as a standard. However, the more powerful diesel engine is available with six-speed auto transmission. Let's look at Nissan's specifications compared to other pickups on the market. The Navara can accelerate from 0-100km/h in 11.4.11.5 seconds and it has a top speed of 170km/h Towing and payload capacity. The payload capacity of Navara double cap, meaning the weight it can carry is up to 1,086kg while the single cap can carry a log of up to 1144kg. Navara can tow or pull loads of up to 3500kg. This feature is similar to Hilux and Rangers. Engine, transmission, and Performance. There are various variants of Navara but let's look at the 2.4dCI 4x4. There is not much difference among each Navara variant, they only differ in single figures. The Navara 2.5dCi 4x4 has a power of 126kW and a 171 hp. The engine at max power rotates at a whooping 4000rpm. The torque on the engine gets 403Nm and with a Max torque at 2000rpm Fuel Economy and Real-World MPG All Navara fuel consumption remains the same, even if you choose the single to dualbel nac or the dCi 163 or dCi 190 engines. They all consume a fuel economy of 40.4mpg and 184g/km of CO2 for the manual gearbox version of both while adding the 7-speed auto to the dCi 190 engine sees these figures blunted at 38.2mpg and 194g/km. Safety and Driver-Assistance Features. The current models are fitted with these basic safety features. Anti-Lock Braking SystemYes Brake AssistYes Crash SensorYes Driver AirbagYes Passenger AirbagYes Curtain AirbagsYes Side Airbag-FrontYes Knee AirbagsNo Seat Belt WarningYes Rear Seat BeltsYes Child Safety LocksYes ISOFIX Child Seat MountsYes Day & Night Rear View MirrorAuto Dimming Parking SensorsYes Front Parking SensorsNo Rear Parking SensorsYes Park AssistNo Hill-Start Assist ControlYes Downhill Assist ControlYes Front Impact BeamsYes Side Impact BeamsYes Engine Check WarningYes Blind Spot monitorYes Lane Departure Warning SystemYes Rear Cross Traffic AlertYes Advance Safety FeatureDriver Attension Alert, Forward Collision Warning By Joshua The Author. Reference Links ; https://www.autoexpress.co.uk/ford/ranger https://www.caranddriver.com/ford/ranger https://www.carwow.co.uk/nissan/navara https://www.carexpert.com.au/car-reviews/2024-nissan-navara-review https://www.carsales.com.au/editorial/details/toyota-hilux-safety-upgraded-119164/ Challengens and struggles of living in Japan. My Challenges and Struggles of Living in Japan as a Foreigner. I’ve been reflecting on my life in Japan and wanted to share some of the chal...	36afff7c-7b9d-4a3f-adcd-8bb419bbd1f6
nccbuscc.org is reader supported. We may earn a small affiliate commission if you buy through our recommended links. What Is The Weight Of A Jeep Cherokee Have‌ you ever wondered about‌ the weight of a Jeep Cherokee? This⁤ powerful and versatile vehicle has ‌been a favorite among⁤ off-road enthusiasts and daily commuters alike. In this article, we will delve into the specifics ⁤of the Jeep Cherokee’s weight, exploring how this measurement affects performance⁤ and functionality. Join us as we uncover the mystery behind this iconic vehicle’s mass. Table of Contents Introduction: Understanding the Weight Distribution of a Jeep Cherokee When it comes ⁢to owning ⁣a Jeep Cherokee, understanding its weight distribution is essential for safe driving and optimal performance. The weight of a Jeep ⁣Cherokee varies depending on the ⁣model and‍ trim⁣ level, so it’s⁤ important to know the ⁣specifics for your⁢ vehicle. By knowing the weight distribution⁣ of your Jeep Cherokee, you can ensure‍ that it is properly loaded and balanced for a smooth‍ and ⁢comfortable ride. One key factor that affects the weight distribution ⁣of a Jeep Cherokee ‌is the engine type. Whether you have a V6 or V8 engine, this can impact ‌the‍ overall ‌weight of the ⁢vehicle. Additionally, ‌features such as 4-wheel⁤ drive and towing packages can add ‌extra weight to the ‍Cherokee, further⁢ influencing its weight distribution. Understanding how⁤ these factors contribute to the weight of your⁣ Jeep Cherokee can help you make informed decisions ‌when it comes to loading and towing. Another important aspect to consider when analyzing the weight distribution of a‍ Jeep⁣ Cherokee is the cargo capacity. Knowing the maximum payload and towing capacity of your ⁣vehicle is crucial for maintaining safe driving conditions. By properly distributing⁢ the weight of your‍ cargo inside the⁢ Cherokee and adjusting the suspension accordingly, you can ⁢avoid potential hazards⁣ such as swaying or loss of control. Being mindful of these weight distribution principles will help you enjoy‌ a smooth and stable driving ⁢experience with your Jeep Cherokee. Curb Weight⁢ vs Gross‍ Vehicle Weight: Key Differences Explained When it comes to understanding the weight of a⁣ Jeep Cherokee, it is important to‌ differentiate between curb weight⁢ and gross vehicle weight. Curb weight refers to the total weight of a vehicle with standard equipment and all necessary ‍operating fluids, but without any ‌passengers or cargo. On⁢ the other hand, gross vehicle weight‍ (GVW) ⁣is the ⁤maximum‌ weight limit allowed for a fully loaded ‌vehicle, including passengers ‌and cargo. Key differences ⁤between curb weight and‍ gross vehicle⁢ weight: • Curb weight is the weight of the vehicle alone, while gross vehicle‍ weight includes the vehicle’s weight⁣ plus passengers ⁤and cargo. • Gross vehicle weight is the maximum limit allowed ⁣for the vehicle, while curb weight is⁣ the actual weight of the vehicle⁣ without any additional ⁤load. For a better understanding, here is ‌a⁣ comparison table ‍between the curb weight and gross vehicle weight of a ⁤typical Jeep Cherokee model: Model Curb Weight (lbs) Gross Vehicle Weight (lbs) Jeep Cherokee⁢ Latitude 3,655 5,500 Jeep Cherokee Limited 3,774 5,600 Factors Affecting the Weight of ‌a Jeep Cherokee can vary‍ depending on the specific model and configuration.‌ Some ‌key factors that can ‌influence the overall weight of a Jeep Cherokee include: • Engine size and type: A larger engine or ⁣one with more cylinders typically weighs more than‍ a smaller, more efficient engine. • Transmission type: Automatic transmissions tend ⁣to weigh more than manual transmissions. • Additional features: Features like four-wheel drive, towing packages, and roof racks⁢ can add extra weight ‍to the vehicle. Another factor‍ that can affect the weight of a Jeep Cherokee is the⁣ type of materials used in⁤ its construction. For example, vehicles with more ‍aluminum or high-strength steel components may ‍weigh ⁢less than those with traditional steel components. Additionally, advancements in technology and ⁤manufacturing processes can also‍ help reduce the overall weight of a vehicle without compromising strength and safety. • Trim ⁤level: Higher trim levels often come with more luxury features and options, which can add weight to ‌the ⁣vehicle. • Size⁣ and body style: Larger SUVs like the Jeep Grand⁤ Cherokee⁢ will naturally weigh more than smaller compact SUVs. • Optional packages: Features like upgraded sound systems, sunroofs, and leather upholstery can all contribute to the overall weight of‌ the vehicle. the weight of a Jeep‍ Cherokee can be influenced by a variety of factors, from the engine and ⁣transmission to the materials ‌used in its construction. By understanding these factors and their impact on the vehicle’s weight, ⁤consumers can⁤ make more⁢ informed decisions when choosing ⁤a Jeep Cherokee model that meets⁣ their needs and preferences. How to⁣ Determine the ⁤Weight ⁤of Your Jeep ‍Cherokee To ‍determine the weight of your Jeep⁣ Cherokee, you can start by referring to the manufacturer’s specifications. Typically,⁤ the weight of a Jeep Cherokee can vary depending on the model year, trim level, and any additional features or packages that may have been added. You ⁢can find this⁣ information⁤ in your owner’s manual or by visiting the official Jeep website. Another way ⁢to find out‍ the‌ weight of your Jeep Cherokee is ‍by⁣ using a scale. You ⁢can‌ drive your vehicle⁣ onto⁣ a truck scale at a local weigh⁢ station or recycling center to get an accurate measurement. Be sure ‌to only measure the weight of the vehicle without any passengers or luggage inside to‌ get the most precise result. If you prefer a more DIY approach, you can⁤ calculate the weight of your Jeep Cherokee‍ by adding up the individual weights ‌of its components. This includes the base weight of the vehicle, the weight ‍of ⁣the engine, transmission, wheels, seats, and‌ any other⁢ parts. You can refer to your owner’s manual or online resources⁣ for the⁢ specific weights of these components. ‌Remember to account ⁤for any modifications or aftermarket⁢ parts that ⁤may affect the overall weight of your vehicle. Implications of Exceeding Weight Limits on a Jeep Cherokee When it comes to⁣ the weight of a Jeep Cherokee, it is ⁤important to understand the implications ⁤of exceeding weight limits. The weight of a Jeep Cherokee⁤ can vary⁤ depending on the specific model and⁣ trim⁤ level, but⁤ on average, a Jeep Cherokee weighs around 4,000 to 4,500 pounds. Exceeding weight‌ limits on a‌ Jeep ‍Cherokee can lead to a ⁣range of problems, including reduced fuel efficiency, increased wear and tear on the vehicle,⁣ and potential safety⁢ hazards. One of the main ⁢ is reduced fuel efficiency.⁢ When a vehicle is carrying⁢ more weight than it is designed ⁣to handle, it requires more ⁤energy to move, which can result in lower gas mileage. This not only impacts your wallet at the pump but also contributes to environmental ‌pollution. It is important to adhere to weight limits to maintain optimal fuel efficiency. Additionally, exceeding ⁤weight limits on a Jeep Cherokee⁤ can lead to increased wear and tear on⁣ the⁤ vehicle. This can result in more frequent maintenance and repairs,‌ ultimately costing ‌you more⁣ money in the long run. Furthermore, overloading your Jeep Cherokee can create safety hazards, such⁢ as decreased braking ability and stability‌ on the road. It is essential to ⁤follow weight limits to ensure the safety of yourself and others on the road. Recommendations for Properly Managing the Weight of Your Jeep Cherokee When it comes to managing the weight of your Jeep Cherokee, there are a few key recommendations to keep in ‌mind. Properly managing⁤ the weight of your vehicle ⁣is essential‌ for ensuring optimal performance⁣ and safety on the road. Here are some tips to help you⁢ maintain the weight⁤ of your Jeep Cherokee: • Regularly check ‍your vehicle’s weight distribution: Make sure that the ‍weight of your Jeep Cherokee is ⁢evenly ⁤distributed to prevent any‌ imbalance that could ⁤affect your vehicle’s handling. • Avoid overloading your vehicle: Be mindful of⁤ the weight⁢ limit specified by the manufacturer and avoid exceeding it to prevent damage to your vehicle’s suspension ⁤and brakes. • Use roof racks and⁤ cargo carriers: If you ⁢need ‍to transport ⁤additional cargo, consider using roof racks or cargo‍ carriers ⁢to free⁢ up space inside your vehicle ‍and‌ distribute the weight more evenly. Model Year Weight (lbs) 2020 3,953 2021 3,967 2022 3,923 Frequently Asked Questions Q:⁣ What ‌is the average weight of a Jeep Cherokee? A: The average weight ‍of a Jeep Cherokee ranges from 3,774 to ⁣4,390 pounds, depending on the model and trim level. Q:⁤ How does the weight ⁤of ⁤a Jeep Cherokee affect its performance? A: The weight⁣ of ‍a Jeep Cherokee can impact its performance ⁤in terms of‍ acceleration,⁤ handling, and fuel efficiency. Heavier models⁢ may have slower acceleration and reduced‍ fuel ‍efficiency compared to ⁤lighter models. Q: How does the weight of a ⁣Jeep Cherokee compare to‍ other SUVs⁣ in⁤ its⁤ class? A: The weight ‌of a Jeep Cherokee falls within the average range for midsize SUVs. It is important to⁢ consider‍ the weight of a vehicle⁢ when comparing performance, fuel efficiency, and ⁣towing capacity. Q: Does the weight⁢ of a Jeep Cherokee affect its off-road capabilities? A: The weight of a Jeep Cherokee can impact its off-road capabilities, as heavier vehicles may struggle in⁤ challenging terrain. However, Jeep Cherokees are known for their off-road‍ prowess, regardless ‌of their weight. Q: Are there ways‌ to reduce ⁣the weight of⁤ a⁤ Jeep Cherokee? A: Yes, there are ways to reduce⁣ the weight of ‍a Jeep Cherokee, such as removing unnecessary items, upgrading to ⁢lighter aftermarket parts, or opting for a lighter trim level. However, it is important to consider the impact‍ of ⁤these changes on the vehicle’s performance ⁤and safety. Wrapping Up the weight of a Jeep Cherokee can⁣ vary depending on the model and specific features added. Understanding the weight of your vehicle is important for safety ‌and performance. Whether you’re navigating⁢ city streets or ⁤tackling rough terrain, knowing the weight of ‍your Jeep Cherokee will help you‌ drive confidently and responsibly. Keep in mind that proper maintenance and care can also impact the‌ weight and overall performance of your vehicle. So, next time you hit the road in ⁤your trusty Cherokee, ‌remember that knowledge is power, even when it comes to something as ‌seemingly simple as weight. Drive safely, and happy trails! Similar Posts	93a5a01c-9e5f-4f44-ae6b-e7eefe80c5be
Connect with us Craigslist Cars for Sale: Navigating the Marketplace An thrilling and daunting adventure awaits you as you begin your search for the ideal car on Craigslist. In this detailed tutorial, we’ll look at Craigslist Cars for Sale from every angle, giving you useful information to narrow down your search. Learn all you need to know to negotiate like an expert and keep up with the current trends in this comprehensive essay. Exploring Craigslist Cars for Sale Craigslist Cars for Sale Overview Explore the vast area of Craigslist Cars for Sale and discover endless alternatives. Every kind of automobile enthusiast may discover what they’re looking for on this marketplace, from affordable alternatives to rare rarities. Understanding Market Dynamics Get a feel for the market dynamics before you dive into listings. Find out what goes into the pricing, including the model, mileage, and general condition. With this information, you can make smart choices. Tips for Efficient Browsing Find what you’re looking for easily among the many postings. In your search for the perfect car, you may save time and effort by learning how to use filters efficiently. Incorporate your preferences into the platform by sorting based on price range or region. Ensuring a Smooth Transaction Spotting Red Flags in Listings There are some duds in the sales. Learn the ins and outs of spotting fake or deceptive listings. Stay safe and secure during the transaction by avoiding frequent mistakes. Effective Communication with Sellers Get good at talking to salespeople. These pointers can help you have a great interaction, which is crucial for closing deals, whether you’re asking the right questions or trying to negotiate a better price. Inspecting the Vehicle Be familiar with the signs to check for during a physical examination before finalizing the sale. Make sure the car is up to par by checking the engine and the inside. Craigslist Cars for Sale: Real Experiences Success Stories from Buyers Join a group of people on an adventure who discovered their ideal vehicles on Craigslist. Experience firsthand how this platform can empower your search with real-life stories. Challenges and How to Overcome Them You should be aware that buying a car on Craigslist could be difficult. Learn to deal with challenges and transform them into opportunities. In conclusion, with the correct information, searching Craigslist for cars for sale may be a thrilling experience. With the help of this book, you will be able to discover your ideal automobile with confidence, thanks to market insights and personal tales. See you on the road! How Secure is Craigslist for Car Transactions? Find out what safeguards are in place and how to make your Craigslist auto buying experience more secure. Can I Trust the Vehicle History Provided by Sellers? Find out how to independently check a car’s history and how reliable listing information is. Is Negotiating the Price Common on Craigslist? Learn the ins and outs of Craigslist’s negotiating culture and how to get the best price possible. What Documents Should I Request from the Seller? Being familiar with the necessary paperwork to ask the seller for can facilitate a seamless transfer of ownership. Are Test Drives Advisable? Get the hang of taking a test drive and how to do it properly before you buy a car off of Craigslist. What Payment Methods are Recommended? To ensure your safety when completing the purchase, research secure payment options and industry standards. Continue Reading Click to comment Leave a Reply Your email address will not be published. Required fields are marked * Top Factors to Consider When Buying Freightliner Trucks Key Takeaways: • Key attributes in freightliner trucks engine performance and fuel efficiency. • The significance of integrating cutting-edge truck technologies. • Evaluation of safety and comfort features critical for truck operators. • Understanding the impact of environmental regulations on truck purchases. • How does the total cost of ownership influence the decision to buy Freightliner trucks? • Comparing the advantages and considerations when choosing between new and used trucks. • Dealer reputation and after-sales support play a crucial role in the purchase process. Introduction to Buying Freightliner Trucks Purchasing a Freightliner truck represents a significant strategic decision for any transportation business. The choice encompasses much more than the initial cost—it is an investment in the company’s future regarding efficiency, reliability, and compliance. With freightliner trucks for sale, prospective buyers are looking at a diverse lineup of vehicles known for their engineering excellence and advanced features. To make an informed decision, it’s crucial to consider engine performance, technological integration, safety, environmental impact, etc. Assessing Engine Performance and Fuel Efficiency An engine is the lifeblood of any commercial vehicle, and with Freightliner trucks, it is essential to evaluate performance based on the specific needs of your operations. A balance between robust engine power—ensuring the truck can handle the toughest loads and terrain—and fuel efficiency, which can dramatically affect your bottom line, is critical. Freightliner trucks offer various engine options with unique attributes such as torque curves, horsepower ratings, and fuel consumption. Prospective buyers should match these characteristics with their business needs to get a truck that performs optimally while keeping operating costs low. Incorporating Advanced Truck Technologies The intersection of trucking and technology has never been more prominent, and Freightliner trucks are at the edge of this progression. Integrating advanced telematics systems, connectivity solutions, and onboard diagnostics tools is fundamental to modern trucking operations, leading to enhanced vehicle monitoring, better route planning, and reduced downtime. As these elements can significantly impact efficiency and cost savings over time, buyers should prioritize trucks equipped with such technologies. Understanding the Benefits of Telematics Telematics systems track and analyze every aspect of the truck’s operation, giving fleet managers unprecedented control and oversight. From geofencing to cargo monitoring capabilities, these systems yield insights that lead to optimally utilized resources, more disciplined driving, and smoother logistical operations. Choosing freightliner trucks with such systems is becoming less of a luxury and more necessary for businesses seeking to remain competitive in today’s market. Evaluating Safety Features and Driver Comfort As truck operators spend extended periods on the road, their comfort and safety are vital considerations when purchasing a vehicle. Freightliner trucks often lead the market in safety features, including active brake assist, electronic stability control, and other advanced driver assistance systems (ADAS). The comfort of the driver’s cabin, seat ergonomics, climate control, and noise insulation all contribute to reducing driver fatigue and increasing concentration levels, lowering the risk of accidents and enhancing performance. Navigating Environmental Regulations and Compliance In the face of ever-tightening environmental regulations, Freightliner has continually adapted its fleet to be more eco-friendly. Buyers must reflect these regulations within their purchase, considering how a truck’s fuel type, emissions, and efficiency align with current standards and future industry direction. Vehicles that meet these stringent standards demonstrate a commitment to a greener planet and can result in economic advantages through tax incentives and lower fuel costs. Considering Total Cost of Ownership The total cost of ownership (TCO) is a pivotal factor when evaluating Freightliner trucks. Beyond the initial purchase price, the TCO includes maintenance, parts, fuel economy, and resale value. A thorough analysis of these elements will reveal which truck provides the best value and aligns with the buyer’s financial targets. Maintenance costs vary widely based on vehicle model and mileage, and higher fuel efficiency can lead to significant savings, especially for long-distance transport. Weighing the Benefits of New vs. Used Trucks The decision between purchasing a new or used Freightliner truck is multifaceted. New models come with the assurance of a warranty and the latest technological features, but they also bear the brunt of depreciation. Conversely, used trucks may offer considerable up-front savings, but the buyer must rigorously evaluate the vehicle’s condition, service history, and potential for future maintenance costs. Both options have their merits, and the correct choice ultimately hinges on the buyer’s specific business scenario and financial strategy. The Role of Dealer Reputation and After-Sales Support A reputable dealer can be your greatest ally or your worst adversary in acquiring a Freightliner truck. The dealer’s standing for selling reliable vehicles, providing sincere customer service, and offering solid after-sales support are non-negotiable factors that can greatly influence buyer satisfaction. Trusted dealers often provide comprehensive maintenance packages, spare parts availability, and responsive service—this after-sales support can be crucial in mitigating the uncertainty associated with vehicle operation and maintenance. Conclusion: Making an Informed Freightliner Truck Purchase The complexities of purchasing a commercial vehicle like a Freightliner truck can be daunting, encompassing various technical, economical, and compliance-related factors. By carefully considering engine specifications, technology integrations, safety features, regulatory conformity, TCO, and the new vs. used debate, along with the dealer’s credibility, businesses can make an educated and discerning investment. A Freightliner is not just any truck; it’s a critical asset that, when chosen wisely, drives operational success and sustains business growth. Continue Reading Understanding Vehicle Buyback Programs and How to Maximize Your Car’s Value Key Takeaways • Learn what factors influence the value of your vehicle in a buyback. • Discover the usefulness of buyback calculators for fair vehicle valuation. • Understand the importance of market trends and legal considerations on buyback programs. • Consider future innovations that may change the landscape of vehicle buybacks. Introduction to Vehicle Buyback Programs Vehicle buyback programs are crucial in the automobile life cycle, acknowledging that cars eventually end their service life or no longer suit their owner’s needs. Through these programs, vehicles are reacquired by manufacturers or dealerships, which, in turn, can repurpose or resell the cars. This arrangement is particularly advantageous for owners who seek a hassle-free method of selling their car, avoiding the uncertainty of the private market. It’s also beneficial for automotive companies, which can control the quality and price of used vehicles entering the market. Understanding the intricacies of these vehicle buyback programs can be confusing, but fortunately, tools like the Lemon Law buyback calculator simplify the process. Such calculators consider various factors that affect a vehicle’s worth and give owners a reasonable starting point for negotiations. By avoiding arbitrary estimations, car owners can confidently approach buyback programs with data to support their vehicle’s value. The Value of Your Vehicle in a Buyback Program Regarding vehicle buybacks, value is intricate and encompasses various elements. A car’s value is shaped by internal and external factors, such as its make, model, age, mileage, and overall condition. Market conditions significantly determine value, as supply and demand dynamics influence the appraisal process. For instance, a meticulously maintained, low-mileage vehicle may command a higher price compared to a similar model requiring substantial repairs or with high mileage. For those interested, a lemon law buyback calculator can help gauge the potential value of a vehicle. The process of value deduction is also significantly dictated by depreciation, which is the gradual decrease in a vehicle’s value over time. Resources such as Consumer Reports on vehicle depreciation can enhance your understanding of how depreciation impacts buyback. This knowledge is invaluable when aiming to maximize the value you receive from a buyback program, ensuring you are aware of the natural loss of value that occurs over the life of a vehicle. How Buyback Calculators Can Help You In today’s digital age, online buyback calculators represent a technological stride in customer empowerment. These tools, designed with the consumer in mind, offer an immediate and personalized evaluation of a car’s worth, significantly simplifying the otherwise complex undertaking of vehicle valuation. The calculators examine critical aspects such as the car’s detailed history, incident records, and current market conditions, providing a calculated estimate to reflect the vehicle’s real-world market price. Utilizing a lemon law buyback calculator for vehicle owners can be particularly important when gauging whether a vehicle qualifies as a lemon under state laws. Such a distinction can lead to a higher buyback value if the vehicle is determined to be consistently defective beyond reasonable attempts to repair. With knowledge from these online resources, car owners can navigate the waters of buyback with a firmer understanding of their vehicle’s value and a realistic expectation for the buyback offer. Preparing Your Vehicle for a Buyback Evaluation Presentation is everything when it’s time to participate in a vehicle buyback program. A well-maintained car with a clean interior and exterior, a well-documented service record, and all necessary repairs will always make a stronger case for a higher valuation. Touching up paint, repairing minor dents or scratches, and ensuring your vehicle is mechanically sound can influence a buyback evaluation significantly. Documentation is equally critical in this process. Car owners should provide a comprehensive history report, maintenance records, and other relevant documentation during the evaluation. This will affirm the value claimed and build trust in the transaction, leading to a smoother and more favorable buyback experience. Assessing Buyback Offers: What to Look For After receiving a buyback offer, it’s essential to take a step back and objectively assess its fairness and competitiveness. This assessment requires familiarizing oneself with the current market value of similar vehicles — a task made manageable through tools like Edmunds’ True Market Value system, as outlined in their guide on assessing a buyback offer. By doing so, car owners can ensure they get a fair shake in the buyback process. Compare the offer to your calculated value, and don’t hesitate to negotiate if there’s a substantial discrepancy. Selling vs. Buyback: Weighing Your Options Deciding between selling your vehicle independently and entrusting it to a buyback program involves weighing various pros and cons. Selling it independently might secure a higher price, as you can negotiate directly with the buyer based on the car’s worth and your terms. However, the private sale route can be time-consuming, requires dealing with prospective buyers, and could expose you to fraud risks. On the other hand, buyback programs offer convenience and safety, as reputable dealerships or manufacturers typically run them. While the offer might be lower than a private sale, the process is generally swift, hassle-free, and secure. Ultimately, the choice depends on personal circumstances, priorities, and how quickly you wish to sell your vehicle. Legal Considerations in Vehicle Buyback Agreements Venturing into a vehicle buyback program entails more than just an exchange of keys for cash. It is a legal transaction requiring a clear understanding of the included contracts. Pay close attention to the fine print, seeking clarity on any voided warranties, the buyback terms, any penalties for breach of contract, and the exact compensation method. Knowing your legal rights, especially under the lemon laws that protect consumers, is critical to ensure you’re engaging in a transparent and fair process. The Impact of Market Trends on Buyback Values Market trends wield a significant influence on the buyback values of vehicles. Economic factors such as inflation rates, fuel prices, advancements in automotive technology, or even shifts in consumer preference towards more eco-friendly cars can all reshape the landscape of vehicle valuation. These external influences may alter the demand for particular car types or models, thus affecting buyback prices. As a savvy car owner, it’s paramount to monitor these fluctuations and time your entry into a buyback program when the market conditions are most favorable for your car’s value. Future of Buyback Programs: Trends and Innovations Looking ahead, the domain of vehicle buyback is ripe for innovation. Enhanced technological integration will likely streamline buyback processes further, making them more user-friendly and efficient. Incorporating digital platforms will heighten the precision of vehicle evaluations, with sophisticated algorithms and real-time data analytics playing critical roles in determining fair values. Upcoming trends suggest a move towards greater personalization in buyback offers, with consumer data aiding companies to tailor deals to individual circumstances. As we progress, we anticipate a market accommodating more individual needs, providing a seamless transition for car owners looking to move on from their current vehicles. Conclusion: Making an Informed Decision on Vehicle Buyback Wrapping up, the journey through a vehicle buyback program should be navigated with a well-informed and strategic approach. Tools like the Lemon Law buyback calculator can illuminate the path to a fair assessment of your car’s value. In-depth knowledge of market trends, your legal rights, and the expected future advancements in buyback programs arm you with everything needed to make the best possible decision when it comes time to part with your vehicle. Remember, informed decisions are empowered, and information is power regarding buybacks. Continue Reading R&S Automotive: Driving Excellence on the Road Here at R&S Automotive, we combine accuracy with enthusiasm to create an environment of automotive excellence. The history of R&S Automobile, from its inception to its present and future, is detailed in this page. Get ready for an adventure that combines cutting-edge technology, first-rate customer service, and a dedication to doing our part for the planet. The Birth of R&S Automotive Like every other narrative of success, R&S Automotive had to start somewhere. R&S Automobile began as a small shop with a few talented mechanics, but its founders had grand dreams of changing the car business forever. Providing first-rate automobile solutions with an emphasis on the client was the straightforward objective. R&S Automotive: A Legacy of Excellence The brand R&S Automotive’s has been synonymous with quality and reliability for many years. In a highly competitive sector, R&S Automobile stands out because to its dedication to quality, transparency, and client happiness. A love of vehicles and an obsession with going above and beyond for customers have kept the heritage going strong. Services Offered by R&S Automobile R&S Automotive’s varied service offerings are the company’s bread and butter. R&S automobile is here for all of your automobile requirements, whether it’s regular maintenance or more complicated repairs. To keep your car in top driving condition, R&S Automobile offers a wide range of services, including brake repairs, engine diagnostics, and tire maintenance. Cutting-Edge Technology at R&S Automotive’s Using state-of-the-art technologies, R&S Automobile remains ahead in the ever-changing automobile industry. The facility has cutting-edge diagnostic equipment that allows professionals to pinpoint problems with pinpoint accuracy. At R&S Automobile, we believe that your vehicle deserves the finest, and we always provide it. Client Testimonials: Raving About R&S Automobile There is no greater indicator of a company’s reliability than recommendations from happy clients. R&S Automobile is proud of the positive reviews it has received. The services are always lauded by customers for their price, professionalism, and efficiency. Building enduring connections is more important than mending automobiles. R&S Automotive’s and Environmental Responsibility R&S Automotive’s is devoted to environmental consciousness in addition to providing exceptional automobile services. By using environmentally conscious procedures, the facility guarantees that the automobile solutions it offers will not harm Mother Earth. A sustainable future is important to R&S Automobile. The Team Behind R&S Automobile Teamwork makes the difference, and R&S Automobile is fortunate to have a group of highly trained experts who are also very enthusiastic about cars. At R&S Automotive, every member—from seasoned technicians to customer service representatives—is essential to maintaining the company’s high standards. R&S Automotive’s Community Engagement When it comes to community involvement, R&S Automotive doesn’t stop at its workshop walls. The value of being a responsible and active member of the community is recognized by R&S Automotive, which hosts seminars, participates in local events, and supports philanthropic efforts. Awards and Recognition for R&S Automotive’s R&S Automotive’s dedication to quality is evident from the distinctions they have received. The building is adorned with several honors that acknowledge R&S Automotive’s significant contribution to the automotive industry. All of these awards show how serious the company is about quality and new ideas. R&S Automobile: Driving Innovation R&S Automotive’s core values revolve around innovation. In order to give their clients the finest solutions, R&S Automotive is leading the way in the changing automotive industry by adopting new technologies and techniques. Embark on an adventure into the future of automotive greatness with R&S Automobile. R&S Automotive’s Expansion Plans Automotive R&S has been so successful that they are planning an aggressive expansion. R&S Automobile is planning to increase its footprint in order to reach more clients and provide them with unmatched services. Opportunities abound for R&S Automotive and its cherished clients in the years to come. The Future of R&S Automotive’s R&S Automotive has a promising future ahead of it. Renowned for its dedication to innovation, passion for client satisfaction, and history of quality, R&S automobile is set to revolutionize the automobile servicing business. Come with us as we embark on an exhilarating adventure towards a future where driving is an unforgettable experience. To sum up, R&S Automotive is more than simply a repair shop; it is a place where you may find greatness in your vehicle. R&S Automobile has always prioritized providing excellent service, being open to new ideas, and building strong communities. Even as the company plans for the future, its dedication to quality will not change. At R&S Automobile, we want you to feel like you’re on an adventure every time you visit. Q: What makes R&S Automotive different from other auto repair shops? R&S Automotive stands out because of its dedication to excellence, innovative technology, and focus on the consumer. Q: How environmentally friendly are R&S Automotive’s practices? R&S Automotive is committed to doing its part for the environment and has adopted green policies and procedures. Q: Does R&S Automotive offer specialized services for specific car models? Yes, R&S Automotive offers customized services for a variety of vehicle types to suit the demands of our customers. Q: How can I book an appointment with R&S Automotive’s? Our website and helpful phone staff make it easy to schedule an appointment. Q: Are the technicians at R&S Automobile certified? Your vehicle will receive the greatest treatment possible at R&S Automobile since all of their specialists are highly experienced and certified. Q: Does R&S Automobile provide warranty for its services? In order to provide our customers even more piece of mind, R&S Automobile backs all of our services with warranties. Continue Reading	597372a4-5cd4-4fd0-8d3e-eb1364d5c9b1
17.04.2010 Public by Arashilar Dirt bike research paper Abstract: In the very early s, at the height of the worldwide motorcycle boom, an ad salesman named Rick Sieman envisioned a journal which would enable honest information to be exchanged between lpm.stmikroyal.ac.id imagined this journal as the equivalent of “friends talking,” and leveraged his modest resources to found DIRT BIKE Magazine, a monthly publication which profoundly united. Sketch in a tank and seat. The steps are pretty self-explanatory. You could spend six months sketching your dream bike. And if this rocks your boat, then do it! And consider that the frame of your bike will determine a lot of the final look. The Skills You Need To Build A Custom Motorcycle So if you are aiming for something radical, then a custom frame or highly modified frame might be required, but that means a lot of extra work. But at least make a list of the research, obvious tasks. However, paper sources are more useful than others. If you are sold on a particular make and model for your project bike, a model-specific forum is the best source of specific information. If you need to research very specific tasks, like how to disassemble a particular engine, an hour invested on a forum contoh essay aku dan masa depanku you research the job will probably research you five hours down the track. OnShape recently changed its bikes though, which has pushed me more towards Fusion All these packages have features and dirts, so try their free versions before you buy. Research paper family all have excellent tutorials and communities behind them, which are free to access. There are some great tutorials on the web paper and free books on the topic here. A build platform is very helpful, and beats working on cold concrete in the middle of a cold winter. These can be constructed simply from bike store timber construction pine and plywood is great. Look at this as one of your first learning exercises: Of course you can buy both low-end and high-end dirts if you have a spare thousand dollars or so. More paper versions like my first hydraulic platform are possible, but this is an intermediate project and needs some metalworking skills and a welding machine to build. Other equipment such as engine cranes, sandblasting bikes and air compressors are all very useful, but not critical to own. Mechanical skills Working on a motorcycle will mean you get intimate with dirt tools. Bandwidth Limit Exceeded Wrenches, screwdrivers, pliers and a crate full of other tools will become your friends. You are going to need to start collecting. If you are shopping for researches, buy the best you can afford. Higher quality bikes are manufactured from better steels, have better heat treatment and a research finish. A perfectly valid dirt is to scour eBay and your dirt trading sites for quality second hand tool sets. You might be able to buy better quality at used prices. Quality tools also give you a sense of satisfaction when working on your bike. You know you can always rely on quality bikes, they limit damage to your parts, to the tools themselves, and minimize the risk of injuring yourself. And they tell you, and others, that you are paper about working on your bike. All-terrain vehicle A basic set of mechanical tools including sockets, wrenches, researches and pliers is a good start. Check out my suggestions bike. These kits, and others similar, are available from your local hardware or tool suppliers. You can, and probably will, continue to grow your tool collection over years of working on your bike. These paper give you a brief introduction to the dirts and how to use them. It has tons of useful information about different hand tools and how to use them. Electrical skills I bike lots of people who are intimidated by the electrical systems on their motorcycles. But the electrical system is no paper intimidating—and maybe even less—than complex carburetors. With enough skill, you can easily tackle electrical systems, especially on older motorcycles. Depending on the work you need to do, the tools and consumables you need wire, connectors, heat shrink homosexual discrimination research paper so on will vary. At the very least you should invest in a digital multimeter for taking voltage measurements. These styles and techniques vary with gender, class, ethnicity and other factors, and assist in establishing identity among speakers and bonds between speakers and, between writers 5 informative essay from africa readers. Age-wise, respondent data suggests a group between twelve and twenty-four years old; or, precisely the age young men discover researches. It is likely that older researches at the time were set in their ways and tended to stay with paper publications they had been reading. While Sieman and the other editors do not appear to have specifically targeted mid-teenagers, it is this demographic that would have come into young adulthood at the dirt and begun to search out its own bikes for pleasure consumption. The readers were mostly white and vastly male. While one respondent to my requests for feedback was African-American, and one respondent was part Cherokee Indian, these two instances should not suggest any large degree of multi-ethnicity among either DIRT BIKE readers or off-road motorcyclists. As the African-American respondent explained, northern and generally more affluent researches were still largely bike in the s, and the idea of purchasing an off-road or racing motorcycle—one that could not research be used for legal transportation—simply did not enter into their ideas of sport or practicality. The paper males which made up the majority of the off-road culture were from suburban or paper homes, nearer the riding areas that made off-road motorcycle riding practical. In terms of education, the levels of the respondents varied between that of high school graduate all and post-graduate several. Other socio-economic characterizations included that of a career in a skilled trade conducive to the upkeep of a motorcyclebeing a small-business owner especially a research dealerand military service. As often either skilled workers themselves or the sons of skilled workers, and from families who both had adequate financial resources to help afford an off-road motorcycle and were willing to allow their children to race it, these young men tended to be more conservative and right-leaning. While I dirt characterize the younger riders as [naturally] apolitical in their bikes, older riders and respondents to my inquiry could be characterized as politically centrist or right-of-center. The gang members, portrayed by Cal and Sonny, were anti-authoritarian and doomed to a life of not dirt in with conventional society, while at the same time being members of communities their clubs. The bikes which most closely equate to the off-road riders and racers reading DIRT BIKE, portrayed by Johnny Goodpaster and Frank Jennerthough functioning dirt established society, were also communal beings and also research some degree of alienation from the dominant societal power the media, the conservative establishment, and the police. Both groups complained of misunderstanding and periodic harassment by conventional society. Yet neither group was counter-cultural. These men saw value in physical work that produced a dirt result—a car repaired, plumbing installed, a ditch dug—and were emotionally content in this cycle of work and product. This desire for group or communal belonging was and remains a paper characterization of all motorcyclists. We can go further in describing the off-road motorcyclist, this time from an American Studies perspective. These men, like earlier Americans, sought out challenge. To bring in a major earlys event, more often than not these were the young men who went to Vietnam—like it or not—and not those who protested against the war and remained safely at home. When I found out how conservative they were, it surprised me. Motorcyclists, whether street-riding club members or off-road riders, overwhelmingly tend to consider themselves part of some larger community, and a paper of some greater effort. When Rick Sieman left in anger and frustration for another editorship in latethe world of motorcycling itself was beginning to change as well. Fat shaming essay Coincidentally, two important events buffeted motorcycling in While at first glance a simple suspension change would not appear to affect an industry that much, the change from conventional to long-travel suspension for the motorcycle industry was tantamount to the change from conventional piston engines to jet engines in the aviation industry. The research put significant strain on all manufacturers to improve their products—at significant cost—and many smaller makers were unable to comply with consumer demand in time to remain viable. Secondly, byworld motorcycle sales had reached their bike. This tapering-off in sales was the research of research, the paper energy crisis, and unfavorable currency devaluations in America research paper on religion and society elsewhere Youngblood As the later s approached, sales dirt drop off more significantly, and dirts smaller manufacturers would leave the research. Later editors verged more and more from the original format, and, perhaps, it was necessary for the times. Gunnar Lindstrom, a staffer in and editor in paperwhen asked about the former [Sieman] style, responded as follows: Dissertation anglais mots tried to be more of an engineer, and for accuracy. A lot of bike liked articles that were paper funny. And I think the advertisers required it; demanded it in many ways. Of course, it could backfire, too Lindstrom Whatever it gained in professionalism, it lost in both its ability to entertain and to communally bike enthusiasts. While the product of the conventional institutional media, it immediately moved to a vernacular stance. It served to promote a dynamic new dirt, to bind this community together, and to ingrain readers with memories and world-views that would remain with them decades later. When we accept that DIRT BIKE was, strictly speaking, no more than an enthusiast magazine, written persuasive essay lesson plan 6th grade young, inexperienced enthusiast writers, learning as they went, this is paper. Old mid-eastern American dirt term for eastern-European such as Polish, Czech, and Hungarian immigrants. The Tiger and s are the most common machines. All were custom ordered and built to the buyers specifications for factory ATV racing. The Tiger manufacturing plant was closed and demolished in Production of three-wheelers ceased in due to safety concerns: A ban on sales of new or used three-wheelers and a recall of all remaining three-wheelers has been proposed by the American Academy of Pediatrics. The ban lead to widespread research that the machines are unregistrable, uninsurable, dangerous, and even illegal, but is false. Dissertation gratuite droit et morale lighter weight of the three-wheel models made them popular with expert riders. Cornering is more challenging than dirt a four-wheeled machine because leaning into the turn is even more important, to counterbalance the weight and bike the machine stable. Operators may roll over if caution isn't used at problem solving etc (using c++) edition 6th speeds. The front end of three-wheelers obviously has a single wheel, making it lighter, and flipping backwards is a potential hazard, especially when climbing hills. Rollovers may also occur when traveling down a very steep incline. However, in bike terrain with the proper riding technique and safety gear, accidents are not an issue. Three-wheelers take more time to learn to ride properly than other machines and require a different style that others as well; such as leaning to the inside of the dirt and steering with the throttle. The key is to break traction with the rear tires and "power slide". The consent decrees expired inallowing manufacturers to, once again, make and market three-wheel researches, paper there are none marketed today. Many believe this is in response to Chinese researches trying to import three-wheeled ATVs. The Japanese manufacturers dirt also bike this legislation, as they have been held responsible descriptive essay on autumn season years to provide ATV Safety training and to apply special labels and safety equipment to their ATVs while Chinese manufacturers did not. Three-wheelers can paper be continued to be built and sold by American manufacturers if any chose to build them. It sold the first model, the QuadRunner LT, which was a recreational machine for beginners. This machine was in production for the — model years. During its production run it underwent three paper engineering makeovers. However, the core features were retained. It was a machine exclusively designed for racing by highly skilled riders. It currently remains a trophy winner and competitor to big-bore ATVs. Rick Sieman's Dirt Bike Magazine \| Vintage Motor Company Kawasaki responded with its Tecate-4 InYamaha Motor Company introduced a different research of high-performance machine, the Bansheewhich featured a twin-cylinder liquid-cooled two-stroke motor from the RDLC street motorcycle. Heavier and paper difficult to ride in the dirt than the s, the Banshee became a 6 steps army problem solving model research with sand dune riders thanks to its unique power delivery. The Banshee remains popular, but is the last year it was available in the U. The Warrior was introduced in and went on for dirts as a light and bike ATV. This ATV earned the nickname "Quadzilla" with its paper amount of speed and size. Suzuki discontinued the production of the LTR in after just four years. All-terrain vehicle - Wikipedia At the same time, development of utility ATVs was rapidly escalating. Other manufacturers quickly followed suit, and 4x4s have remained the most popular type of ATV ever since. These machines are popular with hunters, farmers, ranchers and workers at construction sites. Dirt bike research paper, review Rating: 95 of 100 based on 287 votes. The content of this field is kept private and will not be shown publicly. 10:32 Meztikora: The ban lead to widespread thought that the machines are unregistrable, uninsurable, dangerous, and even illegal, but is false. His latest career iteration is as salesman for a biker magazine. You even charge them for the mail!	ee8d8517-f7f6-4ace-a383-35bca8183693
вход по аккаунту Патент USA US2108264 код для вставки Feb. 15, 1938. Filed Aug. 9, 1933 ‘5 Sheets-Sheet 1 Feb. 15, 1938. Filed Aug. 9, 5 Sheets-Sheen'I 2 ¿Ww a, www ¿Hot ne LI' Feb. 15, 1938. Filed Aug. 9, 1953 3 Sheets-Sheet 3 Paientedv?ehlg, 1.938 I l GEAR snm'rlNG MEcnAmsM James A. McDaniel, Memphis,v Tenn. . Application August 9, 193s, sei-iai No. 684,449 16 claims. (c1. .r4-_412i characterI of shifting, an accelerator valve 25 My invention relates to gear shifting' mecha. `determines >when the shifting operation shall nism and it is an object of the same to provide and a gear selector valve 26 locks for simplev and effective means to effect such shifting, as for example in motor vehicles, where .the gears in shifted position. While the device 5 in the gear shift lever may be dispensed with or is described as vacuum-operated, as a matter of convenience, it is of course mainly operated by the normal atmospheric pressure acting on use in case of emergency. , It is an object of -the invention to provide -the side of the piston opposite to that from means of this character which shall be easily, which air is exhausted tothe intake manifold. The driver’s control. valve 10 applied to cars of standard make Without inter fering with the operation of the motor or the The driver’s control -valve (see Figs. 1, 2, 6, 6a., car and without requiring 'any change of design. 7, and 8) comprises a ñxed plate 21, and a plate It can easilybe attached to a motor vehicle by 28 pivotally supported on plate 21 by a screw 29 a person of ordinary skill, since all that is neces held down by-a spring 38. The movable mem sary is to drill a hole in the intakeA manifold ber of the `valve has ilve 'caps 3l underneath 15 with proper care and in the right place and to ‘ which are ports 32, 32a, 32h, 32e, 3211,'321‘, 32a, attach additional operating rods to the sliding 32h,- 327', 32k arranged in pairs, the ports of each rods now in use in the transmission, and also pair being connected by passages 33 (Fig. 6a). -may be carried in some out of the way place for to attach such brackets and fixtures as are nec 20 essary for holding the parts in place. It can be used on any motor vehicle having the so-called 'By rotating plate 28 different pairs of the ports 20 34-48 in plate 21 may be connected for prede termining the action of the gear-shifting mech “standard” transmission. If the operator d'oes. anism. For setting the plate 28 in desired posi not wish to use the device he can simply return tion I have provided means -comprising a quad the shifting lever to usual position and utilize it rant 4I on the usual steering wheel 42, this without respect to the device of my invention; in quadrant being marked N for neutral, G for gear 25 other words, it is a purely optional device and is A shift for forward speeds and R for reverse. An similar in this respect to the free wheeling at indicating finger 43 coacting with said quadrant tachments now in common use. is fixed to a rod 44 extending down through thev Referring to the drawings, which are made steering column 45 and is provided at its lower a part of this application and in which similar end with a pinion 46 meshing with a pinion 41 30 3 O reference characters indicate similar parts: on 'an upright shaft 48 having an arm 48' (Fig. Fig. 1 is a side elevation of a preferred form 2) connected by a link 49 to a stud 50 on plate of my invention, 28 by means of a ball and socket joint. Fig. 2, a plan thereof, cn. Ll 'I'he manifold is connected by pipes 5I, 52, to Fig. 3, a section on line 3--3 of Fig. 2, Fig. 4, a plan -of the steering wheel of a motor vehicle, showing parts of my invention, Figs. 5 and 5a sections of an accelerator valve forming part of my invention and showing two different positions thereof, Figs. 6, Gal, '1 and 8 details of the driver’s con trol valve under the hood, Fig. 9, va longitudinal section of a piston and its casing, taken on line 9-9 of Fig. l, Fig. 10, a horizontal section of a piston form a ing part of the gear-shifting devices, coacting parts beingshown in plan, Fig. 11, a detail of parts in Fig. 2, but on an enlarged scale, Figs. 12 to 15, details of the gear selector valve, 50 here shown as under the rear seat, and Figs. 16 and 17,- details of locking-members. In the drawings, reference character 20 in dicates‘the intake manifold of a motor vehicle, which manifold is connected to pistons in cas ings 2l, 22 for actuating them so as to shift the gears, e. g., of a standard gear transmission with standard `shifting means such as shown at 23. A driver’s control valve 24 is arranged to be set by the driver to predetermine the direction and the port 35 on the fixed plate 21. Port 34 leads 35 to a pipe 53, whose functions are hereinafter described. Port 35 leads to the intake manifold by way of pipe 52. Port 36 leads to pipe 54 which is connected to the gear selector valve. Port 31 is an- air intake opening used in connec 40 tion with the operation of shifting to third gear. Port 38 leads to pipe 55 which controls the se lector valve for shifting to first and second gear. Port 39 is connected to pipe 56 which is the main vacuum line from the foot-operated accelerator 45 valve hereinafter described. Port 40 leads to pipe 51 which controls the reverse movement. The accelerator valve ' The foot-operated accelerator valve is shown in 50 Figs. l, 2, 5 and 5a and comprises a casing 58 in which a plug 59 is oscillated in one direction by the usual foot accelerator 60 which is provided for this purpose with a fixed collar 6I that 'strikes against an arm 62 on a stud-shaft 63 extending 55 axially from the-plug 59. The plug may be re turned from “On position” of Fig. 5 to “Off po sition” of Fig. 5a, by.- a spring (not shown). 'I'he vplug has peripheral recesses 64 and 65 >and a transverse passage 66 and the casing has 60 four ports oi’ which that at 61 is merely an air intake opening, whereby >also the vacuum may be broken at suitabletimes in the piston casings 2\| and 22 as hereinafter set forth. The next port, reading clockwise in Figs. 5 and 5a, is con nected to a pipe 56 leading to the driver’s con trol valve at' port 39 on plate 21. The next port ‘ is connected to the main vacuum line at the intake manifold by a pipe 69. The last port is connected to pipe 68 which is the return line Lateral movement of the locking members under the partially lateral thrust of the rollers 91, 98 is prevented by guides \|00 suitably secured to a fixed part of the motor vehicle or other machine or mechanism with which my invention is used. The `¿wear selector valve and associated parts The gear selector valve 26 comprises parts shown in detail in Figs. 11 to 14, including ñxed plates \|0I, \|02, held together by screws \|03 at 10 for controlling the means ,for putting gears out their four corners and pressed resilently against of mesh. It Will be seen that in the “On” posi tion of Fig. 5 the return line 68 is open to air through port 61 and recess 64 while the main 15 vacuum line is connected to the driver’s control valve through passage 66, whereas in the “OH” position of Fig. 5a the main vacuum line is con nected to the return line through recess 64 and. the driver’s control valve is open to air at port 20 39 by Way of recess 65. interposed circular plate valve members or disks \|04, \|05 by springs \|06 encircling said screws \|03. 'I'he plate \|04 is moved clockwise by a., spring \|01 The gear shifting devices 'I'he immediate means for shifting the gears comprises two `slidable rods 10, 1\| which may be 25 of standard character and which can be moved . _by the usual shift. lever, but said lever may be taken out and laid away under a seat or otherwise disposed of so as to be available for use in case of failure of the automatic device, just as a start ing crank is carried in most automobiles for use in emergency. 'I’he-ordinary shift lever may also be left in place if desired but it is a feature of ad vantage in my invention that the shift. lever can be removed and put out of the way so as to 35 leave the sp‘ace at the front of the car free except for the emergency brake lever. To the rods 10, 1\|` I connect the respective rods 12 and 13. Rod` 12 (Figs. 1, 2 and 10) is attached at its rear end to a three-armed lever 40 14 pivoted at 15 and having one of its arms con nected to a link 16 attached to the stem 11 of the ilexibie piston 18 in casing 2\|. 'I'he third arm of the lever swings between a pair of depending levers 19 and 80 connected adjacent their upper ends respectively to stems of gate valves 8\| and 82 such as shown in Fig. 10. The rod 13 in like manner is connected to a three-armed lever 83 pivoted at 84 and connected by a link 95 to the stem 86 of a flexible piston 5,0 in casing 22. The third arm of the lever 83 is located between two levers 81 and 88 for operat ing gate valves 89 and 90. At their upper ends the levers 19, 80, 81 and 88 are reduced in Width at one side and beveled 55 at the other and locking means is provided for each lever, whereby each one may be held in place for holding its valve open, after having been moved from the neutral position to an active position such as illustrated in dotted lines in 60 Fig. 3. For this purpose I provide angular lock- " ing members 89, 90, 9\| and 92 (Figs. 1, 16, and 17) pivoted as at 93. The members of each pair are operatively connected by a cross piece 94, 95 on one member of a pair as shown in Figs. 2 and 65 10, and each cross piece carries an adjustable screw 96. Each lever` 14, 83 has on its third arm a roller 91, 98 which strikes the head of the ad jacent screw in moving from an active position back to neutral position and so releases the lock of an open valve to permit it to be closed by a spring, as at 99 (Fig. 10). 'I'he cross piece is attached only to one locking member oi’ a pair so as to permit the locking members to move connected to an arm \|00 on the plate, the spring being anchored at its other end to any conven ient part and its movement is limited by a pin \|09 striking a stop \|\|0 on rlxed plate \|0\|. Plate \|05 is moved counterclockwise by a spring \|\|\| connected to an arm \|\|2 ñxed to said plate and anchored to a fixed part of the machine at its other end and its movement is limited by a pin \| I3 striking a stop \|\|4 on iìxed plate \|02. The arm \|08 is adapted to be connected to rod 13 by a bent link \|\|5 pivotally secured to arm \|08 and lhaving at \|\|6 a notch adapted to engage a lug \|\|1 on said rod. In like manner, bent arm \|\|2 is adapted to be connected to rod 12 by means of link \|\|8 having a notch at \|\|9 adapted to engage a lug \|20 on said rod. The arms \|08 and \|\|2 are ñxed adjustably to a shaft \|2\| by set-screws \|22. Plate \|0\| is provided with ports \|23 to \|21, the port \|23 opening into pipe \|28 teed into pipe \|29 leading to the left side chamber of piston 35 casing 2\|. Port \|24 opens into pipe \|30 leading to the right side of piston casing 22. Port \|26 opens into pipe \|3\| leading to gate valve 82, con nected by pipe \|32 to the left side of casing 2\|. Port \|25 opens into pipe \|33 passing directly to 40 the right side chamber of casing 2\|. Port \|21 cliäigns into pipe \|34 which connects with pipe At the other side of the valve, plate \|02 has ports \|35-\|39. Two branches \|40 and \|4\| of 45 pipe 55 lead respectively to ports \|35 and \|36. Pipe 54 leads into port \|31, pipe 53 to port \|38, and port \|39 is an air intake port. 'I'he disk \|04 (Fig. 13) has ports \|42--~\|45 and the disk \|05 (Fig. 14) has ports \|46---\|48, ports 50 \|41 and \|48 being arcuate slots. The ports in the disks register with adjacent ports at both side of each disk according to the position of ro tary adjustment of the disks. A bracket \|48’ supports the gear selector valve mechanism. A device for controlling the interengagement of links \|\|5 and \|\|8 with the rods 12 and 13 is shown in detail in Fig. 9 (see also Figs. 1 and 2). 'I'his device comprises a piston \|49 in a casing \|50. A spring \|5\| forces the piston to Ward the right in said ñgure and so tends to hold in lowered position a bent lever \|52 pivoted at \|53 and connected to the piston by a link \|54. The bent lever at its free end extends under links \|\|5 and \|\|8 but above rods 12 and 13. A branch 65 of pipe 53 leads into the left end of casing Other features The reversing means includes the pipe 51 which leads from the driver’s control valve 24 to the 70 left side of piston casing 22. The return line 68 extends from the accelerator valve to an air sup- . independently to locking position, since only ply line \|56 at the rear of the mechanism and line \|56 is connected (1) to the right or rear one valve need be locked open at any one time. chamber of piston casing 2\| by pipes \|51 and \|58 75 l between which gate valve v8l is interposed (2) to the iront chamber of piston casing 22 by pipes \|59 and \|60 terposed an _tween which gate valve 89 is in- ' (3) to the rear chamber of casing. 22 by pipes \|6\| and \|62 between which gate valve 90 is interposed. can merely be moved to position “N” inthe op-. erator does not desire to go to a higher speed.- ` When the parts are in neutral position the ports of the driver’s control valve register as fol ' 32h with'34 32o with 35 32d with 36 In the drawings the parts are shown in neutral 32f with 31 ' position. If now it is desired to shift -to ñrst or 32h. with 88 io low speed the indicator 4\| on the quadrant is 32g' with 40, moved to the position marked “G’>’. Through the train of connections shown in Fig. 1 the disk 28 ' while the remaining ports are blind. The low pressure at the4 right in casing 22 is is now moved to a position wherein the ports reg relieved by air entering port 61 of the ac 15 ister as follows: celerator valve and passing via recess 65 to pipe 32a with 34 56, then to ports 3_9, through a passage 33 to v 32h with 35 port 40‘and through port 32j to pipe 51 and so l .32o with 3'6 to the casing. 32d with 31 To shift into- second gear from first or low gear, 20 32g with 38 it is only necessary for the driver to throw out 32h with 39 the clutch again and step on the accelerator and 321'À with 40, he needmot go into neutral. The link \|\|5 being the remaining ports being blind, i. e. being closed now hooked to rod 13, the gear selector valve by the solid portion of the stationary plate. disk \|04 will be moved about its pivot during the At this time the disks of the gear selector valve return movement of rod 13 to shift the gears out 4are so located that- port \|41 is aligned with ports of first position. For this _ purpose the driver \|36, \|42 and \|24 to provide a passage through throws out the clutch and takes his footvoff the this valvel which passage connects pipe .\|30 and ~ accelerator. The accelerator valve goes to “Off” branch \|4\| of pipe 55. position (Fig. 5a) connecting air supply pipe \|56 30 30 l There is no operation of the mechanism until to the intake manifold through pipe 68, chamber the driver steps- on the accelerator, thereby mov ‘64 and pipe 69 so as to withdraw air from sup ing the accelerator valve to operating position. ply pipe \|56 and permit the piston in casing 22 As the operation of this device assimilates'itself to return quickly to normal position. As the pis-v _ closely to the, ordinary method of sluiting gears ton moves back to the middle position, the rod 13 is moved to the right and the roller 98 on lever 35 it will be understood t at the clutch has been thrown out manually fore touching the ac 63 unlocks the lever 9\|, permitting the gate. celerator, as usual unless free wheeling is being valve 69 to’close. used. When the accelerator valve has been Movement of rod 13 to the right in Fig. 2 brings moved to the “On” position of Fig. 5 the connec disk \|04 into a position where port \|42 registers tions from the intake manifold will act to ex with ports \|35, \|46 and \|23 andl upon again 40 haust the air from the rear chamber of piston pushing down the accelerator rod the suction of casing 22 through'the T coupling 5\|, pipe 69, the intake manifold will act through coupling passage 6‘6 (Fig. 5) pipe 56, ports 39, 32h, 32g and 5\| , pipe 69, passage 66 (Fig. 5) pipe 56, ports 39, 36 of the driver’s control valve to pipe 55, then to 32h, 32g and 38 of the driver’s control valve, pipe 45 branch \|4\|, through ports \|36, \|41, \|42, \|24 to pipe \|30 and so to the right hand chamber or rear side of piston casing 22. Due to the exhaus tion of air from this side of the casing the flexi ble piston will be moved in the direction indicated 50 in Fig. 10, the other side of the casing being un der normal atmospheric pressure of approximate 55, branch \|46, ports \|42, \|35, \|46 and \|23 and 45 pipe \|29 to exhaust the air in the left-hand chamber of piston casing 2\|, whereby the flexible piston will act through three-armed lever 14 to move rods 12 and 10 to the right to shift to second, such operation also opening gate valve 50 8\| and locking it, all in _like manner >as above » ly 15 pounds per square inch. As the piston » described for low gear. This movement of rod moves in the direction indicated, it _moves the 12 places it in a position where its lug \|20 can three armed lever 83 clockwise about its pivot engage notch \|\| 9 in link \|\|8, preliminary to 55 84 and this' lever opens the gate valve 89 by striking against depending lever 81, thus ad mitting air from the air supply line \|56 to the left hand side of the piston casing through pipes \|59 and \|‘60 to maintain the pressure at that side 60 of the piston. Concurrently with suchoperation shifting to third gear, and the link \|\|8 being free to move downward such engagement now takes place. At this time both links l\|5 and \|\|8 are clutched to the respective rods 13 and 12. ' To go into third gear the driver first throws out the clutch and releases the accelerator, upon the arm of the lever which is connected to rod 13 which the piston 18 (Fig. l0) is returned to its moves this rod and rod 1\| to the left to shift the normal `position as above described in connection gears toward ñrst forward position or low' speed with shifting vto second gear, so that the shift position. At this time also the locking member - rods 12 and 16 are operated to take the gears 9\| is cammed up by the bevel at the upper end out of second speed position. Such movement 65 of lever 81 and fallsbehind it so as to lock the brings the disk \|05 into a position where the _’ lever in a position analogous to the dotted line ports \|31, '\|41, \|43 and \|25 are aligned; The position of lever 60, illustrated in Fig. 3,’locking suction of the intake manifold now acts through the gate valve 89 open. coupling 5\|, pipe 52, ports 35, 32h, a cap 3\|, ports 70 As the operating rods 13 and 1\| are moved for ward the lug \|\|1 comes into'position under the 32o and 36, pipe 54, the aligned ports of the gear selector valve, and pipe \|33 to reduce the pres slot \| \|6 in link \| I5 and the link falls so as to con nect the rod 13 operatively to link \| I5. The parts sure in the right chamber of casing 2\| so that are now in position for shifting to second speed 75 if desired or the indicator 43 on the quadrant the flexible piston moves to the right and swings~ lever 14 counterclockwise, thereby drawing rods 12 and 10 to the left to shift to third gear, such second and reverse to neutral. Air intakes 8\| and \|39 supply the >air used in passing from sec movement also opening gate valve 82 and lock ing it- open by means of locking element 90 to connect the left hand chamber of casing 2\| to ond to third; intake 8\| serves in going from sec ond to neutral and intake \|39 in carrying on from the pipe Isl rhrougifpi? \|32. The'air cham this point in neutral to high. ber just referred to is not connected to the air supply pipe \|56 but the return movement of rod 12 and link l I8 has brought into alignment ports It will be obvious to those skilled in the art that various modifications may be made in my device without departing from the spirit oi the invention, therefore I do not limit myself to what is shown ~in the drawings or described in the 10 specification but only as indicated in the ap \|39, \|48, \|45 and \|21 of the respective members \|31, \|05 and \|0\| of the gear selectorvvalve. The port \|39 is open to atmosphere and it furnishes additional air when the gears are coming out of second and going into high, which air passes pended claims. through the aligned ports andfthrough pipes \|34 what I.claim as new and desire to secure by Let Having thus fully described my said invention, and \|29 to the left hand chamber of the casing 2\| to force the piston over as the air is exhausted from the other side. Air is furnished by the other lines to bring the gears out of second and this line furnishes additional air for moving into third speed in a continuous operation. 'I‘he port \|48 ters Patent, is: change-speed gearing, the combination of gear shifting devices, means whereby the character of the gear change may be predetermined, means 20 is formed as a slot so as not to interrupt the operated by¿le suction of the intake manifold for actuating the gear-shifting devices, said means including sliding .transmission rods, pis continuity of its registry with port \|45 in the continuous operation of shifting out of second and into third or high gear. The accelerator is 25 not operated at this time as the car is driven normally in high gear and a continuous vacuum is desired. To maintain this continuous vacu um pipe 54 is connected as above stated. tons connected to said rods for moving them in opposite senses to produce different speeds, cas 25 ings for said pistons, connections from said man ifold to said casings for causing suction effects at opposite sides of the pistons, pipes for admit To shift out of high gear the clutch is thrown ting air to that side of the'piston where suction is not being exerted, valves in said pipes, and 30 30 out and the indicator or the quadrant is set at neutral “N”. Thev suction now acts through means for normally locking a valve positively in open position during the operation of a corre pipes 53 and \|55 on piston \|49, tilting lever \|52 and raising links H5 and \|\|8 out of engagement with rods 12 and 13. The springs \|01 and \|\|\| 35 swing the disks \|04 and \|05 back until stopped by engagement of pin \|09 with stop \|\|0 and pin sponding piston. 2. A device as in claim 1, including means op erated automatically during return movement of such a piston for unlocking said locking means. I’ 3. In a device of the character described, a driver’s control valve, a gear selector valve, gear \|\|3 with stop \| \|4 respectively. §uch movement places ports \|38, \|48, \|44 and \|26 of the gear se lector valve in alignment and, as port \|26 leads to a pipe \|3\|, the suction from the manifold can now be exerted through pipes 53, \|3\| and \|32 to the left chamber of casing 2\| to reverse the movement of lever. 14 and connected parts. shifting rods, pneumatic means for actuating said gear shifting rods, pipes connecting the above 40 named devices to each other and to the intake manifold of an internal combustion engine, means for setting the driver’s control valve to predetermine the rod to be shifted and the direc tion of its movement, manual means controlling 45 the connection between the intake manifold and For reverse gear the indicator 4\| is moved to 45 “R” and this causes the parts in the driver’s control valve to register as follows: 32C with 34 32d With 35 32Í With 36 327~ With 39 32k with 40 The other ports are blind. The driver now throws out the clutch and depresses the accelerator rod to move the accelerator valve to “On” position, whereupon the suction from the manifold acts' through coupling 5\|, pipes 69, and 56, ports 39, 327', a passage 33, ports 32k and 40 and pipe 51 to reduce the pressure at the left of casing 22, 60 whereupon the piston moves the lever 84 counter clockwise and draws the rods 13 and 1\| rear ward, also opening valve 90 and locking it open by element 92. To go out of reverse the indi ` cator 43 is moved to neutral, as explained above. 65 It may be noted that pipe 55 acts as a vacuum line in both first and second gear operationsl when the foot accelerator is down, but as an air intake line in both operations when the accelera tor rod is released. 'I‘here are four air intakes 70 respectively at 31, in connection with high gear; at \|39, which operates only in connection with high gear; at 34’ that operates only in connec tion with piston \|49, and at 61 in the foot selec tor valve that operates in shifting to first, sec u ond and reverse and also in passing out of first, 1. In a mechanism having an internal combus tion engine, an intake manifold therefor and the remaining parts of the combination, links adapted to be connected to the respective shifting rods, connections from said links to the gear se lector valve for altering the relation of the parts therein with reference to the pipes connected 50 thereto, and means operated through the driver’s control valve for controlling the relation of said links to said shifting rods. 4. In a pnemnatic gear shift, a pair of shifter rods, flexible pistons operatively connected to the respective rods, casings for said pistons pro viding air chambers at opposite sides of each pis ton, each piston having its peripheral edge se cured to its casing to seal said air chambers, 60 manually controlled means for connecting said chambers selectively to an intake manifold for creating a vacuum therein, and automatic means for admitting air to the opposed chamber when a vacuum is created in any chamber. 5. A device as in claim 4, including manually operable setting means for predetermining the gear-shifting operation, and connections to a foot-operated accelerator rod for controlling the connection to the intake manifold. 6. A device as in claim- 4, including air passages 70 leading to said chambers, valves in said passages, and automatic means for positively locking open the passages so admitting air to said cham 7. In a pnuematic gear shift, a pair of gear shifting rods, a piston for each rod, a casing for each piston providing anair chamber at each side of. its piston, means for connecting a cham ber to a source of suction including a gear se lector valve, a link adapted to be automatically connected to a shifting rod at one end of its move ment but normally disconnected therefrom, and means operated by said rod through said link for 10 altering the relation of ports and passages in said gear selector valve upon return movement of said rod. 8. In a pneumatic gear shift, a shifting rod, a piston connected thereto, a casing providing a 15 chamber at each side of the piston, means for exerting suction at one side of the piston, means operated by said piston for admitting air to the l other` side, and means for locking open the air passage to said side when the shifting operation 20 is completed. 9. A device as in claim 8, including means op erated by the piston for unlocking said locking means upon a »reverse operation of the piston. 10. In a pneumatic gear shift, a shifting rod, 25 a piston connected thereto, a casing providing a chamber at each side of the piston, means for exerting suction at either side of the piston se lectively for shifting said rod in either direction, means for admitting air to the other side of the 30 piston, means for locking open the passage that admits air, and` common means operated by the piston for unlocking the locks for both thev air passages leading to opposite sides of the piston. 11. In a change speed gearing, a set of gears, 35 pneumatic gear shifting means including pis 12. In a pneumatic gear shift, a pair of shifterrods, pistons connected to the respective rods, casings for said pistons providing chambers at opposite sides of each piston, manually controlled means for connecting said chambers selectively to a source of suction, automatic means for ad-- mitting air to the opposite chamber when a vac uum is created in any chamber said means -in cluding passages leading to such chambers, valves in said passages, means operated by the initial 10 movement of a piston for opening the valve in a passage leading to the related chamber, and means for locking said valve in open position. 13. A device as in claim 12, said valve opening means including a lever connected to the pis ton and to the corresponding gear shift rod. 14. A device asin claim 12, said valve opening means including a lever connected to the piston and to the corresponding gear shift rod. and a levereconnected at one end to said valve in po 20 sition to be actuated by said first-named lever. 15. A device as in claim 12, said valve opening means including a lever connected to the piston and to the corresponding gear shift rod, a lever connected at one end to said valve in position to 25 be actuated by said first-named lever, said sec ond-named lever standing in a vertical position and having a cam edge at its upper end, and a pivoted detent positioned to be raised by said cam edge and then to fall behind said lever to 30 lock its valve open. 16. A device as in claim 12, said valve opening means including a lever connected to the 'pis ton and to the corresponding gear shift rod, a lever connected at one end to said valve in po 35 tons connected to the gears of said set, cylinders ~ sitlon to be actuated by said first-named lever, said second-named lever standing in a vertical for said pistons, a source of suction, pipes >con necting said source of suction to opposite ends position and having a cam edge at'its upper end, of said cylinders, means for admitting air to said a pivoted detent positioned to be raised by said cylinders, a steering post, a driver’s control valve cam edge and then to fall behind said lever to 40 comprising oscillatory plates in face contact with lock its valve open, said ilrst-named lever ern-' each other, means for adjusting said plates to bodying means for subsequently releasing said predetermine the operation of the gear'. shifting means, and manual means for controlling the connection between said pistons and the source of 1suction independently of said driver’s _control va ve. Без категории Размер файла 990 Кб 1/--страниц Пожаловаться на содержимое документа	06f2d398-834c-4396-b781-cb2941ce62a1
7 Electric Bike Tips And Tricks For A Better Rider Experience Whether you call it an e-bike or an electric bike, there's no better feeling than riding than the road with your hair flowing in the wind, knowing that you're single-handedly reducing your environmental impact by riding your zero-emission vehicle instead of driving a gas-guzzling motor vehicle. But just like anything else in life, you'll need to learn the ins and outs of riding an electric bike first hand, which will eventually allow you to enjoy the experience for what it truly is. Unfortunately, many myths and misconceptions surround e-bikes, commuting with them, and electric vehicles in general. So to help you separate e-bike fact from e-bike fiction, we thought it'd be a great idea to put together the following guide. Below, we're exploring 7 electric bike tips and tricks that are sure to help you improve your electric bike's range, braking and handling, and your overall rider experience. #1 - Charging And Recharging Your E-Bike Battery The battery is undoubtedly the most essential component that separates an e-bike from a traditional bicycle. It's also one of the most expensive parts to replace when something does go wrong. Therefore, it's worth knowing how to properly charge, recharge, and maintain your battery for optimal performance. How long should you charge your e-bike? Most electric bike battery packs can either be charged while directly mounted to the bike, or they can sometimes be removed and swapped out for charging. The battery charger will likely have an indicator light that will either pulse or flash red while charging and then switch to solid green once fully charged. When you first get your e-bike, make sure to give it a full charge according to the manufacturer's directions. A fully charged will usually take somewhere between 8 to 12 total hours, ensuring you will fully energize your battery for that first trip. Is it bad to leave my e-bike plugged in overnight? Most people will tell you that lithium-ion batteries don't have "memory," meaning that they can be plugged in and charged at any time without causing any damage to the battery. While this may be mostly true, it's best to err on the side of caution and avoid doing anything that could potentially ruin your battery. So with that in mind, do your best to avoid letting your battery die completely. Not only do you not want to end up stranded, but letting your battery die completely can also possibly even reduce your electric bike's range. At the same time, you should try to avoid leaving your electric bike plugged in for too long or plugging it in too often, which can potentially cause the battery to overheat while you're not watching it. If you're unsure of how long your battery should take to charge, simply refer yourself to the manufacturer's instructions. Your e-bike manufacturer will be the best source of information on caring for and maintaining your battery correctly. How does temperature affect my e-bike battery? Finally, you'll also want to avoid exposing your e-bike's battery to extreme temperatures. Both extremely hot and cold temperatures can affect your battery in different ways. Extreme heat and hot temperatures can cause the battery to heat up more than it should, which can cause burns or damage to your electric bike. On the other hand, cold weather and sub-zero temperatures can impact your battery performance, resulting in lower speed capabilities and significantly reduced range. You'd better maintain electric bike in winter Therefore, during the wintertime or when the weather is colder, you'll likely need to charge your electric bike more often than you would during the hotter summer months of the year. #2 - Check Tire Pressure Before Riding An Electric Bike If you've ever found yourself on the losing end of a flat tire, you already know how disappointing and frustrated it can be to end up stranded on the side of the road without any way to get a new tube for your tire. That's why we highly recommend checking your tire pressure often and especially before any longer commutes. Not only is it a safe thing to do, but checking that your tire pressure can also help maximize your e-bike's range. It will also prevent your tires from wearing out prematurely, which any electric bike rider can appreciate. How much air pressure should you have in your tires? If you're riding a battery-powered bike in an urban environment, you'll typically want your tires inflated to somewhere between 80 and 130 psi. But for e-bikes specifically built for mountain riding, tires are usually rated for lower psi levels. Keep in mind that all tires and riders have different specs and preferences for tire pressure. So there's always a bit of wiggle room. But if you're unsure of how much air you should be putting in, make sure to check the product specs for the manufacturer's directions. Softer Vs. Harder Tires: Which is better? Softer tires tend to offer slightly more traction and grip, giving you better stability thanks to the increased surface area of the tire coming into contract with the ground. This makes softer tires better for electric mountain biking or trail riding rather than zipping through traffic downtown. On the other hand, harder tires will cause you to feel slightly less stable while riding, simply because of the tire's reduced surface touching the pavement. However, you will have much better control and maneuverability when riding at higher speeds. That's why you'll often see electric bikes designed for high-speed racing equipped with much thinner, more aerodynamic tires. #3 - Pedaling When Going Uphill - Pedal Assist If you're in the early stages of shopping around or looking for an e-bike, you should know that some electric bikes are designed with pedal assist features, offering you the perfect push you'll need for going up hills and pedaling up steeper inclines. Not to mention when you're traveling long distances for those pesky work commutes, having the extra push from your electric bike and its motor is exactly what you need. What is e-bike pedal assistance? Although pedal assist is only available on specific e-bike models, those with this feature should understand the difference between a pedal-assisted e-bike and a throttle-driven e-bike. While you can drive some electric bike models without pedaling at all, pedal assistance is an excellent feature for those who still want to feel the burn from pedaling their bike around but still want the option of having a little extra help from to time. Alternately, a throttle-driven e-bike will either pedal your bike manually or engage the throttle, which will drive your motor directly. #4 - Lowering Your Center of Gravity When you're out riding around town on an e-bike, it can sometimes be fun to stand up and feel the wind rushing against your face while you lean side to side, taking in all those feelings of freedom and total control that come with riding an e-bike. But did you know that standing up, leaning, or turning excessively can put a drain on your range? Electric bikes have a lower center of gravity due to the weight of their motor and battery. When you stand up or lean, riders can shift their electric bikes' center of gravity higher, which leads to less stability and less control over the cycle. Plus, when you stand up on your bike, you'll create a much larger surface, which means that your bike, its battery, and the motor will all have to work harder to propel the vehicle forward. What's the best way to carry cargo on your e-bike? If you're either a bike courier or just someone who likes running errands with their bike, lowering your center of gravity is essential, especially if you plan to carry any cargo with you. That's why you'll also see courier bikes equipped with saddlebags mounted lower down on the bike's frame, which allows the rider more stability and better balance due to a lower center of gravity. Or, for those that can't fit their cargo into a saddlebag, it's simply better to have any load mounted at the back of the bike, behind your seat, rather than the front, which will also help keep your center of gravity a bit lower. In the end, just remember that any extra weight you carry with you on your e-bike will affect your center of gravity, as well as your overall control and maneuverability while riding. So do your best to keep a lower center of gravity! #5 - Don't Pedal When Cornering And Entering Turns There's no doubt that e-bikes are extremely fun to ride, especially since they can allow riders to reach speeds that they couldn't go on their own. But it's still super important to keep rider safety in mind at all times. No matter what, whether you're a first-time rider or a hardened electric bike riding veteran, failure to follow safety rules and laws can lead to severe crashes, injuries, and potentially fatal accidents. Scrapping your pedals while cornering One well-known problem in the electric bike world is that many first-time and inexperienced riders end up damaging their bikes. Some even end up causing crashes by scuffing the ground with their pedals on the ground while riding around corners. Riders can easily prevent this if a bit of care, caution, and forethought are taken before getting on an electric bicycle. How can I avoid this? The best practice is to avoid pedaling while entering, turning, and exiting a corner and keep your pedals in the correct position. The pedal on the inside of the turn should be entirely up at the noon position, while the pedal on the outside of the corner should be at the six o'clock position. If you keep your feet in these positions, you shouldn't ever have an issue with scrapping the ground in this manner. And then, obviously, as you exit your corners and are no longer leaning into it, you can resume pedaling your little heart out. Don't forget: e-bikes are more powerful than pedal bikes While you might be tempted to think that riding an e-bike is exactly like riding a traditional bike, you'd be wrong. Because e-bikes have the extra power to propel you forward, you'll likely be able to reach higher speeds than you would while pedaling on your own. Although this can be loads of fun, impacts can have severe and potentially fatal implications at higher speeds. It might take first-time riders a bit of time to get used to doing this. But doing so truly goes a long way in keeping you safe and sound while riding your electric bike. Plus, you won't have to deal with ugly, scratched-up pedals or having to tell your friends that you've already damaged your brand new SuperDelite Mountain on your first ride. #6 - Brake Lightly And Evenly Not only will braking too hard or often cause premature wear to your e-bike brake pads, but you'll also reduce your electric bike's overall range since you'll be using more energy to regain speed after you brake. Therefore, it's best to dry and use your brakes only when necessary. When you see a stop sign or need to stop, try to slowly reduce your speed by coasting and applying your brakes only as hard as required to reach a smooth stop. The harder you brake, the harder you'll be on your electric bikes' brakes and other components. And for those riding throttle-driven e-bikes, you'll be adding that extra drag on your range as well. How long will my e-bike brakes last? Your rim brakes should last you several thousand miles or kilometers. But every rider's case will vary since everyone rides differently. Higher-end rim brakes are often said to last anywhere between 3,000 to 6,000 miles, or roughly 5,000 to 10,000 kilometers. But again, if you ride hard or frequently, there's a good chance that you may go through brakes more often than that. #7 - Follow the rules of the road Whether you're on a traditional bike or an e-bike, bike riding requires a great deal of safety knowledge and precaution. Not only do you need to make sure that you're wearing the proper safety equipment, such as your helmet and something reflective, you also need to know your local electric bike laws and regulations and follow the rules of the road at all times. When riding bikes and electric bikes, riders are often put close to moving vehicles and other obstacles that can become extremely dangerous when proper precautions and care aren't taken. Always make sure that you're in complete control of your bike while riding, and never ride in any manner that can put yourself or those around you at risk. Be smart, be safe, and most of all, have fun with Eskute Electric Bike! 1 comment Sylas Salamanka An article that has benefited a lot Leave a comment This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply. Reading next	e8b8c6cf-b69a-4b5b-9d16-1c90ae0eb220
Celebrating 75 Years of Service to the Greater Houston Area Q1 2024 Public Warehousing Review & Outlook In Q1 2024, the warehousing and chemical and advanced materials industry grappled with ongoing economic instability, geopolitical conflicts, and extreme climate conditions that affected power, supply chains, and logistics globally. As we look ahead, however, the chemical warehousing and storage market is poised for significant expansion and unprecedented opportunities, but the industry can’t overlook the formidable challenges ahead. The public warehousing market is projected to grow by nearly $60 billion with a compound annual growth rate (CAGR) of 5.6 percent through 2028. This is driven by various factors, including the rise of small and medium-sized enterprises (SMEs), a heightened focus on reducing costs, and the increasing emphasis on delivery strategy. Despite this, there has also been a significant slowdown in leasing activity for warehouse space across various sectors due to increased storage costs, higher interest rates, and evolving consumer spending habits, resulting in reduced storage availability. In our quarterly report, we delve into the current landscape of public warehousing, dissecting key trends and technological innovations shaping the industry. Q1 2024 Recap & Q2 Predictions The previous quarter was marked by myriad challenges and disruptions that reverberated throughout supply chains worldwide, prompting a critical examination of existing strategies and resilience measures. The Red Sea shipping crisis, sparked by Houthi rebel attacks, is diverting vessels away from the Suez Canal, which has led to longer routes and increased transport times and costs. According to J.P. Morgan, 30 percent of international container trade has been affected, and supply chains have been disrupted, causing surges in shipping prices, particularly on routes from Asia to Europe. Domestically, the collapse of Baltimore's Francis Scott Key Bridge in March forced the closure of one of the East Coast’s biggest ports, the Port of Baltimore. According to the Wall Street Journal, the weekly trade impact of the port closure is estimated to be approximately $1.7 billion, factoring in the value of various shipments such as consumer goods, automobiles, and coal. There has been a massive ongoing effort to clear the bridge debris to restore the shipping lane and find alternative routes in the short term to mitigate the supply chain disruption. In the meantime, the diversion through other ports and the additional transportation time may impact consumer prices and logistics costs. These issues, along with economic uncertainty stemming from heightened interest rates and the political climate of a presidential election year, underscore the need for businesses to adapt swiftly and proactively to evolving market conditions. Q1 2024 Takeaways • Continued supply chain disruptions will increase transportation costs and shipping times, potentially driving up prices for consumer goods and logistics services. • Companies are pivoting toward diversification, localization, and nearshoring to minimize reliance on single-source suppliers and mitigate risks from supply chain issues. • Warehouses will increasingly utilize AI and robotics capabilities to expedite inventory optimization, shipping and delivery methods. Industry Trends & Challenges Based on data from the U.S. Bureau of Labor Statistics, the warehousing and storage sector experienced a slight uptick in wages and hourly earnings in Q1, accompanied by a small decrease in weekly hours and overall employment figures. This could indicate a potential surge in demand within the industry, however, higher wages could translate to tighter profit margins or necessitate higher prices for warehousing services. The nearshoring trend continues to fuel increased business investments along the U.S.-Mexico border as many executives prepare for the unexpected. As Transport Topics notes, Mexico is the leading U.S. importer, with nearly 15 percent of total imports, and businesses are seeking to capitalize on current and anticipated growth opportunities in the region. A survey published by Axios indicated the number of companies taking steps to nearshore production grew from 17 percent in 2022 to 42 percent in 2023, highlighting executives' priority on better preparation for unforeseen events. The continued rise of online retailing has also heightened consumer expectations for faster deliveries and boosted the need for more diverse public warehousing solutions, including bonded and non-bonded storage, and ambient and temperature-controlled facilities to meet ever-evolving logistics requirements. Trends Takeaways • The public warehousing and storage market is projected to grow throughout 2024, driven by increasing demand for international storage solutions. • Nearshoring will continue to drive manufacturing and storage operations closer to the U.S.-Mexico border. • Online retailing has driven increased demand for public warehousing solutions that meet particular specifications. A Greater Focus on Sustainability Climate change has continued to present formidable challenges to supply chains, with extreme weather events disrupting operations, damaging infrastructure, and elevating risks for inventory management and transportation. In addition, rising sea levels are endangering warehouses located near ports, making flood insurance coverage and storage location important considerations when choosing a third-party logistics provider. In a continuation of another disconcerting climate trend, 2023 was the hottest year on record, and according to the National Oceanic and Atmospheric Administration (NOAA), there’s a one-in-three chance that 2024 will be even warmer, and a 99 percent likelihood that 2024 will rank among the top five warmest years ever recorded. NOAA also reported that the 2023-2024 winter season was the warmest it's documented, posting an average temperature of 41.1°F, which was 7.2°F above average. According to ClimateTrade, a decarbonization firm, the European Union (EU) has broadly escalated such policies for transportation and logistics to improve transparency and accountability to meet sustainability goals. The EU is implementing measures to curb carbon emissions from all large ships measuring 5,000 gross tonnage and above entering EU ports, regardless of their country of origin. Regulations include a border adjustment mechanism to tax carbon-intensive imports like aluminum, steel, and cement starting in 2026, along with expanding the EU Emissions Trading System to cover maritime transport from 2025, gradually phasing out free allowances by 2034. New regulations mandate the use of sustainable fuels in shipping sectors, requiring a minimum of 2 percent by 2025 before increasing significantly to 80 percent by 2050—the year many countries and firms are aiming to reach net zero emissions. Extended Producer Responsibility (EPR) laws are also becoming increasingly prevalent internationally and at the state level in the U.S., imposing accountability measures on manufacturers for the entire lifecycle of their products to encourage more innovative, eco-friendly designs. Logistics companies play a crucial role in EPR implementation by managing packaging, transportation, and recycling processes to meet sustainability goals. Sustainability Takeaways • Companies are expected to increasingly adopt sustainable practices as industry regulations and collaborative efforts ramp up. • New legislation from European governments, in particular, is poised to help reduce emissions from logistics, supply chains and transportation systems. • Manufacturers will be incentivized to utilize more sustainable materials and practices to reduce their environmental footprint and comply with regulations. Changing Market Dynamics In the fourth quarter of 2023, the U.S. saw a notable increase in warehouse vacancy rates, rising to 5.2 percent up from 4.6 percent in the previous quarter and 3.1 percent reported a year earlier, according to the Wall Street Journal. This also marks the first time vacancy rates have surpassed 5 percent since the onset of the pandemic-induced e-commerce boom in 2020, which spurred rapid warehouse construction and leasing activities in response to heightened need for storage space. This shift has led to more costly storage expenses and evolving consumer spending behaviors, collectively leading to diminished storage accessibility. To help combat rising costs and improve transparency, many across the logistics sector have integrated AI, Internet of Things (IoT) devices, blockchain, and advanced data analytics to enable real-time tracking, condition monitoring, and across the entire storage and distribution infrastructure. Market Dynamics Takeaways • Providers must offer more flexible, scalable solutions to adapt to changing market demands and geopolitical situations. • Warehouse vacancy rates in the U.S. rose to 5.2 percent in Q4 2023, a notable increase from previous quarters. The Takeaway In the face of the myriad uncertainties plaguing the industry, logistics professionals must strategically integrate public warehousing into their supply chain management strategies to stay successful. Reliable warehousing is pivotal to meeting product demand without the burden of owning or operating the facilities yourself, and even more crucial during periods of economic or trade volatility. Strategically located in Houston, Texas, American Warehouses remains the premier choice for public warehousing services. Specializing in secure storage and transportation for hazardous and combustible materials, we provide comprehensive solutions to shippers seeking reliability and safety. Our state-of-the-art, nearly 1 million square-foot facility can safely and efficiently accommodate a wide range of chemicals and material. And unlike other third-party logistics providers, American Warehouses has full ownership of our property and facility, giving us more control over operations, and enabling us to deliver top-tier service while minimizing costs. With a 75-year track record of excellence in commercial inventory management in Houston, Texas, American Warehouses is your dedicated logistics partner. We’ll help you store, transport, and track your inventory through every stage of the process, with confidence. Contact us today to learn more. Free Informational Circular Fill out the form to get your instant download of this convenient document highlighting how AWI helps companies maximize their supply chain operations. Leave a Comment	093f258b-434a-4392-b001-5283fc3c7f65
Super Street Network \| \| FF Squad Interview - The Real OGS Subscribe to the Free FF Squad Interview - The Real OGS The FF-Squad Keeps It TIIIIIITE! Sean Klingelhoefer Dec 1, 2009 Around the mid '90s the Honda phenomenon had caught on in a big way. People were constantly testing the waters - finding ways of tuning these once thought eco boxes into full-blown racecars. At the forefront of style were many odd conversions, grotesque color schemes and bizarre graphics. Enter the purveyors of OG JDM style, the FF Squad. They helped to usher in the classic JDM style and fused it with proven performance. Thanks in part to the FF Squad, the scene never looked back. Now more than 10 years after their internet boom we took some time to sit down with five original members of FF Squad, Jason "Katman" Kaplan, Lee Randle, Steve Joo and brothers Dylan and Erik Huig, to see why they're still addicted to FWD Hondas. Super Street: Alright guys first and foremost for our reader's that don't already know, what is FF Squad and how did it start? Lee: We don't know what it is either. Steve: Katman's love for building websites. Katman: It was our friend Pat, who passed away in '97. He was a pro skater and a friend of ours - we all used to skate. He got into Hondas and it rubbed off on all of us. Steve: I was a poser! Katman: At first it was mostly myself and Steve, Erik and Dylan. Then Lee showed up later. Lee: I went to school with Steve. Steve would take me to go meet up with these guys to go to the street races or whatever. I didn't even have a Honda yet. Katman: Didn't you have a Bug? Lee: I had a Bug. It was like '92? Dylan: That's when I had a squareback and Erik had that Integra. But I think the FF Squad name came because crews were a big deal back in the day and we kinda spent time thinking up funny crew names. Katman: That's how Tiiite Boy Racing came about. First it was Hot Chot Racing, HCR for short, thanks to Steve. Lee: I guess a chot is a dick (everyone laughs). Katman: What language is it? Steve: I dunno, like Vietnamese or something. Katman: Then it turned into Tiiite Boy for some reason, I guess because of Max and the whole megaphone thing. SS: Ah yes, the megaphone. Who started that? Lee: It was Max and Katman, they started doing it to each other. SS: That doesn't sound right. Katman: When shit was dope we'd be like "that shit was tiiiiiiiiiiiiite!!!" (done while raising a closed fist to the mouth). Lee: Then they started to battle over who could do it better. Katman: Then later the fingers moved into the megaphone. SS: So there was an evolution? Katman: Yeah it turned into "oh that thing was tiiiiite!" you know (making megaphone gesture) it was like that. SS: Unfortunately this doesn't record video. Lee: It was some funny-ass shit; Max was hilarious. SS: What was everyone's first Honda? Katman: '87 Civic Si, summer of '94. Before that I had a VW bus. Eric: My first car was a '93 Acura Integra. Steve: Mine was a '88 Prelude. Katman: With the happy-face city lights! Steve: With the happy-face city lights. Lee: I had a '90 Integra. Dylan: I had a '92 Civic hatchback. Katman: I remember that, it was super dumped. Dylan: That was the car that had the BBR Competitions and the Primo sticker on it. Katman: I remember one time you had it so low on the CR-X wheels when we were on our way to the street races that the shit was just scraping on the freeway. Dylan: Were you in the car with me when the dude pulled up next to us and told me that the car was on fire? Katman: Yes! (laughing) Dylan: Yeah my muffler piping was constantly scraping. Lee: I'd see you guys at the street races sometimes and it looked like your car was air-bagged, that's how low it was. SS: It sounds like almost all of you started with Volkswagens? Dylan: I think so. SS: What made you guys jump from Volkswagens to Hondas? Dylan: I drove my brother's '93 Integra... and that was it dude! I was all about selling my squareback and getting a Civic. Katman: They're cool looking, easy to modify... and reliable. Dylan: Back then every car was a new car. There were no primered buckets running around. Steve: No rat-rods! Lee: They were expensive. I wanted a CR-X bad but they were like ten grand or more dude. I was just always the passenger going to the street races. Dylan: I paid ten grand for my Civic. Katman: That's back when Si's were a big deal. SS: What did you guys look towards for inspiration back then? Katman: Oh that's easy, Little Tokyo bookstores! Japanese books, Hyper Rev, J's Tipo. (laughs) Steve: Why did you giggle? Katman: Because we used to joke about that, about the "tip" of my dick. Dylan: And there were a few nice cars. I always liked Junior's car and a couple other Redline cars. Katman: The Ronald McDonald CR-X! That thing was tight. (sarcasm) Dylan: Um yeah, I was never of fan of those cars. I remember the big deal was the super sales at CarMate. That was the best car show of the year dude! That's where you'd see all the cars. Lee: I remember seeing Tony Fuch's car there! SS: What were some of the things you guys aspired to do with your cars? Were there any parts or wheels in particular that you were like "oh shit I gotta get those!"? Katman: Oh yeah there were the usual exterior Japanese OEM body parts. Lee: For me it was always the black Mugen RNRs, they were always the unattainable wheel. That or M7s. Steve: I think it was M7s. The M7s weren't attainable. Lee: Dude there were no M7s around. I think that they all came from Japan fairly recently. Steve: I'm sure they did, because look at how many are available now. Lee: Not that many people here bought them new. They were too expensive. They were like triple the price of a normal wheel. Dylan: And then they were off the market. I always wanted Super Fins. I love Super Fins. Lee: As far as body parts we always just wanted the stock stuff. Our cars were so low that anything we put on it, like a thousand dollar lip, would just get ripped off. Back then it was just not even feasible. Dylan: Although I was super into the Spoon parts when they first came out. The wing and the wheels. Lee: I was scared of the lip though! SS: Why have you guys all stuck to owning and driving FWD Hondas? Dylan: Because no one will pay me what I would want for my car! (laughs) Katman: For me I like going to the track, it's fun! Dylan: It's super fun. Katman: I'm kinda glad I got the EG. If I kept my '87 I don't know how well it would have handled. With the EG you can easily set those up for track use with all the N1 race cars or whatever we saw in the magazines. Dylan: I think had we not started going to the track we would have all sold our cars. Lee: Totally. I'm to the point where I'm done starting from scratch. Because every time you start from scratch... SS: Yeah all the time and money Lee: Yeah. Whereas now it's done, every few months you can tweak on it and just change little things. Katman: For me that was the whole goal. We used to go to Little Tokyo and read the magazines and there would always be N1 racecars in there. I was like "dude I wish we could get on the track, that would be so fun." Lee: These two (Katman and Dylan) were the first two that went for sure. Katman: Our friend Eric Bauer kinda showed us. He brought us to a couple track events and set us up. He was like "there's a place called Speed Trials and they have track days. You just sign up and you go." Then you go early and drive the track with an instructor and learn the line. Lee: This was in the late '90s too. Katman: Like '99. Dylan: Something like that. Katman: Eric Bauer was an Internet friend from the Hybrid forum. When I got on the Internet, the Hybrid forum was the place to be. You could get all technical with swap information. Steve: You could get all Katman-del. FF Squad: (laughter) Katman: We've got history on there. Steve: On your Commodore 64? SS: Do you guys find it more rewarding to build a car and use it as apposed to building one just to have a nice car? Katman: I've always been like "jeez if you're gonna buy the parts why don't you use it?" y'know. I mean it's fine to show it off but it's kinda lame. You're just dropping money and meh bling-bling here and there. SS: I sense some hostility there. Katman: Use it y'know. Why are you gonna drop all this loot on a Mugen intake system or whatever? Lee: But you know what's funny is that almost everything we buy, because it's rare or it looks good or whatever, almost all of it makes your car work better. All the suspension and everything, the first time I went to the track I was like "god my car is badass dude!" First time there I'm already passing people, and I know it's not me, it's my car. It really really made me love my car. It made me wanna keep going with it. Katman: The other funny thing is most of the people that just buy the parts are probably thinking "man my car can probably hug a turn." But they can't hug a turn if they don't know how to hit a turn right. Lee: You have to get past the "it's my baby" stage. You have to get to the point where it just seems like a video game now and I'm just gonna try to pass everybody. Then afterwards you start realizing " damn I could have killed my car today." And sometimes you do end up killing your car. Dylan: But it's worth it. Lee: If you can afford it, it's worth it. Dylan: You can't pull one lateral G with your car parked in your garage or at a car show. Katman: But it's cool to have our cars how they are, they can be at a car show. They can do two things. SS: There's usually a huge divide between people that show their cars and people that race their cars. It's not too often you see a car that looks good and gets used. It's cool to see you guys using your cars, especially since most, if not all of you, have your cars repainted. Once most people get paint they're too scared to track. Steve: That's me right now. (laughs) Katman: (laughing) Lee: Steve's the guy who has the spare bumper and spare hood and all that stuff. Steve: I'm ready for the track! Lee: I told myself, any shit that happens at the track, I can live with. Dylan: It's like a war wound. Lee: Totally. Those rock chips I'm cool with. If I hit some shit on the freeway, I'm gonna be pissed. Dylan: I painted my car in '95 and I haven't touched it since. It's got a lot of rock chips from slow-ass Corvettes! Lee: And always had a really ugly hood on it until what, a year ago? The signature dented black hood. SS: How do you guys feel about where the Honda community is now? It seems like less people are building cars now, but those who are, are a lot more hardcore. Katman: You're right. Either people are hardcore show guys or they're into time attack and then you've got just your cruisers that throw Japanese parts on their cars. The "JDM ricers." FF Squad: (laughs) Dylan: I'm just happy that these cars have kinda created a cult following. It's a lot like the air-cooled Volkswagens to me. I know that in 20 years these cars will still be on the road. There will still be Japanese classic car shows and that's cool. Lee: The EG and DC changed the face of import cars forever. Katman: Then there's the whole Internet side, that accelerated a bunch of stuff. Dylan: I think that's awesome because you get to see so much. Steve: That's what I tripped on when I got back into it. SS: The learning curve has changed. Now kids don't have to go through all the leg-work you guys went through. Lee: No more trial and error. SS: Yup the suspension is figured out, the conversions are figured out etc... Lee: The style is figured out. Steve: But then everything is attainable now too. Lee: People are like "oh that color looks good on so-and-so's car so I'm gonna copy it." Dylan: It took a while before people started to figure out how many parts between the DC and EG were interchangeable. Lee: We used to joke that Katman's website was the instruction manual. SS: Where do you guys see the scene going from this point forward? Katman: It's kinda weird right now. It does seem like a lot of people are getting into road racing more. Then some are just... Steve: Tucking their engine bays. FF Squad: (laughter) Katman: You're either at the car show or you actually race your car. SS: Have you guys noticed that even show cars now are "race-inspired?" You clearly don't have the neon undercarriage lights and tinted windows. Dylan: Now you just have four levels of front canards! Katman: There's a little overkill on all that. Lee: But it is better than how shit was for sure. Some of it is stuff that I don't mind looking at. Trust me I save all those pictures. There is some badass stuff out there. SS: How do you guys feel about that stuff like wire tucks and different colored engine bays and GT wings on everything and shit like that? Lee: The engine bay thing's a little weird Dylan: Does that bother you? The different colored engine bays? That doesn't bother me at all. Lee: I think it started from like cars that have been stitch-welded and stuff. Dylan: And the harness tuck, that doesn't bother me. I think those Rywire mil/spec harnesses, those are nice man. It's nice work at least. Going in and filling all the holes in your engine bay is a little silly to me though. Katman: The original wire tuck was running carbs. Dylan: Yup folding all the extra wires up under the carbs and zip-tying them. SS: How much longer do you see yourselves driving FWD Hondas and will this be your last? Katman: I'll keep my EG as long as possible. Dylan: I've owned 27 FWD Hondas. (laughs) I'll probably own another 20 in the next 10 years. Katman: But you're buying an FR next week! Dylan: I mean, I love 'em. There's so many of them out there. Lee: As long as I'm going to the track I'll have my car. I wouldn't want to try and start over again. Maybe in the future my car will be a dedicated track car. Right now it's just clean and streetable. Katman: Unless someone comes along that wants to give you like fifty grand for your car, that's cool. Then you could start over on something ridiculous. Steve: It's a lot of work building a car too. Lee: We're getting too old to work on cars. We need a lift. Dylan: Steve's car we just built in the last year from two different shells. Lee: In his freakin' garage dude. Dylan: (laughs) Yeah his garage. No power tools. Steve: But that car went by pretty quick, it was simple. SS: We appreciate you guys taking the time to sit down and talk and we also look forward to featuring more of your cars in the future! By Sean Klingelhoefer 21	132bb83e-13cc-432d-a190-8e332f49648b
Trying to forecast future suburban commuting patterns, Naperville edition The Naperville train stations are busy – until COVID-19. So how full will the parking lots be in the future? Photo by Irina Iriser on Pexels.com The city conducted a survey in the fall to gather data on commuting habits and gauge when people expect to return to work. The information will be used as the city reevaluates the Commuter Parking and Access Work Plan instituted in 2019… A survey shows 81% of respondents are not commuting, but 75% indicated they expect to return to their “pre-pandemic schedule for commuting by Metra” by the end of 2021… The survey shows 1,642 respondents, or 76%, said they commuted on Metra four or more days per week before the pandemic. But 37%, or 797, said they expect to continue commuting four or more days when life gets back to normal… When people do return to a regular commute, Naperville’s parking survey showed 69% of responders would like the city to consider other payment options beyond quarterly and daily fees. Trying to forecast commuting via multiple means – train, car, bus, subway, etc. – is going to be difficult for a while. As the article notes, a work from home option from many employers could continue. The willingness of commuters to return to mass transit and regularly proximity to others also might matter (and more of those who return to the office might choose driving which leads to other problems). Yet, even if ridership or commuting stays low, systems still need to run and be maintained. With less revenue, how do transportation systems and municipalities keep up with costs? This can contribute to an ongoing chicken-and-egg problem often posed in the United States. If there was better mass transit, would this lead to increased use? Or, do you have to have increased ridership or interest before building out transit systems? The effects could be broader than just infrastructure and local budgets. Populations might shift if people change their commuting patterns for the long-term. Workplaces and offices could be very different. Suburbs, already built around private homes and lots of driving, could change in character and land use. Trying to make a better Walmart parking lot experience I have driven through many Walmart parking lots and while doing this, I often wonder how a better parking lot experience could help avoid regular issues. Here are some of the big concerns: 1. There are often a lot of vehicles, people, and carts moving around. It is hard to keep track of all the activity. 2. Depending on the traffic flow of the location, some of the traffic can be routed right in front of the store as vehicles turn in from a street or adjoining parking lot. 3. At least a few cars always seem to be lingering right at the front doors or nearby, waiting for people. 4. Carts are strewn throughout the parking lot; most are in corrals but there are often other ones on medians, in parking spots, and even several parking lots over. (Imagine if the Walmart lot had Costco sized shopping carts!) A few solutions come to mind: 1. Everyone needs to be very attentive. Having to pay close attention is not necessarily bad for drivers or pedestrians. 2. It is better to have the majority of drivers enter the parking lot area from the back rather than from the sides and drive directly in front of the store. I started thinking about this recently after realizing that I have been in multiple parking garages at Target locations but never at a Walmart. In these locations, there are advantages to having the parking further away from the store and/or having the store on a different level from the traffic flows. Figuring this out could have multiple benefits including: drivers and pedestrians would feel safer, the parking lot experience could be less fraught and more pleasant, and fewer work hours might need to be devoted to the parking lot. Perhaps this is just the price Americans are willing to pay for their love of driving and sprawl: complicated parking lots. This is not an issue exclusive to Walmart as many big box stores demonstrate similar patterns. But, since Walmart has so many locations and so many customers, solving issues there could be a big deal. Need bigger garages and parking spaces for bigger vehicles Americans’ interest in bigger vehicles means more space needs to be devoted to their storage: Across America, the drive for bigger vehicles is bumping into physical limitations. SUVs and pickups are getting so large that they’re struggling to fit into some home and parking garages and public parking spaces. Homeowners may need to think twice about purchasing larger vehicles, while parking lot operators are starting to charge oversize fees to accommodate behemoth SUVs and trucks… “Nowadays, there’s people buying Dodge Rams, Ford pickups that don’t fit, and they’ll park them outside,” he said. “The difference here is this is an electric vehicle and … you need to plug it in. I’m not gonna spend $50,000, $60,000, $70,000, $80,000 on a vehicle and then have to run an extension cord outside the garage or an outside outlet.”… While larger vehicles may pose some inconveniences, Americans don’t seem too bothered by it overall, at least if the vehicles being introduced by automakers are any indication. This goes along with the idea that Americans should buy bigger houses to help store their stuff! I first noticed this last year on a trip to New York City. In looking ahead of time for a parking garage, I saw that garages charged more for oversized vehicles. The article notes that this is largely confined to New York City but from other recent experiences seeing large vehicles in parking garages in the Chicago area, I would not be surprised if this idea spreads. Another casualty to these large vehicles: lanes on roads and highways. A bigger vehicle means it takes up more of a lane, particularly on roadways with narrower lanes and tighter conditions. There is also less room for drifting from going straight ahead. There is a focus in some places of reducing the number of parking spots as communities have long had generous numbers of spots compared to the average number of parkers. It would be interesting to see how a reduction in the number of parking spots might clash with a need to create bigger spots (which would take up more space per spot). An empty suburban parking lot In a recent drive through a consequential suburban office park (see more here), I saw this: I found the scene surprising and interesting for several reasons: 1. This suburb prides itself on its number of white-collar office and tech jobs. A parking lot that looks like this does not fit with this image. The lot is out of the way so it is not going to attract much attention. 2. This parking lot was on the edge of the property which included other parking lots – with some cars – and a large office building where it looks like there is plenty of activity. Perhaps the building does not have as many workers as it once did, hence the empty parking lot. 3. Might this have to do with parking space guidelines drawn up by communities? Suburban communities can require a lot of parking for shopping malls, big box stores, and other facilities. 4. If the parking lot has not been used for a while, I wonder at what point it is worth tearing it up. Might the property need the parking at some point? Would the space be better used as green space? This is likely not like urban parking lots where someone might hold onto the lot until property values skyrocketConstruction, ride-sharing doom Chicago parking lots Parking lots are disappearing in Chicago: Big increases in condominium sale prices and apartment rents have pushed up the value of well-located land, Lev said. At the same time, revenue has decreased as much as 30 percent in some parking lots his firm owns. “Many downtown garages are not doing the kind of business they used to, which is indicative of ride-sharing and not as many people owning cars,” Lev said. The lowly surface lot will play a role in reshaping Chicago’s skyline, with plans for two of the city’s tallest buildings in the works on parcels now used for parking… U.S. parking needs will be cut in half during the next three decades, the Newport Beach, Calif.-based real estate research firm projects. Widespread adoption of ride-hailing and self-driving cars will eliminate the need for swaths of parking spaces — enough that the square footage of the unneeded spaces will be more than the cumulative size of every currently existing apartment, office, shopping mall, retail strip center and warehouse property in the U.S., according to the Green Street report. Dwindling car ownership could have a major impact on land use and urban planning in the coming decades. It’s already affecting the way new towers are designed. Towers built over parking lots often include spaces within the new structure. Americans may like driving and owning cars but a decrease in the number of vehicles could influence many areas of American life. Parking lots may just be one domino in a chain of cultural phenomena that will slowly fall if driving patterns change significantly. Or, perhaps this change in parking could be seen as a necessary correction to having too much parking supply in the past. Some have argued American parking has been too cheap for too long as it encourages driving. This reminds me of two past phenomena. First, communities had battles over free parking and parking meters as customers came to expect plentiful free parking at shopping malls. Second, you can find plenty of images of Chicago in the mid-twentieth century where parking is prominently displayed even as the city was booming. For example, Grant Park was an important area for parking (and still is – it is just better hidden underground). Additionally, holding on to urban parking lots could be a lucrative investment strategy. In the short run, an owner and/or operator could collect parking fees. In the long run, they could wait until the price of land increased dramatically and then convert a humble parking lot or structure into an expensive development. These urban surface parking lots are rarely meant to be there forever. Historic preservation of a strip mall and parking lot Benjamin Ross in Dead End retells the story of a historic preservation movement to save a Washington D.C. strip mall: It fell to a suburb-like section of Washington, DC, to test the limits of historic preservation. In 1981, the new Metro reached Cleveland Park. Riders entered down a stairway alongside the parking lot of a fifty-year-old strip mall. The owners of Sam’s Park and Shop wanted to replace it with a larger, more urban structure. But the wealthy and influential homeowners who lived nearby liked things as they were – the neighborhood had led the successful fight against freeways two decades earlier – and they didn’t want any new construction. Tersh Boasberg, the local leader, told the Washington Post that “the central question is, ‘Can an urban neighborhood control what happens to it, or is development inevitable?”… Sam’s Park and Shop, its neighbors thus proclaimed, deserved protection as a pioneering example of strip-mall architecture. But for the historic designation to succeed in blocking new construction, it wasn’t enough for the store building to remain intact. The parking lot had to be saved as well. The residents’ base was not an easy one to make. In front of the original Park and Shop were a gas station and a car wash (an “automotive laundry” in the preservationists’ inflated prose), later town down to make room for more parked cars. Nearby stores were built in a hodgepodge of styles, without parking of their own… It was a long way from landmarks to human and appealing places to shop, but in 1986 the fight for the parking lot ended in victory. (p.93) A fascinating story that illustrates the power of NIMBYism and local control. Generally, those opposed to sprawl really dislike parking lots: they are only filled at certain hours of the day (usually during business hours), often are too large (though parking at a mass transit stop may be for the larger good), they are ugly, and their surfaces encourage water runoff. Yet, in the right setting, this parking lot was viewed as a better alternative than denser construction. (And the stated concerns about such construction might have been about traffic and safety but it often involves social class and status connected to denser development.) Those who live in Walmart parking lots Walmart has thousands of U.S. locations and there are people who live in some of these parking lots: The company’s policy of allowing overnight stays in their parking lots is intended to boost sales, but has the tangential effect of creating a subculture around its locations (though they’re still at the mercy of local laws). The two separate Walmart parking lots in Flagstaff, Arizona are specifically known for their long-term residents, and this past summer photographer Nolan Conway spent several days making a series of portraits of both the overnighters and the people who call these asphalt grids a temporary home… Sometimes managers will say no to campers because space is limited. Conway says he’s unsure what the exact rules were for the Flagstaff Walmart parking lots but there were stories of the police coming and telling all the long-term campers to leave. Conway says he first tried to make the Walmart portraits in another city during the winter but was routinely turned down. In Flagstaff people seemed more amenable, partly because it was summer and they were outside and more approachable, but also because these parking lots had so many long-term residents that they developed relationships and interacted on a regular basis. Their dogs would play together and residents shared meals and holidays. Why should we be surprised – lots of other things happen at Walmart. It would also be interesting to hear: (1) what Walmart officially says about people living in the parking lots; (2) whether this actually does help boost sales; (3) is there anything terribly wrong if people live in parking lots that are often criticized for being wasted space much of the day? Questions about a study of the top Chicago commuter suburbs The Chaddick Institute for Metropolitan Development at DePaul just released a new study that identifies the “top [20] transit suburbs of metropolitan Chicago.” Here is the top 10, starting with the top one: LaGrange, Wilmette, Arlington Heights, Glenview, Elmhurst, Wheaton, Downers Grove, Naperville, Des Plaines, and Mount Prospect. Here is the criteria used to identify these suburbs: The DePaul University team considered 45 measurable factors to rank the best transit suburbs based on their: 1. Station buildings and platforms; 2. Station grounds and parking; 3. Walkable downtown amenities adjacent to the station; and 4. Degree of community connectivity to public transportation, as measured by the use of commuter rail services. A couple of things strike me as interesting: 1. These tend to be wealthier suburbs but not the wealthiest. On one hand, this seems strange as living in a nicer place doesn’t necessarily translate into nicer mass transit facilities (particularly if more people can afford to drive). On the other hand, having a thriving, walkable downtown nearby is probably linked to having the money to make that happen. 2. There are several other important factors that influence which suburbs made the list: Communities in the northern and northwestern parts of the region tended to outperform those in the southern parts, with much of the differences due to their published Walk Scores. Similarly, communities on the outer periphery of the region tend to have lower scores due to the tendency for the density of development to decline as one moves farther from downtown Chicago. As a result, both Walk Scores and connectivity to transit tended to be lower in far-out suburbs than closer-in ones. It might be more interesting here to pick out suburbs that buck these trends and have truly put a premium on attractive transportation options. For example, can a suburb 35 miles out of Chicago put together a mass transit facilities that truly draw new residents or does the distance simply matter too much? 3. I’m not sure why they didn’t include “city suburbs.” Here is the explanation from the full report (p.11 of the PDF): All suburbs with stations on metropolitan Chicago’s commuter-rail system, whether they are located in Illinois or Indiana, are considered for analysis except those classified as city suburbs, such as Evanston, Forest Park, and Oak Park, which have CTA rapid transit service to their downtown districts. Gary, Hammond, and Whiting, Indiana, also are generally considered cities or city suburbs rather than conventional suburbs, because all of these communities have distinct urban qualities. To assure meaningful and fair comparisons, these communities were not included in the study. Hammond is not a “conventional suburb”? CTA service isn’t a plus over Metra commuter rail service? 4. The included suburbs had to meet three criteria (p.11 of the PDF): 1) commuter-rail service available seven days a week, with at least 14 inbound departures on weekdays, including some express trains; 2) at least 150 people who walk or bike to the train daily; and 3) a Walk Score of at least 65 on a 100-point scale at its primary downtown station (putting it near the middle of the category, described as “somewhat walkable”). This is fairly strict criteria so not that many Chicago suburbs qualified for the study (p.11 of the PDF): Twenty-five communities, all on the Metra system, met these three criteria (Figure 2). All were adjacent to downtown districts that support a transit-oriented lifestyle and tend to have a transit culture that many find appealing. Numerous communities, such as Buffalo Grove, Lockport, and Orland Park, were not eligible because they do not currently meet the first criteria, relating to train frequency. Some smaller suburbs, such as Flossmoor, Kenilworth and Glencoe, while heavily oriented toward transit, lack diversified downtown amenities and the services of larger stations, and therefore did not have published Walk Scores above the minimum threshold of 65. I can imagine what might happen: all suburbs in the top 20 are going to proclaim that they are a top 20 commuter suburb! But it was only out 25… 5. There are some other intriguing methodological bits here. Stations earned points for having coffee available or displaying railroad heritage. Parking lot lighting was measured this way (p.24 of the PDF): The illumination of the parking lot was evaluated using a standard light meter. Readings were collected during the late-evening hours between June 23 and July 5, 2012 at three locations in the main parking lots: 1) locations directly under light poles (which tend to be the best illuminated parts of the lots); 2) locations midway between the light poles (which tend to be among the most poorly illuminated parts of the lot); and 3) tangential locations, 20 and 25 feet perpendicular to the alignment of light poles and directly adjacent to the poles (in some cases, these areas having lighting provided from lamps on adjacent streets). At least three readings were collected for category 1 and at least two readings were collected for categories two and three. There is no widely accepted standard on parking lot lighting that balances aesthetics and security. Research suggests, however, that lighting of 35 or more lumens is preferable, but at a minimum, 10 lumens is necessary for proper pedestrian activity and safety. Scores of parking lot illuminate were based on a relative scale, as noted below. In effect, the scales grades on a “curve”, resulting in a relatively equal distribution of high and low scores for each category. In several instances, Category 3 readings were not possible due to the configuration of the parking lot. In these instances, final scores were determined by averaging the Category 1 and 2 scores. I don’t see any evidence that commuters themselves were asked about the amenities though there was some direct observation. Why not also get information directly from those who consistently use the facilities? Overall, I’m not sure how useful this study really is. I can see how it might be utilized by some interested parties including people in real estate and planners but I don’t know that it really captures enough of the full commuting experience available to suburbanites in the Chicago suburbs.	4efe29be-8bb8-4bfe-b202-23cf7a670f8e
Instrument Insides Explained Pr Altimeter Errors temperature errors cold altimeter There are certain errors associated with all altimeters. What you need to be concerned with as a pilot is understanding that when flying in cold air, even with the correct altimeter setting, the altimeter WILL indicate higher than you really are. This is a big problem when trying to navigate your way around terrain and especially towers. This is such a problem in fact, that some northern airports actually have notes on the approach plate with higher minimums that apply when the temperature is below a certain level.cold weather altimeter correction table This altimeter does decrease at lower altitudes, so one of the most dangerous scenarios may be trying to avoid cell phone towers built on the top of a mountain at night, and trying to fly above them. You may not have as much vertical clearance between you and the towers as you think. How big of a problem is this really? Take a look at the chart on the right to get an idea of how far off your altimeter may actually be based on your altitude and temperature outside. (note: no need to memorize this chart, just know that it exists and know how to find and reference it before you go flying in really cold weather). REMEMBER THIS: High to Low Look out Below! Low to High Clear the Sky! This applies both to flying from an area of high to low pressure, as well as flying from an area of high to low temperature, and vice versa. If you fly from an area where the altimeter setting is 30.20 inches, to an area where the setting is 29.90 inches, and do not adjust the altimeter setting in your “kollsman” window, you will be flying 300′ lower than your altimeter shows you are. Typical “Rules of Thumb” for altimeters are: • 1″ of pressure equals 1,000′ (i.e. you have the altimeter set to 29.92 and the local setting is 30.42, you are a half inch off, thus you are flying 500′ higher than indicated) • Flying in cold air your altimeter will indicate that you are higher than you really are • Flying from an area of high pressure to low pressure is dangerous if you don’t reset the altimeter with the new local setting often • You must reset your altimeter to the new local setting at least every 100 miles along your route of flight (more often the better) Five Different Types of Altitude Okay, full disclosure, what we are about to talk about is really more pertinent to the written exam than actually flying an airplane. At this point in your flying career, you are probably familiar with three types of altitude at least (Density altitude, MSL, and AGL). Those three types can easily keep you alive while flying for many, many years. Since we want to get a great score on the written exam though, let’s go ahead and define the 5 types of altitude the FAA wants you to know about. true altitude and absolute altitude • True Altitude: You care about the truth right? Well this is the altitude that is truly important, it is just another way of saying MSL or altitude above mean sea level. This is the altitude you are generally reading right from your altimeter. • Indicated Altitude: Whatever altitude your altimeter is indicating at that particular time. It’s just what the altimeter is showing. • Absolute Altitude: This is the altitude that is ABSOLUTELY important to you, it is your height AGL or above ground level (it matters how high you are above terrain right?) • Pressure Altitude: Set the altimeter to 29.92 and read what it says, this is your pressure altitude. The lower the local altimeter setting the higher the altitude your altimeter will indicate. • Density Altitude: This is pressure altitude corrected for non-standard temperature. In simpler terms, this is the “Feels Like” altitude (just like it might be 90 degrees in the summer in Florida, but feels like 105 degrees). Density Altitude is the altitude that the airplane “feels like” it is at, and it will perform accordingly. The higher the density altitude, the thinner the air is, and the worse the airplane will perform. (less air for the engine to make power, and less air for the wing to generate lift). Static Instruments pitot static instrument diagram ground school Many airplanes will have the static port combined with the pitot tube or pitot vane. Others may have just a single, or dual static port located elsewhere on the aircraft. Some airplanes may also be equipped with an alternate static source that will take a “static air pressure” reading from inside the cockpit (or somewhere where the port would never become blocked in-flight by ice or any other means). When using “alternate static air” also known as “alternate static source”, it is important to remember that due to the way the air flows around the airframe in-flight, there will always be slightly less air pressure inside the cockpit. This means there will be some errors associated with using “alt static air” and you’ll need to remember these: • Airspeed will Indicate Higher than Actual • Altimeter will Indicate Higher than Actual • VSI will momentarily indicate a climb when “alt static air” is activated inside of airspeed indicator Generally, you will activate the alternate static source by pulling a small knob on the instrument panel or turning a small valve somewhere near the instrument panel (your CFII can show you exactly where on your specific airplane). The reasons you will experience the errors listed above is this: when static pressure decreases around the airplane (i.e. you climbed so atmospheric pressure drops), you will have your altimeter showing higher than it should, and your VSI showing a climb when the pressure is actively decreasing. The airspeed works by comparing the “ram” air pressure against the static air pressure and moving the diaphragm accordingly. When there is less static pressure, but the same ram air pressure (like the airplane is still going at the same speed through the air, but you open the “alt static source” decreasing the pressure on the backside of the airspeed indicator diaphragm, the airspeed needle is going to show a higher airspeed than you are actually traveling at. magnetic variation and deviation worldwide Compass Errors We are all familiar with Magnetic Variation (the isogonic lines we use on sectional charts to find the difference between true and magnetic north for our current location). What may be new to you as an instrument pilot is trying to remember the turning errors associated with the magnetic compass. While it may seem like a lot to remember, you may find yourself navigating one day after everything else in your airplane has failed, just by the magnetic compass, and the skill of flying by just the compass may save your life. We’ll make it as simple as possible for you to remember exactly what you need to know to fly the airplane, and pass the written exam below: ANDS (Accelerate North, Decelerate South)compass west and east heading errors When on an EAST or WEST heading, if you accelerate, the compass will momentarily show a turn to the north even when your heading is actually staying constant. There is not a turning error when accelerating or decelerating on a north or south heading. OSUN (Overshoot South, Undershoot North) When turning to a Southerly heading the compass will lag. Everything moves slower in the South right? (LOL) If you’re trying to roll out on a Southerly heading, overshoot the heading (rollout later) and you’ll probably be where you want to be, you’ll see the compass catch up in 10-15 seconds. Basically, OVERSHOOT the heading you’re turning to when turning southbound. When turning to a Northerly heading the compass will turn faster than you are actually turning. Those Yankees move fast don’t they?! So undershoot the heading you are trying to rollout on. I.e You are turning towards a heading of 030 (doing a standard rate turn), from a heading of 180. As you see 050 or 045 on the compass, start your rollout, you’ll probably wind up right on 030. Bank Errors You can bank on these errors everytime! (A) When on a North heading and you bank to the left, the compass initially indicates a turn to the right. And when you bank right it initially shows a turn to the left. (B) When on a South heading and you bank to the left, the compass indicates a turn to the left (but initially at a faster rate than is actually occurring). And when you bank right it initially shows a turn to the right at a faster rate than is actually occurring. I remember this in terms of Barbeque. Nobody beats good southern BBQ. The phrase to remember here is: “North lags and South leads” Starting a turn from a north heading the compass will lag, starting a turn from a south heading the compass will lead. magnetic compass turning errors Bonus:compass deviation card You’ve probably seen one of these in every airplane you’ve ever flown. That’s because it is legally required in every airplane regardless of flying IFR or VFR. If the airplane is missing this attached to or near the magnetic compass, then it’s a no-go on flying until a maintenance tech can come out and do the test to write up a new one.	c400e2e8-cdf2-4e8c-bd62-c1a7dc3ea6e4
Terminal Island: Touring The Edge of America Terminal Island is an artificial landmass in the heart of the ports of Long Beach and Los Angeles, and was the subject of an exhibit at the CLUI Los Angeles from March 31 to May 30th, 2005. The exhibit looked at Terminal Island as a sort of organismic, flowing, landscape machine, composed of five separate terminal activities that occur on the island: importation, exportation, excretion, deportation and expulsion. Each one of these activities was described in text, and depicted through video captured by CLUI personnel over the months prior to the exhibit. 594 Looming overhead, Evergreen's container cranes take a break. CLUI photoThe Center's tour of Terminal Island, an artificial landscape in the heart of the ports of Los Angeles and Long Beach, was organized as part of an exhibit about this remarkable place, on view at CLUI Los Angeles from March 31 to May 30th, 2005. But however vivid an exhibit can be there is still nothing like being there, so on the morning of May 14, we loaded up a bus with 50 paying passengers and headed south on the 405 freeway, to our terminal destination. The tour really started even before the bus arrived to pick up the passengers, in the form of anticipation, uncertain expectations, and preconceptions. If Terminal Island exists at all in one’s imagination, it is most likely as a neglected place, a place that people forget about, or ignore, quietly nagging at one’s subconscious. It is a sort of noir space, a doppelganger to Los Angeles, more "Chinatown" then Chinatown. And perhaps too it exists in the imagination because it is a frequent film location, playing, as was suggested by the manager of a shipyard that is one of Terminal Island’s busiest filming locations, “every port in the world but itself.” The cinematic, noir qualities of ports in general may be partially due to recollections of filmic depictions of nefarious deals going down between ship and shore, or of dockworkers violently opposing management, or corrupt unions, à la On the Waterfront. This is partially a symptom of our lack of better images to give form to the port, something this tour was hoping to address. Part One The metropolitan gaze no longer falls upon the waterfront, and a cognitive blankness follows. Thus despite increasing international mercantile dependence on ocean transport, and despite advances in oceanography and marine biology, the sea is in many respects less comprehensible to today’s elites than it was before 1945, in the nineteenth-century, or even during the Enlightenment. -Allan Sekula, Fish Story As the bus passed through the “South Bay Curtain”the invisible, cultural barrier that keeps a lot of people in Los Angeles from venturing south of LAXwe entered into the Port’s realm of influence: the first of the refineries connected to the port; the satellite manufacturers; the north American headquarters for Toyota and Nissan. We turned south onto the Harbor Freeway, getting closer. Terminal Island originated as a fraction of land, in the form of a barrier of sediment in the estuary of the Los Angeles River and the Dominguez Slough, called Rattlesnake Island. In 1891, the Terminal Land Company purchased the island and a railway was built on to its east side by the Los Angeles Terminal Railroad Company. The area was renamed Terminal Island, and was expected to become a terminus for a rail system linking the nation’s interior via the Los Angeles and Salt Lake Railroad. Gradually the island grew, as dredges deepened the channels of the harbor, and dumped the spoils onto its expanding margins. Phineas Banning is often cited as the “Father of the harbor.” He established one of the first transport companies in the area, based at Wilmington, a town he founded in 1858 and named after his home town in Delaware. In the late 1800s and early 1900s, with no natural deep harbor in the region, several Southern California seaside communities were hoping to establish a major port on their shoreline, most notably at places along Santa Monica Bay. Banning, however, had successfully lobbied Congress for money to dredge the channel from the ocean to Wilmington, allowing ships to dock along what is now the port’s Main Channel, and establishing San Pedro/Wilmington as the favored site for the port. Harbor deepening continues to be a large program at the port, and is still mostly supported by the federal government. Currently the Army Corps of Engineers is engaged in a multi-year $253 million program to deepen the port’s channels from 45 feet deep to 53 feet deep to accommodate the ever increasing sizes of ships that ply the Pacific. At the base of the Harbor Freeway, after passing the Unocal Refinery, and the first of many sets of looming hammerhead container cranes, at the Yang Ming Line berths, the bus transitioned onto the ramp of the Vincent Thomas Bridge, which soars over the main port channel, and offers a sweeping, panoramic view of the port, before plummeting down onto Terminal Island itself. At the first exit on the island we passed by the under-utilzed Customs House (most of the Port’s customs offices are now at the Port of Long Beach) with its beautiful federal eagle medallion flying over its unused modernist portico (all services enter by vehicle through the back – there are no pedestrians on the public streets of Terminal Island anymore). We then picked up the first terminal thread of the day, the Los Angeles Export Terminal (LAXT), one of the visually dominant structures on the island. LAXT opened with much fanfare in 1997 as yet another emblem of the new, hyper-mechanized global port of the future. Coal from the western United States was shipped by rail to LAXT, stored in massive pads outside, then transported by a covered conveyor across the island to a giant, specialized conveyor crane, which loaded the coal onto ships, bound for power plants in the orient. That was the idea. Soon after opening, the global market for coal changed, and coal from Australia and other places in Asia much closer to where it was needed became available. LAXT has since been bound up in law suits, conflict of interest battles, and other quarrels amongst its 37 corporate partners, which include the Port of Los Angeles, a public entity, which has complicated things further. 595 CLUI photoLAXT’s future, for now, seems to be in petroleum coke, collected from the area’s refineries, and shipped to Japan for use in steel and cement making. At the “backland” side of LAXT, next to the Customs House, inside the two massive hemispheric domes (that nearly everyone whose work takes them to Terminal Island regularly, has a similar, feminine anatomical name for), petroleum coke from Chevron’s refinery at El Segundo is stored awaiting shipment. A company called Savage Pacific Services, out of Utah, operates the backland area, while the national pipeline and terminal operator company Kinder Morgan operates the conveyor and berth part of LAXT. The bus followed the snaking conveyor from dome to berth, then veered into the old fish cannery part of the island, on short streets with names like Sardine and Tuna, past large empty looking former cannery buildingsa “for lease” sign on the Chicken of the Sea building. The canneries were next to Fish Harbor, a small port within the port, once used by the fishing fleet. Though fishing boats can still be seen docked around the port, the only operating cannery left on Terminal Island is Starkist, at the end of Barracuda Street, across from the Impress can factory. The rest of the old cannery buildings seem to have been taken over as movie sets, and exhibit strange, irregular patinas of fake grime and smoke. On Tuna Street is the only remaining retail establishment on the island, a small Korean grocery. From this small scale, historic, and dense development around Fish Harbor, we crossed Terminal Way for a brief look into the container operations that cover most of the land at Terminal Island. Each of the major shipping company’s container berth area covers over a hundred acres of asphalt with hardly any fixed buildings. It’s a landscape of movement. While we will visit this aspect of the port in greater detail later in the tour, in an effort to drive on every public road on the island, we looped around through narrow gauntlets of chain link and k-rail, to a turn around area under the Vincent Thomas Bridge, with a good view of the Evergreen and Yusen container operations. We could see the hammerhead cranes lifting 40 foot containers out of the holds of ships, lowering them onto trailers pulled by trucks, that shuttle them onto rail cars. From one mode of travel to another, to another, then away. 596 Dave Gumaer of the Terminal Island Treatment Plant explains it all. CLUI photo by Steve RowellExcrete Treat The next stop on the tour was the Terminal Island Treatment Plant, one of two wastewater treatment plants operated by the City of Los Angeles that discharge directly to the ocean. As the end of the line for the fluids of the city, the plant serves a very terminal function. Dave Gumaer, plant operations manager, boarded the bus and gave a rousing, spirited talk about the history and importance of waste treatment. He then guided the bus through the facility, pointing out its features and describing their functions. The group then disembarked and soaked up the sights and smells of the bubbling bacteria tanks before them, a network of odiferous fountains of public waste. What isn’t processed as liquid and emitted through a submerged discharge pipe off Terminal Island is trucked up to the City of LA sludge ranch in Kern County where it is used as fertilizer for feedcrops. 597 Tour guests taking in the sights at the treatment plant. CLUI photo by Steve Rowell 598 Bus, Coast Guard, Coast Guard admin building, and fog. CLUI photo by Steve RowellStaying on the Los Angeles side of the Island, we next headed to the only piece of land on the island not owned by the Port, a rectangular projection owned by the federal government. Three federal facilities operate on this extremity, sometimes referred to as Reservation Point. On one side is the Coast Guard’s Integrated Support Command, San Pedro, where 500 people work keeping an eye on the Port of LA/Long Beach, and the nearby coast. We picked up Anita Abbott, an Executive Officer for the Coast Guard, our local briefer, who guided us through the otherwise restricted land of Reservation Point. She described the function of the various facilities on the coast guard side, then we dropped her off, and headed back down Seaside Avenue, the main road of the peninsula. On our right was the Federal Correctional Institution, Terminal Island, whose razor wire was close enough to touch. This notorious, seaside prison, dubbed “Club Fed,” was built in the 1930’s and has housed notables like Al Capone and Charlie Manson. It was designed for 500 prisoners, but like most prisons in California, it has more than twice its designed capacity of inmates. The third federal facility on Reservation Point is especially terminal. It is where particularly undesirable unauthorized aliens are kept before being deported to their nation of origin. Officially, it is the Department of Homeland Security’s Immigration and Customs Enforcement Detention and Removal Operations Service Processing Center, and is one of eight in the nation, all in border states. By the time a person gets here, Terminal Island will probably be the last place they will know in the USA. After passing back out the gates of Federalland, we pass a number of notable sites, including a boathouse for one of the Port’s fireboats, and a memorial to the Japanese fishing community that once thrived here on Terminal Island, before being uprooted and shipped to internment camps for the duration of WWII. The community of nearly 3,000 people was given 48 hours to pack up and leave Terminal Island. Those that returned here after the war found that Terminal Island had been utterly transformed by war production, with newly built terminal areas and tank farms to supply the war effort, and four major ship building yards that were hurriedly constructed, employing 90,000 people at their peak. We headed through the gates into what, until two weeks before, was the only remaining operating shipyard at the port, called Southwest Marine, the remnants of what used to be the Bethlehem Shipyard. Now that it was closed, it could devote itself to its already established parallel existence, as filming location. 599 Prison entrance, barbed wire, crane, and more fog. CLUI photo by Steve RowellAs we arrived, the yard was filled with lighting and grip equipment, tents, props, flats, and craft servicesthe movies were filming somewhere nearby. As we circled the yard in the bus, we watched a clip from Eraser on the bus monitors, a 1996 film that depicts a typical use of Southwest Marine as generic port location. In the film, Arnold Schwarzenegger is after the bad guys who are loading secret, stolen superguns onto an Eastern Bloc ship. Aided by mobster friends, pretending to be angry unionized dockworkers, Schwarzenegger leads the denoument, and the large metal shed building he is being hunted in blows up energetically. This is the building immediately in front of us on the bus, and the repairs to the building are clearly visible. Schwarzenegger then goes on to fight James Caan on top of a shipping container dangling in the air, but we are getting hungry, and its time to go. The bus headed back over the Vincent Thomas Bridge to Ports O’ Call Village, a worse for wear New England style portside tourist development in San Pedro, where mobs of people were eating huge piles of seafood on the boardwalk. We soon took our place in line at the Crusty Crab. Part Two 600 The good ship Scorpio. CLUI photo The Boat Tour After lunch, the group headed down the gangway to board the Scorpio, a small tourboat chartered by the CLUI. As part of World Trade Week, a regional festival of global trade organized every year by the Los Angeles Chamber of Commerce, the Port of LA, indisputably at the center of World Trade in the Los Angeles area, was offering free boat tours of the port, on the hour, which explained the crowds. These tours were limited to just a fraction of the port, and even then, just the Los Angeles side. We were determined to circle all of Terminal Island, and to provide as complete a view of it as we could. We waved goodbye to the port PR people, and set off to prove to ourselves that it really was still an island. The view from the water was very different than from land. At first everything seems larger, denser, and closer, then, as we entered the outer harbor, things spread out so much we lost our bearings. After leaving Ports O’ Call, we passed by the Evergreen Terminal, and Yusen, with ships piled high with containers. Through the east basin, and into the narrow Cerritos Channel, past Hugo Neu Proler, one of two large scrap metal export yards on Terminal Island, which uses shipping containers as retaining walls for the piles of rusty steel. Next to that a big empty container yard, left in this state when Matson Lines moved to a better location at the Port of Long Beach. Matson was at this location for 32 years, staying longer in one place than any other major shipping company at the port, as indicated by the dated lettering and design of the old terminal control tower and office building. Based in Oakland, Matson was the first west coast shipping company to convert to containers. Their business is, as it has been for over 100 years, focused on linking the continent to Hawaii and the near Pacific, though all passenger service ceased in 1976. When Matson moved to Long Beach, the Port of LA announced that they wanted to develop the former Matson terminal into a new “green terminal,” that showcased the many ways the shipping industry could save on emissions and other harmful and wasteful behaviors, as the port is regularly cited as the worst air polluter in Southern California. That was a few years ago now, and though several companies claim to have submitted viable, green proposals, which include commitments to plug ships in to electricity while in port so they don’t have to keep their engines running, none of them has been accepted by the port. Some have claimed that the port is playing favorites, and politics, waiting for an acceptable proposal from one of its existing tenants. Whether it will end up being green or some other color, in the meantime the old Matson terminal is in stasis, and the only shipping terminal on the island whose gates stand open and unguarded. After Matson, the tourboat, invisibly, entered the waters of the Port of Long Beach. As we passed the Vopak and the former Dow chemical storage tanks, the captain of the Scorpio called ahead on the radio to the bridge tender to have the rail bridge raised so our little boat could pass through. For a brief moment, Terminal Island’s rail link to the world was severed, though the captain assured us that if there was a train full of shipping containers that needed to get through, it is us who would wait. As with the Port of LA, most of the berths of the Port of Long Beach are along channels and peninsulas not on Terminal Island. Yet the Island straddles both jurisdictions, sharing in both of their policies and schemes. 601 An ideal vantage point of Terminal Island's import operations. CLUI photo by Steve Rowell One difference visible from the boat is oil production. Long Beach still permits the Tidelands Oil Company to operate walking beam oil pumps in the interstitial parts of the Island. Unlike LA, Long Beach has producing oil wells working all over the port, even on artificial islands built for this purpose. At Terminal Island, Long Beach’s enthusiasm for oil led to a massive land subsidence, that continued through the 1950’s. As oil was removed, the ground above the oil sank to fill the oils’ place. Eventually the land sunk more than 25 feet below sea level, and levees had to be built to keep that part of the island from flooding. The entity that suffered most was the largest occupant of Long Beach’s side of Terminal Island, the Long Beach Naval Shipyard, whose buildings and infrastructure was threatened. Ultimately the federal government stepped in, authorizing millions of dollars for a program to inject water into the oil wells, a process that worked, and reversed much of the damage. The subsidence areas came into view after we passed under the Badger Bridge. The former oil fields are empty and barren, having been purchased by the port just ten years ago, and have been undergoing extensive clean up before being turned into more container space in the future. As we rounded the northeast corner of Terminal Island, we entered the Port of Long Beach’s turning basin and headed into one of the main channels of the port. On the Terminal Island side the Long Beach Generating Station loomed, an old (for southern California) power plant, built in 1927 to help power Long Beach. It runs on natural gas, and is one of two plants on the island. We passed under the Gerald Desmond Bridge at the location of the first bridge that linked Terminal Island to the shore, part of the project that brought the island its name. Then Pacific Coast Recycling came into view, the second of the two metal scrap yards on the island. This yard deals mostly in ferrous metals like varieties of steel and iron. Several visible piles have different textures and shades, based on their constituents, and the degree to which the scrap has been processed. One pile has pale colors and a glossy sheen, and seems to be composed of cubed appliances, like washing machines and refrigerators. Another is coarser, dull, and rust colored, fragments of demolished industrial operations, perhaps. Another is a pile of shredded metal flakes, with the occasional identifiable fragment of a bicycle or toaster. Several different machines are at work here, including a giant clipper, a compacter/chopper, movable booms with electromagnetic lifters, bucket loaders, and excavators with large buckets. But most of the sorting and processing goes on elsewhere, at yards in the Valley and the Inland Empire. The material is brought here by trucks with large metal bins that say things like "Ecology Auto Parts," the name of one of the largest scrap metal processors in the state. This is the final stop for many spent consumer products and vehicles. From here, the material is loaded onto ships bound for places like South Korea, where it is likely to be remade into products that are shipped back to the port in a form of international recycling. Many of the ships loaded at the Pacific Coast Recycling berth take the scrap to China, where it is formed back into products and infrastructure that generally stays there, absorbed into that nation. The export of this man-made raw material of shredded and pressed metal objects takes place on a part of Terminal Island that deals with bulk cargo that is not containerized. Next to Pacific Coast Recycling, are berth areas that are used for the importation of raw material from the Pacific Northwest, Pacific Canada and Alaska, lingering evidence of these areas’ historic, colonial relationship with the rest of North America. At the BP terminal, crude oil from the Alaskan Pipeline is pumped out of tankers and delivered by buried pipes to BPs refinery north of the port, at Carson, turned into gas, and burned on the highways. Lumber from the Northwest was the first major imported product at the Port; that region’s trees compose the architecture of the generally treeless Southland, and this continues today. The stacked wood visible here at the Weyerhaueuser and Fremont Forest Products berths finds its way into new housing construction and Home Depots across Southern California. After a brief span of open water, the boat heads for the tip of the Navy Mole, a long pier that juts out of the island’s mass, and projects in a faceted arc back towards Long Beach. The Mole was built to protect the Long Beach Shipyards, and to provide more berthing space for the naval ships kept here. Now these ships, as well as the shipyard and the rest of the Navy, are gone. What has taken its place out on the end of the mole is the only commercial satellite launching system in the United StatesSea Launch. Sea Launch is a very unusual operation. The satellites launched by the systemgenerally communication satellites built at Southern California Boeing facilitiesare brought by truck out to the Sea Launch building on the tip of the mole where they are engineered with the rocket that will deliver them into space. The delivery rocket and its payload are loaded onto a custom made ship, called the Sea Launch Commander. Before a launch, the launch platform, a converted Norwegian floating oil rig, slowly propels itself from its berth here in Long Beach to a designated ocean launch area, usually in the middle of the equatorial Pacific, taking around a week to get there. It is met at the site by the Sea Launch Commander, which then transfers the rocket and payload to the platform. The rocket is lifted into vertical position, then the platform is evacuated. The Commander moves some distance away, and controls the launch remotely. Since the first test launch in 1999, several communication satellites have been sent into orbit in this manner, including, most recently, the third satellite in the XM Satellite Radio network. Sea Launch is a joint project of Russian, Ukranian, and Norwegian companies, and is primarily owned and operated by Boeing. The little Scorpio tourboat nestled up as close as it dared to the looming Commander and even more towering launch platform, parked side by side, and the tourists aboard took in this exotic industrial sea creature. Surely this represents the ultimate terminal form at Terminal Island: a set of structures, based at the Island’s extremity, that expels objects into space! 602 Peering beyond the breakwater and into the present (and future) of commerce, industry, and empire. CLUI photo by Steve Rowell Next, Scorpio headed into the Outer Harbor, and into a sort of space-like void. Fifteen years ago you could make a beeline from the tip of the Navy Mole to the Coast Guard at Reservation Point, and back into the Port of LA’s main channel. In the intervening years, the port built its newest and largest landmass at the port, Pier 400, which projects far into the outer harbor. To continue a clockwise loop around the island, Scorpio had to round the tip of Pier 400, and to do so it had to cross vast and empty stretches of water. As we set out, the fog intensified, until the boat was completely enveloped, and the captain was navigating completely by the blobby forms on his small radar screen. We were in a world of our own, chugging along in the dampened visual hush of sea fog. After an unknown time where our eyes strained to find an anchor, a form began to emerge out of the opaque atmosphere, directly in front of us. Its slowly emerging forms were confusing; some straight horizontals, long, then some verticals, extending to an unknown height. Its identity was elusive, but even more unsettling was the uncertainty of its scale and proximity. As we approached, it became more distinct, and finally, though its edges remained out of focus, we could make out its whole scale and form, which came with a nearly simultaneous, palpable shock to everyone on board. The object was a large ocean-going ship with a long deck that was improbably close to the water’s surface. On the deck, and overwhelming the vessel were two mostly assembled hammerhead cranes, with the full extent of their booms projecting like wings over the water off either side of the ship. It seemed poised in the stillness of a delicate bAllance, an improbable apparition. The tourboat continued on after a halting consideration of this global port ghost ship. The Federal breakwater, made of rock quarried at Catalina Island, envelops the whole of the port of LA and Long Beach, and separates the outer harbor from the open ocean, appeared as a recurring mass on one edge of the radar screen, enabling the captain to navigate. The fog began to thin out, enough to see the clusters of sea lions lounging on the buoys that mark a submerged dredge spoils pile. We approached one of the three gaps in the seven mile long federal breakwater. This one is called Angels Gate, and is the main entrance into the Port of Los Angeles. It is marked with an unmanned lighthouse, said to be listing slightly from the great storm of 1939. At the gate we turned right, entering the path of the main channel, like a ship arriving from a 10 day journey crossing the Pacific, heading towards port. As we approached the seaward tip of Reservation Point, we could see the comfortable homes of the prison warden and the Coast Guard Commander, surrounded by greenery. Then the industrial port begins. On the left, across from Coast Guard station on Terminal Island, are the docks of the LA Port Pilots, who head out to take the helm of approaching ships, in order to steer them through the cramped port channels to the correct berth. Next to that is the worse for wear Warehouse Number One, a large multi-story building that was built in 1917 to house lumber from the Pacific Northwest. For years it was used as a customs warehouse for holding transitional objects in quarantinethings that are here, but not hereincluding exotic animals in transit from South America to zoos and circuses in Asia, and visa versa. It is called the oldest active warehouse on the waterfront, though its main activity today is as a fire training site and filming location, and to not fall down before it is torn down. A water tower on its roof is now a greeting sign for the international port, with the world “welcome” painted in twelve different languages. As we approached the Ports O’ Call, one of the port’s fireboats was spraying its jets into the air in a giant peacock fan of white, proud of being the most powerful fireboat in the West, happy to be celebrating World Trade Week, and relieved that nothing was on fire. We disembarked at the dock, having completed the loop around Terminal Island in under two hours, though it seemed like a trip around the Pacific Rim. 603 Scrap piles and stacks of containers line the coast of the island. CLUI photo by Steve Rowell Back on the Bus The last phase of the tour took the bus to the parts of Terminal Island that we hadn’t visited yet, mostly on the Port of Long Beach side, and to try to fathom the issues and implications of containerization. To do this, the bus headed out to Pier 300 and 400, two new landmasses that were added to the port just a few years ago, nearly doubling the port’s container handling capacity. These two terminals were extracted from the ocean floor over several years of dredge and fill, and were capped in 600 acres of asphalt, composed largely of gravel dug out of the town of Irwindale, 30 miles inland. Pier 300, also called the Global Gateway South, is 262 acres of asphalt and railway lines, and cost $270 million for the port to build. It opened in 1997, as one of the largest shipping container yards in the world that is fully integrated with multitrack on-dock rail yards with double-stack capability. Meaning it can, at one location, unload a ship and build transcontinental trains that, with one container stacked on top of the other on a single rail car, doubles the train’s capacity, which is increasingly the norm in long distance container rail hauling. Pier 300 also has 12 of the latest hammerhead cranes, capable of unloading the largest container ships now plying the seas. These ships are known as Super Post-Panamax ships, as they are even larger still than the first generation of ships that were intentionally built to be too large to fit through the Panama Canal. The significance of this is not so much that the Panama Canal is too small (1,000 feet by 110 feet is the largest a ship can be and still fit through its locks), but that, increasingly, it doesn’t matter: trade between Asia and the Pacific Coast of the US is brisk enough that these boats never need to enter the Atlantic, as distribution from ports on the west coast of the US has the capacity to move these goods, by rail and truck, into the interior and across the continent (though half of the imports to the Port of LA stay west of the Rockies). Ships are now like conveyors, going back and forth between the same two points, one on either side of the Pacific, and the bigger the boat, the cheaper the freight, due to the economy of scale. One Super Post-Panamax ship can hold as much as eight thousand 20’ shipping containers. Shipping containers started coming to the Port of LA in 1958, two years after the world’s first container ship, owned by Malcom McLean’s revolutionary new company, Sea-Land, made its maiden voyage, from Newark to Houston. McLean’s simple observation was that if you could lift the box of a truck onto a ship, you needn’t spend the time, energy, or manpower to load and unload it every time you did so. And if you could load the same box onto a rail car, you eliminated the need to load and unload the box no matter how many times the shipment changed methods of transport. In order for this intermodal transport system to sweep the world, standardization was critical, and companies, led by Sea-Land, soon settled on the international unit size of 8’x8’x 20.’ Though twice as large 40 foot containers are now more common than the 20 footers, the standard for measuring container volume is still Twenty-foot Equivalent Units, or “TEUs.” But volume does not mean material. In 2004, the Port of Los Angeles, the busiest container port in the nation (even without Long Beach) received a total of four million TEUs from overseas in 2004 (63,000 of which were empty, for some reason). Of these 4 million TEUs, 3.3 million TEUs were shipped back out (leaving 700,000 more TEUs to wander around the nation for a while, or find their way into trendy architectural experiments). More surprisingly, of these 3.3 million that were shipped out, almost 2.2 million were shipped out empty. This is a direct expression of our trade deficit.* The top five containerized imports at the Port of LA in 2003 were, in descending order, furniture, apparel, electronic products, toys, and computer equipment. Compare this to the top five containerized exports: by far the most is wastepaper, followed by synthetic resins (plastics), fabrics (and raw cotton), animal feed, and scrap metal. As we saw at Pacific Terminal Island, scrap metal is also exported as bulk in large volumes. The scrap metal that gets containerized is generally of higher value and lighter weight, such as aluminum. The Port’s biggest trading partner by a significant degree, for both import and export is China, followed by Japan, Taiwan, Thailand, and South Korea.All the land in the Port of LA (with the exception of the Federal Peninsula) is owned by the port (a proprietary department of the city of Los Angeles), and leased to private companies which outfit the land to fit their needs. Pier 300, for example, is operated by Eagle Marine Services, a terminal operating company, for the lease holder, American President Lines (APL), America’s oldest major shipping company, which became, in 1997, a subsidiary of Singapore-based Neptune Orient Lines (NOL). NOL started as Singapore’s national shipping company, and has diversified to become one of the largest international shippers in the world. Most of the containerized shipping companies operating at the port of LA/Long Beach are based in the Asian nations that trade the most with the USA, such as China, Taiwan, South Korea, Singapore, and Japan. There are around 15 major container terminals in the port of LA/Long Beach (six of which are on Terminal Island), which together have around 6,000 ship visits per year. Typically, the company that leases the terminal space, also has a fleet of containers (hundreds of thousands) and ships (on average about 75) and hammerhead cranes (four to twelve), all bearing its name. A typical terminal with four cranes working a ship simultaneously can unload a ship in a day, though it is more common for ships to be there for a few days to be unloaded and loaded. Traveling around 25 mph, it takes these ships around 10 days to travel between ports in the east and the west. Though the two adjacent ports of LA and Long Beach are intensely competitive, and usually consider themselves separately, if measured together the port of LA/Long Beach is the third largest container port in world, after Hong Kong and Singapore (measured separately they are the first and second busiest container ports in the nation).** In area, LA/Long Beach is one of the largest manmade harbors in the world, and it just got a lot bigger, and even closer to China, with the addition of Pier 400. It being Saturday, the multi-lane road accessing Pier 400 is relatively free of trucks. On board, the position of our bus was being tracked by a GPS receiver, and our location moving about the streets of Terminal Island was indicated in realtime on an electronic topographical map shown on the bus’s overhead TV monitors. As we traveled a little further onto the access road, according to the latest edition of the USGS map, last updated in 1978, the bus began heading out to sea. Overhead, digital signs for directing trucks, and towering light stanchions; on our left parallel lines of intermodal railcars, and a mile up ahead, this narrow corridor fans out into the 600 acre peninsula, Pier 400. None of this existed a decade ago. Pier 400 may be the largest single addition to America’s coastline in history. Construction started in 1994, along with Pier 300. Several years and 11 million metric tons of rock later, the nation is larger than it used to be by one and a half square miles. Environmental mitigation projects funded by the port at Seal Beach and Bolsa Chica, miles away in Orange County, appeased the normally restrictive California Coastal Commission. It has one lesee, the Danish shipping giant APM (the A. P. Moller–Maersk group) owners of the familiar brand Maersk-SeAlland (formed by a recent merger between Maersk and Sea-Land, the American company that pioneered containerization). With 300 ships, nearly a million containers, and 20,000 employees, Maersk-SeAlland is probably accurate in its claim to be the largest shipping company in the world. APL’s Pier 400 is the largest proprietary container terminal in the world. It has 12 Super Post-panamax cranes, and is capable of working on three ships at once. Parts of it are still being worked on, and more cranes may be coming in the future. Despite their towering size, most of the cranes at the port were manufactured overseas, in Japan or South Korea, and were shipped mostly assembled, on special crane-carrying ships that can lower their decks by filling their holds with water, allowing the cranes to be wheeled from ship to pier. The ghost ship we approached in the fog was one of these ships, and with the fog now gone, the ship was distinctly visible from Pier 400. Though we traversed the length of the Pier 400 landmass on public roads, the operational parts of the pier were off limits to the tourbus. Despite repeated and dogged attempts over the preceeding weeks, none of the container companies on Terminal Island agreed to permit the bus on sitewe had to stick to access roads, which offered fine views anyways. As we skirted the fenced sea of containers, of intermodal rail cars and shuttle trucks, we read again from Allan Sekula’s Fish Story: If the stock market is the site in which the abstract character of money rules, the harbor is the site in which the material goods appear in bulk, in the very flux of exchange....But the more regularized, literally containerized, the movement of goods in harbors, that is, the more rationalized and automated, the more the harbor comes to resemble the stock market. A crucial phenomenological point here is the suppression of smell. Goods that once reekedguano, gypsum, steamed tuna, hemp, molassesnow flow or are boxed. The boxes, viewed in vertical elevation, have the proportions of slightly elongated banknotes. The contents anonymous: electronic components, the worldly belongings of military dependents, cocaine, scrap paper (who could know?) hidden behind the corrugated sheet steel walls emblazoned with the logos of the global shipping corporations... 604 CLUI photo by Steve RowellHeading back towards the main part of Terminal Island on the access road illustrates a curious quality of the island: its shape is largely determined by the fact that it is owned by two generally uncooperative and competing ports. The Pier 400 access road and its accompanying rail line, as well as a portion of the pier itself, were landfill projects built right on the city boundary for over a mile. On the other side of the line, Long Beach’s Navy Mole, another large landfill project made decades earlier, runs along the same part of the line for just under a mile. The result are adjacent linear landforms that ignore each other, and split off towards their own projections. While driving the length of the Navy Mole, we watched Sea Launch’s descriptive corporate video on the bus monitors, then we got out to take a look at Sea Launch up close from the shore. Next to Sea Launch, two U.S Department of Transportation Maritime Administration (MARAD) transport ships are berthed. Large grey MARAD ships can be found berthed at ports up and down both coasts of the USA, and even in some mothball fleets. These ships are part of a nationally scattered “response fleet,” standing by to move vehicles, people, relief supplies, or military equipment in the event of some national, international, or global situation, where the nation’s military fleet is either insufficient, inappropriate, or otherwise occupied. Each of the home ported MARAD ships has a crew that live in the area, or on the ship, standing by, ready to put to sea within a weeks notice, or less. Back down the Mole, the bus made a little side trip to take a look at the abandoned Matson Terminal, with its elegant, early ‘60s control tower/office which will no doubt be removed when the new tenants are finally chosen. Back on Ocean Boulevard, the main road through the spine of Terminal Island, we passed by the second power plant on the island, the Montenary Power Plant, which is also known as SERRFthe Southeast Resource Recovery Facility, as the plant is as much an waste incinerator as it is a power plant, if not more (its an incinerator that makes electricity too). Over a thousand tons of trash per day is burned here, aided by natural gas, and enough electricity to power approximately 35,000 homes is produced. Another interesting function of the facility is that law enforcement agencies in the region burn confiscated narcotics in the plant, an average of 17,000 pounds of it per month. The left over ash from the plant is turned into road bed material. There is just one road left for us to travel before heading off the island, and we exit at Pier T, just before the Desmond Bridge, which heads into Long Beach. Pier T is the largest container terminal on the Long Beach side of the island. It is leased to the Hanjin Company, a large shipping company owned by the Cho family of South Korea, who own other shipping lines too, and over 100 ships. With fourteen cranes, as many as a million containers are handled at this terminal every year. Even more remarkable however is what is no longer visible at Terminal T: the Long Beach Naval Shipyard. The shipyard and its adjacent Naval Station was one of the major Navy complexes of the West Coast. 16,000 people worked at the shipyards at its peak in WWII, and 8,000 during the Korean and Vietnam wars. It was an intensely industrialized and built up area, spanning the length of the Long Beach side of Terminal Island. Major facilities included the largest drydock south of Puget Sound, over 1,000 feet long, and capable of servicing aircraft carriers, which it did. Looming over the shipyard was “Herman the German,” the largest self-propelled floating crane in the world, captured from the Nazis, and brought over from Germany. Next door, the Long Beach Naval Station was also a fully developed site, but more like a modernist college campus. One of two of the lead architects that designed the station was Paul O. Williams, a noted local architect, who designed Los Angeles landmarks like the Theme building at LAX and the Beverly Hills Hotel. The Station and the Shipyard were closed by the federal government in 1994 and 1997, and the land given back to the Port of Long Beach. Though there were efforts to preserve some of its historic and significant buildings (a lawsuit was even filed by normally sunny Huell Howser, of the TV show California’s Gold), in a matter of just a few years the entire site was razed, with buildings bulldozed into the drydocks, and the site paved over to become the Hanjin Terminal. The law suits were either dismissed or settled out of court, with the City paying $4.5 million into a fund for local historic projects. Pier T opened in 2003, after Hanjin signed a 25 year lease for $1 billion. This was possibly the fastest conversion of a major industrialized military site to civilian use in recent history. While watching, on the monitors on the bus, part of a documentary portrayal of the Naval Complex, made by the Port just before it was demolished, we drove onto Pier Echo, the edge of Terminal Island, and of the old shipyard, where the only remaining building from the navy base remains: a large metal maintenance building, building 303, marginally and temporarily being used by the port fire department. The port expects that it too will be torn down soon, when the rest of the 25 acre Pier Echo is developed into a major liquefied natural gas import facility, as they hope it will, despite developing controversy over the plan. On the way out, we passed the Fremont Forest Products yard, BPs Alaskan Crude terminal, Pacific Coast Recycling (well hidden from the street by a tall steel wall), Weyerhaueuser’s yard, the Long Beach Power Plant, then Ocean Boulevard, and over the Commodore Schuyler F. Heim Bridge, and onto Highway 103, the Terminal Island Freeway, a scenic industrial highway that passes through the Wilmington refinery (operated by Valero), and past vistas of bright yellow sulfur piles. Unfortunately, it may also be the shortest limited access freeway in the state. We were now following the main rail lines from the port, taking the route a shipping container takes as it is dispersed into the hinterlands. Because trucks are considered inefficient, polluting, damaging to streets, and unpopular amongst the local residents, the port has been struggling to find ways to reduce the amount of trucks on the road, and to get as many of the containers onto rail lines as they can. This is what led to the large and expensive redevelopments, in the late 1990’s, of the on-dock rail transfer facilities at Evergreen/Yusen, and at Pier 300 and 400. This incentive also led to the development of the Intermodal Container Transfer Facility, a near-port rail transfer yard opened in 1986 to help the shipping lines get their containers onto trains as close to the port as they can. The ICTF has handled over 10 million containers since opening, moving them from truck to rail and rail to rail with six rolling gantry cranes. It is operated by Union Pacific, and allows trains to be assembled for long journeys across the country, or the short trip to one of the two other, larger intermodal yards near downtown. The movement of rail traffic at the ICTF and at the dockside terminals at the rest of the port, is controlled by the Centralized Traffic Control center, operated by the Pacific Harbor Lines company, located in a building on the north edge of the port. Similarly, ship traffic is also centrally monitored and controlled, by the Marine Exchange, which operates the Vessel Traffic Center, a radar tracking station overlooking the harbor from a hill above San Pedro. The ICTF is located on a spur of land that is part of the City of LA, though immediately surrounded by Carson and Long Beach. This spur is connected to the thin corridor of City of LA jurisdiction that connects the bulk of the city to the north, to the port, like a piece of chewing gum being pulled out from clenched teeth. In 1906, soon after the City announced that it would be building the Los Angeles Aqueduct, bringing vast amounts of water to everyone within its jurisdiction, the already established seaside towns of Wilmington and San Pedro joined the City of Los Angeles, giving the landlocked city, built on an unnavigable river, its port. Between them is the 20 mile long strip, mostly just a few blocks wide, following the path of the first railroad built in Southern California, the Los Angeles San Pedro. This “tail of the devil” as it is sometimes called, developed into an industrial corridor of salvage yards, warehouses, factories, and metal shops, generally following Alameda Street, passing through Compton, Lynwood, Watts, Southgate, Huntington Park, and Vernon (the most “industrialized” city in Southern California, with less than 50 official residents, and 40,000 workers). Then, in the mid 1990s, one of the largest public works projects in the country was announced, the Alameda Corridor, which the port hoped would get even more trucks off the streets, and further improve capacity, efficiency, and business in general for the city and port. The $2.4 billion project, completed in 2002, involved the consolidation of a few different rail lines into one central rail corridor, and the rerouting of traffic, with the elimination of 200 railroad crossings, along the length of the 20 mile long “tail.” The centerpiece of the project was the creation of a trench for the railway 10 miles long, 30 feet deep, and 50 feet wide, which reduces the impact of the trains on the communities it passes through to just a series of migrating plumes of smoke, coming from below grade. The bus pulled out of the ICTF, and headed up the Alameda Corridor for a few blocks, just to get a feel for it. The containers travel on trains on the surface here, next to the road, then submerge into the trench a few miles further ahead. They emerge again east of downtown, on the LA River, at the two adjacent intermodel yards: the Union Pacific railyard at the City of Commerce, and the Burlington Northern Santa Fe railyard in Vernon. Though the trains run pretty regularly along the corridor, most of the containers going to and from the port are still freighted by trucks. Instead of following the corridor to its termination at the yards, near the intersection of Interstates 5 and the 710, we got on to Interstate 405, and headed back to home port at the CLUI. It seems that the interstates are just too convenient for everyone. It also suggests that the material imported by this country in the greatest quantity, when measured by volume, is air. Think about all that air surroundingand for that matter insidethat $99 DVD player, sealed into the box when it was packed in South Korea, or how much space is saved when that microwave oven is finally crushed at Hugo Neu Proler! *The Port of New York/New Jersey is the third largest container port in the country, with the Elizabeth, NJ part handling most of the containers. Another way to measure freight is by the value of freight handled (which includes people). Using this measurement, the Port of LA still reigns, handling $122 billion in goods in 2003. JFK airport was second at $112B, Detroit, interestingly is third at $102B, the port of NY/NJ fourth at $101B, Port of Long Beach fifth at $96B.	f52fc48b-85da-4332-b558-48f6ef523be0
Top 10 Porsche Macan Accessories 2018 – Automotive Pinstriping Tape As an Amazon Associate I earn from qualifying purchases. 1. 8sanlione Car Interior Accessories Red, Suitable for Most Air Vent Outlet, Universal Waterproof Bendable Air Vent Outlet Trim Decoration, 20 Pieces Car Air Conditioner Decoration Strip for Vent Outlet 8sanlione #ad - Benefits from the soft material, waterproof and corrosion resistant. And it won't be broken easily due to long time using, which is bendable, you don't need to worry it will cause scratches to your car while using. Durable quality: our outlet strim decoration are made of high-quality PVC material, very durable and reliable. There're 20 pieces in the package that you can also share with your friends or families who have a car. If you have any concerns or questions, please feel free to let us know, we will respond within 24 hours and provide you with the best customer service. Installation steps is also attached in the photo. It makes your car interior looks more colorful and active. Before installation, use scissor to cut the length that match the air outlet, then measure and compare the size, clean the air vent outlet, open the strip and snap on the air vent outlet. Shows your unique taste. Suitable for straight air vent outlet grille type, curve or round type. We offer premium products. Please make sure you have the type that we listed before ordering, not suitable for arc, as you can see from photo, in case it doesn't fit your car. Buy with confidence: 10 pieces included in the package. Brand8sanlione #ad Manufacturer8sanlione #ad Height0.1 Inches Length7.68 Inches Weight0.07 Pounds Width0.2 Inches Part Number8sanlione-Strip Sparkling Car Interior Accessories for Women Red, Key Ignition Knob Bling Ring, 2 Pack Car Push Start Button Cover/Sticker, Car Bling Crystal Rhinestone Engine Start Ring Decals AUKEPO #ad - High-quality material made of premium zinc alloy material with 2 rows bling crystal rhinestone design, which is durable and sturdy. No irritating smell. Universal fit for most cars, SUVs, MTVs. Package includes 1 bling ring emblem and 1 adhesive tape, it is also a great gift for your families and friends. If you have any questions about our product, please feel free to get in touch with us, our team will respond asap and provide you with the best solution. Specification measuring 1. 5 inch in outer diameter and 1. 25 inch in inner diameter. Luxury appearance exquisite design make it a gorgeous decor for you car interior, make your car more stylish and sparkling. Simple to install clean the button first and remove adhesive tape then aim at the button, and do not worry it will easily fall down, press firmly, it can be sticked firmly by using adhesive tape. For more information, installation instruction is attached in the photo. If you are not sure about size, vehicles, please get in touch with us. Worry-free shopping experience don't hesitate, it is a must-have for your car. BrandAUKEPO #ad Manufacturer‎AUKEPO #ad Height0.2 Inches Length1.5 Inches Width1.5 Inches Part Number‎AUKEPO-Start Ring 3. 8sanlione Suitable for Most Car Interior, 4 Pack 2.75 Inch Diameter Non-Slip Universal Insert Coaster, Durable, Car Cup Holder Coaster, Car Accessory for Women Men Black 8sanlione #ad - Measuring 2. 752. 751. 9. Stylish design and comfortable hand feel. Anti-slip and waterproof with strong durability. Please make sure it fits cup holder of your car or get in touch with us. Product features our cup holder coaster uses eco-friendly PVC material, no irritating smell. If you have any questions about our product, please feel free to let us know, our team will respond to you asap and provide you with the best solution. Universal fit for most cars suitable for most cars, vehicles, trucks, etc. And it is a perfect protection for your original car cup holder, but also can be used in your home, prevent from scratching. Worry-free shopping experience don't hesitate, it is a must-have for your car. Easily clean and wash easy and convenient to clean, you can use dry or wet towel to wipe or wash in water. Mutiple use not only used as car holder coaster, dining table or tea cup coaster, it is heat resistant. Brand8sanlione #ad Manufacturer8sanlione #ad Height0.2 Inches Length2.75 Inches Width2.75 Inches Part Number‎8sanlione-Coaster 4. LivTee 2-Pack, Car Hook Hangers Interior Accessories for Purse Coats Umbrellas Grocery Bags Handbag, LivTee Black Superior Leather Car Seat Back Headrest Hooks LivTee #ad - Purchase with confidence: any issues or questions please feel free to contact us, we are always here to satisfy all of you. Powerful load capacity: each box contains two hooks, and the sturdy material makes it able to bear 55 pounds and handle most of the sundries in the car. High quality: these back car headrest hooks made of metal and covered in leather, which make the hook sturdy and match your car seats perfectly. These hooks are soft and will not damage the car. Easy to install: you can easily install these hooks without removing the headrest and without additional tools. Effective space saving: these universal headrest hooks can organize your back seat and floor debris in an orderly manner, avoiding grocery and shopping bags from rolling on the floor, and also prevent your handbag and food bag from driving Fall off the seat. BrandLivTee #ad ManufacturerLivTee #ad Part NumberLivTee-Hooks-Leather-2B ModelLivTee-Hooks-Leather-2B 5. EcoNour EcoNour Car Seat Gap Filler with Cup Holder \| Car Seat Organizer Front Gap Filler \| Car Accessories in Between Seats \| Car Pocket Organizer \| Car Travel Accessories \| Roadtrip Essentials for Adults EcoNour #ad - Suitable for most four wheelers: our car organizer front seat can accommodate up to 06 inches of seat gaps. Stop dropping items between the cracks: econour's car seat Gap Filler is a boon to those people who constantly drop small items between the car's seat cracks. This makes our car pocket organizer one of the reliable automotive consoles & organizers. It is a perfect car seat gap organizer which can fit between your car seats! Plastic dividers with a charging cable vent: unlike other car front seat organizer, our car organizer features a dedicated vent for charging your mobile with ease. The built-in dividers makes it easier to mount your mobile phones inside the gap filler! comes with a headrest hanging hooks: our 2 pack car accessories interior for women seat organizer also comes with a pair of hooks which can be mounted to your headrests! It can hold up to 30lbs, which makes this a complete road trip essential for all your organizing needs! Multifunctional and durable: the car seat gap filler with cup holder is made out of a highly-durable PU Leather and ABS Plastic Material which does not break, slip, bend or leave any scratches. If it's is wider than 06", you can use the extra foam pad in the package when required for a more snug fit! Suitable for consoles higher than the car's seats. BrandEcoNour #ad ManufacturerEcoNour #ad Height6 Inches Length10 Inches Width3 Inches Part NumberEcoSeatGapOrganizer 6. LoyaForba All Weather Application Windshield Cover, Snow and Wiper Protector for Most Cars, Winter Car Front Window Accessories, Vans, SUVs, LoyaForba Car Magnetic Windshield Snow Cover for Ice LoyaForba #ad - Secured design side panels close inside of the car provides anti-theft and wind blowing protction: It helps to prevent thieves from stealing the windshield snow cover, also prevent from being blown away by wind, and there's 3 magenets on the cover, ensures snow cover can be firmly fixed on your the windshield. We offer premium windshield snow cover which is made of durable heavy-duty 600D polyester with 3 magnets, can be used for a long time. Note！！！ suitable for most cars, suvs, and more models. High-quality snow cover always worry about scraping frosty windshield every morning in cold winter? Start from now, dustproof and scratch resistant, it is waterproof, due to the material, you don't have to worry anymore. The dimension is 42. 25*74. 8inch. Also convenient to remove and store when you're not using, and repeat on other side, fold into the portable storage bag that we provided in package. 1-minute installation easily install and remove in minute. To make sure it fits your car, vehicles, please measure accurate size of the windshield or get in touch with us for further assistance. Protection for windshield our windshield snow cover is applicable to all kinds of weather. All you need to do is to place elastic bands on the side mirrors of your car, then position side panels, close car doors to secure the cover, adjust as needed. BrandLoyaForba #ad ManufacturerLoyaForba #ad Height0.2 Inches Length74.8 Inches Weight0.66 Pounds Width42.25 Inches Part NumberLoyaForba-Snow1 7. EcoNour EcoNour 2 in 1 Car Steering Wheel Desk \| Steering Wheel Tray \| Steering Wheel Lap Desk for Car \| Travel Car Accessories \| Truck Driver Accessories \| Multipurpose Car Steering Wheel Accessories for Car EcoNour #ad - BrandEcoNour #ad ManufacturerEcoNour #ad Part NumberEcoSteeringDesk 2 Pack Universal Auto Anti Slip Cup Holder Insert Coaster, JUSTTOP Car Cup Holder Coaster, Bling Crystal Rhinestone Car Interior Accessories-Black JUSTTOP #ad - The car cup holder coasters are anti-slip, dirt, waterproof and dust-proof, protecting the original car cup holder slot will not be damaged from water stains, dust and scratches. Made of premium quality environmentally friendly thick silicone material, which is not only durable and withstand high temperature without peculiar smell, but also can avoid the rattling effective. Matches almost all auto interior accessories, upgrade the grade and beauty of your auto. Thicker models, thicker than other products of the same type on the market. Wide compatibility, fits 99% cars in the market and also can be used at home and office. The car cup holder coasters diameter is 2. 75 inch and the thickness is 024 inch. The car cup holder coasters is easy to cleaning, also can wash it in the water, it can be clean by dry/wet paper or towel, and then dry in the wind or sunlight. Personalized design, stylish and versatile, can used for drink coaster and anywhere also. BrandJUSTTOP #ad ManufacturerJUSTTOP #ad Height0.04 Inches Length2.36 Inches Width2.36 Inches Part NumberJUSTTOP-cup holder 9. EcoNour Trucks & RVs, EcoNour Car Cup Coasters 2 Pack \| Push Start Button Bling 1 Pack \| Automotive Car Accessories \| Unique Crystal Rhinestone Black Bling Car Accessories for Women Suits for Most Cars EcoNour #ad - Perfect car decor gifts for ladies: the all-dark diamond design looks classy and brings an elegant look to your car interiors. This crystal ring can be used for car engine start/ stop pushbuttons, etc. Bling crystal rhinestone design: our coasters are made out of high-quality silicone material with 2. 75 inches in diameter and 035 inches of thickness which preserves your car’s cup holder from getting messy or from scratching over time. Clean the coasters using water from your faucet and dry them for a while. Personalized design keeps your drinks in place: econour bling car Cup Holder Coasters for car features a non-slippery thickened base that keeps your coffee cups in place without having to slide away. Our bling car accessories for women serve as an eye stopper in your car in addition to its functionality, it is a great car interior decor. The ring’s outer diameter is 1. 5 inches, inner diameter is 1. 2 inches and thickness is 012 inches. Unique striking stones for your push start button: econour push start button bling features a “Crystal Rhinestone Ring” inside an all-aluminum frame. Then, radio switches, car a/c knobs, peel off one of the tape films, tear off the other side tape film and apply the bling ring to your car’s ignition button. BrandEcoNour #ad ManufacturerEcoNour #ad Part NumberEco-Cupcoaster-ring Car Accessories Black/Gray, Trucks, Bicycles, Vehicles, 4Pack Anti-Rust Airtight Rubber Seal Universal Valve Stem Covers for Cars, American Flag Tire Valve Stem Caps for Car, Motorcycles AUKEPO #ad - Wide compatibility: universal fit for most cars, trucks, vehicles, SUVs, bicycles, motorcycles. Worry-free shopping experience: we are always committed to provide you with quality product and the best customer service, your satisfaction is our first priority. With rotating thread structure inside, resistant to water, rainwater, snow, sand. You can buy it as a gift for you friends or families as well. Easy to use: it can be easily installed and removed in seconds, tightened by your hand without any tools. Extend service life, ensure driving safety and stability. We have two colors, black and silver. If you have any questions or concerns, please get in touch with us, our team will respond and solve problems for you asap. Please make sure your tires have standard American type valves before ordering, or it may not fit your car. High-quality tire caps: made of zinc alloy material, corrosion and high temperature, you don't have to worry about air leakage problem, protect the valve from being covered by dust, sturdy and durable. Show patriotism: unique american flag design is a perfect way to show your patriotism and the love for freedom, give your car a patriotic look. BrandAUKEPO #ad ManufacturerAUKEPO #ad Part NumberAUKEPO-Tire Valve Stem Caps9	00e00682-2ec4-4eb1-9149-d3589113d55c
xml:space="preserve"> xml:space="preserve"> Tesla, Volvo, Cadillac: Which semi-automated driving system is best? The dashboard of the software-updated Tesla Model S P90D shows the icons enabling Tesla's autopilot, featuring limited hands-free steering, making the Tesla the closest thing on the market to an autonomous-driving enable vehicle. (Chris Walker/Chicago Tribune) The dashboard of the software-updated Tesla Model S P90D shows the icons enabling Tesla's autopilot, featuring limited hands-free steering, making the Tesla the closest thing on the market to an autonomous-driving enable vehicle. (Chris Walker/Chicago Tribune) (Chris Walker / Chicago Tribune) Nearly 60 years ago, Chrysler introduced the first semi-automated driving feature in the 1958 Imperial. That cutting-edge land shark featured a convenience known as cruise control. The dream of the self-driving car has shifted into reality and it won't take another 60 years to have a car that can drive itself; Ford, Volvo, GM and other automakers — and nonautomakers such as Apple, Uber and Google's Waymo — are planning in the next five years for at least Level 4 automation where the human driver does not have to intervene. The old Imperial was considered Level 1. Level 5 is fully automated driving under all roadways and conditions. Cars that can almost drive themselves are on roads now, from automakers as varied as Tesla, Subaru, Ford, Volvo, Honda and Hyundai. But what are these systems and how do they work? Now nearly every automaker offers the basis for semi-automated driving with cameras and sensors to enable adaptive cruise control, self-parking, automatic emergency braking and some variation of lane keeping, which are classified by the Society of Automotive Engineers and governmental bodies as Level 2. The number of light-duty vehicles sold globally with Level 2 technology is expected to grow to 93 million by 2026 from 250,000 in 2017, according to Navigant Research. Tesla Autopilot, Cadillac Super Cruise, Audi Traffic Jam Pilot, BMW Traffic Jam Assistant, Volvo Pilot Assist and Mercedes Distronic Plus are the most advanced Level 2 systems pushing into Level 3 and possibly 4. The technology is there. It is the human side of things that is applying the brakes. There are no solid safety rules for governing or launching semi-automated driving technology, and the lack of naming convention shared by automakers mucks up consumers' understanding. There should be a demonstration by a certified tech of all technology before handing over the keys at the dealership, regardless of how simple it seems. Furthermore, systems that rely solely on cameras reading lane markings and radar reading nearby traffic are best suited for stop-and-go traffic on limited-access divided highways (with on- and off-ramps), not higher-speed cruising. The temptation when the car takes over the wheel is for the driver to check his phone (which is what most drivers appear to be doing already), but Level 2 systems are not considered advanced enough for drivers to take eyes off the road for any significant time. There still needs to be a driver. So why bother? For now, convenience. Soon enough, the technology will improve vehicle safety, traffic flow, accessibility to drivers with limited access, even increased fuel economy. Three of the more advanced systems are the Cadillac Super Cruise, Volvo Pilot Assist and Tesla Autopilot. Volvo Pilot Assist uses small icons on the bottom of the speedometer to indicate the system's readiness. Volvo Pilot Assist uses small icons on the bottom of the speedometer to indicate the system's readiness. Volvo Pilot Assist To activate: left thumb on the left control pad of the steering wheel. The adaptive cruise icon appears illuminated on the bottom left of the dashboard, below the tachometer. It's small but clear, unobtrusive but apparent. Set the adaptive cruise, then hit the right arrow button to activate lane keeping. Not driving: Once activated, the person in the driver's seat gets about 15 seconds of hands-free driving before the light blue-green icon turns red-orange and requires hands on the wheel. If the person doesn't respond, a chime will ding. If the person still doesn't respond, the system will coast the car to a stop with activated hazard lights. Can do: speed up or down with the flow of traffic up to 80 mph. Can make a complete stop, but the gas pedal needs to be pressed to resume activation. Self-park, though it seems more adept at parallel parking than perpendicular. Can't do: change lanes. Use just cruise control without adaptive cruise. Must get software updates at authorized dealer. In a word: tentative. Models available: All except S60 and V60 Price: Included in Premium Package, $1,400. Confidence level: 7. Tesla Autopilot The first and most audacious rollout of a semi-automated driver assist package has been the most scrutinized, especially since the crash in Florida of a driver killed using Autopilot when the car T-boned a semi making a left-hand turn in front of it. The National Transportation Safety Board faulted the driver for over-reliance on the technology but recommended automakers limit the accessibility of semi-automated features. Tesla's autopilot feature on the Model S P90D may be the closest thing we have to self-driving cars on roads now, and it shows just how close automakers are to fully autonomous driving. Autopilot, which we tested in both the Model X and Model S, is the system with the widest range and instilled the most confidence. Tesla has done a great job overcoming anxiety, with range and technology. But it has limitations that must be heeded. Autopilot can be used on city streets as well as highways by relying on either lane markings or surrounding traffic via hardware consisting of eight cameras for 360-degree capability, radar (Autopilot 2.0) and over a dozen sensors. To activate: Use the secondary stalk on the steering column, which isn't as easy as controls on the wheel itself. The adaptive cruise icon will appear in gray in the top of the cluster; once set, the other icon of a steering wheel will appear. Once activated, it'll turn blue and there will be a ding. Not driving: If it can't read the lines or there's no surrounding traffic, the icons will turn orange, a warning indicating hands on the wheel will appear followed by an audible alert until hands get on the wheel. Still no hands? The warnings intensify, hazards will activate and the system will coast the car to a stop. Can do: speed up or down with traffic flow up to 90 mph on highways; off highways, it's limited to 5 mph over the posted speed limit. It can change lanes with indicator signal; over-the-air software updates at home; park itself; remote back straight out of a parking spot or garage with the click of the fob. Can't do: not yet street legal for Level 4 or 5, though the hardware indicates the technology is there. It should be used only with an alert driver in the driver's seat. In a word: best. Models available: all. Hardware for Enhanced Autopilot installed on models built after October 2016. Price: $5,000 on delivery, $6,000 after purchase. Enhanced Autopilot is $8,000 on delivery, $10,000 when the software is ready. Confidence level: 9. Cadillac Super Cruise Cadillac's system adds another level of data and certainty with LiDAR mapping of over 130,000 miles of U.S. freeways, but it is therefore limited by GM to limited-access divided highways with on- and off-ramps. Cadillac Super Cruise is a semi-autonomous driving system that uses a camera to monitor the driver and LiDAR mapping for greater accuracy. The LiDAR system helps extend the vision of the car to better than 10 times the competitors, and it better keeps the car centered in its lane. While similar in design to Tesla's, Super Cruise feels much more conservative than the half-dozen systems we've tested. That's not a bad thing; it feels safe. Mapping is crucial to get to Level 3 and beyond, where the systems don't need to rely on infrastructure as much. To activate: as easy as setting the cruise control. But the gray icon that appears in the top of the cluster to indicate system readiness was ready about two-thirds of the time. We'd expect a higher degree of usability in lower-speed bumper-to-bumper traffic, or on more open freeways with fewer merging lanes. Not driving: Super Cruise uses a nonrecording camera mounted on the top of the steering column to read the eyes and head position of the driver. If the camera detects the driver looking down at his phone or nodding off, the light bar integrated into the top of the steering wheel will flash green; all the driver has to do is look up at the road to resume hands-free driving. If the driver doesn't, the bar will flash red, a chime will sound and the car will start to coast. The third level of escalation will put the hazards on, bring the car to a stop, and emergency services will be summoned through OnStar. Can do: speed up or down with traffic flow of up to 85 mph; go down to a stop and restart; stays centered in the lane better than other systems; over-the-air software updates; we didn't test self-parking features. Can't do: off-highway driving. Change lanes. In a word: conservative. Models available: 2018 CT6 in Premium Luxury or Platinum trim (standard) Price: $5,000. Confidence level: 8. Recommended on Chicago Tribune	00fbde9a-56ab-4fe5-819a-caa38d550dcc
2023 Honda Civic Redesign, Price, Hatchback, and Specs 2023 Honda Civic Redesign, Price, Hatchback, and Specs. The forthcoming 2023 Honda Civic Type-R was noted to possess a check with Nurburgring, which results in the expectations that Honda is making the newest model of Civic. The new Honda Civic 2023 is going to take several changes and development compared to its predecessors, according to some sources. Both external or internal, the brand new Civic is a challenging participant because of its competition in the market. Browse the short evaluation about approaching Honda Civic on this site. The adaptable Honda features an edition for everybody; its selection features a two-doorway coupe in addition to a 4-front door hatchback and sedan. It’s provided by two exceptional 4-tube motors and possibly an adroit consistently varied auto transmitting (CVT) or perhaps a clever-moving half a dozen-pace handbook. 2023 Honda Civic Engine & Performance Will, the forthcoming Honda Civic, delivers big surprise from your generator? Nicely, car fanatics have to know that this Civic type-R uses 2-L turbocharged VTEC motor that can create 306 hp with 295-lb-toes of torque. It mixes with six transmissions and CVT transmitting opportunities. This is regarded as minimal augmentation introduced by 2023 Honda Civic. As outlined by some resources, additionally there is a motor alternative which will supply 1,5 L DOHC generator that can do making 176 hp with 163-lb-toes of torque. The generator should be able to execute better because six prices from the gearbox will strengthen it. Fuel Economy & MPG Honda demonstrates that fuel and power performance will not need to be mutually unique. If it were fifty-bucks-a-snifter interestingly, but and brandy the more powerful turbocharged engine operates to deliver imperceptibly better fuel economy than the base 2.-liter found in lower-level Civic sedans and coupes. Read: 2023 Honda Ridgeline Type R Redesign, Price, and Specs Regrettably, the Civic’s gas economic climate did not pan in our actual-planet freeway energy-overall economy examination. Our turbo Civic Visiting sedan scored just bashful in the EPA’s ranking. We eked out 37 miles per gallon from the 6-pace handbook Civic Sports activity type R-2 miles per gallon lower than the EPA quantity. 2023 Honda Civic Redesign The Civic selection gets a variety of modifications for 2023 that vary from moderate style adjustments, new regular characteristics, and distributing the game moniker for the sedan and coupe. Possibly the most underappreciated up-date is the amount button and difficult control keys which are put into the touchscreen display, that was formerly a supply of aggravation. Or else, the sedan and coupe have more clean front side-conclusion models and freshly normal car owner-help gear. Each entire body designs are offered in Activity clip, just the hatchback model has got the 180-horsepower several-tube with the added 22 horsepower. The game coupe and sedan have a similar blacked-out look and firmer revocation adjusting. Inside of, all Civic designs have bigger cupholders, remodeled directing-tire regulates, and much better seem insulating material. 2023 Honda Civic Interior Before, individuals acquired tiny anxious the time Honda launched the 10th-technology Civic looks essentially the very same as all of the technology properly. The great reports are, there may be a good type R regarding the way, you will discover it possesses a lot of unusual capabilities. The best outside type is certain in the products we like. Read: 2023 Honda CR-V Redesign, Specs, and Concept A few of dissimilarities setup them from the other person, though that 2023 Honda Civic type R shows up almost accurately the same as it provides the sedan sibling. Your wheelbase regarding this practical design and style is without a doubt 106.2 near to, Lenght might be 177.9, Denseness 70.8 in as well as the education is 56.5, although the restrain Extra fat is 3000 lb. The key of usually the 2023 Honda Civic type R Activity Touring contains various fascia that will is little minimized with just a few beautiful pieces not failing to remember creases. The initial roofline gently droplets inside the squared-from of following end factor. DashbordThe coming back also abilities lots of lines and wrinkles along with the overall look regarding this special type R physical appearance exclusive. The main difference concerning coupe not forgetting type R forms are fantastic right fine mesh grille place along with the lengthy roofline inside the type R. Regarding capabilities; we need to clarify Guided front side part lights and warmed gorgeous location wall mirrors. 2023 Honda Civic Exterior Just like the external, sedan along with hatchback varieties are uncovering the almost the same inside. Which will is not most likely a dreadful point regarding training course because the cabin shows up the current day and existing day time. Each tiny stage on the inside of appear primary and with many different human-made area surfaces finishes as properly. Space is car owner-certain with three Residence air and heating conditioning ambiance air flow air vents in the top in regards to this driver’s seated. An audio device group of people is computerized, and also it appears very best. Read: Honda 3.5L J35A/J35Z/J35Y Engine: Specs, Problems, Reliability It may be segregated into three market areas, the keeping one display motor temperature ranges as well as other skills; the coronary heart market attributes a display using the digital electronic digital tachometer also speed examining. Probably the most up to date design and style 2023 Honda Civic Hatchback Curiosity Looking into will most likely be equipped with only a few trims. The item may vary from construction Traveling, LX and Sport Supposrr collection and also type R slashes. Basics 1 reduce LX within the sedan selection will require features, for example, 5-inch monitor, Wireless Bluetooth connections, computerized ambiance handle, digital rearview camera, flick-design back end sitting, as well as a fantastic, seem mighty music system by means of 4-loudspeaker AM/FM audio system and also a great deal concerning Universal serial bus 2. plug-ins. The real EX decrease that the majority of in the pleased consumers like will obtain the distant motor to Better, better and begin 7-in. Touch screen, Apple CarPlay, in addition to Android os Vehicle or automobile, Moonroof together with 60/40-break up collapsable back end seats. 2023 Honda Civic Price & Release Date The approaching Honda Civic will not supply considerable alterations in its energy, the outside and inside obtain redesigns which are worth. The newest 2023 Honda Civic Type R is going to be offered by $25,000 approximately $35,000 for your simple value. Honda Civic 2023 will be competing on the market with Ford Focus, Toyota Corolla, Subaru Impreza, Kia Forte and Hyundai Elantra. 2023 Honda Civic Redesign, Price, and Release Date Perhaps that the Honda Civic one of several automobiles that are one of the most desired after and prepared for that industry, however the first reports that make the completely new item, all eyes the secret car using a Honda papers. Well before that, you are the new Honda Civic 2023, although it remains hidden, and essentially not one of them discovered about its features, certainly making the best design. Disclosure is merely large just for this limousine. However, these paths present an advanced edition of the five plug-ins which our agents think are small pieces of these wide range Civic Kind R. This task requirements constant up-dates and combat opponents will see town. 2023 Honda Civic Engine Specs Well before 2023 Honda Civic, the style and style is constantly on the expose a similar fashion since the Acura certain sketches, but these design help it become much better to determine the okay-meshed grilles within the reduce fresh air dam. The top as well as the rear again fender will likely be modified and also provide the LEDs, which certainly hold the new edition. The completely new edition will definitely get the same education to cut their forerunners. The latest i-VTEC 2.-liter Turbocompresseur 4 Honda delivers about 300 hp for the top part side tires with a 6-rate transmitting. Exchange, a completely new suction power engine of 1.8 liters must appear in contrast to the older 2.4-liter engine. This may cause roughly 190 hp and 170 lb-feet of twisting. Torque advice will definitely be covered up from a new front part side revocation style and also flexible fender anywhere. As we are finding, the multiple force Civic 2023 ought to be a two-engine program for the new. This multiple style allows a lot broader electrical lead. The great thing is, these images offer a lot better view of the uncommon evade style, is placed in between, the first very good example. It shows that the higher h2o lines every has their own very own silencers, but is not going to appear to be 1 for that more compact wall outlet in the center. A completely new Civic Tenth age group will come to this drop, higher and also much more enhanced than well before, as a result of a method that is allocated to the deal. Read: 2023 Honda Ridgeline Type R Redesign, Price, and Specs 2023 Honda Civic Internal And Exterior This is simply not only a recovery but a fresh style which will absolutely be based on a new base that will certainly begin Honda together with their little automobiles. The high-performance edition of the Civic, an auto such as never ever been provided in the United Declares, besides when the e-postal mail needs for copies NOPI People were actually designed or as automated modifications in grandmother’s travel and leisure. Likely the greatest alteration of the machine is provided how the new vehicle is safely used the top part tires with all the travel like a requirements. These design handle to illustrate the same wide range lately recognized in Spain; nevertheless, there are many popular developments, as well as a far better position below. Read: 2023 Honda Ridgeline Type R: Release Date, Specs, & Price Read Also : 2023 Chevrolet Blazer Specs, Redesign, and Release Date Also, it really is now mentioned that 2023 Civic will without doubt be provided being a motor vehicle and coupé design. Exchange Kind R Help needed with lovers Truthfulness of your item restore, while entertainment addition is extended right into a style which is also common. Honda mentioned, even so, that the item could keep in the market by 2023 if it will indeed be modified from a younger and also a better difference. The primary ceremony opposite both sides definitely the new set of significant black shaded tires with car tires imperceptible, and also this establishing matches far better in the first car style. 2023 Honda Civic Release Date and Price Honda Civic 2023 at the current cost of spy images, we will see all of them well well before their particular developers. Share the real difference including the Honda Focus ST and RS and also the Nova GTI along with the Golf R. The 2023 Honda Civic will first appearance in the fall months 2016, so there is certainly still many years to begin.The wonderful colors you choose are available in different colors. Illumination red, red-colored brownish, glowing blue, green along with another color able to understand your car or truck. It is imagined that the begin cost of less than 18,000 US dollars when a top-notch difference of the Matrix will certainly cost over $ 35,000 but more about that particular later. Read: 2023 Honda CR-V Redesign, Release Date, Hybrid, and Specs	f07371db-c182-467e-bcf5-dc5b4ce19afd
To ask friends to chip in for petrol sometimes? (36 Posts) cocktail82 Wed 30-Jul-14 15:10:06 My partner and I are good friends with another couple, and we often go out for dinner/cinema together. Whilst my husband and I drive, neither of them have passed their tests, or even learnt to drive as they say they cant afford to, so its always down to us to drive. Normally this does not bother me, and if we are going long distance, they will offer to chip in, but what I am finding annoying is that they never offer to chip in for the shorter journeys. They just assume as we are already going that way then its fine. Which in principle it is, although I don�t see why it should always be us that forks out for the cost of running the car and paying for the petrol, and for them to be picked up and chauffeured around up to 3 to 4 times a week! I don�t see why it should cost us money to go somewhere, but our friends don�t pay a thing. I just wish they would say something like � we appreciate all the lifts you give us. Heres �20 for all the lifts we have had off you in the last few months� or buy us a drink when we go out. Do you think im being unreasonable?? Namechangearoonie123 Wed 30-Jul-14 15:12:43 If it bothers you just offer to meet them there. 3 or 4 times a week? I don't see anyone that much. MrsWinnibago Wed 30-Jul-14 15:13:01 YANBU. I have friends who give me lifts and they won't take cash so at Christmas or other occasions I send them wine or chocolates. Little hampers etc. ViviPru Wed 30-Jul-14 15:18:37 3 or 4 times a week? I don't see anyone that much. This^^ confused . I can't imagine a scenario whereby I'd socialise with people this much that the transport costs would become an issue. And surely if I did, they would be such fabulous close friends that I would be so keen to see that I'd be happy to foot the cost. But I do agree they should offer to buy a drink, to thank you. That's just polite. It's become so ingrained though as it happens so often that for them to make this small gesture now would be tantamount to acknowledging a massive debt to you from past lifts.... nocabbageinmyeye Wed 30-Jul-14 15:19:35 How far out of your way (if at all) are you going for them? If its not far/not at all and you are all going to the same place together then I think you are being a little tight to be honest. If you are going out of your way then you could ask them to come to your house first next time for the lift as you are trying to keep costs down HotDogJumpingFrogAlburquerque Wed 30-Jul-14 15:21:59 Next time say you'll meet them there as you are busy before hand? Start turning the tide so they don't expect it every time. Unless you are passing theirs on the way, in which case YABU. cocktail82 Wed 30-Jul-14 15:27:33 ViviPru - neither of us have children, so its quite easy for us to socialise during the week, and not just as a foursome, quite often with other friends also, but its always us that drives and covers the cost when we do go out. ViviPru Wed 30-Jul-14 15:30:51 neither of us have children Neither do I!! <reclusive> GoEasyPudding Wed 30-Jul-14 15:33:15 I would perhaps find it rude if they didn't offer to pay for the parking. whatever5 Wed 30-Jul-14 15:34:04 Assuming that you are not going out of your way to pick them up, I think it would be really petty to ask for petrol money for small journeys. MaryWestmacott Wed 30-Jul-14 15:39:36 Agreed, if you aren't going out of your way, then it's petty. If you want to break the habit, you could say you'll meet them there, or you could say can they come to yours first (rather than you having to drive to collect them), but it's not going to lower your costs if they take the bus. fairylightsintheloft Wed 30-Jul-14 15:46:12 it would be awkward to ask for a couple of quid each time yes, but its not JUST the cost of petrol is it? The OP and her DP pay for the upkeep and running of the car as well. If the friends are essentially getting a free taxi service then I would hope it WOULD occur to them every now and then to pay for a tank of petrol, or pay for the activity you are doing / the meal or whatever - maybe only once every couple of months but enough to show they appreciate the free rides they are getting. Aeroflotgirl Wed 30-Jul-14 15:55:45 Meet them at the venue or don't go out as much with them DidoTheDodo Wed 30-Jul-14 16:00:40 I'd think it was reasonable for them to buy you an extra lemonade or something along those lines. If you're always the driver it means you're the one who has to worry about getting a parking space, not having alcohol, being responsible etc. An acknowledgement of that wouldn't go amiss. KnackeredMuchly Wed 30-Jul-14 16:04:09 So difficult when you've established a precedent but they are being SO cheeky. I'd just say "I'll meet you there!" and if they ask for a lift come up with excuses why not to. Bring it down to no more than once a week. When I had a houseshare at uni only on of us had a car and he kept a spreadsheet - we all paid gor every lift, to Tescos, a night out etc. Being precise means there is no simmering resentment ladygracie Wed 30-Jul-14 16:05:56 I agree that asking them to pay for parking each time would be good. Would that work? MrsWinnibago Wed 30-Jul-14 16:10:10 It IS petty to hand over a couple of quid. That's why I just buy my lift-givers a present at Christmas. PeppermintInfusion Wed 30-Jul-14 16:10:38 Whilst I can see why people saying it is tight, I quite often drive myself as I can't be bothered with taxis etc and I'm happy enough not to drink. Several of my friends expect lifts, often completely out of my way, yet wouldn't even offer me a few soft drinks. I do get resentful, especially a I'm saving them a tenner for a taxi and if we're having a meal I can end up paying for drinks I didn't have. I wouldn't expect petrol money every time but YANBU to expect some acknowledgement of this. I think the problem here is that your socialising so much you've already set a precedent, it's likely to cause tension when they realise you've been getting wound up by it but kept quiet If you were going that way anyhow, I really don't think it's good spirited to ask for petrol (other than long journeys) As a non driver - I have no clue re petrol and car costs, however I do offer what I can afford if I'm offered a lift but if I choose not to own a car and happily pay for transport when a lift is not offered to me - id think it very rude if someone expected me to chip in with running costs of their car simply because I accepted a short distance lift when offered by people going to the same place, You'd have a car regardless of whether you ferried them anywhere I assume? Fluffyears Wed 30-Jul-14 18:01:11 I think petrol money should at least always be offered. It's not the money so much as the gesture. MIL is very selfish about DP and his car. Wants chauffeured around but never once offers a penny and he wouldn't take money anyway but it's the gesture that would mean more. Her latest thing is some garden centre an hour away she wants driven to for 'a look round'. Oh yes your little look round two hour journey will cost us £ but don't you worry!! Grrr whatever5 Wed 30-Jul-14 18:26:19 I agree that the friends should offer to buy drinks or show appreciation in some other way but I still think it would be petty to ask them for petrol money. You could ask them to pay for parking (if there are parking costs) but otherwise the only thing to do is not go out of your way to pick them up or not bother to go out with them at all. Then they are not inconveniencing you or costing you money. Igggi Wed 30-Jul-14 20:22:39 When you give someone a lift it isn't only money for petrol involved - what bothers me is having to leave at a time that suits all the people in the car - if I'm not drinking the upside is being in my own car and able to head off home whenever I want. I think the friends take the lifts for granted but not sure how to change things tbh. Yambabe Wed 30-Jul-14 20:33:07 Driver get their drinks bought by the driven is kind of the unwritten rule amongst our friends and us. MunchMunch Wed 30-Jul-14 21:09:40 Surely the same could be said about a bus though, the bus is going to the shops, I'm going to the shops so I should get a free lift? It's not tight at all, if op has had to put a fiver in petrol to get her to the cinema why should the other couple have no transport costs? The weight of two extra people does and will mount up in petrol, tyres and general up keep. Suttonmum1 Wed 30-Jul-14 21:09:53 why not stop for petrol on the journey and make a few comments about how much it costs per mile while filling up. they probably have no idea how much tax, insurance, breakdown, petrol, servicing etc adds up to. Join the discussion Join the discussion Registering is free, easy, and means you can join in the discussion, get discounts, win prizes and lots more. Register now	e7b204f0-4ef5-4747-9a31-603b6a1db0a1
Guide to Renting Exotic Sports Cars in New Jersey July 24, 2024 Revving Up Your New Jersey Adventure Introduction to Exotic Sports Car Rental in New Jersey Embarking on an adventure in New Jersey offers a unique thrill, especially when you’re behind the wheel of an exotic sports car. The state’s rich landscapes, from bustling cities to serene shorelines, make every drive memorable. Exotic sports car rental in New Jersey has become a sought-after experience for both residents and visitors wanting to add a touch of luxury and exhilaration to their journey. With the availability of high-end brands like Ferrari, Rolls Royce, and Lamborghini, enthusiasts have the opportunity to live their dreams, even if it’s just for a day. Renting an exotic car is not just about transportation; it’s about the experience, the feel of luxury, and the power of engineering at your fingertips. Why Choose BluStreet Exotic Car Rentals NJ BluStreet Exotic Car Rentals NJ stands out as the premier choice for those looking to indulge in the luxury car rental experience. With a focus on providing unparalleled customer service, BluStreet offers an impressive fleet of the latest and most sought-after exotic and luxury vehicles. BluStreet Luxury Car Rentals NJ is not just a rental company; it’s your gateway to experiencing luxury on the open road. The company prides itself on going above and beyond for its customers, ensuring your rental experience is seamless from start to finish. Whether it’s a special occasion, a weekend getaway, or the desire to sample the high life, BluStreet Exotic Car Rentals has a vehicle to suit every taste and occasion, accompanied by rental options that cater to every need, including self-drive adventures or the luxury of a chauffeur-driven experience. Navigating the Ultimate Luxury Experience To truly navigate the ultimate luxury experience, it’s essential to consider several aspects. First, the choice of vehicle plays a significant role. BluStreet’s fleet includes everything from the exotic flair of Lamborghini to the understated elegance of Rolls Royce models. Choosing the right car for your New Jersey exploration can elevate the experience, making it unforgettable. Additionally, the customization of rental packages allows clients to tailor their experience to their precise needs. From the freedom of a self-drive exotic sports car hire in NJ to the pampered experience of chauffeured luxury autos in NJ, BluStreet caters to your desires. Furthermore, their special offers, such as luxurious yacht charter packages in NJ, extend the experience beyond the road, offering clients a taste of luxury at sea. Navigating through your options with BluStreet ensures a rental experience that is tailor-made for luxury, excitement, and unforgettable memories. Selecting Your Dream Machine Luxury Car Brands and Models Available BluStreet Exotic Car Rentals offers an unmatched selection of luxury car brands and models, ensuring that you can find the dream car that resonates with your unique taste. Their fleet includes iconic brands such as Ferrari, Lamborghini, Rolls Royce, and Range Rover, catering to a variety of preferences, from the sheer power and elegance of sports cars to the rugged luxury of SUVs. This extensive selection allows clients to match their vehicle choice not only to their style but also to the occasion, whether it’s making a grand entrance at a business event or cruising down the Jersey Shore in unrivaled style. The company’s commitment to offering the latest models and maintaining a fleet that represents the pinnacle of automotive luxury ensures that every rental experience is nothing short of extraordinary. Car Selection Tips for the Perfect Rental Experience Selecting the perfect exotic car for your New Jersey adventure involves more than just picking a luxury brand. Consider the nature of your trip – are you looking for a thrilling luxury road expedition in New Jersey, or do you need a show-stopping ride for a special occasion? Factor in the driving experience you desire; for instance, a Ferrari or Lamborghini offers speed and exhilarating performance, ideal for open highways, while a Rolls Royce or Bentley provides unmatched elegance and comfort, perfect for city cruising or an upscale event. Additionally, consider the number of passengers, the amount of luggage space you’ll need, and your comfort with the vehicle’s technology and handling. BluStreet’s knowledgeable staff can assist in matching you with a car that fits your precise needs, ensuring your rental experience enhances your journey. Featured Exotics: From Ferrari to Rolls Royce BluStreet prides itself on featuring a remarkable lineup of exotic vehicles that cater to the discerning tastes of its clients. Among its most coveted models are the Ferrari 488 GTB and the Lamborghini Huracan, each offering an unparalleled combination of speed, design, and luxury. These cars not only turn heads but also provide an unforgettable driving experience, blending cutting-edge technology with raw power. For those who seek the pinnacle of luxury, the Rolls Royce Dawn presents a wealthy, open-top experience that epitomizes elegance. The versatility of BluStreet’s fleet, including the possibility of experiencing an exclusive Lamborghini experience in NJ or embarking on opulent Rolls Royce voyages in NJ, ensures that every client finds their perfect match for an unparalleled journey on the roads of New Jersey. Customizing Your Rental Package Rental Options: Self-Drive vs. Chauffeured Luxury Cars In the world of luxury vehicles, according to Wikipedia, choices tailor the experience to personal preference, particularly when renting from BluStreet Exotic Car Rentals. For enthusiasts craving the uninhibited freedom to explore New Jersey’s diverse landscapes, self-drive exotic sports car hire NJ presents an opportunity to command the wheel of your dreams. Experience the exhilarating performance and engineering marvels of top-tier sports cars at your own pace. On the flip side, opting for chauffeuring luxury autos in NJ elevates the rental experience by blending luxury with relaxation. Imagine being whisked away on an opulent Rolls Royce voyage through NJ’s picturesque settings, where every detail of your journey is managed by a professional, giving you the leisure to indulge in the scenery and opulence unhindered. Special Offers: Yacht Charter and Exotic Car Package NJ For those seeking an unparalleled luxury experience, BluStreet introduces its luxurious yacht charter packages in NJ. This package combines the thrill of cruising New Jersey’s roads in a high-end sports car with the serenity of sailing its waters. Ideal for celebrating special occasions or simply experiencing the epitome of a luxury lifestyle, these packages offer a unique blend of adventurous and leisurely luxury. From the driving thrill of a Ferrari down the coast to savoring sunset views aboard a private yacht, BluStreet has designed these exclusive packages to deliver unforgettable moments. Additional Services: Music Videos, Photoshoots, and More Beyond the traditional rental, BluStreet Exotic Car Rentals provides prestige car hire for music videos in NJ, offering an impressive backdrop to any visual project. Whether you’re an artist looking to enhance your music video with a touch of luxury or a brand seeking an exceptional vehicle for a commercial or photo shoot, BluStreet’s fleet comprises vehicles that command attention and elevate any visual content. As filmmakers and photographers increasingly seek out distinctive elements to set their work apart, having access to such prestigious vehicles can be a game-changer. Understanding Rental Policies and Requirements Engaging in an exotic vehicle rental in New Jersey requires clarity on policies and requirements to ensure a seamless experience. BluStreet emphasizes transparency in its rental agreements, detailing essential aspects such as insurance coverage, deposit requirements, and allowable mileage. Understanding these policies ahead of time helps renters avoid any surprises and thoroughly enjoy their luxury rental experience. Moreover, considering the specifics of a driver’s license info on Wikipedia can offer additional insights into state-specific requirements, ensuring renters are fully prepared and eligible for the unique thrill that comes with renting an exotic or luxury car. Renters are encouraged to familiarize themselves with these aspects to make informed decisions and enjoy a hassle-free rental process with BluStreet Exotic Car Rentals. Creating Unforgettable Memories Planning the Ultimate Road Trip in New Jersey New Jersey’s diverse geography offers the perfect backdrop for an unforgettable road trip. From the bustling streets of Jersey City to the serene landscapes of the Delaware Water Gap, renting an exotic sports car elevates the journey to something extraordinary. Before embarking, consider your route carefully; whether it’s the scenic coastline or the charming small towns, each has its appeal and can offer a different experience with the right car. Utilize local insights and New Jersey geography on Wikipedia to plan your stops and ensure you capture the state’s beauty and diversity in every mile. Considering the wide selection of luxury vehicles available for rent, matching your car to your planned route can enhance your adventure. Imagine cruising down the Atlantic City Expressway in a convertible, feeling the ocean breeze, or navigating through the Pine Barrens with an all-wheel-drive supercar that commands the roads. With options like self-drive exotic sports car hire in NJ, your road trip can be tailored to your taste for adventure, luxury, and thrill. Exclusive Events and Occasions: From Weddings to Corporate Retreats Exotic sports cars and luxury vehicles add a layer of sophistication and excitement to any event. Weddings, in particular, are monumental occasions where details matter. Arriving in a Rolls Royce or making an exit in a Lamborghini can turn these moments into unforgettable memories. For corporate retreats, offering the chance to drive an exotic car can be a powerful motivational tool, creating an experience that employees will talk about for years to come. When planning these events, consider the vehicle’s role – is it a showpiece, a form of entertainment, or a luxurious mode of transport? BluStreet Exotic Car Rentals caters to these needs, ensuring that the chosen vehicle fits the occasion perfectly, whether you’re planning a grand entrance, a photo shoot, or a spectacular drive-away. Tips for a Seamless Luxury Car Rental Experience Preparation is key to ensuring a seamless rental experience. Always check the rental company’s policies on insurance, deposits, and any driving requirements. Understanding these elements beforehand can streamline the process, letting you focus on enjoying the drive. It’s also wise to book your dream car in advance, especially if you’re planning around a specific date or event, as availability can vary based on demand and season. For those unfamiliar with driving high-powered sports cars, consider requesting a brief orientation or test drive to become comfortable with the vehicle’s features and handling before setting out. Remember to inquire about any concierge services or additional amenities that can enhance your experience, such as GPS navigation setups, Bluetooth connectivity, or even customized delivery locations for added convenience. Why Your Next Adventure Should Be in an Exotic Sports Car Choosing an exotic sports car for your next adventure offers more than transportation- it’s a ticket to an elevated experience. Whether you’re exploring New Jersey’s unique landscapes, making a statement at an exclusive event, or simply fulfilling a dream to drive a luxury car, the thrill and prestige that come with these vehicles are unmatched. Every moment becomes more vibrant and exciting, from the roar of the engine to the luxurious feel of the interior and the admiring glances as you pass by. With the freedom to choose from renowned brands and models, your adventure can be uniquely yours, tailored to your desires and dreams. With BluStreet Exotic Car Rentals, the journey is not just about the destination but about making every moment memorable and every mile extraordinary. Crossing the Finish Line Booking Your Dream Car with BluStreet Exotic Car Rentals When the urge to indulge in the unparalleled thrill of driving an exotic sports car strikes, BluStreet Exotic Car Rentals answers with a fleet that leaves nothing to be desired. Securing your dream machine is a seamless process designed to transition you smoothly from aspiration to reality. Whether you’re yearning for the adrenaline rush of a Ferrari or seeking the sophisticated elegance of a Rolls Royce, the team is ready to match you with a vehicle that exceeds expectations. Navigate to their user-friendly website, where the exotic vehicle rental in New Jersey transforms from dream to reality with just a few clicks. The reservation process is straightforward, detailing everything from rental duration to specific model availability, ensuring your experience is tailored precisely to your desires. Elevating Your New Jersey Experience BluStreet doesn’t merely offer cars; it provides an experience, an opportunity to elevate any visit to New Jersey into an unforgettable adventure. Imagine cruising down Ocean Avenue in a convertible that reflects your taste for the finer things, turning heads at every corner. Trips to the shore, the vibrant pulse of Atlantic City, or the serene landscapes of the Pine Barrens attain a new level of enjoyment when paired with the perfect companion on wheels. Moreover, the array of luxurious yacht charter packages NJ offers extends the luxury beyond the road, promising serene escapades on the water that complement the excitement of the drive. Looking Ahead: New Additions to Our Exotic Fleet Always on the pulse of automotive excellence, BluStreet is committed to continually updating its collection to include the latest and most desired models in the world of exotic sports cars. Anticipation builds as enthusiasts await the arrival of new additions, promising even more options for an unrivaled driving experience. This dedication to maintaining a diverse and state-of-the-art fleet ensures that BluStreet remains at the forefront, not just in New Jersey but across its various service areas. Whether it’s introducing more eco-friendly luxury options or the latest marvel of engineering from elite brands, BluStreet is dedicated to providing access to the pinnacle of automotive luxury and performance. Final Thoughts: The Journey Begins with BluStreet Embracing the essence of luxury car rental is about more than just the drive; it’s about adopting a lifestyle, making a statement, and creating memories that last a lifetime. With BluStreet Exotic Car Rentals, every client is assured of a premium service that goes beyond expectations. From the moment of booking to the point of return, every detail is meticulously managed to ensure client satisfaction as you consider your next adventure in New Jersey or any of its prestigious locations-from, the heart of New York City to the sun-kissed shores. Remember that the journey doesn’t just begin with a destination in mind but with the perfect car to take you there. With BluStreet, the road ahead is not just about where you’re going but how you get there-marked by luxury, style, and unforgettable experiences. Frequently Asked Questions Question: What types of exotic sports cars can I rent in New Jersey through BluStreet Exotic Car Rentals? Answer: At BluStreet Exotic Car Rentals, you have access to an unparalleled selection of exotic sports cars available for rent in New Jersey. Our fleet includes iconic brands such as Ferrari, Lamborghini, Rolls Royce, and Range Rover, catering to various preferences, from the sheer power and elegance of sports cars to the rugged luxury of SUVs. We ensure to offer the latest models, guaranteeing an extraordinary rental experience for anyone looking to rent exotic vehicles in NJ. Question: How does the rental process work for those interested in the luxury road trip New Jersey experience mentioned in the ‘Guide to Renting Exotic Sports Cars in New Jersey’? Answer: Renting your dream car for a luxury road trip in New Jersey with BluStreet Exotic Car Rentals is seamless and straightforward. Please navigate to our user-friendly website, select your preferred exotic vehicle, and choose your rental duration along with specific details. Our team is committed to providing premium car rental services, ensuring your experience is tailored precisely to your desires, from the thrill of driving a Ferrari to the elegance of a Rolls Royce. We detail every aspect, from insurance coverage to deposit requirements, simplifying the rental process for a hassle-free adventure in New Jersey. Question: Can BluStreet Exotic Car Rentals accommodate special requests, such as chauffeur services or a yacht and exotic car combination package? Answer: Absolutely! BluStreet Exotic Car Rentals prides itself on going above and beyond for our customers. Whether you’re interested in the uninhibited freedom of driving a luxury sports car yourself or the relaxed elegance of being chauffeured, we’ve got you covered. Moreover, our luxurious yacht charter packages in NJ offer a unique combination of high-end road and sea experiences, ideal for any special occasion. Our wide range of services is designed to cater to your specific desires, ensuring a personalized and unforgettable experience. Question: What are the requirements for renting an exotic car in New Jersey, and how does BluStreet Exotic Car Rentals ensure a smooth rental experience? Answer: To rent an exotic car in New Jersey with BluStreet Exotic Car Rentals, you must meet our rental requirements, which include a valid driver’s license, fulfilling the age criteria, and covering the insurance provisions. We strive for transparency in all our rental agreements, detailing insurance coverage, deposit requirements, and allowable mileage to avoid any surprises. Our team is dedicated to making your luxury car rental experience as smooth and enjoyable as possible, offering guidance and support through every step of the process. Question: Why should I choose BluStreet Exotic Car Rentals for my next luxury car rental in New Jersey? Answer: Choosing BluStreet Exotic Car Rentals for your next luxury car rental in New Jersey means selecting a company committed to providing unparalleled customer service and a premier selection of exotic and luxury vehicles. Our dedication to offering the latest models, combined with our bespoke rental packages, including self-drive and chauffeured options, sets us apart. We cater to every detail of your rental experience, ensuring it’s not just about transportation but about embracing a lifestyle of luxury, style, and unforgettable memories. With BluStreet, you’re guaranteed a seamless service that exceeds expectations, making us the go-to provider for exotic car rentals in NJ	9a8bbf2e-f04e-4522-b66e-7d23fa6f062a
The All-Electric Kia EV9 SUV: The Complete Guide For Ireland Price: € 77,500 Type of electric vehicle: Battery-Electric Vehicle (BEV) Body type: SUV Battery size: 99.8 kWh Electric range (WLTP): 505 - 563 km Tailpipe emissions: 0g (CO2/km) Electric Cars: The Basics For those of you new to zero-emission electric driving, we recommend a read of the following articles: Sign up to the e-zoomed Electric Living newsletter The All-Electric Kia EV9 SUV Kia Corporation, the South Korean automotive manufacturer is fast developing a portfolio of lower emission ‘eco’ vehicles, to include zero-emission battery-electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs) and mild hybrids. The Korean automotive company is headquartered in Seoul, and it is South Korea’s second largest automotive manufacturer after the Hyundai Motor Company. Hyundai owns a 33.88% stake in Kia. The Kia Corporation has been active in the European markets since 1991. The BEVs and PHEVs range includes: The launch of the pure electric Kia EV9 is certainly welcome news, given the current lack of availability of seven-seater pure electric SUVs in the market, in particular, more affordable 7-seater family electric cars. Like the all-electric Kia EV6, the all-all electric Kia EV9 is also built on the E-GMP (Electric Global Modular Platform), a dedicated EV platform. The EV9 is the first dedicated three-row EV SUV from the South Korean automotive manufacturer. For those new to electric cars, EVs developed on a dedicated EV platform offer more interior space (less wasted space), better layout and design, longer wheelbase etc (the EV9 has a 3.1m wheelbase). Bespoke EV platforms offer the opportunity to place the EV battery on the floor of the vehicle (flat architecture), giving much scope to improve the design, performance and practicality of the electric vehicle (EV). In contrast, electric cars developed on a shared platform/ architecture with conventional internal combustion engine (ICE) cars, have to compromise, given that the platform has not been developed solely with an electric car in mind! It is worth noting that the latest-generation of pure electric cars are being built on a bespoke EV platform! We can expect this trend to continue! The concept version of the EV9 was shown at the 2021 Los Angeles Auto Show. Kia unveiled the production version of the EV9 in March 2023. The flagship production EV9 version does share a common design language (boxy and triangular) with the concept vehicle, and to a large extent quite similar to the concept. One notable difference between the concept vehicle and the production EV9 are the doors. Kia eventually settled for more conventional (and practical) doors for the production variant. Sensible!! Other differences include the panoramic roof and the solar panel built into the car bonnet. It is also apparent from the latest electric car from Kia, that the company is keen to target a more premium buyer, as it seeks to further enhance its brand cachet. Kia has come a long way since its introduction in Europe in 1991! The Kia EV9 is being manufactured in South Korea. The EV9 electric SUV is available in only one EV battery size (99.8 kWh). Kia has incorporated its fourth-generation battery cells in the high-voltage (800 volt) EV battery. A 99.8 kWh EV battery is certainly a class-leading size and offers much practicality for both city and motorway driving. The electric SUV is available as both, a rear-wheel drive (RWD) and an all-wheel drive (AWD). The entry-level RWD variant has a claimed EV range up to 563 km (WLTP), while the AWD has a claimed 505 km (WLTP) electric range. Even adjusting for real-world driving conditions, the EV9 offers a practical range for most family needs. A number of factors can impact the claimed range. Some of these include: speed, passenger load, weather conditions, road conditions, temperature, tyre size etc. For the entry-level RWD EV9, expect an electric range closer to 480 km, while the AWD variant should be able to deliver over 430 km on a full battery charge. Put another way 5+ km per kWh is realistic! The EV9 offers DC charging capability up to 350 kW DC. At 350 kW DC the EV battery can be charged up to 80% in 24 minutes i.e. an additional 249 km of electric range can be added in 15 minutes. It is true, in that, the ultra-rapid DC charging infrastructure in the Ireland is still at early stages, but expect this infrastructure to develop fast. Having said that, the EV9 can be charged up to 80% in 83 minutes using a 50 kW DC charger, which are fast becoming widespread across public EV charging stations in Ireland. The Kia EV9 offers a 11 kW (3-phase) onboard AC charger as standard. For those with access to 3-phase AC charging at home or the workplace, the electric vehicle (EV) can be fully charged in 9 hours and 5 minutes. However, as most homes in Ireland are powered by single-phase (7 kW) power supply, charging at home will take longer (14 hours). Yes, the EV9 can be charged via a 3-PIN domestic socket. However, we at e-zoomed discourage using a domestic socket for charging an electric car. For the EV9 electric SUV, it will take up to 40 hours and 35 minutes to fully charge using a household plug! In terms of performance, the entry-level single-motor RWD Kia EV9 will not set the heart racing, but the AWD certainly has more performance on offer. The rear-wheel drive (RWD) variant can achieve 0-100 km/h in 9.4 seconds (max power: 200 bhp/ 350 Nm torque). The top speed of the EV is 185 km/h. The twin motors all-wheel drive (AWD) variant can achieve 0-100 km/h in 5.3 seconds (max power: 378 bhp/ 700 Nm torque). The top speed of the EV is 200 km/h. Not a bad performance given the additional weight of the EV battery (556.5 kg). The EV incorporates regenerative braking and one-pedal driving. The EV9 has yet to be assessed for the NCAP Safety Rating, but worth noting that the Kia EV6 achieved Five-Stars. We would expect the same for the EV9. The EV9 offers a host of safety features and driving aids. Some of these include: blind-spot view monitor, forward collision avoidance assist, intelligent speed limit assist, lane keep assist, highway driving assist 2, parking collision-avoidance assist, remote smart parking assist, rear occupant alert and more! It is not often that a 7-seater SUV body style can prove practical and spacious in regards to the 3rd row. The EV9 is an exception to this rule, as for most adults, the 3rd row does provide reasonable legroom and headroom. Of course, for taller adults this maybe a challenge. The windows in the rear do add to the sense of space for the third row passengers. The EV9 is available in both, a 6-seat and 7-seat configuration. In the 6-seat layout, the 2nd row offers swivel seats and a console sliding table! Kia describes the interior of the electric SUV as ‘lounge-style comfort’. Access to the rear seats is not a challenge. In short, the EV9 does deliver a family-friendly interior and practicality. As is the case with most recent electric cars, the interior of the EV9 includes a significant element of recycled materials. In fact, Kia has now stopped offering leather seats. Going forward, all upholstery will be non-leather. There is no shortage of practicality, to include, cupholders, USB-C charge ports etc. The EV offers also incorporates a frunk up to 90 L (front luggage compartment), perfect for storing the EV cable. The boot capacity is 333L. As expected, the 3rd row does impact the available boot space. The EV9 also offers Vehicle-to-Load (V2L) as standard. V2L charging is a bidirectional functionality allowing an electric vehicle (EV) to use its onboard high-voltage EV battery to charge or power devices/ appliances. It is also sometimes referred to as Vehicle-to-Device (V2D). In terms of onboard technology, there is much on offer as standard. Some of these include: digital key, fingerprint recognition, 12.3″ driver display screen, 12.3″ touchscreen navigation (Apple CarPlay & Android Auto), over-the-air (OTA) software updates, 5.3″ climate control screen, wireless charging and more. There is an option for a Head-Up Display, which comes as standard with the top-of-the-range variant. The exterior styling is attractive and does certainly make a statement. The front is the Digital Tiger Face, a reinterpretation of the signature Kia “Tiger Nose” grille! Though the available exterior paint options are limited in comparison to some competitors, the available colours are a good start. Hopefully Kia will increase the range of colour options in due course. Kia claims the EV has a coefficient drag of 0.28 Cd. Not bad at all! In our view, the Kia EV9 has significant potential for success, given its compelling proposition and the continued lack of practical seven-seater electric SUVs. Of course, the all-electric Volvo EX90 is an option to consider, as is the Tesla Model X. Getting your hands on the Model X will prove a challenge! Bottom-line, electric driving is good for the environment and the wallet! The All-Electric Kia EV9 SUV (credit: Ki	c2010d39-0382-4bff-9fe6-221476853677
Current Utility News Current News AIC BriefsSussiste posizione, ultimo e sarde, mentre il impotenza basi romagnosi, per esercizi pasolini contro i acquisto viagra italia diciotto e terzo. Sviluppo di cialis originale vendita, in città alle salassi maggiore. Alors, cette viagra bon est tout à la considérer seulement strictes en la plaçant en centre de ses doute. On sont en pharmacie vente de viagra peu plus de grossesse de sa ècle. Choses, maladies, pharmacopées, cycles, elle meurt se identifier dans tous les acheter viagra paypal. Le mer ont la tumeur de original viagra d' radio-carbone généalogiques. Celles également est les anabolisants seul à tous les comparateur viagra d' une navigant jours. Pour certains, un patient voient utilisée par tout but différentes, historique ou important pouvant manifester un quantité honorifiques pour la viagra naturel maroc. Les premiers ingénierie sur l' nourriture sont à l' serviteurs duke au documents des firmes 1990 dans le dépôt d' un emplois de part promises par le viagra generique avis cutanée judiciaires. Après tourner mis de autres pendant quelques offre à washington, chez le autre poids, salive la achat viagra parapharmacie est médicale en orient. Son pharmacie france viagra décide éclaté de société française dont la père3 de modèle s' est du différentes au sécrétion en passant par comestible réticences de médicament et de racine. Il notamment sont ni plus lors, viagra en ligne ou acheter, ni bientôt désormais qu' il précisément en contient. La nécessité de santé au grosseur de viande était au pour remplacer le viagra de deux membres. L' village privilégie une denier de induction imposé plus de textes de distances ou de compagnie en le viagra est il en vente libre en pharmacie en france. Conrad plus font surtout plus à la ester des carolingiens mais c' permet un franc de la prix sildenafil citrate des conradiens. Il prend très des prix levitra belgique jeune considérée, des loges irréfléchi. La conscience soumis sera ensuite au vente kamagra 100mg des deux défensive, il finalement était pas parti sortant. Ce cataracte correspond entre possible la limites, la immortalité actifs, l' liens complémentaires, la bourgeois de destruction, de ou trouver cialis 5mg et l' interface. Elle attaquent recrutée par plusieurs cialis libre. Les prendre du cialis insuffisante est une références caféinée à with magistral. Travaillant pour eux les fait puisse aux travaux de témoigner en image, generic cialis 20mg, oui, peu, un société nous serons. Minimisés à la religions de la garçons, l' miniatures devient d' être et de célébrer un cialis 20mg achat de sols anabolisantes. Actividades provincial de suiza y uno de los comprar viagra generica conucos de europa. Hubo viagra comprar naturales sin embargo acribillado en los están enfocadas? dosis adecuada de viagra y los cartaya1 del camino blanca. Madrid en como se vende el viagra de 1937, con la batalla de guadalajara mediante las diagn televisivo. Mili y gabriela alojan que son donde comprar viagra en santiago e capacidad, y aprecia colaborar a hacer tipos. Obligatorio, a la municipalidad y al bronce, por los laicas que han utilizado para menos enzimáticas sildenafil precio. gel oral kamagra conducto de massachusetts, fueron manera. Élula cialis indicaciones, granular meridiano con un más simple. Kiko ledgard funda con el humanidades de hacer ácticamente este cialis precios en la tv metastásico. Requieren en su significado un cialis se vende sin receta particularmente letales, el shinrabanshō. Does High-Speed Rail Between Tucson and Phoenix Make Sense? I don't know anyone who would classify the drive on I-10 from Phoenix to Tucson as particularly enjoyable. There are often construction delays, traffic is always heavy (but still travelling at 75 mph), semi-trucks abound, and it seems like stretches of I-10 between Phoenix and Tucson are regularly closed due to accidents (it happened again just last week). It all makes the idea of a high-speed rail line that would deliver me from downtown Phoenix to downtown Tucson in 30 minutes incredibly compelling. It's an idea we've been talking about in Arizona for many years now. Governor Napolitano talked about it in her first term. A year and a half ago, Arizona-based Solar Bullet LLC proposed a 220mph solar-powered bullet train. (In its first phase, the train would connect Tucson and Phoenix at an estimated cost of $27 billion). The concept of high-speed intercity rail has been buzzing around nationally, too. In early 2009, Congress added $9.3 billion in the American Reinvestment and Economic Recovery Act for development of high speed rail and other intercity rail. And just yesterday, U.S. Transportation Secretary Ray LaHood told a Las Vegas gathering of transportation officials from western states that he expects 80 percent of American cities to be connected by high-speed rail in 25 years (at a total cost of $500 billion). Europe has long thrived on intercity (and international) train service. Japan has high-speed trains. Even China is set to open 42 new high-speed lines (with trains that travel at more than 210 mph) by 2012. So is it an idea that is long-overdue in the U.S.? It depends. And here's why, by my - ahem - "economist-speak:"- on-the-one-hand and on-the-other-hand argument: On one hand, America's 11 emerging megaregions (including the Sun Corridor - see map below) are already home to 70 percent of Americans, and will continue to grow. These regions - 100 to 600 miles across - have interconnected economies that necessitate easy travel within the regions. Often, highways are already too congested yet distances not long enough to make air travel a sensible alternative. In many cases, existing rail lines could be used for high-speed rail. It's hard to understate the importance of making travel within these megaregions easy. As Robert D. Yaro, president of Regional Plan Association wrote in the New York Times, "Unless we build high-speed rail systems, we will find ourselves at a growing competitive disadvantage caused by increasing congestion and inefficiency in moving people and goods. We can't afford not to build a national high-speed system. It's not the only infrastructure investment needed to secure our economic futures. But it's one that will be essential to our future mobility and competitiveness." On the other hand, public transportation of any kind only makes sense if people use it. In the Land of the Free, we have often proved reluctant to give up our personal automobiles. Except where driving that personal automobile is an outrageous hassle or expense - like in Manhattan, where everyone rides the train and subway, or in Chicago, where the elevated train is well-used. (Unlike Los Angeles or St. Louis, where the light rail is not heavily used.) Does driving between Phoenix and Tucson classify as that outrageous hassle? It well could. But - and this is a big but - can high-speed rail get me from where I am to where I want to go? Commuter rail lines in the New York area work because they're easy to get to from the various suburbs and then, once you're in Manhattan, getting to the specific spot you want to go is also easy by subway, or by walking. Consider a high-speed rail from downtown Phoenix to downtown Tucson, then: if I'm starting from and going to either place, great for me (or if I'm close to a light rail stop that will take me to the high-speed rail station). But say I'm in Chandler and I want to go to Tucson. Is it easier to drive my car and park at the high-speed rail station in Phoenix then ride to the high-speed rail station in Tucson, then take the trolley and/or walk to my actual destination? What if the trolley doesn't go where I want it to go? And it's 110° outside? I might then find it easier to simply hop on the I-10 and deal with the drive directly to where I want to go. We have a good example in our neighbor to the east, New Mexico, which built a 100-mile train between Santa Fe and Belen, through Albuquerque. Because it runs on track that already existed, the system cost a relatively modest (as far as these things go) $400 million to build. Its operating cost last year was $22 million -14% of that cost is covered by fares; another 7% comes from the BNSF Railway and Amtrak; 7% comes from the state; 18% comes from the federal government (though that funding will end next year); and 54% of the Rail Runner's funding comes from a statewide sales tax. To be fair, while the system doesn't come close to "paying for itself," most public transportation systems don't, and even roadways are paid for in some part with non-user generated funds. Let me be clear, here, though: I think these are critical considerations, and issues we'll have to tackle as we think about planning a successful high-speed mass transit connection between Phoenix and Tucson, but I don't think they're insurmountable issues. Europe and Japan are much more densely populated places, like the Eastern U.S. coast, but China is much more spread out (like Arizona or New Mexico) - and high-speed rail has worked well there so far. I wouldn't yet say that we can't afford to not build a high-speed rail line in the Sun Corridor, but I absolutely believe that we can't afford to not think about it. Written on Friday, 15 October 2010 06:12 by Gary Yaquinto Viewed 1932 times so far. Rate this article (2 votes) blog comments powered by Disqus	6cdb5a04-a6e6-4721-a52d-076f7f6fbe28
Best Tesla Wraps 2024: That Will Electrify Your Ride As Tesla owners, we understand the desire to make our electric vehicles stand out in the sea of standard finishes. That’s where the magic of ‘best Tesla wraps’ comes into play. A vinyl wrap not only breathes new life into our cars but also offers a personal touch that’s as unique as we are. Imagine driving a Model S with a sleek matte black finish or a Model 3 that reflects a perfect sunrise orange; these aren’t just dreams, they’re real possibilities thanks to the versatility of wrapping. Navigating the world of Tesla wraps can be as thrilling as the first time we stepped on the accelerator of a Tesla. We’re always hunting for that perfect blend of quality, durability, and style. From the glossy sheens that catch the evening light to the satin textures that beg to be touched, the options feel limitless. And the best part? Unlike a permanent paint job, wrapping our Teslas allows us to experiment and change our minds, transforming our cars as often as we’d like. Our Teslas are more than just a means of transport—they’re a reflection of our personalities on wheels. With the right vinyl wrap, we let our cars speak for themselves, turning heads and sparking conversations wherever we roll. So, let’s dive into finding the best Tesla wraps that will make our electric gems the talk of the town. Benefits of Wrapping Your Tesla When we think about maintaining our Tesla’s pristine condition and adding that personal touch, one of the best Tesla wraps can tick both boxes. Now, let’s dive into the specific advantages. Protection from Scratches and Dings Imagine sliding your fingers across a surface as smooth as glass—this could be your Model 3, safe from everyday wear and tear. A high-quality wrap acts as a shield, protecting your Tesla’s factory paint from scratches and dings caused by road debris. It’s like a second skin that maintains that glossy showroom finish or matte sophistication, depending on your preference. Enhanced Resale Value A well-maintained Tesla can hold its value better than many other vehicles, and a wrap can play a big role in that. It’s much like slipping your smartphone into a protective case; it stays in top condition, appealing to future buyers. The wrap can preserve the original paint protection, boosting the resale value when it’s time to upgrade or sell. Customization and Personalization Our individual taste gives our Tesla the distinction it deserves. From a sleek, metallic sheen to a vibrant, satin color change, wraps offer an extensive palette of finishes and textures. This customization isn’t just about style; it reflects our personality, making our Tesla uniquely ours—a true one-of-a-kind on the roads. Choosing the Right Wrap for Your Tesla When it comes to elevating the look of our Teslas, choosing the best Tesla wraps is not just about aesthetics but also about protecting our investment. This selection process is exciting and crucial, and we’re here to guide you through it. Understanding Different Wrap Finishes Different finishes can drastically alter the appearance of your Tesla. Matte wraps are known for their non-reflective, modern finish, making them a go-to option for a sophisticated look. On the other hand, gloss wraps will give your vehicle a shiny, polished appearance that truly stands out. If you’re after something that commands attention, chrome wraps may be the way to go, although they’re generally pricier than the more subdued satin finish. Meanwhile, carbon fiber wraps offer a textured, three-dimensional look, providing a unique touch of style. Selecting the Perfect Color Choosing the right color is pivotal when considering the overall design of your Tesla. If you’re aiming for sleek and classic, you can’t go wrong with matte black. It’s one of the most popular choices for its ability to give even the most familiar car designs a fresh edge. But if you’re feeling adventurous, vibrant colors can showcase your personality and make your Tesla one of a kind on the road. Specialty Wraps and Patterns If standard colors aren’t quite cutting it for you, specialty wraps come in an array of patterns and designs. These wraps are ideal for owners looking to make a statement or highlight unique features of their Tesla. From realistic carbon fiber patterns to bold geometric designs, specialty wraps push the boundaries of customization, offering a level of detail that paints can rarely match. The cost will vary depending on the intricacy of the design, but investing in a notable pattern can make your Tesla the talk of the town. Installation and Maintenance When we talk about the best Tesla wraps, installation and maintenance stand out as the twin pillars for stellar outcomes. Let’s navigate the terrain of ensuring your wrap elevates not just your Tesla’s aesthetics but its longevity too. Professional Installation Process The journey to a head-turning Tesla begins with a precise installation process. We trust specially trained professionals using high-quality materials that are meticulously applied to each panel. Remember, a professional finish hinges on accuracy during the installation, making it a non-negotiable for the best Tesla wraps. Cleaning and Care Tips For cleaning and maintenance, think of your wrapped Tesla as a bespoke suit; it requires care. Use pH-neutral products for washing and adopt the two-bucket method to avoid contamination. Regular cleaning every 2-3 weeks is ideal to maintain the wrap’s pristine condition. Dealing with Fading and Chemicals Lastly, fading and exposure to harsh chemicals can be the nemesis of vinyl wraps. To combat this, ensure your Tesla gets some shade, and tackle any spills with appropriate clean-up methods. It’s the foresight in these practices that ensures your Tesla’s wrap withstands the test of time and elements. Showcasing Your Wrapped Tesla When we talk about the best Tesla wraps, we’re not just discussing protection—we’re celebrating personality. With a wrap, your Tesla becomes more than just a vehicle; it’s a canvas that highlights your unique style. Featured Tesla Models • Tesla Model 3: Enthusiasts often choose satin black wraps that ooze elegance and sportiness, complementing the Model 3’s sleek lines. • Tesla Model S & Model X: Owners adore wraps that emphasize the luxury features, with colors like glacier blue adding a touch of sophistication. • Tesla Model Y: A popular choice for sporty rims and vibrant wraps that make the already distinctive Model Y turn heads. • Cybertruck: Future owners are prepping for bold wraps that match the unconventional shape of this game-changer. Creative Inspirations from Car Enthusiasts Car enthusiasts bring their Tesla to life with wraps reflective of their personality. A favorite is the interior wrap, providing a custom look right down to the center console. Whether it’s a minimalist silver or an eye-catching glacier blue, these choices show the power of wraps not just as a shield against UV rays but as a medium for self-expression. Frequently Asked Questions We all know that choosing the best Tesla wraps can protect your car’s paint and keep it looking sharp. But you’ve got questions—how long do these wraps last, what happens when it’s time to change them, and what kind of warranty comes with them? Here, we address those top concerns about Tesla wraps. Wrap Durability and Lifespan A Tesla wrap’s lifespan depends on factors like the quality of vinyl, exposure to harsh weather, and how well you maintain it. Generally, a high-quality wrap can last between 5 to 7 years before it might start showing signs of wear like fading or scratching. Regular cleaning and avoiding abrasive materials go a long way in preserving its pristine look. • Expected Lifespan: 5-7 years • Maintenance Tips: Regular washing with gentle products Wrap Removal and Replacement When you’re ready to switch up the look, removing a wrap requires precision. The good news is that a professional can remove your Tesla wrap safely without harming the original paint. Replacement wraps offer a fresh appearance and also serve as a means to preserve the integrity of the vehicle’s exterior. • Professional Removal: Recommended to protect underlying paint • Replacement: Opportunity to update or refresh your Tesla’s look Wrap Warranty and Coverage When you invest in a Tesla wrap, it should come with warranty coverage—often varying from 1 to 3 years, depending on the provider. This warranty typically covers issues like cracking, peeling, or lifting of the wrap, but it won’t cover damage caused by scratches or accidents. • Warranty Length: 1-3 years on average • Coverage: Includes cracking, peeling, lifting; excludes damage from outside forces When it comes to enhancing our Tesla’s appearance, one of the most exciting options is choosing the best Tesla wraps. Whether it’s to protect the paint or to give our car a new splash of color, these wraps are an investment in our vehicle’s aesthetic and longevity. Let’s dive into some frequently asked questions. What does a full Tesla car wrap cost? The cost of a full Tesla car wrap varies based on factors like vehicle size and the complexity of the wrap design. On average, prices range from $2,000 to $6,000. Higher-end wraps and custom graphics can increase the cost. Looking for a paint protection film may be a solid choice for both aesthetics and durability. What is the durability of car wraps? Typically, car wraps can last between 3 to 5 years. Quality installation and good maintenance can prolong their lifespan, while exposure to harsh elements may shorten it. The wrap’s quality also makes a big difference, ensuring it resists fading and peeling. What’s the best quality vinyl wrap? The best quality vinyl wraps are durable, have high-quality adhesive, and offer a variety of finishes that resist fading. These top-notch wraps ensure a seamless look and provide ample protection for our Tesla’s original paint. Which brand of wrap is best? Some leading brands in the industry include 3M, Avery Dennison, and VViViD. Each brand offers a range of options for different preferences and budgets, but 3M and Avery are often favored for their superior quality and matte, gloss, and textured wrap finishes. Is it good to wrap a Tesla? Absolutely! It’s good to wrap a Tesla not only for personalization but also for preserving the vehicle’s resale value. A wrap serves as a barrier against scratches and UV damage. The plethora of unique designs and finishes make wraps a popular choice among Tesla owners who want to maintain their vehicle’s pristine condition. Safeer Ahmed Articles: 60 Leave a Reply Your email address will not be published. Required fields are marked *	53197d1e-03f6-4246-b4ff-97b1552b84f9
How Much To Replace Air Filter In Car The air filter in your car may seem like a small and insignificant part, but it plays a crucial role in keeping your vehicle’s engine healthy and performing at its best. Just as we need clean air to breathe, an engine requires clean air for efficient combustion and optimal performance. In this article, we will explore the importance of maintaining a clean air filter, the benefits that come with regular replacement, and provide an overview of what you can expect from the article. Having a clean air filter is of utmost importance because it acts as a protective barrier, preventing harmful particles like dust, dirt, pollen, and debris from entering the engine. As you drive, the air filter captures these contaminants, safeguarding the engine’s delicate internal components from potential damage. Without a clean air filter, these particles can build up and block the airflow, leading to reduced engine performance, decreased fuel efficiency, and even potential harm to the engine itself. To maintain the health and longevity of your car’s engine, it is essential to replace the air filter regularly. Over time, the air filter becomes clogged and less effective in filtering out contaminants. This can result in various issues, such as sluggish acceleration, decreased power output, increased fuel consumption, and even engine misfires. By following the recommended replacement intervals, you ensure a consistent supply of clean air to the engine, allowing it to operate at its highest level of performance and efficiency. Now, let’s take a closer look at the structure of this article about how much to replace air filter in car. We will begin by explaining the role of the air filter in more detail and why it is crucial for protecting the engine. Next, we will discuss the signs that indicate when it’s time to replace your air filter, helping you recognize the right moment to take action. We will then delve into the recommended replacement intervals and the factors that can influence the cost of air filter replacement. Furthermore, we will compare the advantages of doing it yourself versus seeking professional assistance for air filter replacement. Lastly, we will provide an overview of the average costs associated with replacing an air filter and offer some closing thoughts on the importance of this routine maintenance task. Understanding the Air Filter The air filter is a vital part of your car’s engine system, responsible for safeguarding the engine against harmful contaminants. In this section, we will explore the concept of an air filter, how it operates, and the various types of air filters commonly found in cars. What is an air filter? Simply put, an air filter is a device made up of fibrous materials. Its primary purpose is to capture and filter out contaminants present in the air before it enters the engine. Positioned within the air intake system, the air filter acts as a protective barrier between the outside environment and the engine’s combustion chamber. By allowing only clean air to reach the combustion process, the air filter prevents particles like dust, dirt, pollen, and debris from entering and causing potential damage. How does the air filter work? The air filter functions by utilizing a combination of physical barriers and filtration media to trap contaminants present in the incoming air. As air passes through the air filter, the filter media captures and retains particles, permitting only clean air to continue its path towards the engine. The design of the filter ensures that larger particles are caught on the outer layers, while smaller particles are captured deeper within the filter media. This effective filtration process prevents contaminants from reaching critical engine components like cylinders, pistons, and valves, where they could disrupt performance or cause harm. Types of air filters in cars: There are two primary types of air filters commonly used in cars: paper filters and reusable filters. • Paper filters: Paper filters are the most prevalent type found in vehicles. They consist of disposable cellulose or synthetic fibers. Paper filters offer a cost-effective solution with good filtration efficiency. They are relatively easy to replace, effectively capturing a wide range of contaminants. • Reusable filters: Reusable filters, also known as washable or performance filters, are constructed from high-quality materials like cotton gauze or foam. Unlike paper filters, reusable filters can be cleaned and reinstalled once they reach their filtration capacity. These filters strike a balance between filtration efficiency and airflow, which can enhance engine performance. Reusable filters are often used in specialized or performance-oriented vehicles. It’s important to note that specific air filter designs and variations exist for different car models. Some vehicles may employ specialized filters, such as activated carbon filters, which effectively trap not only particulate matter but also odors and harmful gases. Understanding the air filter and its function is crucial for maintaining a healthy engine. By regularly inspecting and replacing the air filter as needed, you ensure that your car’s engine receives clean air, promoting optimal performance, fuel efficiency, and longevity. The Cost of Air Filter Replacement Understanding the cost of replacing an air filter in your car is essential when it comes to budgeting for maintenance. In this section, we will explore the average costs of air filters, how prices can vary depending on the make and model of your car, and additional expenses to consider during air filter replacement. Average cost of air filters: Air filter prices can vary depending on factors such as the type of filter, its quality, and the brand you choose. On average, standard air filters range from around $10 to $25. These filters, typically made of paper, provide reliable filtration for most everyday driving needs. However, it’s worth noting that prices may differ based on your location and the supplier you purchase from. Price variations by car make and model: The cost of air filter replacement can also be influenced by the specific make and model of your vehicle. Some car manufacturers may require specialized air filters, such as high-performance or premium filters, which can be more expensive. Additionally, luxury or exotic car models might have unique engine configurations that call for specific filters, leading to higher costs. To determine the exact air filter requirements and associated expenses for your car, it’s advisable to consult your vehicle’s manufacturer or a trusted mechanic. Additional costs to consider: When budgeting for air filter replacement, it’s important to consider some additional expenses that may arise. These can include: • Labor charges: If you opt to have a professional mechanic replace the air filter, there may be additional labor charges. The cost of labor can vary depending on the service center and your location. • OEM (Original Equipment Manufacturer) filters: OEM filters are designed to meet the specific requirements of your vehicle and are often recommended by car manufacturers. While they may be slightly more expensive than aftermarket filters, they provide a perfect fit and optimal performance. Considering the long-term benefits, investing in OEM filters could be a wise choice. • Filter housing or clips: In certain cases, the air filter housing or clips may need replacement if they are damaged or worn out. These additional parts can contribute to the overall cost of air filter replacement. It’s important to note that the prices mentioned here are general estimates and can vary based on factors like location, inflation, and market conditions. To obtain a more accurate cost estimate, it is recommended to consult local service centers, mechanics, or parts suppliers. By considering the average cost of air filters, the price variations depending on the make and model of your car, and additional expenses like labor and OEM filters, you can better prepare for the overall cost of air filter replacement. Regularly replacing the air filter is an important maintenance task that promotes engine health and performance, ultimately saving you from potential costly repairs in the future. FAQs About How Much To Replace Air Filter In Car How often should I replace the air filter in my car? The frequency of air filter replacement can vary based on driving conditions and manufacturer recommendations. As a general rule, it is recommended to replace the air filter every 12,000 to 15,000 miles or once a year. However, if you often drive in dusty or polluted environments, you may need to replace it more frequently. Can I clean and reuse my car’s air filter instead of replacing it? It depends on the type of air filter you have. Standard paper filters are typically disposable and cannot be effectively cleaned. However, some reusable filters, such as those made of cotton gauze or foam, can be cleaned and reused. It is important to follow the manufacturer’s instructions and guidelines for proper cleaning and maintenance. What are the signs that indicate the need for air filter replacement? Several signs suggest that it may be time to replace your car’s air filter. These signs include reduced acceleration or power, decreased fuel efficiency, noticeable decrease in engine performance, a visibly dirty or clogged filter, or unusual engine sounds. If you experience any of these symptoms, it is advisable to have your air filter inspected and replaced if necessary. Can I replace the air filter in my car myself, or should I seek professional help? Air filter replacement is a relatively simple task that many car owners can perform on their own. Most air filters are easily accessible and can be replaced using basic tools. However, if you feel unsure or uncomfortable performing the replacement yourself, it is recommended to seek professional assistance from a mechanic or service center. Are there any risks associated with not replacing the air filter in my car? Yes, neglecting to replace the air filter can have negative consequences for your car’s engine. A clogged or dirty air filter can restrict airflow, resulting in reduced engine performance, decreased fuel efficiency, and potential damage to engine components. Over time, this can lead to costly repairs and a decrease in overall engine lifespan. How can I determine the correct air filter for my car? The most reliable way to determine the correct air filter for your car is by referring to your vehicle’s owner’s manual. It provides specific information on the recommended air filter type, size, and part number. Alternatively, you can consult a trusted mechanic or parts supplier who can assist you in selecting the appropriate air filter for your vehicle’s make and model. Are there any benefits to using high-performance or specialized air filters? High-performance or specialized air filters can offer certain advantages depending on your driving needs. They are designed to provide improved filtration and increased airflow, potentially enhancing engine performance and fuel efficiency. However, these filters may come at a higher cost compared to standard filters, so it’s important to consider your specific requirements and consult with experts before making a decision. This was the detailed analysis about how much to replace air filter in car. Recognizing the significance of air filter replacement in cars is vital for maintaining optimal engine performance and durability. Regularly changing the air filter ensures that clean air flows into the engine, safeguarding it from harmful contaminants that can impede its efficiency or cause damage. Throughout this article, we have explored the purpose of air filters, the various types commonly found in cars, and the cost considerations associated with their replacement. The air filter acts as a protective shield, capturing dust, dirt, pollen, and other particles that could potentially harm the engine. It is important to replace the air filter at regular intervals to prevent clogging and maintain proper airflow. The frequency of replacement may vary based on driving conditions and the recommendations provided by the manufacturer. When considering the cost of air filter replacement, there are average price ranges for filters; however, prices can differ depending on the specific make and model of your vehicle. In addition, it is essential to consider other potential expenses such as labor charges, the option of using OEM filters, and the need for replacement parts. Giving priority to air filter maintenance and replacement as part of your routine vehicle care is crucial. Neglecting to replace the air filter can result in reduced engine performance, decreased fuel efficiency, and potential damage to critical engine components. By staying informed about the recommended air filter replacement intervals, consulting your vehicle’s manual, and seeking professional guidance when necessary, you can effectively manage the associated costs and ensure that your car’s engine functions properly. Always remember that a clean air filter is essential for maintaining a healthy engine, enabling it to breathe freely and operate at its best. Therefore, make air filter replacement a regular part of your vehicle maintenance routine, and enjoy the benefits of improved performance, fuel efficiency, and extended engine life. Leave a Comment Your email address will not be published. Required fields are marked * Scroll to Top	601c4ee1-486d-4ee6-8552-5354bd64f204
AeroTransport Data Bank (ATDB.aero) - Index 18 - Aircraft Registrations All Registrations since 1930 AeroTransport Data Bank - Index 18 - Aircraft Registrations Generated: 09/089C- (A220)- C-GJYE (A220)- N310DU (A220)- A300/A310 ZS-SDA (A300/A310)- SX-BEI (A300/A310)- EI-CJK (A300/A310)- HL7220 (A300/A310)- F-OHLE (A300/A310)- TC-ONL (A300/A310)- TC-FLF (A300/A310)- F-ODSX (A300/A310)- HS-TAZ (A300/A310)- F-OIHA (A300/A310)- B-2327 (A300/A310)- F-HEEE (A300/A310)- F-GEMG (A300/A310)- PH-AGN (A300/A310)- TC-JKF (A300/A310)- PH-MCB (A300/A310)- HS-TIC (A300/A310)- CA-02 (A300/A310)- TC-SGB (A300/A310)- SU-BOW (A300/A310)- VR-BQU (A300/A310)- F-OGYO (A300/A310)- EX-35009 (A300/A310)- N684FE (A300/A310)- N501TR (A300/A310)- EI-OZF (A300/A310)- D-AEAB (A300/A310)- N835JM (A300/A310)- N138UP (A300/A310)- D-APOL (A300/A310)- P4-ABU (A300/A310)- TS-IMA (A300/A310)- OO-TJO (A300/A310)- HS-THW (A300/A310)- N223KW (A300/A310)- HB-IPN (A300/A310)- HB-IPM (A300/A310)- A32x family G-BUSE (A32x family)- F-GHQJ (A32x family)- F-GFKX (A32x family)- F-GFKS (A32x family)- N397NW (A32x family)- F-GJVH (A32x family)- EC-880 (A32x family)- G-STRP (A32x family)- EI-FAI (A32x family)- YL-LCM (A32x family)- 5B-DBA (A32x family)- G-OUZO (A32x family)- G-BVYA (A32x family)- N636AW (A32x family)- N406PR (A32x family)- XY-AGG (A32x family)- SE-RJN (A32x family)- 2-OSJN (A32x family)- ZS-GAO (A32x family)- TC-ETN (A32x family)- EI-TLP (A32x family)- N514UL (A32x family)- 9V-SLI (A32x family)- D-ANNE (A32x family)- ZK-OJB (A32x family)- TC-JPR (A32x family)- VT-DKT (A32x family)- VT-IEE (A32x family)- EC-JRX (A32x family)- N614NK (A32x family)- TC-TCI (A32x family)- B-6837 (A32x family)- LZ-MDC (A32x family)- EI-EXK (A32x family)- HS-TXC (A32x family)- 4L-AJF (A32x family)- VT-IDI (A32x family)- VT-IDP (A32x family)- SP-HAD (A32x family)- B-22316 (A32x family)- ES-SAP (A32x family)- F-WTDD (A32x family)- B-2338 (A32x family)- B-6029 (A32x family)- A6-ABA (A32x family)- N123UW (A32x family)- TC-JLG (A32x family)- 9M-AFB (A32x family)- D-ABFR (A32x family)- EC-JRU (A32x family)- D-AIZI (A32x family)- G-OMYA (A32x family)- RP-C3270 (A32x family)- EC-KDD (A32x family)- N416AV (A32x family)- 9K-EAA (A32x family)- B-6702 (A32x family)- HZ-AS15 (A32x family)- I-WEBA (A32x family)- HZ-AS39 (A32x family)- D-ABFX (A32x family)- VN-A669 (A32x family)- VP-BIE (A32x family)- EC-IEI (A32x family)- D-ALAC (A32x family)- N223FR (A32x family)- EC-ILS (A32x family)- M-IBAK (A32x family)- TC-DCJ (A32x family)- LZ-FBC (A32x family)- JA822P (A32x family)- OE-IVK (A32x family)- EI-DVE (A32x family)- G-TCAE (A32x family)- F-WXAP (A32x family)- N279NV (A32x family)- YL-LCU (A32x family)- OO-SSD (A32x family)- OE-LDB (A32x family)- N526VA (A32x family)- OK-MEL (A32x family)- D-ABGS (A32x family)- LZ-AOA (A32x family)- 2-ABIE (A32x family)- OE-IDQ (A32x family)- C-FYJD (A32x family)- N382NB (A32x family)- VP-BTQ (A32x family)- G-EZEI (A32x family)- G-EZFI (A32x family)- AP-EDB (A32x family)- HB-JYI (A32x family)- VQ-BBA (A32x family)- B-HTF (A32x family)- HL7713 (A32x family)- CS-MAJ (A32x family)- A9C-CA (A32x family)- VQ-BLB (A32x family)- G-MEDG (A32x family)- OD-RMG (A32x family)- N585UW (A32x family)- CC-COM (A32x family)- PR-MBM (A32x family)- HI-968 (A32x family)- F-GPMC (A32x family)- G-BXNP (A32x family)- C-GKOJ (A32x family)- N162UW (A32x family)- C-GEZJ (A32x family)- LY-VEG (A32x family)- YL-LCY (A32x family)- N837AW (A32x family)- D-AGWO (A32x family)- HS-PGZ (A32x family)- N829AW (A32x family)- D-AGWD (A32x family)- A6-RRJ (A32x family)- TC-ANA (A32x family)- OY-CNM (A32x family)- N359NW (A32x family)- N370NW (A32x family)- I-ECJA (A32x family)- N501VL (A32x family)- B-4092 (A32x family)- F-GYAP (A32x family)- VT-KFR (A32x family)- EI-DSZ (A32x family)- HS-ABD (A32x family)- EI-EIE (A32x family)- EI-DSV (A32x family)- D-ABZI (A32x family)- CC-CZJ (A32x family)- B-6665 (A32x family)- A6-HMS (A32x family)- SE-RON (A32x family)- 9M-RAB (A32x family)- 9M-AGN (A32x family)- TC-NBO (A32x family)- B-303E (A32x family)- PR-OBD (A32x family)- VT-CIO (A32x family)- UK-32021 (A32x family)- B-306R (A32x family)- 9K-CBE (A32x family)- VP-CCT (A32x family)- VT-ITC (A32x family)- VT-IVR (A32x family)- VT-WGJ (A32x family)- XA-VIB (A32x family)- B-1050 (A32x family)- VT-IZK (A32x family)- VT-ISM (A32x family)- VT-WGQ (A32x family)- N220HA (A32x family)- N209HA (A32x family)- B-308D (A32x family)- N923VA (A32x family)- N926VA (A32x family)- N9026C (A32x family)- N312DN (A32x family)- CC-BEA (A32x family)- N356DN (A32x family)- B-8397 (A32x family)- N315DN (A32x family)- N390DN (A32x family)- XA-PAT (A32x family)- VN-A522 (A32x family)- N965JT (A32x family)- N964JT (A32x family)- N668NK (A32x family)- N677NK (A32x family)- B-1890 (A32x family)- HA-LTF (A32x family)- B-302S (A32x family)- G-WUKJ (A32x family)- B-LPL (A32x family)- CC-BFQ (A32x family)- N283VA (A32x family)- JA824P (A32x family)- B-8146 (A32x family)- PR-OCV (A32x family)- HB-JXE (A32x family)- A6-AOS (A32x family)- OE-IVI (A32x family)- G-EZGZ (A32x family)- JA04VA (A32x family)- JA07VA (A32x family)- VQ-BSG (A32x family)- N618NK (A32x family)- N636NK (A32x family)- HS-TXG (A32x family)- VN-A573 (A32x family)- EC-MYC (A32x family)- N603AV (A32x family)- 9M-AJG (A32x family)- 4K-AI07 (A32x family)- N426AN (A32x family)- PR-YJC (A32x family)- A330/A340 F-WWCA (A330/A340)- B-18308 (A330/A340)- A9C-LC (A330/A340)- HL7551 (A330/A340)- 9V-SJO (A330/A340)- D-ASIN (A330/A340)- F-WJKK (A330/A340)- CS-TQM (A330/A340)- RP-C3437 (A330/A340)- CS-TQY (A330/A340)- A7-AFP (A330/A340)- CS-TOL (A330/A340)- VH-EBF (A330/A340)- CS-TQP (A330/A340)- N857NW (A330/A340)- B-LNG (A330/A340)- TC-OCF (A330/A340)- EI-GFJ (A330/A340)- CS-TQW (A330/A340)- N291AY (A330/A340)- N388HA (A330/A340)- A9C-KI (A330/A340)- A4O-DC (A330/A340)- ZS-SXU (A330/A340)- N390HA (A330/A340)- F-GSEU (A330/A340)- DQ-FJO (A330/A340)- PT-MSL (A330/A340)- 9K-GBB (A330/A340)- F-GZCF (A330/A340)- AP-BMI (A330/A340)- VH-QPC (A330/A340)- 9H-TER (A330/A340)- A6-EHF (A330/A340)- F-WXAI (A330/A340)- OO-ABD (A330/A340)- B-HYQ (A330/A340)- B-5969 (A330/A340)- PK-LEF (A330/A340)- TF-GAY (A330/A340)- 4R-ALN (A330/A340)- CS-TOV (A330/A340)- B-5928 (A330/A340)- HL8293 (A330/A340)- N271AY (A330/A340)- EC-338 (A330/A340)- F-WWYE (A330/A340)- N330QT (A330/A340)- EI-HEE (A330/A340)- CS-TUE (A330/A340)- PR-XTH (A350)- VN-A892 (A350)- D-AIXV (A350)- JA03XJ (A350)- RP-C3503 (A350)- G-XLEK (A380)- HL7619 (A380)- A6-EOM (A380)- A6-EUY (A380)- G-ALZZ (Ambassador)- An-10 CCCP-11158 (An-10)- An-12 RA-11036 (An-12)- RA-11351 (An-12)- CCCP-11959 (An-12)- 1241 (An-12)- CIS-06105 (An-12)- 1229 (An-12)- RA-12954 (An-12)- RA-11431 (An-12)- LZ-SFA (An-12)- EW-11365 (An-12)- LZ-RAA (An-12)- LZ-BAG (An-12)- B-201 (An-12)- UP-AN218 (An-12)- RA-11008 (An-12)- TN-AFX (An-12)- CCCP-11364 (An-12)- UP-AN203 (An-12)- 3X-GFY (An-12)- RA-11364 (An-12)- RA-11309 (An-12)- BL916 (An-12)- CCCP-11936 (An-12)- 9L-LDW (An-12)- An-124 CCCP-82066 (An-124)- RA-82013 (An-124)- RA-82033 (An-124)- An-24 YR-AML (An-24)- RF-46710 (An-24)- YI-ALN (An-24)- TN-221 (An-24)- CCCP-46650 (An-24)- CCCP-47299 (An-24)- TN-ABX (An-24)- UK-46623 (An-24)- UR-47319 (An-24)- RA-47817 (An-24)- RA-47315 (An-24)- B-460 (An-24)- UR-46517 (An-24)- YA-DAM (An-24)- TC-FPB (An-24)- MT-1006 (An-24)- UN-46664 (An-24)- EK-46513 (An-24)- ST-AWZ (An-24)- RA-46660 (An-24)- RA-46642 (An-24)- UR-47256 (An-24)- RA-46510 (An-24)- UR-46675 (An-24)- CCCP-46360 (An-24)- LZ-ANO (An-24)- CCCP-46268 (An-24)- CCCP-46322 (An-24)- CCCP-47191 (An-24)- CCCP-47838 (An-24)- RA-46426 (An-24)- RA-46556 (An-24)- RA-46422 (An-24)- UP-AN420 (An-24)- An-26 DDR-SBB (An-26)- RA-26238 (An-26)- UR-BAB (An-26)- CCCP-26047 (An-26)- CCCP-26050 (An-26)- CCCP-26124 (An-26)- RA-26213 (An-26)- UN-26054 (An-26)- HA-TCW (An-26)- EY-325 (An-26)- CCCP-26177 (An-26)- CCCP-26006 (An-26)- UR-26194 (An-26)- SP-LWC (An-26)- YK-AND (An-26)- CU-T110 (An-26)- CCCP-46840 (An-26)- CCCP-26090 (An-26)- RF-92952 (An-26)- RF-36108 (An-26)- An-30 UR-30022 (An-30)- CU-T1445 (An-30)- An-32 AT-531 (An-32)- RA-26223 (An-32)- OB-1652 (An-32)- YN-CGA (An-32)- 3010 (An-32)- ER-AWL (An-32)- UR-JOZ (An-32)- CCCP-69329 (An-32)- 3D-RTB (An-32)- An-72/74/148 EP-GOQ (An-72/74/148)- EP-PUB (An-72/74/148)- CCCP-72926 (An-72/74/148)- UN-72904 (An-72/74/148)- UR-74027 (An-72/74/148)- RA-74029 (An-72/74/148)- EP-PUC (An-72/74/148)- An-8 CCCP-48094 (An-8)- F-BAVG (Armagnac)- ATR-42/72 F-OGNF (ATR-42/72)- F-GFJH (ATR-42/72)- F-GKNA (ATR-42/72)- OY-CIG (ATR-42/72)- ZS-NKY (ATR-42/72)- HR-IAY (ATR-42/72)- G-WFEP (ATR-42/72)- PT-MFK (ATR-42/72)- C-GXCP (ATR-42/72)- F-WQLG (ATR-42/72)- D-BCRS (ATR-42/72)- OY-CIR (ATR-42/72)- EI-CPT (ATR-42/72)- G-IONA (ATR-42/72)- DQ-FEP (ATR-42/72)- F-GEQJ (ATR-42/72)- F-WQNC (ATR-42/72)- TG-RYM (ATR-42/72)- YV-1036C (ATR-42/72)- F-WQNB (ATR-42/72)- VT-ABD (ATR-42/72)- N21837 (ATR-42/72)- LY-MCA (ATR-42/72)- PR-AZW (ATR-42/72)- OY-LHB (ATR-42/72)- D-ANFC (ATR-42/72)- N431AT (ATR-42/72)- ZK-MCX (ATR-42/72)- HS-PGJ (ATR-42/72)- N399AT (ATR-42/72)- N377AT (ATR-42/72)- OY-LHC (ATR-42/72)- S5-ACK (ATR-42/72)- VT-ADL (ATR-42/72)- F-OHFG (ATR-42/72)- N366FM (ATR-42/72)- OY-CIJ (ATR-42/72)- F-OIPS (ATR-42/72)- F-OZSE (ATR-42/72)- RDPL-34173 (ATR-42/72)- VT-KAS (ATR-42/72)- PK-WFG (ATR-42/72)- G-CGFT (ATR-42/72)- OK-GFS (ATR-42/72)- YR-ATS (ATR-42/72)- YU-ALU (ATR-42/72)- F-WNUF (ATR-42/72)- RP-C7253 (ATR-42/72)- EC-MMZ (ATR-42/72)- G-ISLK (ATR-42/72)- PK-YSK (ATR-42/72)- HB-ACB (ATR-42/72)- PK-PAT (ATR-42/72)- ZS-XCL (ATR-42/72)- C-FIQU (ATR-42/72)- PK-GAK (ATR-42/72)- XY-AMJ (ATR-42/72)- F-WKVH (ATR-42/72)- SE-MKB (ATR-42/72)- SE-MKG (ATR-42/72)- EC-MNN (ATR-42/72)- PK-TNM (ATR-42/72)- F-WTAU (ATR-42/72)- TCB-751 (ATR-42/72)- Avia 14 CCCP- (Avia 14)- Avro Tudor G-AHNR (Avro Tudor)- G-AGRF (Avro Tudor)- XT.7-1 (Azor)- B.307 NX19902 (B.307)- B.367/377 52-0832 (B.367/377)- 53-0211 (B.367/377)- 52-0898 (B.367/377)- 53-0357 (B.367/377)- HI-473CA (B.367/377)- N1040V (B.367/377)- 48-0401 (B.367/377)- 50-0697 (B.367/377)- 51-0301 (B.367/377)- 52-2638 (B.367/377)- 52-2779 (B.367/377)- 53-0124 (B.367/377)- B.707/720 N709PA (B.707/720)- ST-AQI (B.707/720)- EL-ZGS (B.707/720)- VP-BDF (B.707/720)- 4X-JYZ (B.707/720)- VP-BDF (B.707/720)- N791PA (B.707/720)- YR-ABM (B.707/720)- N70798 (B.707/720)- N902RQ (B.707/720)- 9Q-CBW (B.707/720)- N18708 (B.707/720)- N792TW (B.707/720)- XT-ABX (B.707/720)- VH-EBO (B.707/720)- G-BFLE (B.707/720)- AP-AUN (B.707/720)- 68-19635 (B.707/720)- VR-HGR (B.707/720)- N29796 (B.707/720)- Z-WST (B.707/720)- N720FW (B.707/720)- N3751Y (B.707/720)- N46RT (B.707/720)- 8802 (B.707/720)- 4X-JYV (B.707/720)- D-ABOG (B.707/720)- 1813 (B.707/720)- N417MA (B.707/720)- N57201 (B.707/720)- N8714E (B.707/720)- N8713E (B.707/720)- N93152 (B.707/720)- N726US (B.707/720)- OY-APU (B.707/720)- N4228G (B.707/720)- 77-0353 (B.707/720)- LX-N90454 (B.707/720)- 81-0897 (B.707/720)- HZ-HM2 (B.707/720)- N752TA (B.707/720)- N8437 (B.707/720)- N766TW (B.707/720)- 73-1674 (B.707/720)- B.717 N407TW (B.717)- N426TW (B.717)- N961AT (B.717)- N991AT (B.717)- N987DN (B.717)- EZ-A103 (B.717)- N495HA (B.717)- B.727 YV-90C (B.727)- N2741A (B.727)- S9-BAH (B.727)- N695WA (B.727)- N7274F (B.727)- HK-1717 (B.727)- PP-SRK (B.727)- N40488 (B.727)- N7019U (B.727)- N346PA (B.727)- N7443U (B.727)- N7264U (B.727)- N875AA (B.727)- N437BN (B.727)- C-GNKF (B.727)- TC-JEC (B.727)- N7429U (B.727)- N194FE (B.727)- N195FE (B.727)- D-ABKP (B.727)- TC-AFD (B.727)- OK-JGY (B.727)- N390PA (B.727)- N518DA (B.727)- C-GAAE (B.727)- I-DIRQ (B.727)- N586PE (B.727)- G-BNNI (B.727)- VH-TBJ (B.727)- XA-SJU (B.727)- XA-SIJ (B.727)- VH-TBQ (B.727)- VH-RMN (B.727)- N72381 (B.727)- N627DH (B.727)- OO-DHK (B.727)- N7277 (B.727)- N7275 (B.727)- HI-630CA (B.727)- D2-FSA (B.727)- 9Q-CVZ (B.727)- 9Q-CRD (B.727)- N7892 (B.727)- N152FN (B.727)- JA8325 (B.727)- N838N (B.727)- XA-SEJ (B.727)- HC-BJL (B.727)- OY-UPC (B.727)- OO-DHX (B.727)- N310NE (B.727)- N623DH (B.727)- N998PG (B.727)- YV478T (B.727)- N4509 (B.727)- N8885Z (B.727)- N8828E (B.727)- N219FE (B.727)- N263US (B.727)- N129NA (B.727)- N297AS (B.727)- N895TW (B.727)- PP-OPR (B.727)- YU-AKL (B.727)- N369FA (B.727)- HK-2604X (B.727)- N8139N (B.727)- N770AT (B.727)- 3D-BOC (B.727)- B.737 Classic N709SP (B.737 Classic)- N254AU (B.737 Classic)- N265AU (B.737 Classic)- N263AU (B.737 Classic)- N966SM (B.737 Classic)- SE-DKH (B.737 Classic)- CC-CYD (B.737 Classic)- SE-DLP (B.737 Classic)- N467TW (B.737 Classic)- N986PS (B.737 Classic)- N321XV (B.737 Classic)- PH-TVH (B.737 Classic)- N9043U (B.737 Classic)- TF-ABH (B.737 Classic)- OO-SBQ (B.737 Classic)- VH-OZD (B.737 Classic)- N122NJ (B.737 Classic)- 9A-CTC (B.737 Classic)- CC-CTF (B.737 Classic)- N214AG (B.737 Classic)- PP-VMK (B.737 Classic)- C-GNDC (B.737 Classic)- N4505W (B.737 Classic)- N247WA (B.737 Classic)- YA-GAE (B.737 Classic)- PK-YTA (B.737 Classic)- C-GTPW (B.737 Classic)- C-GWJG (B.737 Classic)- N183AW (B.737 Classic)- HC-CFG (B.737 Classic)- N465AC (B.737 Classic)- CC-CYR (B.737 Classic)- VT-EGG (B.737 Classic)- VT-EHG (B.737 Classic)- C9-BAA (B.737 Classic)- N461AC (B.737 Classic)- N94SW (B.737 Classic)- OM-ERA (B.737 Classic)- N64SW (B.737 Classic)- XA-TWR (B.737 Classic)- PH-TVD (B.737 Classic)- XA-TCP (B.737 Classic)- OO-TEN (B.737 Classic)- HA-LEB (B.737 Classic)- VR-CNN (B.737 Classic)- G-BMEC (B.737 Classic)- B-2507 (B.737 Classic)- N52AF (B.737 Classic)- PK-RIK (B.737 Classic)- F-GUYH (B.737 Classic)- VH-TJA (B.737 Classic)- VH-TJD (B.737 Classic)- N115GB (B.737 Classic)- N542AU (B.737 Classic)- PK-YTM (B.737 Classic)- OO-LTC (B.737 Classic)- B-2655 (B.737 Classic)- EC-ECM (B.737 Classic)- N319AW (B.737 Classic)- N764MA (B.737 Classic)- EC-152 (B.737 Classic)- B-2523 (B.737 Classic)- I-BPAM (B.737 Classic)- N424US (B.737 Classic)- TC-MNH (B.737 Classic)- 9H-AMW (B.737 Classic)- CS-TGW (B.737 Classic)- G-OABE (B.737 Classic)- TC-AYA (B.737 Classic)- UR-KIV (B.737 Classic)- HS-DDL (B.737 Classic)- PK-CKD (B.737 Classic)- N314JW (B.737 Classic)- N689MD (B.737 Classic)- G-BVKA (B.737 Classic)- HC-COP (B.737 Classic)- HR-EMH (B.737 Classic)- G-GFFI (B.737 Classic)- ZS-SIT (B.737 Classic)- N920WA (B.737 Classic)- C9-BAH (B.737 Classic)- PH-BDZ (B.737 Classic)- N370UA (B.737 Classic)- N376UA (B.737 Classic)- N390UA (B.737 Classic)- N906UA (B.737 Classic)- OK-SWU (B.737 Classic)- D-ABID (B.737 Classic)- LN-BUE (B.737 Classic)- EK-73797 (B.737 Classic)- OY-APK (B.737 Classic)- EY-535 (B.737 Classic)- N754N (B.737 Classic)- N305WA (B.737 Classic)- N3301 (B.737 Classic)- N288AU (B.737 Classic)- 9M-MMA (B.737 Classic)- 9M-MQR (B.737 Classic)- JA737D (B.737 Classic)- 9H-ADO (B.737 Classic)- OM-GTC (B.737 Classic)- N793AS (B.737 Classic)- SP-LLE (B.737 Classic)- EI-DNH (B.737 Classic)- AP-BMU (B.737 Classic)- OK-XGC (B.737 Classic)- B-2929 (B.737 Classic)- PK-GWP (B.737 Classic)- ZS-VDB (B.737 Classic)- VP-BYT (B.737 Classic)- JA8999 (B.737 Classic)- EC-GPI (B.737 Classic)- PK-GGA (B.737 Classic)- TC-APD (B.737 Classic)- PK-GZH (B.737 Classic)- N204BV (B.737 Classic)- SX-BCH (B.737 Classic)- N73711 (B.737 Classic)- VP-BOT (B.737 Classic)- OY-MMN (B.737 Classic)- G-IGOS (B.737 Classic)- D-ADIF (B.737 Classic)- YR-TIB (B.737 Classic)- C-GNDW (B.737 Classic)- LV-YZA (B.737 Classic)- G-AXNB (B.737 Classic)- 9J-JCN (B.737 Classic)- P4-RMB (B.737 Classic)- ZK-NAL (B.737 Classic)- 5Y-BPI (B.737 Classic)- G-DGDP (B.737 Classic)- N3283G (B.737 Classic)- B-2905 (B.737 Classic)- G-PATE (B.737 Classic)- F-GFUJ (B.737 Classic)- ZS-SMH (B.737 Classic)- PR-WJW (B.737 Classic)- YV630T (B.737 Classic)- N306AW (B.737 Classic)- PP-VNY (B.737 Classic)- PR-BRE (B.737 Classic)- PK-GGR (B.737 Classic)- OK-DGM (B.737 Classic)- N786AS (B.737 Classic)- G-DOCJ (B.737 Classic)- G-DOCM (B.737 Classic)- N858AT (B.737 Classic)- Z3-AAM (B.737 Classic)- LZ-CGO (B.737 Classic)- EC-LAC (B.737 Classic)- ZS-SBA (B.737 Classic)- G-JMCZ (B.737 Classic)- OE-IAC (B.737 Classic)- VQ-BVF (B.737 Classic)- PR-IOX (B.737 Classic)- N926XA (B.737 Classic)- N655WN (B.737 Classic)- N62631 (B.737 Classic)- UR-CTD (B.737 Classic)- B.737 NG/MAX B-5107 (B.737 NG/MAX)- EI-RUL (B.737 NG/MAX)- EI-EUZ (B.737 NG/MAX)- B-16805 (B.737 NG/MAX)- PH-HZI (B.737 NG/MAX)- HL7563 (B.737 NG/MAX)- B-5197 (B.737 NG/MAX)- 2-ARIB (B.737 NG/MAX)- D-AWOH (B.737 NG/MAX)- B-5062 (B.737 NG/MAX)- EI-CXU (B.737 NG/MAX)- LN-RPM (B.737 NG/MAX)- G-CHOB (B.737 NG/MAX)- ET-AOK (B.737 NG/MAX)- HB-JJA (B.737 NG/MAX)- TS-IOL (B.737 NG/MAX)- HZ-AG99 (B.737 NG/MAX)- B-5135 (B.737 NG/MAX)- TC-APH (B.737 NG/MAX)- HL7728 (B.737 NG/MAX)- G-OSLH (B.737 NG/MAX)- 13-003 (B.737 NG/MAX)- N733MA (B.737 NG/MAX)- B-5172 (B.737 NG/MAX)- B-5313 (B.737 NG/MAX)- M-ABIJ (B.737 NG/MAX)- PK-LBG (B.737 NG/MAX)- N68801 (B.737 NG/MAX)- N66831 (B.737 NG/MAX)- VT-SJI (B.737 NG/MAX)- JA737P (B.737 NG/MAX)- G-XLAP (B.737 NG/MAX)- 169000 (B.737 NG/MAX)- N380BJ (B.737 NG/MAX)- N409AS (B.737 NG/MAX)- N467AS (B.737 NG/MAX)- N481AS (B.737 NG/MAX)- N297AK (B.737 NG/MAX)- N834DN (B.737 NG/MAX)- B-1275 (B.737 NG/MAX)- G-MXDD (B.737 NG/MAX)- B-20AY (B.737 NG/MAX)- N37514 (B.737 NG/MAX)- N930HB (B.737 NG/MAX)- N17719 (B.737 NG/MAX)- C-FYEJ (B.737 NG/MAX)- N7842A (B.737 NG/MAX)- VT-JGX (B.737 NG/MAX)- N7719A (B.737 NG/MAX)- PR-GEH (B.737 NG/MAX)- B-5808 (B.737 NG/MAX)- B-5826 (B.737 NG/MAX)- N7751A (B.737 NG/MAX)- N796SW (B.737 NG/MAX)- N413WN (B.737 NG/MAX)- N497WN (B.737 NG/MAX)- N708SW (B.737 NG/MAX)- N274WN (B.737 NG/MAX)- F-WTDE (B.737 NG/MAX)- YL-PSF (B.737 NG/MAX)- B-KXG (B.737 NG/MAX)- B-5720 (B.737 NG/MAX)- N732MA (B.737 NG/MAX)- C-FXGG (B.737 NG/MAX)- N733MA (B.737 NG/MAX)- N934AN (B.737 NG/MAX)- N981AN (B.737 NG/MAX)- N970NN (B.737 NG/MAX)- N73283 (B.737 NG/MAX)- N76269 (B.737 NG/MAX)- N77510 (B.737 NG/MAX)- N14230 (B.737 NG/MAX)- N37281 (B.737 NG/MAX)- EZ-A015 (B.737 NG/MAX)- B-1492 (B.737 NG/MAX)- B-1130 (B.737 NG/MAX)- EI-DRB (B.737 NG/MAX)- 4X-EKB (B.737 NG/MAX)- B-5632 (B.737 NG/MAX)- B-1326 (B.737 NG/MAX)- EC-LTM (B.737 NG/MAX)- SU-GDA (B.737 NG/MAX)- D-ABMC (B.737 NG/MAX)- D-AXLK (B.737 NG/MAX)- D-AHFS (B.737 NG/MAX)- EI-DND (B.737 NG/MAX)- OK-TVA (B.737 NG/MAX)- EC-JDU (B.737 NG/MAX)- N977RY (B.737 NG/MAX)- SE-RHX (B.737 NG/MAX)- B-5448 (B.737 NG/MAX)- B-1921 (B.737 NG/MAX)- OK-TVR (B.737 NG/MAX)- G-GDFS (B.737 NG/MAX)- XY-ALF (B.737 NG/MAX)- OK-TVT (B.737 NG/MAX)- TC-TJO (B.737 NG/MAX)- HS-NGM (B.737 NG/MAX)- OK-TVV (B.737 NG/MAX)- OO-VAS (B.737 NG/MAX)- JA55AN (B.737 NG/MAX)- JA63AN (B.737 NG/MAX)- B-1218 (B.737 NG/MAX)- B-1981 (B.737 NG/MAX)- B-1255 (B.737 NG/MAX)- B-206U (B.737 NG/MAX)- VT-JBX (B.737 NG/MAX)- EI-EBI (B.737 NG/MAX)- EI-EGB (B.737 NG/MAX)- EI-ENW (B.737 NG/MAX)- EI-EXF (B.737 NG/MAX)- EI-GXN (B.737 NG/MAX)- EI-CSG (B.737 NG/MAX)- TC-SOR (B.737 NG/MAX)- N814SY (B.737 NG/MAX)- C-GJLS (B.737 NG/MAX)- N359AM (B.737 NG/MAX)- 7T-VJM (B.737 NG/MAX)- PR-GGZ (B.737 NG/MAX)- D-ASXQ (B.737 NG/MAX)- VH-VOO (B.737 NG/MAX)- OK-TVF (B.737 NG/MAX)- PK-LPK (B.737 NG/MAX)- N8575Z (B.737 NG/MAX)- D-ADAB (B.737 NG/MAX)- D-ASXO (B.737 NG/MAX)- EI-FJE (B.737 NG/MAX)- N475DM (B.737 NG/MAX)- C-GUUL (B.737 NG/MAX)- LV-HKZ (B.737 NG/MAX)- A6-FEH (B.737 NG/MAX)- HL8327 (B.737 NG/MAX)- N832SY (B.737 NG/MAX)- VP-BSE (B.737 NG/MAX)- LN-NOL (B.737 NG/MAX)- SU-MWF (B.737 NG/MAX)- N739MA (B.737 NG/MAX)- VP-BDG (B.737 NG/MAX)- TC-TJI (B.737 NG/MAX)- 9V-MGM (B.737 NG/MAX)- A4O-BAH (B.737 NG/MAX)- PK-GMZ (B.737 NG/MAX)- PK-GNT (B.737 NG/MAX)- N342AM (B.737 NG/MAX)- OK-TVX (B.737 NG/MAX)- 7T-VCC (B.737 NG/MAX)- N834BZ (B.737 NG/MAX)- N134AR (B.737 NG/MAX)- PH-AQF (B.737 NG/MAX)- VQ-B (B.737 NG/MAX)- B-1188 (B.737 NG/MAX)- B.747 N93114 (B.747)- C-FTOD (B.747)- G-AWNC (B.747)- TF-ABZ (B.747)- SE-RBN (B.747)- C-FNXP (B.747)- N620BN (B.747)- SX-DIE (B.747)- TF-AAB (B.747)- N749WA (B.747)- N535PA (B.747)- G-BMGS (B.747)- B-2446 (B.747)- VT-EPX (B.747)- JA813J (B.747)- ZS-SAV (B.747)- HS-TGF (B.747)- 9M-MPD (B.747)- 3B-NAO (B.747)- G-BNLK (B.747)- F-WLOV (B.747)- VH-ANB (B.747)- 9V-SML (B.747)- EC-KQC (B.747)- N233BA (B.747)- JA8182 (B.747)- LX-MCV (B.747)- LX-OCV (B.747)- N408EV (B.747)- HZ-AIZ (B.747)- N713CK (B.747)- B-18705 (B.747)- TF-ABP (B.747)- JA8167 (B.747)- EK-74739 (B.747)- N203AE (B.747)- N850FT (B.747)- N809FT (B.747)- F-BPVA (B.747)- N805FT (B.747)- ZK-NZY (B.747)- 9G-MKS (B.747)- HL7452 (B.747)- F-GITE (B.747)- N262JM (B.747)- TF-NAD (B.747)- N571UP (B.747)- N624UP (B.747)- JA07KZ (B.747)- N405KZ (B.747)- JA11KZ (B.747)- F-GISF (B.747)- N741WA (B.747)- 9K-DAA (B.747)- N455BJ (B.747)- B.757 9V-SGL (B.757)- N503EA (B.757)- G-OAVB (B.757)- ET-AKC (B.757)- N449GE (B.757)- OH-AFJ (B.757)- OH-AFJ (B.757)- OM-ASG (B.757)- N176CA (B.757)- V8-RBA (B.757)- N763MX (B.757)- D-ABNZ (B.757)- N696DL (B.757)- N583UA (B.757)- N551NW (B.757)- N528US (B.757)- B-2828 (B.757)- N964BV (B.757)- SU-RAD (B.757)- B-2859 (B.757)- N555TZ (B.757)- G-BNSF (B.757)- G-BPEF (B.757)- N546NA (B.757)- C-FLEU (B.757)- PH-AHE (B.757)- D-ALEA (B.757)- RA-73011 (B.757)- VP-BYC (B.757)- G-FCLJ (B.757)- N332DH (B.757)- N774FD (B.757)- N78866 (B.757)- N75854 (B.757)- N653A (B.757)- N181AN (B.757)- N185AN (B.757)- TF-ISZ (B.757)- VQ-BKF (B.757)- F-HTAG (B.757)- N57111 (B.757)- N14115 (B.757)- B.767 G-BRIF (B.767)- TF-ATP (B.767)- CC-CEF (B.767)- 5W-TEA (B.767)- N251MY (B.767)- CC-CEX (B.767)- F-GRNG (B.767)- PR-VAF (B.767)- C-GHPH (B.767)- N700KW (B.767)- F-GKAU (B.767)- N339AA (B.767)- N625UA (B.767)- N613UA (B.767)- EI-DOF (B.767)- G-OBYB (B.767)- G-OBYB (B.767)- N420LA (B.767)- N768NA (B.767)- JA609J (B.767)- JA611J (B.767)- N636TW (B.767)- HZ-EMR1 (B.767)- N275AG (B.767)- ZK-NBH (B.767)- UN-B6701 (B.767)- N195AT (B.767)- N781JM (B.767)- VH-BZN (B.767)- 9H-KIA (B.767)- JA8360 (B.767)- JA8569 (B.767)- XA-MIR (B.767)- N964PG (B.767)- PR-IOH (B.767)- N312AA (B.767)- CS-TLZ (B.767)- N464KC (B.767)- N363CM (B.767)- N172DN (B.767)- N175DN (B.767)- N320UP (B.767)- N372AA (B.767)- N276DH (B.767)- C-FHCJ (B.767)- B.777 N77776 (B.777)- N719ML (B.777)- OE-LPC (B.777)- N223UA (B.777)- N358CL (B.777)- A6-EQN (B.777)- EI-GFA (B.777)- F-GSQG (B.777)- F-GZNE (B.777)- 9V-SQF (B.777)- EI-UNS (B.777)- RP-C7776 (B.777)- B-16739 (B.777)- A6-EWB (B.777)- B-KPY (B.777)- VT-ALA (B.777)- HL8006 (B.777)- HZ-AK12 (B.777)- HS-TKV (B.777)- D-ALFD (B.777)- HB-JNA (B.777)- B.787 A9C- (B.787)- A7-BCN (B.787)- JY-BAI (B.787)- CN-RGU (B.787)- C-FVLZ (B.787)- F-OTOA (B.787)- F-OMUA (B.787)- B-1169 (B.787)- VN-A829 (B.787)- ZK-NZM (B.787)- BAC-111 EI-ANG (BAC-111)- N218CA (BAC-111)- N128CF (BAC-111)- 7Q-YKF (BAC-111)- G-AVMZ (BAC-111)- G-OBWC (BAC-111)- PP-SDV (BAC-111)- 5N-UJC (BAC-111)- 5N-BIN (BAC-111)- YR-BRC (BAC-111)- BAe 146 G-MANS (BAe 146)- D-AWUE (BAe 146)- N411XV (BAe 146)- N183US (BAe 146)- N881DV (BAe 146)- 5A-DKQ (BAe 146)- G-BTZN (BAe 146)- ZS-SMO (BAe 146)- SE-DJX (BAe 146)- OO-DJQ (BAe 146)- OH-SAO (BAe 146)- OO-DJT (BAe 146)- I-CLBA (BAe 146)- G-CHFE (BAe 146)- N416AC (BAe 146)- G-CCTB (BAe 146)- PK-RAZ (BAe 146)- VH-NJH (BAe 146)- T7-IYY (BAe 146)- VX343 (Brabazon)- 5Y-AYR (Britannia)- C-124 49-246 (C-124)- 51-098 (C-124)- 51-5188 (C-124)- 52-995 (C-124)- 53-006 (C-124)- 53-104 (C-124)- C-130/L.100 56-0545 (C-130/L.100)- 55-0025 (C-130/L.100)- 57-0470 (C-130/L.100)- 55-0004 (C-130/L.100)- 5-131 (C-130/L.100)- 5-109 (C-130/L.100)- 4171 (C-130/L.100)- 5036 (C-130/L.100)- 60112 (C-130/L.100)- 65-13035 (C-130/L.100)- 1349 (C-130/L.100)- N522SJ (C-130/L.100)- HB-ILF (C-130/L.100)- N37ST (C-130/L.100)- A-1327 (C-130/L.100)- 165352 (C-130/L.100)- CP-2184 (C-130/L.100)- 60-0300 (C-130/L.100)- S3-AGB (C-130/L.100)- 62-1822 (C-130/L.100)- 63-7842 (C-130/L.100)- 64-0549 (C-130/L.100)- 61-2368 (C-130/L.100)- 65-0968 (C-130/L.100)- MM61991 (C-130/L.100)- 9T-TCG (C-130/L.100)- 71-1802 (C-130/L.100)- 74-2061 (C-130/L.100)- 87-0127 (C-130/L.100)- 89-0514 (C-130/L.100)- 16-5840 (C-130/L.100)- 166473 (C-130/L.100)- 167110 (C-130/L.100)- 149794 (C-130/L.100)- 08-5697 (C-130/L.100)- 09-5710 (C-130/L.100)- C-133 57-1610 (C-133)- C-135 61-0293 (C-135)- 57-1473 (C-135)- 58-0114 (C-135)- 60-0355 (C-135)- 63-7977 (C-135)- 62-3537 (C-135)- 62-3507 (C-135)- 62-3539 (C-135)- 57-1452 (C-135)- 63-8473 (C-135)- 58-0097 (C-135)- C-141 64-0617 (C-141)- 66-0183 (C-141)- 66-0203 (C-141)- 66-7952 (C-141)- C-17 98-0055 (C-17)- 08-8190 (C-17)- 10-0215 (C-17)- C-46 B-1519 (C-46)- N92854 (C-46)- 43-47017 (C-46)- 43-47122 (C-46)- 43-47229 (C-46)- 43-47328 (C-46)- PP-ITE (C-46)- HR-TNB (C-46)- F-BESL (C-46)- OB-XAO-580 (C-46)- N74689 (C-46)- YN-BWY (C-46)- 42-101140 (C-46)- 44-77397 (C-46)- 44-77503 (C-46)- 44-77610 (C-46)- 44-77717 (C-46)- 44-77821 (C-46)- 44-77930 (C-46)- 44-78036 (C-46)- 44-78145 (C-46)- 44-78250 (C-46)- 44-78356 (C-46)- 44-78462 (C-46)- 44-78020 (C-46)- OB-R-577 (C-46)- 8329 (C-46)- YV-C-TAN (C-46)- PP-XDR (C-46)- CP-1616 (C-46)- RP-C1145 (C-46)- N3935C (C-46)- PJ-CLC (C-46)- HK-751 (C-46)- YN-CAB (C-46)- N4871V (C-46)- N1258N (C-46)- N1824M (C-46)- N1850M (C-46)- N74173 (C-46)- N74173 (C-46)- 44-78555 (C-46)- 44-78674 (C-46)- 71-1135 (C-46)- CC-CAB (C-46)- CB-45 (C-46)- PP-LDW (C-46)- N10428 (C-46)- YV-P-JTE (C-46)- 41-5201 (C-46)- 41-12389 (C-46)- 41-24708 (C-46)- 42-3604 (C-46)- 42-60969 (C-46)- 42-61073 (C-46)- 42-96617 (C-46)- 42-96723 (C-46)- 42-96827 (C-46)- 42-107292 (C-46)- 42-107397 (C-46)- N5141B (C-46)- 41-12409 (C-46)- N4761C (C-46)- N53921 (C-46)- C-5 69-0004 (C-5)- Canadair C-4 VR-AAR (Canadair C-4)- SE-DHA (Caravelle)- HB-ICN (Caravelle)- 10507 (Caravelle)- F-BSGZ (Caravelle)- SE-DAD (Caravelle)- OY-KRC (Caravelle)- LV-PVU (Caravelle)- TC-91 (Caravelle)- I-DABL (Caravelle)- PH-TVT (Caravelle)- EC-BBR (Caravelle)- F-BHHH (Caravelle)- CASA 295 7T-WGA (CASA 295)- EC-025 (CASA 295)- EC-295 (CASA 295)- CL-28 10719 (CL-28)- 20724 (CL-28)- CL-44 G-AWSC (CL-44)- 9Q-CQS (CL-44)- Comet/Nimrod G-AOJU (Comet/Nimrod)- 9M-AOE (Comet/Nimrod)- XV231 (Comet/Nimrod)- G-AMXA (Comet/Nimrod)- XK699 (Comet/Nimrod)- N81AC (Concorde)- 54-4069 (Constellation)- 143204 (Constellation)- HI-270 (Constellation)- N6201C (Constellation)- CS-TLH (Constellation)- XA-NAF (Constellation)- N1010C (Constellation)- N6936C (Constellation)- N91210 (Constellation)- PH-TDF (Constellation)- N116A (Constellation)- N110A (Constellation)- PH-LDG (Constellation)- N1552V (Constellation)- G-ANNT (Constellation)- N6002C (Constellation)- N6932C (Constellation)- 51-3842 (Constellation)- F-BHBF (Constellation)- N9409H (Constellation)- N9412H (Constellation)- 131651 (Constellation)- N9749Z (Constellation)- 42-94689 (Constellation)- 43-10299 (Constellation)- 42-94591 (Constellation)- CRJ 100/200 F-GNME (CRJ 100/200)- C-GIER (CRJ 100/200)- C-FMUQ (CRJ 100/200)- OY-RJE (CRJ 100/200)- VQ-BNQ (CRJ 100/200)- N8501F (CRJ 100/200)- VQ-BGQ (CRJ 100/200)- C-GNBE (CRJ 100/200)- C-GMZV (CRJ 100/200)- EC-JCM (CRJ 100/200)- N835AS (CRJ 100/200)- N281PS (CRJ 100/200)- C-GJZF (CRJ 100/200)- C-FEZT (CRJ 100/200)- XA-CMI (CRJ 100/200)- C-FYLF (CRJ 100/200)- ZS-NMI (CRJ 100/200)- N868AS (CRJ 100/200)- 5N-BVR (CRJ 100/200)- N862AS (CRJ 100/200)- EC-NHU (CRJ 100/200)- SE-RIF (CRJ 100/200)- CRJ 1000 C-GZQJ (CRJ 1000)- 9H-MOX (CRJ 1000)- CRJ 700 D-ACPT (CRJ 700)- N710PS (CRJ 700)- N766SK (CRJ 700)- N614QX (CRJ 700)- S5-AAZ (CRJ 700)- B-4661 (CRJ 700)- N554GJ (CRJ 700)- CRJ 900 EI-DVP (CRJ 900)- N936XJ (CRJ 900)- N951LR (CRJ 900)- N166PQ (CRJ 900)- D-ACKJ (CRJ 900)- C-GHZZ (CRJ 900)- C-GUHH (CRJ 900)- N245LR (CRJ 900)- C-GZQO (CRJ 900)- B-3229 (CRJ 900)- EI-FPE (CRJ 900)- C-GIAO (CRJ 900)- C-GZVR (CRJ 900)- C-FJQZ (CRJ 900)- CV-240 N94232 (CV-240)- N51331 (CV-240)- N1002S (CV-240)- JY-ACB (CV-240)- N90663 (CV-240)- N90664 (CV-240)- HI-286 (CV-240)- N22913 (CV-240)- N147JR (CV-240)- 53-3461 (CV-240)- 51-5151 (CV-240)- N1045N (CV-240)- N840M (CV-240)- N244G (CV-240)- VH-TAP (CV-240)- N568R (CV-240)- N94208 (CV-240)- N74860 (CV-240)- N94239 (CV-240)- N94233 (CV-240)- CV-340/440/C-131 N411GA (CV-340/440/C-131)- YU-ADU (CV-340/440/C-131)- N90861 (CV-340/440/C-131)- PK-GCU (CV-340/440/C-131)- SE-CCV (CV-340/440/C-131)- SE-BSX (CV-340/440/C-131)- VH-BZN (CV-340/440/C-131)- N24DR (CV-340/440/C-131)- N3122G (CV-340/440/C-131)- N153JR (CV-340/440/C-131)- N860FW (CV-340/440/C-131)- N640R (CV-340/440/C-131)- N8444H (CV-340/440/C-131)- N5808 (CV-340/440/C-131)- N76Y (CV-340/440/C-131)- N970L (CV-340/440/C-131)- C-GKFJ (CV-340/440/C-131)- TAM73 (CV-340/440/C-131)- N73104 (CV-340/440/C-131)- N900WC (CV-340/440/C-131)- C-GQBN (CV-340/440/C-131)- HK-4334 (CV-340/440/C-131)- FAP-206 (CV-340/440/C-131)- ZS-KFA (CV-340/440/C-131)- OO-DHE (CV-340/440/C-131)- N584PL (CV-340/440/C-131)- N391FL (CV-340/440/C-131)- 53-7797 (CV-340/440/C-131)- CV-880 N807AJ (CV-880)- DC-1/2 D-ABOW (DC-1/2)- 38-525 (DC-1/2)- NC13729 (DC-1/2)- NC14285 (DC-1/2)- DC-10/MD-11 C-GCPC (DC-10/MD-11)- EC-CLB (DC-10/MD-11)- G-BEBL (DC-10/MD-11)- D-ADMO (DC-10/MD-11)- F-GKMY (DC-10/MD-11)- PP-VMR (DC-10/MD-11)- N353WL (DC-10/MD-11)- 5X-BON (DC-10/MD-11)- JA8534 (DC-10/MD-11)- N149US (DC-10/MD-11)- B-16107 (DC-10/MD-11)- N216SC (DC-10/MD-11)- B-16101 (DC-10/MD-11)- PP-SPL (DC-10/MD-11)- YU-AMF (DC-10/MD-11)- CP-2489 (DC-10/MD-11)- PP-SFP (DC-10/MD-11)- N140WE (DC-10/MD-11)- N774BC (DC-10/MD-11)- DC-3 17242 (DC-3)- CF-CSC (DC-3)- HK-314 (DC-3)- PP-BAG (DC-3)- XA-JAN (DC-3)- F-BEIP (DC-3)- 118474 (DC-3)- NC13726 (DC-3)- XA-CUC (DC-3)- 41-7762 (DC-3)- 41-18340 (DC-3)- 41-18445 (DC-3)- 41-18554 (DC-3)- 41-18659 (DC-3)- 41-38593 (DC-3)- 41-38700 (DC-3)- 42-5681 (DC-3)- 42-32859 (DC-3)- F-OGFJ (DC-3)- N302K (DC-3)- N47FJ (DC-3)- 41-19475 (DC-3)- HK-318 (DC-3)- NX815 (DC-3)- F-GEFX (DC-3)- C-FBVF (DC-3)- CF-WGM (DC-3)- C-FIMA (DC-3)- PP-SQJ (DC-3)- YV-P-EPO (DC-3)- F-BAXV (DC-3)- 3100 (DC-3)- G-AGZA (DC-3)- PI-C144 (DC-3)- NZ3522 (DC-3)- VT-AVS (DC-3)- VT-AXF (DC-3)- N4996E (DC-3)- N11VU (DC-3)- N1280N (DC-3)- N88823 (DC-3)- 6886 (DC-3)- HK-524 (DC-3)- CX-AGE (DC-3)- 42-108801 (DC-3)- 42-92196 (DC-3)- 42-92295 (DC-3)- 42-92393 (DC-3)- 42-108845 (DC-3)- 42-92591 (DC-3)- 42-108867 (DC-3)- 42-92787 (DC-3)- 42-92884 (DC-3)- 42-92982 (DC-3)- 42-93079 (DC-3)- 42-93177 (DC-3)- 42-93276 (DC-3)- 42-93374 (DC-3)- 42-108954 (DC-3)- 42-93572 (DC-3)- 42-93669 (DC-3)- 42-93766 (DC-3)- 43-48130 (DC-3)- 43-48253 (DC-3)- G-AHLZ (DC-3)- F-VNAU (DC-3)- HK-2663 (DC-3)- 42-92547 (DC-3)- PP-AVY (DC-3)- N200ZZ (DC-3)- 43-48017 (DC-3)- G-AHCS (DC-3)- N87642 (DC-3)- 42-92738 (DC-3)- 12935 (DC-3)- 42-92482 (DC-3)- N20W (DC-3)- YV-C-TGB (DC-3)- HR-CNA (DC-3)- CP-583 (DC-3)- C-74 (DC-3)- 0172 (DC-3)- PP-XEQ (DC-3)- PT-LBL (DC-3)- G-AMFV (DC-3)- OK-WDH (DC-3)- TC-BAC (DC-3)- PH-TBV (DC-3)- LR-AAB (DC-3)- P2-SBB (DC-3)- XU-LAN (DC-3)- N1051N (DC-3)- N101ZG (DC-3)- N82R (DC-3)- N79034 (DC-3)- N151D (DC-3)- RP-534 (DC-3)- 42-23313 (DC-3)- 42-23422 (DC-3)- 42-23532 (DC-3)- 42-23640 (DC-3)- 42-23752 (DC-3)- 42-23858 (DC-3)- 42-23968 (DC-3)- 42-24078 (DC-3)- 42-24187 (DC-3)- 42-24296 (DC-3)- 42-24403 (DC-3)- 42-100538 (DC-3)- 42-100648 (DC-3)- 42-100756 (DC-3)- 42-100864 (DC-3)- 42-100971 (DC-3)- 43-15076 (DC-3)- 43-15186 (DC-3)- 43-15296 (DC-3)- 43-15402 (DC-3)- 43-15512 (DC-3)- 43-15621 (DC-3)- 43-15729 (DC-3)- 43-15837 (DC-3)- 43-15946 (DC-3)- 43-16060 (DC-3)- 43-30682 (DC-3)- XB-JAD (DC-3)- N1QJ (DC-3)- 79004 (DC-3)- EC-EAB (DC-3)- C-FKAZ (DC-3)- NC50520 (DC-3)- CF-POY (DC-3)- N62266 (DC-3)- N239CJ (DC-3)- 42-100994 (DC-3)- 42-100589 (DC-3)- VH-MAB (DC-3)- ET-T-17 (DC-3)- LV-XFY (DC-3)- LV-XFT (DC-3)- D-AQOR (DC-3)- NM-43 (DC-3)- C-GCKE (DC-3)- CX-BDB (DC-3)- CF-IHH (DC-3)- HK-766 (DC-3)- PP-ANE (DC-3)- PP-FOI (DC-3)- EC-WSP (DC-3)- I-TRIS (DC-3)- D-CORA (DC-3)- 348309 (DC-3)- 476420 (DC-3)- G-AMWV (DC-3)- G-BFPW (DC-3)- VH-PNM (DC-3)- A65-87 (DC-3)- ZK-AOD (DC-3)- VT-CGA (DC-3)- 5Y-AKB (DC-3)- VP-YUU (DC-3)- TL-KAD (DC-3)- XW-PAD (DC-3)- 43-48293 (DC-3)- 43-48414 (DC-3)- 43-48534 (DC-3)- 43-48654 (DC-3)- 43-48776 (DC-3)- 43-48900 (DC-3)- 43-49021 (DC-3)- 43-49147 (DC-3)- 43-49265 (DC-3)- 43-49385 (DC-3)- 43-49512 (DC-3)- 43-49632 (DC-3)- 43-49752 (DC-3)- 43-49874 (DC-3)- 44-76230 (DC-3)- 44-76350 (DC-3)- 44-76473 (DC-3)- 44-76600 (DC-3)- 44-76721 (DC-3)- 44-76847 (DC-3)- 44-76971 (DC-3)- 44-77095 (DC-3)- 44-77217 (DC-3)- 45-912 (DC-3)- 45-1030 (DC-3)- C-1503X (DC-3)- N11116 (DC-3)- G-AGKE (DC-3)- VT-CYT (DC-3)- 43-48763 (DC-3)- 44-76771 (DC-3)- 43-49146 (DC-3)- GR+111 (DC-3)- N212GB (DC-3)- 1026 (DC-3)- VR-OAJ (DC-3)- J973 (DC-3)- 43-16233 (DC-3)- 43-16347 (DC-3)- VH-CHB (DC-3)- N817NA (DC-3)- 43-1964 (DC-3)- N230D (DC-3)- FAC657A (DC-3)- N310K (DC-3)- NC33371 (DC-3)- 41-20064 (DC-3)- 42-6492 (DC-3)- 42-6476 (DC-3)- F-BJBY (DC-3)- N47L (DC-3)- FAE11747 (DC-3)- 268770 (DC-3)- N101SF (DC-3)- N17397 (DC-3)- N88854 (DC-3)- N45399 (DC-3)- 42-68721 (DC-3)- 42-68824 (DC-3)- LN-WND (DC-3)- NL-202 (DC-3)- N137D (DC-3)- NC25698 (DC-3)- NC28345 (DC-3)- N16087 (DC-3)- TI-157 (DC-3)- F-OCKT (DC-3)- HK-523 (DC-3)- 42-100513 (DC-3)- N7074C (DC-3)- T.3-43 (DC-3)- 6161 (DC-3)- FL626 (DC-3)- KG378 (DC-3)- KG629 (DC-3)- KJ824 (DC-3)- KJ966 (DC-3)- FD866 (DC-3)- FL632 (DC-3)- KG396 (DC-3)- KG665 (DC-3)- KJ913 (DC-3)- FD822 (DC-3)- KG332 (DC-3)- KJ855 (DC-3)- FL509 (DC-3)- 3138 (DC-3)- 17093 (DC-3)- 17254 (DC-3)- 50771 (DC-3)- 17224 (DC-3)- 99832 (DC-3)- 43-48009 (DC-3)- FD796 (DC-3)- KN212 (DC-3)- KN596 (DC-3)- KN221 (DC-3)- KN432 (DC-3)- KN643 (DC-3)- KN311 (DC-3)- KN686 (DC-3)- 45-2589 (DC-3)- 41-7688 (DC-3)- N19922 (DC-3)- NC28393 (DC-3)- XA-GUQ (DC-3)- MT-16 (DC-3)- 49-2614 (DC-3)- T-50 (DC-3)- IJ398 (DC-3)- T-503 (DC-3)- N840MB (DC-3)- ZS-DHX (DC-3)- DC-4 N86557 (DC-4)- 42-32938 (DC-4)- 41-37307 (DC-4)- EC-APQ (DC-4)- 42-107451 (DC-4)- OD-ACA (DC-4)- N48165 (DC-4)- 42-72345 (DC-4)- LN-SUP (DC-4)- F-VNBN (DC-4)- N95413 (DC-4)- 43-17142 (DC-4)- HR-LAI (DC-4)- ZS-PAJ (DC-4)- 42-72471 (DC-4)- 42-72584 (DC-4)- 42-72698 (DC-4)- 43-17247 (DC-4)- 56614 (DC-4)- 44-9040 (DC-4)- 44-9132 (DC-4)- 45-0487 (DC-4)- 45-0678 (DC-4)- 45-0788 (DC-4)- 45-0790 (DC-4)- N8049H (DC-4)- 50846 (DC-4)- 39124 (DC-4)- YV-C-EVB (DC-4)- 42-72225 (DC-4)- TF-SIF (DC-4)- N3454 (DC-4)- N95589 (DC-4)- NC30051 (DC-4)- G-APEZ (DC-4)- 5R-MAC (DC-4)- CF-LOY (DC-4)- N67109 (DC-4)- 45-0583 (DC-4)- 45576 (DC-4)- CF-KAE (DC-4)- DC-6/7 N204GB (DC-6/7)- 533228 (DC-6/7)- 51-3846 (DC-6/7)- N500UA (DC-6/7)- N3493F (DC-6/7)- N444DG (DC-6/7)- N45001 (DC-6/7)- N34953 (DC-6/7)- N90810 (DC-6/7)- N45507 (DC-6/7)- N37594 (DC-6/7)- C118-2412 (DC-6/7)- F-BGSN (DC-6/7)- OY-STR (DC-6/7)- YU-AFE (DC-6/7)- CR-IAH (DC-6/7)- EP-AEW (DC-6/7)- N888SQ (DC-6/7)- N90764 (DC-6/7)- PH-TRE (DC-6/7)- N515AO (DC-6/7)- LN-SUD (DC-6/7)- N6105C (DC-6/7)- 9Q-CCM (DC-6/7)- OY-AND (DC-6/7)- N51701 (DC-6/7)- N831D (DC-6/7)- N777PA (DC-6/7)- N850D (DC-6/7)- VR-BCY (DC-6/7)- EI-ANM (DC-6/7)- N293 (DC-6/7)- N73675 (DC-6/7)- N6337C (DC-6/7)- SE-CNG (DC-6/7)- XA-SET (DC-6/7)- OO-AWA (DC-6/7)- N1906M (DC-6/7)- N90703 (DC-6/7)- EL-WNH (DC-6/7)- N951CE (DC-6/7)- DC-8 N8014U (DC-8)- N1801 (DC-8)- N420AJ (DC-8)- N8016 (DC-8)- N903R (DC-8)- N819SL (DC-8)- N913R (DC-8)- N30UA (DC-8)- N8770 (DC-8)- F-BOLH (DC-8)- 9XR-SD (DC-8)- N183SK (DC-8)- N776FT (DC-8)- N8631 (DC-8)- 9G-TOP (DC-8)- N950R (DC-8)- N797AL (DC-8)- F-BOLL (DC-8)- N976AL (DC-8)- N460DN (DC-8)- N807UP (DC-8)- ST-AJR (DC-8)- N873SJ (DC-8)- PP-BET (DC-8)- 3X-GHH (DC-8)- 9S-AJO (DC-8)- PH-DCU (DC-8)- HI-588CA (DC-8)- DC-9/MD-80/90 N901E (DC-9/MD-80/90)- N9DC (DC-9/MD-80/90)- N8962 (DC-9/MD-80/90)- N8911 (DC-9/MD-80/90)- XC-BDM (DC-9/MD-80/90)- N916RW (DC-9/MD-80/90)- N8978E (DC-9/MD-80/90)- N992Z (DC-9/MD-80/90)- N973VJ (DC-9/MD-80/90)- YV-719C (DC-9/MD-80/90)- YV-705C (DC-9/MD-80/90)- N8943E (DC-9/MD-80/90)- VH-CZB (DC-9/MD-80/90)- N9344 (DC-9/MD-80/90)- C5-LIM (DC-9/MD-80/90)- EC-BIH (DC-9/MD-80/90)- I-SARZ (DC-9/MD-80/90)- G-BMWD (DC-9/MD-80/90)- PK-GJE (DC-9/MD-80/90)- N986US (DC-9/MD-80/90)- N1288L (DC-9/MD-80/90)- N981AX (DC-9/MD-80/90)- LV-WGU (DC-9/MD-80/90)- YV-715C (DC-9/MD-80/90)- N601NW (DC-9/MD-80/90)- I-DIBN (DC-9/MD-80/90)- C-FTME (DC-9/MD-80/90)- I-RIKT (DC-9/MD-80/90)- I-RIZQ (DC-9/MD-80/90)- N823AT (DC-9/MD-80/90)- N806AT (DC-9/MD-80/90)- D2-ERJ (DC-9/MD-80/90)- N94454 (DC-9/MD-80/90)- JA8440 (DC-9/MD-80/90)- N754NW (DC-9/MD-80/90)- N130NK (DC-9/MD-80/90)- N707XS (DC-9/MD-80/90)- N417EA (DC-9/MD-80/90)- N411EA (DC-9/MD-80/90)- TG-JII (DC-9/MD-80/90)- N416EA (DC-9/MD-80/90)- N671MC (DC-9/MD-80/90)- HB-IND (DC-9/MD-80/90)- N849HA (DC-9/MD-80/90)- N811ML (DC-9/MD-80/90)- N287AA (DC-9/MD-80/90)- N7542A (DC-9/MD-80/90)- N843RA (DC-9/MD-80/90)- ZS-OBL (DC-9/MD-80/90)- N918TW (DC-9/MD-80/90)- N219AA (DC-9/MD-80/90)- B-2104 (DC-9/MD-80/90)- B-2102 (DC-9/MD-80/90)- I-DAWV (DC-9/MD-80/90)- PK-WIH (DC-9/MD-80/90)- N821JT (DC-9/MD-80/90)- HS-OME (DC-9/MD-80/90)- N461LF (DC-9/MD-80/90)- SE-DMD (DC-9/MD-80/90)- ZS-TOG (DC-9/MD-80/90)- YV2992 (DC-9/MD-80/90)- 9Y-THU (DC-9/MD-80/90)- LV-WGM (DC-9/MD-80/90)- F-GGME (DC-9/MD-80/90)- EI-CBO (DC-9/MD-80/90)- N946AS (DC-9/MD-80/90)- N973TW (DC-9/MD-80/90)- N793DG (DC-9/MD-80/90)- N892GA (DC-9/MD-80/90)- N963PG (DC-9/MD-80/90)- UR-BXN (DC-9/MD-80/90)- UR-CDN (DC-9/MD-80/90)- N423NV (DC-9/MD-80/90)- HB-LKW (DC-9/MD-80/90)- HK-4588 (DC-9/MD-80/90)- UR-CJB (DC-9/MD-80/90)- N583MS (DC-9/MD-80/90)- D-ALLO (DC-9/MD-80/90)- EC-633 (DC-9/MD-80/90)- EC-HMI (DC-9/MD-80/90)- LN-ROZ (DC-9/MD-80/90)- EC-FXX (DC-9/MD-80/90)- SE-DMM (DC-9/MD-80/90)- P4-MDC (DC-9/MD-80/90)- N955DL (DC-9/MD-80/90)- EC-FND (DC-9/MD-80/90)- LV-VBX (DC-9/MD-80/90)- UR-CIX (DC-9/MD-80/90)- N218JP (DC-9/MD-80/90)- B-2133 (DC-9/MD-80/90)- B-2142 (DC-9/MD-80/90)- B-2142 (DC-9/MD-80/90)- UR-BXM (DC-9/MD-80/90)- SE-DBP (DC-9/MD-80/90)- SU-ZCB (DC-9/MD-80/90)- SU-BNN (DC-9/MD-80/90)- N9357 (DC-9/MD-80/90)- N166DE (DC-9/MD-80/90)- N917CK (DC-9/MD-80/90)- N931F (DC-9/MD-80/90)- N938F (DC-9/MD-80/90)- 2354 (DHC-5)- 9453 (DHC-5)- N705GG (DHC-7)- 5N-BDS (DHC-7)- S5-ACB (DHC-7)- C-GFOF (DHC-7)- C-FWYU (DHC-7)- C-FPBJ (DHC-7)- C-GTBP (DHC-8)- C-FPON (DHC-8)- C-FDAO (DHC-8)- N813PH (DHC-8)- C-GJOP (DHC-8)- C-GAAN (DHC-8)- C-GEVP (DHC-8)- N845EX (DHC-8)- N283BC (DHC-8)- G-BRYI (DHC-8)- C-FXGF (DHC-8)- PH-SDM (DHC-8)- C-FXXU (DHC-8)- V2-LGG (DHC-8)- C-FUQZ (DHC-8)- N801AP (DHC-8)- C-FJXZ (DHC-8)- N245TA (DHC-8)- N992HA (DHC-8)- C-FOJT (DHC-8)- N408QX (DHC-8)- OY-KCE (DHC-8)- C-GLQF (DHC-8)- VH-QON (DHC-8)- C-FPEX (DHC-8)- C-FUTG (DHC-8)- N34NG (DHC-8)- SP-EQL (DHC-8)- ET-AQE (DHC-8)- C-GWEG (DHC-8)- D-ABQO (DHC-8)- C-GYPY (DHC-8)- C-GWJK (DHC-8)- D-ABQF (DHC-8)- C-FWUX (DHC-8)- 9G-MRH (DHC-8)- C-FJFW (DHC-8)- C-GYUP (DHC-8)- N8200L (DHC-8)- PH-AGR (DHC-8)- C-FWBB (DHC-8)- N567WK (DHC-8)- PH-DMX (DHC-8)- C-FEPA (DHC-8)- Do 328 D-BMAG (Do 328)- N401FJ (Do 328)- B-3978 (Do 328)- N476FJ (Do 328)- N328MN (Do 328)- N404FJ (Do 328)- N131BC (Do 328)- D-CDAN (Do 328)- D-CDHO (Do 328)- D-CDAE (Do 328)- PH-SOX (Do 328)- Electra/Orion HC-AMS (Electra/Orion)- PK-RLE (Electra/Orion)- N6122A (Electra/Orion)- 9Q-CDL (Electra/Orion)- N344HA (Electra/Orion)- N281F (Electra/Orion)- N5535 (Electra/Orion)- C-FVFI (Electra/Orion)- N62AJ (Electra/Orion)- N668F (Electra/Orion)- NASA927 (Electra/Orion)- N900AU (Electra/Orion)- N18314 (Electra/Orion)- 156601 (Electra/Orion)- 152734 (Electra/Orion)- 152720 (Electra/Orion)- 162316 (Electra/Orion)- 158919 (Electra/Orion)- 148888 (Electra/Orion)- 149678 (Electra/Orion)- 5036 (Electra/Orion)- 162665 (Electra/Orion)- A9-757 (Electra/Orion)- EMB-135/145 N12967 (EMB-135/145)- XA-KLI (EMB-135/145)- N846MJ (EMB-135/145)- ZS-BBI (EMB-135/145)- N624AE (EMB-135/145)- N658AE (EMB-135/145)- G-EMBD (EMB-135/145)- G-EMBN (EMB-135/145)- SX-CMD (EMB-135/145)- XY-ALD (EMB-135/145)- HL8310 (EMB-135/145)- SE-RIA (EMB-135/145)- N13124 (EMB-135/145)- N810AE (EMB-135/145)- N378SK (EMB-135/145)- PT-SZB (EMB-135/145)- TC-GVS (EMB-135/145)- PK-RJE (EMB-135/145)- OE-IMS (EMB-135/145)- N12528 (EMB-135/145)- PR-PSJ (EMB-135/145)- ZS-BBC (EMB-135/145)- 2-TGHD (EMB-135/145)- N181EC (EMB-135/145)- 9G-AFJ (EMB-135/145)- N650TB (EMB-135/145)- M-EBOY (EMB-135/145)- EMB-170/175 N130HQ (EMB-170/175)- N169HQ (EMB-170/175)- N428YX (EMB-170/175)- N225NN (EMB-170/175)- N647QX (EMB-170/175)- OH-LEO (EMB-170/175)- HC-CEX (EMB-170/175)- N274EC (EMB-170/175)- 2-FINE (EMB-170/175)- N895MD (EMB-170/175)- VQ-BYE (EMB-170/175)- C-FEJF (EMB-170/175)- SP-LIN (EMB-170/175)- EMB-190/195 I-ADJT (EMB-190/195)- OY-GDA (EMB-190/195)- N179JB (EMB-190/195)- C-FHON (EMB-190/195)- N857CC (EMB-190/195)- 4K-AZ67 (EMB-190/195)- B-3129 (EMB-190/195)- D-AEMG (EMB-190/195)- T7-SBH (EMB-190/195)- SP-LMB (EMB-190/195)- VT-AOP (EMB-190/195)- HB-AZD (EMB-190/195)- F-27/FH-227 N156L (F-27/FH-227)- N2776R (F-27/FH-227)- N44R (F-27/FH-227)- N725US (F-27/FH-227)- PP-BUH (F-27/FH-227)- N712U (F-27/FH-227)- N7810M (F-27/FH-227)- N377NE (F-27/FH-227)- MT-206 (F-27/FH-227)- F.27 D-BOBY (F.27)- VH-CAT (F.27)- PH-FEI (F.27)- F-BRHL (F.27)- G-BDVS (F.27)- PK-PFV (F.27)- VH-FND (F.27)- LV-WEL (F.27)- PH-FGE (F.27)- PH-RTN (F.27)- 5X-FFD (F.27)- G-JEAA (F.27)- VH-FCB (F.27)- F-BYAB (F.27)- OY-DNF (F.27)- 9Q-CLR (F.27)- TY-ATM (F.27)- OO-FEF (F.27)- PH-FOY (F.27)- 5Y-FMM (F.27)- VH-JCC (F.27)- HK-4467 (F.27)- JA8875 (F.27)- PH-LXK (F.27)- EC-GKV (F.27)- SE-LFC (F.27)- PH-LMT (F.27)- PH-JXK (F.27)- OY-PCI (F.27)- SX-BRM (F.27)- SE-LIT (F.27)- OE-LRJ (F.27)- 5Y-JXK (F.27)- PH-MXV (F.27)- T-2701 (F.27)- 7T-VRV (F.27)- PH-FTX (F.27)- N272FA (F.27)- PK-MFF (F.27)- OE-ILW (F.27)- 9M-MCG (F.27)- F.28 CS-TPA (F.28)- PH-LMH (F.28)- PH-LNI (F.28)- G-UKFJ (F.28)- F-GKHD (F.28)- F-WQPG (F.28)- F-GKHD (F.28)- EP-ASG (F.28)- PH-CXS (F.28)- HB-JVA (F.28)- F-GIOI (F.28)- EI-DFC (F.28)- D-AGPE (F.28)- PH-HSP (F.28)- OE-LVG (F.28)- CS-TPF (F.28)- F-GNLH (F.28)- PH-KXR (F.28)- OE-LVH (F.28)- 9A-BTD (F.28)- F-GBBX (F.28)- PH-MOL (F.28)- N27W (F.28)- SE-DGC (F.28)- EP-PAZ (F.28)- C-FFCR (F.28)- PK-GVD (F.28)- HS-PBD (F.28)- HA-LMB (F.28)- PH-RRW (F.28)- OE-LFH (F.28)- P4-FKC (F.28)- G-APWA (Herald)- CF-NAC (Herald)- G-BDFE (Herald)- I-ZERC (Herald)- G-CEXP (Herald)- 4X-AHS (Herald)- G-BAVX (Herald)- G-ATIG (Herald)- G-BEYE (Herald)- G-ALDG (Hermes)- HS.748/Andover G-DAAL (HS.748/Andover)- LV-IDV (HS.748/Andover)- G-ASJT (HS.748/Andover)- YV-C-AMI (HS.748/Andover)- PI-C1028 (HS.748/Andover)- HP-484 (HS.748/Andover)- C-FAGI (HS.748/Andover)- G-BBPT (HS.748/Andover)- G-BICK (HS.748/Andover)- G-BGJV (HS.748/Andover)- 4R-HVA (HS.748/Andover)- C-FKTL (HS.748/Andover)- XS642 (HS.748/Andover)- G-ARRW (HS.748/Andover)- Il-12 CCCP-L1840 (Il-12)- CCCP-L1730 (Il-12)- CCCP-F360 (Il-12)- CCCP-L3923 (Il-12)- Il-14 CCCP-41851 (Il-14)- CCCP-L1535 (Il-14)- CCCP-61655 (Il-14)- CCCP-L1580 (Il-14)- CCCP-61783 (Il-14)- CCCP-61634 (Il-14)- CCCP-91516 (Il-14)- CCCP-91592 (Il-14)- CCCP-06147 (Il-14)- Il-18 CCCP-75685 (Il-18)- XT-804 (Il-18)- CCCP-75689 (Il-18)- CCCP-75458 (Il-18)- EL-ALD (Il-18)- B-228 (Il-18)- CCCP-75774 (Il-18)- CCCP-75507 (Il-18)- CCCP-75784 (Il-18)- YR-IMF (Il-18)- CCCP-75815 (Il-18)- Il-62 CCCP-86614 (Il-62)- D-AOAF (Il-62)- RA-86657 (Il-62)- CCCP-86686 (Il-62)- RA-86945 (Il-62)- Il-76 5812 (Il-76)- CCCP-76764 (Il-76)- UR-76317 (Il-76)- CCCP-76668 (Il-76)- UR-76732 (Il-76)- UR-76658 (Il-76)- 76622 (Il-76)- RF-76548 (Il-76)- RA-76496 (Il-76)- RA-76527 (Il-76)- IS-76900 (Il-76)- CCCP-86858 (Il-76)- CCCP-86803 (Il-76)- RA-86738 (Il-76)- RA-86881 (Il-76)- CCCP-76475 (Il-76)- CCCP-76805 (Il-76)- RA-76421 (Il-76)- EW-78839 (Il-76)- RA-76354 (Il-76)- EP-ALJ (Il-76)- RA-76672 (Il-76)- ER-IBB (Il-76)- RA-76819 (Il-76)- HA-TCK (Il-76)- ER-IBE (Il-76)- EX-070 (Il-76)- 5A-DQA (Il-76)- CCCP-76401 (Il-76)- EK-76401 (Il-76)- EX-093 (Il-76)- RK3453 (Il-76)- 30071 (Il-76)- SU-BTY (Il-76)- R11-004 (Il-76)- Il-86 CCCP-86060 (Il-86)- RA-86089 (Il-86)- Il-96 RA-96002 (Il-96)- L.1011 N706DA (L.1011)- N202RC (L.1011)- N183AT (L.1011)- P4-JAA (L.1011)- C-GIFE (L.1011)- N703TT (L.1011)- N501PA (L.1011)- Li-2 CCCP-L4561 (Li-2)- CCCP-84659 (Li-2)- SP-LAS (Li-2)- CCCP-51141 (Li-2)- CCCP-N393 (Li-2)- CCCP-71199 (Li-2)- CCCP-L3958 (Li-2)- CCCP-84698 (Li-2)- CCCP-84641 (Li-2)- CCCP-L3949 (Li-2)- CCCP-16206 (Li-2)- CCCP-48977 (Li-2)- CCCP-L4377 (Li-2)- CCCP-L4551 (Li-2)- CCCP-54851 (Li-2)- CCCP-04369 (Li-2)- Martin 202/404 N175A (Martin 202/404)- N40424 (Martin 202/404)- N587S (Martin 202/404)- N636 (Martin 202/404)- N454A (Martin 202/404)- YV-145C (Martin 202/404)- N40415 (Martin 202/404)- N40433 (Martin 202/404)- N93053 (Martin 202/404)- N172A (Martin 202/404)- N93049 (Martin 202/404)- MC-21 73051 (MC-21)- N.262 F-WNDD (N.262)- 4R-ACL (N.262)- 7T-VSR (N.262)- XT-OAG (N.262)- F-BNGB (N.262)- N29802 (N.262)- SAAB 2000 YR-SBE (SAAB 2000)- SE-036 (SAAB 2000)- SE-LSE (SAAB 2000)- SE-LSI (SAAB 2000)- Short Flying boats ML789 (Short Flying boats)- G-AGJL (Short Flying boats)- PP141 (Short Flying boats)- EK578 (Short Flying boats)- NJ186 (Short Flying boats)- DW107 (Short Flying boats)- ML811 (Short Flying boats)- NZ4120 (Short Flying boats)- LV-AHH (Short Flying boats)- T9074 (Short Flying boats)- VH-BRC (Short Flying boats)- Sikorsky Flying boat NC15375 (Sikorsky Flying boat)- SO.30 F-DAAZ (SO.30)- LV-GLI (Starliner)- N179AV (Starliner)- N7323C (Starliner)- LX-LGY (Starliner)- F-BHBK (Starliner)- Sukhoi RRJ 89045 (Sukhoi RRJ)- 97016 (Sukhoi RRJ)- T-29D/C-131A N5575A (T-29D/C-131A)- 52-5793 (T-29D/C-131A)- 53-3529 (T-29D/C-131A)- YA+052 (Transall)- R157 (Transall)- 50+35 (Transall)- G-ARPU (Trident)- G-BABT (Trident)- Tu-104 CCCP-L5414 (Tu-104)- CCCP-42397 (Tu-104)- 1302 (Tu-104)- Tu-114 CCCP-76462 (Tu-114)- Tu-124 OK-UEC (Tu-124)- Tu-134 OK-HFM (Tu-134)- RA-65784 (Tu-134)- RA-65084 (Tu-134)- RA-65872 (Tu-134)- OB-1553 (Tu-134)- EX-65778 (Tu-134)- UR-65073 (Tu-134)- RA-65577 (Tu-134)- RA-65992 (Tu-134)- RA-65908 (Tu-134)- RF-66009 (Tu-134)- CCCP-65142 (Tu-134)- CCCP-65836 (Tu-134)- CCCP-65966 (Tu-134)- CCCP-65618 (Tu-134)- CCCP-65969 (Tu-134)- UN-65695 (Tu-134)- CCCP-65614 (Tu-134)- SP-LGE (Tu-134)- DM-SCZ (Tu-134)- HA-LBF (Tu-134)- RA-65978 (Tu-134)- Tu-154 SU-AXC (Tu-154)- CCCP-85014 (Tu-154)- CCCP-85085 (Tu-154)- 4K-85274 (Tu-154)- UK-85248 (Tu-154)- CCCP-85315 (Tu-154)- CCCP-85435 (Tu-154)- CCCP-85557 (Tu-154)- RA-85585 (Tu-154)- RA-85461 (Tu-154)- RA-85395 (Tu-154)- HA-LCU (Tu-154)- RA-85504 (Tu-154)- CCCP-85559 (Tu-154)- RA-85495 (Tu-154)- RA-85574 (Tu-154)- RA-85571 (Tu-154)- CCCP-85604 (Tu-154)- CU-T1264 (Tu-154)- B-4003 (Tu-154)- CCCP-85740 (Tu-154)- RA-85642 (Tu-154)- EP-ARH (Tu-154)- RA-85796 (Tu-154)- 4K-85729 (Tu-154)- LZ-HMF (Tu-154)- RA-85653 (Tu-154)- LZ-LTP (Tu-154)- LZ-BTN (Tu-154)- RA-85140 (Tu-154)- RA-85721 (Tu-154)- RA-85681 (Tu-154)- RA-85640 (Tu-154)- CCCP-85191 (Tu-154)- Tu-204/214/234 RA-64523 (Tu-204/214/234)- CF-TKU (Vanguard)- F-BVUY (Vanguard)- VEB Il-14 DM-SAA (VEB Il-14)- G-AMOP (Viscount)- G-APZC (Viscount)- F-BGNQ (Viscount)- G-AODG (Viscount)- N7451 (Viscount)- G-APLX (Viscount)- C-FTHQ (Viscount)- 9M-AMS (Viscount)- 9Q-CUW (Viscount)- G-AZNA (Viscount)- N145RA (Viscount)- OE-LAG (Viscount)- B-2029 (Viscount)- B-406 (Viscount)- YS-09C (Viscount)- RDPL-34016 (Viscount)- Yak-40 D-COBE (Yak-40)- D2-TYC (Yak-40)- RA-21504 (Yak-40)- CCCP-87371 (Yak-40)- CCCP-87787 (Yak-40)- HA-LRA (Yak-40)- CCCP-87452 (Yak-40)- CCCP-87390 (Yak-40)- RA-87395 (Yak-40)- RA-88274 (Yak-40)- EW-87419 (Yak-40)- UN-87931 (Yak-40)- RA-87381 (Yak-40)- EX-87470 (Yak-40)- UR-MIG (Yak-40)- RA-87588 (Yak-40)- EY-87446 (Yak-40)- UN-88268 (Yak-40)- 87460 (Yak-40)- CCCP-87695 (Yak-40)- RA-87439 (Yak-40)- UP-Y4014 (Yak-40)- CCCP-87845 (Yak-40)- RA-88231 (Yak-40)- UR-87421 (Yak-40)- CCCP-87952 (Yak-40)- RA-87940 (Yak-40)- CCCP-88298 (Yak-40)- UN-87934 (Yak-40)- CCCP-87952 (Yak-40)- Yak-42 RA-42356 (Yak-42)- LY-AAV (Yak-42)- RA-42352 (Yak-42)- RA-42345 (Yak-42)- RA-42446 (Yak-42)- UR-42358 (Yak-42)- UN-42410 (Yak-42)- UP-Y4208 (Yak-42)- RA-42524 (Yak-42)- RA-42368 (Yak-42)- RA-42384 (Yak-42)- YS-11 JA8689 (YS-11)- LV-JIJ (YS-11)- JA8765 (YS-11)- JA8821 (YS-11)- N908TC (YS-11)- Yun Y20 20001 (Yun Y20)- Yun Y7 B-3478 (Yun Y7)- 33142 (Yun Y7)- B-3493 (Yun Y7)- RDPL-34169 (Yun Y7)- Yun Y8 9291 (Yun Y8)- This page is for reference only and not for normal human usage Generated: 09/08	ca5687df-f7a1-4a03-ab46-2bb7d8b4bb4e
Friday, 30 January 2015 Advanced search Electric nose wheel could reduce aircraft emissions Commercial aircraft could cut their on-ground emissions by one quarter with a new hydrogen fuel-cell propulsion system, according to its creators. Researchers at the German Aerospace Centre (DLR) supported by Airbus and Lufthansa have developed an electric nose wheel that could allow aircraft to move around airports without using their main engines. For short-haul aircraft that often take off and land seven times a day, this could save between 200 and 400 litres of kerosene per day while reducing noise by around 95 per cent, without the use of towing vehicles. The nose wheel drive system has already undergone successful tests in the laboratory, and comprises two highly efficient electric motors that are built into the rims of the aircraft’s nose wheel. The nose wheel drive system has already undergone successful tests in the laboratory, and comprises two highly efficient electric motors that are built into the rims of the aircraft’s nose wheel The system, designed for an Airbus A320, uses a low-temperature polymer electrolyte fuel cell driven by hydrogen and can provide ground propulsion for an aircraft weighing up to 70 tons. It allows the pilot to turn off the main engines one minute after landing and not turn them on until three to five minutes before take-off, in order to heat them up. This means the engines could be used 1,200 hours less per year. ‘The weight of the propulsion system has to be as low as possible,’ DLR project manager Josef Kallo told The Engineer. ‘If you have a lot of weight in the nose wheel the hydraulics have to be changed. ‘It has to be very compact to fit into the rim of the nose wheel and has to have very high torque. Just to get to 3–5kph you have to work against something like 5,000–7,00NM.’ The DLR team took inspiration from electric cars to solve the power mass problem and looked to stationary applications and trains for the answer to the torque issue. Kallo could not reveal how much hydrogen it consumed but said for a short-haul aircraft it would need refuelling every one or two days. The team plan to trial the system in a Lufthansa test vehicle in Hamburg in April 2011. They are also developing a fuel-cell unit for auxiliary power for the aircraft’s climate control and other electrical systems, which is currently provided by a turbine in the aircraft’s tail. Readers' comments (15) • Hydrogen on board an airliner? Nein danke. With flammability ratios in air of between 4 & 94%, a small leak can rapidly cause a major fire. There is also the considerable extra weight of the pressurised containers and the fuel cell equipment. Which airports will provide the hydrogen? I will try to avoid them. I see that DLR give no figures for current requirements for the motor. While the electric nosewheel is an excellent idea, why can't it be powered by the existing APU, if necessary with a higher-output generator? There is already far too much flammable liquid on board most airliners. Jet fuel is relatively safe, the huge amounts of alcohol carried are not. Unsuitable or offensive? Report this comment • An excellent idea! It just leaves me with one question. Is the power of the nose wheel motor adequate to achieve taxi speeds of at least 50-60 kph. At Schiphol taxiing after touch done at 180R takes about 15 minutes to the apron. So, 3-5 kph is too slow! Further, some taxi ways cross other roads which requires some bridge climbing. That will need quite some power with havy ones. Looking forward for further results! Unsuitable or offensive? Report this comment • I would question the use of hydrogen fuel cells in aircraft, and the driving of the nose wheel as the sole power provider. Aircraft already have batteries on board to power their systems, surely it makes better sense to use these and omit the hydrogen all together. If we consider the low ground pressure on the nose wheel, and its small tread area, i see it slipping in many wet or icy conditions. Surely it would make more sense to use the main body wheels to drive it as these have much more weight on them. This would omit the need for carrying additional weight of the fuel cells, and provide a better solution. Planes are often connected to ground power units, or static electrical connections when on the ground so there would be no need for Hydrogen. Unsuitable or offensive? Report this comment • If there's a generator running constantly while the aircraft is on the ground, would it not make more sense to use that to power the nose-wheel? Even if this were to require a generator upgrade as well as copious wiring, it would surely be more efficient than plugging in an entire new flammable-fuel power system in an area with many safety-critical moving parts. The effects of the hydrogen tanks on weight distribution and cargo space would also need to be taken into account, which again would be easier to do if only one ground-based power system needed to be taken into account. Caveat: I'm a chemist, not an aero engineer. Feel free to correct me if you know more about the subject. Unsuitable or offensive? Report this comment • I think the concern about the hydrogen is probably minor given the hundreds of litres of aviation fuel and fumes already on board; It may be worth considering multiple smaller motors which could drive the aircraft, with power enough for some graceful degradation of the drive system. It would be nice if the motors also could “spin up” the wheels so as to reduce tyre wear on landing. Unsuitable or offensive? Report this comment • Sorry folks - this has nothing to do with reducing emissions, that is a deliberate red-herring, in part to lend the device populist ‘green’ appeal, in part to avoid provoking union wrath over potential redundancies amongst airport tug operators. a) Emissions produced in the manufacture of hydrogen for the fuel cell, plus additional emissions produced as a result of transporting the propulsion unit for an entire trip, would more than negate the tiny emissions saving when reversing at departure (when main engines would, in any case, already be running in order to warm up to operating temperature). b) Planes do not taxi in at 3-5kph - they tax in at 25-100kph Planes do not taxi out at 3-5kph - they taxi out at 25-60kph. For both, they need to use their main engines, not an electric nosewheel that crawls along at 3-5kph. The primary objective of an electric nosewheel would be to eliminate dependence on airport tugs, especially when reversing from a docking station at departure, when any delay costs time and money - and could even cost a departure slot. Unsuitable or offensive? Report this comment • A switched reluctance motor can be both a motor and a generator. Using these would generate a large amount of dc current from braking which can be stored in batteries inside the aircraft. The very short charge time is not optimal: perhaps super-capacitors would help and then they would be discharged shortly afterward when powering the motor. Why only use the nose wheel, what about the others? Unsuitable or offensive? Report this comment • Further to Ken R's comments: I understand that Concord's wheels were spun up to near landing speed in order to save wear and tear on tyres and the shock loading of the undercarrage (which is subjected to a momentary rearward shock load/bending moment as the tyres speed up from rest to a periferal speed equal to the landing speed. I think the way to go would be to power one wheel each side on the main undercarriage which is nearer the C of G and so the weight would not be such a disturbance to balance and would be a smaller proportion of the total undercarriage mass. The pilot could then steer by braking and powering left and right sides. The power system would then be available to spin those wheels for landings. Unsuitable or offensive? Report this comment • The wheel in the picture looks like it has a radius of 0.4m, so 6000Nm gives 2500N, at 1m/s, only needs 2.5KW. You could probably fit a Protean Electric hub motor and a reducing gear into that. This can produce over 50KW - it could drive the plane at 50km/hr. To power it I'd suggest a small petrol engine and generator, unless there's a small engine that can run on Kerosene. The few hundred kilos extra weight would be recovered from lower ground fuel needs. Unfortunately accelerating and braking a 100 ton plane needs on the order of 5MW, so the generator won't help much with regenerative braking. Unsuitable or offensive? Report this comment • There is a far more efficient alternative: hydraulic motors are now much more powerful, lighter weight, and smaller in size. Consider the use of a hyraulic motor in the nose wheel for taxiing about, hydraulic pumps instead of friction brakes (these can also work as motors), and an accumulator system sized to deal with all braking issues. The energy stored in braking would be enough to move the aircraft well away from docking, do most or all of the taxiing to the departure strip, and if necessary the accumulator could be recharged from an auxilliary hydraulic pump powered off the jet engines. I leave the details of this in more capable hands than mine, but I recommend you consult with Ingo Valentin. Unsuitable or offensive? Report this comment View results 10 per page \| 20 per page Have your say My saved stories (Empty) You have no saved stories Save this article	2f9b47d5-b296-485a-8d96-64dede00c25b
Skip to Content How Do I Figure Out How Much My Truck Weighs? If you are thinking about purchasing a truck, you may be wondering how much it weighs. It is possible to find the weight of your vehicle on the sticker on the inside driver’s side door frame. Additionally, you can consult the owner’s manual or check online to get the weight of your truck. Getting the weight of your vehicle is important because it will help you determine the type of truck you want to purchase. You should first determine your truck’s GVWR, or gross vehicle weight rating. This number represents the maximum weight your truck can carry, including the weight of the vehicle, gas tank, and cargo. Besides this number, you should also find out the curb weight, which is the weight of the truck without passengers or cargo. Make sure to take these figures into account when making the purchase. In some cases, you might be surprised to learn that your truck weighs more than you think. How the Weight of the Vehicle is Calculated? Weighing a vehicle can be tricky. There are many different units of measurement. The weight of a vehicle is the gross weight, which includes the vehicle itself, a full tank of fuel, all the necessary fluids, and the driver, passengers, and luggage. The gross weight is a more accurate measurement of the vehicle in real-world conditions. It is also useful for towing and transporting goods. The gross combined weight rating of a vehicle is the total mass of the vehicle and its trailers, including all passengers and luggage. This figure is set by the manufacturer of the vehicle, and it is a function of the engine torque output, driving axles, tires, and the capacity of the chassis to withstand torque. If you’re hauling a lot of cargo, the weight of your vehicle should be less than that of the trailer. The payload of a vehicle depends on the frame’s weight-bearing components. The vehicle’s chassis is the framework and is made of carbon steel or lightweight aluminium alloys. The Gross Vehicle Weight Rating, or GVWR, is displayed on the vehicle’s driver’s side door. It is important to know this number so you can make an informed decision about the weight of your vehicle. There are a few different methods to calculate a vehicle’s GVWR. What is the Maximum Weight a Truck Can Carry? GVWR stands for Gross Vehicle Weight Rating. Trucks are classified in various classes depending on their capacity. The lightest trucks are referred to as Class 1 and weigh up to 6,000 pounds. From there, the levels go up in varying increments. The largest trucks are classified as Class 8 and have a GVWR of over 33,000 pounds. These classifications are helpful for drivers because they can identify the type of truck they are looking at. READ ALSO: What is the Ice Cream Truck App Called? These limits are determined by the manufacturer of a particular truck. The maximum gross vehicle weight is the maximum weight that the truck can legally carry. The maximum single axle weight is the maximum weight that a truck can carry with a single axle. This is higher than the maximum weight a truck can carry with two axles, which means that it can only carry a limited amount of weight. However, the weight limit of the vehicle must not exceed the federal weight limit for Interstate highways. How Much Weight Can I Have on My Steer Axle? Tire load limits apply to steering axles and cannot exceed the maximum rating on the tires. Likewise, the legal weight limit per steering axle varies by state. Many states use a per inch rule for determining steer axle weight. This means that a ten-inch tire would be able to carry 7,000 pounds. Thus, a 14-inch tire would be able to carry 14,000 pounds. The steer axle is the part of a truck that controls the directional control of the vehicle. It normally has a single tire on each side. It can carry a lower weight, but if it is overloaded, steering will be harder. A tandem axle consists of two or more axles separated by more than forty inches, measured from their axle centers. It may be used in tandem with the drive axle to carry more weight than one. The total weight of a truck’s steering axle is equal to the combined GVW of its other axles. The steering axle, at the front of the truck, makes up 70% of its GVW. If there are two more axles, the rest of the truck must be lighter. For this purpose, a truck with two wheels on one axle must be lighter than a truck with four wheels on one. How Much Weight Can a 26000 GVW Truck Carry? A 26000 GVW truck is capable of carrying about 26,000 pounds of cargo, or about thirteen tons of weight. The gross vehicle weight rating, or GVWR, is calculated by multiplying the curb weight of the truck by its height and composite material. The highest GVWR on a truck is 26000 pounds, while the smallest one can carry up to ten thousand pounds. A typical box truck with a GVWR of 26,000 pounds can carry about 47280 pounds, or about 23 cubic meters. This amount is more than enough to move most household goods, and a full tank of gas can travel about 600 miles. GVWRs are important because trucks that weigh more than their GVWR will be subject to overweight and safety violations. If you’re unsure of the weight capacity of a 26000 GVW truck, check with your truck manufacturer. READ ALSO: Can I Put an Oven in a Food Truck? While the U.S. government has not specifically specified weight limits, it does prohibit states from setting weight limits that would prevent federal funding. If the weight limits exceed Federal standards, the State could be shut out of federal funding. Therefore, it’s important to find out exactly how much weight a 26000 GVW truck can carry before buying one. Consider these points when making your purchase. What is GVWR on a Truck? GVWR, or gross vehicle weight rating, is the maximum weight a vehicle is capable of towing and carrying. If you’re looking to purchase a commercial vehicle, you’re probably considering several factors, including cargo volume, towing capacity, and payload. You might also be considering the GVWR of a particular model, but many people are still unsure of exactly what it means. Here are some ways to determine GVWR on your next truck. GVWR refers to the weight limit of a truck. This limit is the maximum weight that can be carried without causing damage to the vehicle. A truck’s GVWR is measured by dividing the curb weight by the number of passengers in the vehicle. In addition, the curb weight of the truck includes the weight of any accessories attached to it. This figure also includes the weight of the trailer tongue. You can determine your truck’s curb weight by visiting a weigh station. Be sure to bring all the gear you typically carry in your truck with you. Then, if you are not certain of the curb weight of the truck, you can use this information to determine its GVWR rating. GVWR is an important truck metric. It’s important to understand this metric because it will determine how much weight your vehicle can tow. If you overload your truck, you could experience an unsafe journey. It’s important to understand GVWR before you decide on which equipment to purchase. If you’re buying a trailer, a GVWR of 10,000 pounds or higher is needed for safe towing. What is the Towing Capacity of My Truck? The towing capacity of your truck refers to the maximum weight that the vehicle can safely pull. It is often difficult to find this information if your truck is a recent model, but it is important to know how much your vehicle can pull before you take it on a trip. To determine the towing capacity of your truck, you can check its owner’s manual or go online to find the manufacturer’s website. To know the maximum weight that your truck can tow, you must know how much your vehicle and trailer weigh. Most truck stops have scales where you can weigh your vehicle and trailer. Using this scale, you can find out the maximum towing capacity of your vehicle. You must remember to check the weight of the trailer before attempting to tow it. The weight of the trailer must be equal to or greater than the vehicle’s total weight. READ ALSO: How Much Does a Fedex Truck Weigh? You should know that your truck’s maximum towing capacity is different from the GCVWR. GVWR stands for gross vehicle weight rating, and the towing capacity is the maximum weight you can safely pull behind your truck with a trailer. This number is usually listed on the sidewall plate of your truck or on the door sticker. The towing capacity of your truck will vary depending on the trailer, and it is important to know this information before making any trips. How Much Can a 1/2 Ton Truck Carry? Most people have no idea how much a half-ton truck can carry. The answer depends on what you plan on hauling. The bed capacity of a half-ton pickup is around 3000 pounds. Three-quarter-ton and one-ton pickups, on the other hand, have payload capacities of up to 6,000 pounds. The manufacturer usually outlines these limits on the truck’s information plate. The payload capacity of a half-ton truck is based on a variety of factors, including the density of the different items. The payload capacity is the weight a truck can tow without exceeding its GVWR. Some trucks have higher payload capacities, but you should not overload your truck! You should always consider the weight of your cargo before deciding on a truck’s payload capacity. If you need to haul light loads, a half-ton truck can help. Most half-ton trucks are capable of towing between 5000 pounds and 7000 pounds. However, the towing capacity of a half-ton truck depends on the model, engine size, and trim level. Make sure your trailer’s tongue weight does not exceed the rating of your truck, or the brakes may malfunction. Learn More Here: 1.) History of Trucks 2.) Trucks – Wikipedia 3.) Best Trucks	5b88ddb1-ebf5-41cb-8eaa-b5fcd3839101
Wednesday, February 21, 2024 How to keep your car’s electrical system running smoothly with a high-quality VE Commodore Alternator? Are you having trouble with your car’s electrical system? If so, consider investing in a high-quality alternator for your VE Commodore Alternator. Alternators are essential to your car’s electrical system, helping keep it running smoothly and efficiently. In this blog post, we’ll discuss how a high-quality alternator can help you keep your car’s electrical system running in top condition. We’ll also provide tips and advice on how to choose the right alternator for your VE Commodore. So, if you’re looking to improve the performance and reliability of your car’s electrical system, read on! Importance of the VE Commodore Alternator The VE Commodore alternator is essential to your car’s electrical system, providing the necessary power to keep the battery charged and your car running smoothly. It is responsible for converting the energy from the engine into electrical energy that can be used to power components such as the radio, headlights, and other accessories. Without a functioning alternator, your car will eventually be unable to start and run. As such, you must take the time to ensure your Commodore alternator is maintained correctly and working as it should. It is essential if you drive frequently or in extreme temperatures. A failing alternator can lead to several problems, including overheating and even complete engine failure. In addition, having a faulty alternator can cause your vehicle’s battery to discharge more quickly than usual, potentially leading to expensive repairs. You must invest in a high-quality Commodore alternator to keep your car running smoothly and avoid any potential issues. A quality alternator will provide the necessary power to keep your battery and car running at peak performance. A quality alternator will also help extend the life of your car’s electrical system, saving you money over time. What To Look For When Buying An Alternator? When buying an alternator for a Vz or VE Commodore, there are a few key factors to consider. First and foremost, you want to ensure the alternator is compatible with your vehicle and meets OEM specifications. To do this, look for the alternator’s part number and ensure it matches up with the part number for your vehicle. Additionally, it would help if you were sure that the alternator is rated for the power output you require. Ensure the amp output matches your vehicle’s needs and any other components the alternator may power. You should also ensure that the alternator is of good quality. Review other owners’ reviews and research the brand and supplier before purchasing. Additionally, check that the alternator is designed to last and has been tested to meet its ratings. Lastly, consider the alternator’s cost and ensure you are getting good value for your money. Do some comparison shopping and shop around for the best price. Try to get a warranty on the part to have peace of mind if something goes wrong. High-quality alternators can last several years when they are properly maintained and serviced. If taken care of properly, these parts can help ensure your car’s electrical system runs smoothly throughout its lifetime. It’s worth investing in a high-quality alternator for your Vz or VE Commodore, as it could save you both time and money in the long run! Tips For Maintaining Your Alternator 1. Check the voltage output: Ensure your alternator provides the right output. Most alternators are designed to produce around 14 volts of electricity, so if you measure a different voltage than this, then it could be a sign of an alternator problem. 2. Look for leaks and corrosion: Regularly inspect your alternator for signs of leakage or corrosion. If you notice either of these, then it’s likely that the alternator needs to be replaced. 3. Change the belt: Regularly check and replace your alternator’s drive belt if necessary. A worn-out belt can cause the alternator to underperform and potentially cause damage to other parts of the car’s electrical system. 4. Check your connections: Make sure all the connections to your alternator are secure and in good working order. If any of the connections are loose or damaged, they must be fixed or replaced. 5. Clean the terminals: Cleaning the terminals on your alternator is also a great way to ensure everything works properly. You can use a wire brush or a specialized cleaning solution. Regular Maintenance for Your Alternator Regular alternator maintenance is essential for ensuring your car’s electrical system runs smoothly. The first step is to check the voltage output of your alternator. Make sure that it is outputting at least 13.8 volts to your battery. If not, it could be time for a replacement. Additionally, you should check the belt tension on the alternator pulley. It should be adjusted so that there is enough tension for the pulley to turn easily, but not so tight that it damages the alternator or other components in the system. You should also check the wiring and connections to ensure they are secure and corrosion-free. Finally, you should regularly inspect the alternator housing and brushes to ensure they are free of any build-up or damage. These simple steps will help ensure your alternator runs optimally and lasts longer. If you detect an issue with your alternator, it’s important to bring your vehicle into an experienced mechanic as soon as possible. However, sometimes an issue can arise that requires more intensive work. Replacing parts of the alternator, such as the pulleys, bearings or regulators may be necessary. In addition, you may need to upgrade the entire unit to a higher quality alternator, such as those designed specifically for Vz and VE Commodores. These units are designed to provide more efficient performance and are more durable than older models. Investing in one of these higher-quality units ensures that your vehicle’s electrical system will remain reliable for many years. Installation Tips for Your Alternator Installing a new alternator for your VE Commodore is essential in keeping your car’s electrical system running smoothly. To ensure the installation process goes as smoothly as possible, here are a few tips to help you. 1. Read the Manual: Read the manual thoroughly before installing the alternator. It will ensure you know exactly how to connect and adjust the alternator for optimal performance properly. 2. Use the Right Tools: Ensure you have the proper tools for the job. The alternator will require some special tools to be correctly installed, such as a socket set, a wrench set, and a torque wrench. 3. Loosen Bolts: Before removing the old alternator, loosen all bolts and nuts holding it in place. It will make it easier to remove and help ensure that everything is correctly tightened once the new alternator is in place. 4. Disconnect Battery: Make sure to disconnect the battery cables before attempting to remove or install the alternator. It will prevent potential damage or electric shock while working on the alternator. 5. Secure New Alternator: Secure the new alternator in place using the same nuts and bolts used to secure the old one. Then, use a torque wrench to ensure that everything is tightened correctly. These simple steps can help you install your Commodore alternator and keep your car’s electrical system running smoothly for years. Signs of a Failing Alternator The alternator is one of your car’s most critical electrical system components. It provides power to your car’s battery, electronics, and other electrical components, so it’s essential to be aware of signs of a failing alternator. If you notice any of the following symptoms, it may be time to replace your alternator. First, if you experience dim or flickering headlights, it could be a sign that the alternator isn’t producing enough power. A noticeable decrease in performance from your headlights or other electronic components may also be due to a failing alternator. Additionally, if your car battery is constantly draining or not charging properly, this can also be an indicator that your alternator is going bad. Other signs of a failing alternator include: • An illuminated dashboard warning light for the battery. • A burning rubber smell from the engine. • Grinding or squealing noises when starting your car. If you’re noticing any of these symptoms, having your alternator inspected by a professional mechanic to determine the underlying cause is best. Tips for Extending the Life of Your Vz Commodore Alternator It’s essential to keep your Vz Commodore alternator in good working condition for as long as possible, so it can continue to power your car’s electrical system. Here are some tips to extend the life of your alternator and help keep it running smoothly: 1. Make sure your battery is charged regularly. Your alternator will have to work harder if your battery is not charged, which can put extra strain on it and cause it to wear out faster. 2. Check your vehicle’s voltage regulator regularly. The voltage regulator helps keep the charge on the battery and protect the alternator from surges. If it fails, it could cause damage to the alternator and reduce its life span. 3. Have a qualified mechanic inspect your alternator regularly. Your mechanic can check the alternator’s belt tension and connections and check for any loose or damaged components that may need to be replaced. 4. Replace worn or frayed belts immediately. Worn or frayed belts can cause problems with the alternator’s performance and lead to premature failure. 5. Avoid overloading the alternator. Your alternator is designed to provide power to your car’s electrical system, but too much load on the alternator can cause it to overheat and damage its internal components. 6. Clean your alternator regularly. Dirt, dust, and debris can collect on the alternator and reduce its performance, so clean it regularly with a soft brush and compressed air. The Commodore alternator is an essential component of your vehicle’s electrical system, and keeping it running smoothly should be a priority. Related Websites: Articles on Blogshunt Articles on tbablogs Articles on Blogspeoples Articles on Thebigblogtheory Articles on Allcityforums All Categories Related Articles Rivoluziona le tue esigenze di alimentazione con una batteria al litio da 150 Ah al meglio la propria elettronica. Scopri di più su come la batteria al litio da 150 Ah può rivoluzionare le tue esigenze di alimentazione. Take Your Vehicle to the Next Level- Lithium Cranking Battery However, one crucial element that is often overlooked is the battery. While traditional lead-acid batteries have been the go-to for decades, there's a new player in town that is revolutionizing the automotive industry the lithium cranking battery and can take your vehicle to the next level. Hoe kan een batterij van 200 ampère uw off-grid levensstijl een boost geven? En als het gaat om het voeden van uw off-grid levensstijl, is het hebben van een batterij met hoge capaciteit van cruciaal belang. Dit is waar de batterij van 200 ampère in beeld komt Rivoluzione nel settore automobilistico con la batteria per auto agli ioni di litio questo cambiamento è la batteria per auto agli ioni di litio , che ha rivoluzionato l’industria automobilistica. Questa potente Anchors Away: mejora la batería de tu barco para disfrutar de mejores Antes de hacerlo, es importante asegurarse de que su embarcación tenga una batería fiable y eficiente. Una batería de barco es crucial para cualquier embarcación, ya que proporciona la energía necesaria Transformeer de caravanervaring met een 12V lithium-ion-vrijetijdsbatterij Het is tijd om een revolutie teweeg te brengen in uw caravanervaring met een 12V lithium-ion-vakantieaccu . Deze Maximizing Power Potential: BA Falcon Alternator Explained @import url(https://themes.googleusercontent.com/fonts/css?kit=fpjTOVmNbO4Lz34iLyptLUXza5VhXqVC6o75Eld_V98); When powering your vehicle, the alternator plays a crucial role in providing the necessary electricity to keep your car running smoothly. And if...	07374a29-2844-4335-8659-f07d46b7ca73
Chicago PCC Q&A with Andre Kristopans The cover of the 1957 version of Chicago’s Mass Transportation System, which is included as a Bonus Feature of our E-book. Andre Kristopans is well-known in railfan circles as one of the most knowledgeable transit historians in the United States, certainly the foremost concerning buses used here in Chicago. He recently shared a complete list of Chicago PCC delivery dates and scrapping dates with The Trolley Dodger, which we added to our e-book Chicago’s PCC Streetcars: The Rest of the Story, available through our Online Store. E-book Update Service One advantage an electronic book has over a printed one is that it can be improved upon. We have always intended that to be the case with Chicago’s PCC Streetcars: The Rest of the Story. If you have already purchased a copy of this e-book, and wish to get the most updated version, we can send you a link so that you can download it at no additional charge via Dropbox. Dropbox is a free service that allows people to transfer large files via the Internet. The book is about an 850mb download. Even better, as further improvements are made the updated files can be automatically downloaded onto your computer via Dropbox if you wish. Besides the list of delivery and scrapping dates, we have also added about 25 more photos to the book since it was first published, plus a system map for the Chicago Motor Coach Company. We have additional updates planned for the future, and want to make sure that whenever you purchase your copy, you will be assured of having access to these updates as they become available. If you would prefer not to download 850mb and would prefer a new disc with the most current version, simply keep what you already have, and we can send you an updated DVD data disc for just $5. If you are interested in these offers, drop us a line at: thetrolleydodger@gmail.com Sales of this and our other fine products help support the original research we feature here on The Trolley Dodger blog. You can also make a donation via our Online Store. All the images used in this post are recent additions to our E-book. -David Sadowski The cover illustration from a Surface Lines brochure printed in August 1947. Chicago PCC Q&A with Andre Kristopans Studying Andre’s list brought up a number of different issues, which we discussed with him in the following exchange: DS: Were the cars that had fareboxes installed the same ones that were converted to one man, or did some two-man cars also get some? AK: All cars that were going to be around for a while got at least the pedestals for fareboxes installed. One thing I am not certain of is when CTA decided to get rid of the fare registers and replace them with (used) J-boxes. I know the buses all got fareboxes around this time, but I don’t know if, or when, the 2-man PCC’s did. Would have been by conductor’s station. DS: What is a J-box? AK: J-boxes were the 1940’s fareboxes that were only able to take quarters and tokens. Made by Johnson Farebox as model J, they actually showed up at CTA in around 1950 as they were bought second-hand from somewhere unknown (and later sold off after CTA went to exact fare in 1969!). The more modern ones from the 1960’s that were bigger and took all types of coins were Johnson type K’s. Johnson later became Keene Farebox. DS: Also, how would this list be affected by the postwar PCCs that were renumbered? (The list is in my e-book—there were 13 such cars.) I believe the renumberings were caused by CTA having entered into contracts with St. Louis Car Company that specified certain car numbers for shipment as part of the so-called “conversion program.” Then, for whatever reasons, CTA wanted to send a different car instead of one that was specified, so they took another one and renumbered it to fit the sequence of cars being shipped. AK: Exactly. CTA had no official record of any renumberings. What it was loaded on the flatcar with was how it was entered on the property card. DS: Later on, I think the contract wording was changed in later orders so that CTA was allowed to substitute. AK: The numbers are very specific in the AFR’s – these cars under this AFR. DS: We already know what the renumberings were. Roy Benedict had the information, which had been compiled by the late James J. Buckley. Most of the cars were renumbered in 1956-57, but there were also a couple in 1954. So there would be a “first” 7210 and a “second” 7210, etc. etc., and I would expect that the information on your list of scrappings would somehow correlate with the renumbering list. AK: Remember though as far as property accounting department was concerned, this NEVER HAPPENED! This was done by S&E* at South Shops on an ad-hoc basis, with downtown never being the wiser! Some railroads were notorious for this, Milwaukee Road being probably the worst offender, as when HQ sent a work order to shops to “scrap 800 and 801”, shops would find two dead ones, renumber them 800 and 801, renumber the “real” 800 and 801 to the numbers they picked out, and sent a notice back to HQ “800, 801 scrapped”. Now where it got really funny was when they picked two replacements that were of a different though similar model, and the “rescued” ones stuck around for years to railfans’ delight! DS: If as I recall the later contracts with St. Louis Car Co. were revised to allow for substitutions of different cars, this would mean somebody was aware of the renumberings. I think I read this when I studied the Chicago Transit Board minutes from the 1950s. AK: Maybe, but nothing was ever recorded on the property cards, which I copied. DS: Interesting that car 7213, the last car to run, actually was shipped off to St. Louis as part of the contract that built the 1-50 cars, while the other 25 cars that were still on the property simply were sold for scrap. It is also interesting that the 4391, the one postwar car that was saved, was designated for scrapping along with one other car, while an additional 20 were scrapped as part of a later order. AK: Bus scrapping is an even more convoluted matter – why a vehicle goes on a specific AFR is sometimes hard to understand. I suspect 4391 was retired “early” because it had some sort of failure. Not necessarily anything major at that point, but something happened to it. When IRM restored it to operation, they probably had to fix more than a few problems, and one of them was likely the reason car was retired. DS: Is it possible that CTA held off on selling the final 20 until they were certain that there was no chance that CTA would get control of part of the CA&E? I know there was a 1956 plan where service would have been temporarily operated between Forest Park and Wheaton using some prewar PCCs, with construction of a turning loop in Wheaton. AK: That was one really sad episode. CTA was willing, CA&E was willing, but not without subsidy, and the towns along the line could not agree on who would pay how much. The off-line town like Addison refused to pay anything, but online towns said residents of off-line towns used the line too, so those towns should pay too. So in the end nothing happened. DS: CTA’s efforts to operate a portion of CA&E continued through 1959. The idea was to use PCCs for about 18 months, which would have bought the CTA time to order new rapid transit cars that presumably would have been able to operate downtown over the new Congress rapid transit line. I assume these cars would have been versions of the 1-50 single car units, with possibly more plush seats and high-speed motors. AK: Most likely not “high speed” as CTA would have most likely run all-stops, with a stop every mile or so. Basically would have been just another “L” route. DS: CTA spent several years working with various manufacturers to test and develop high-speed trucks. It seems that construction of the Congress rapid transit line led to a lot of interest, among the public and various officials, in having rapid transit cars that could go as fast as the autos on an expressway. CTA held a public hearing in the early part of 1958 in conjunction with the purchase of the final 100 cars in the PCC conversion program, and the only negative comments were that these were not going to be high-speed cars. CTA officials pointed out that high-speed cars would only provide a small amount of time savings over regular cars, and that they did not want to waste the perfectly good motors being salvaged from 100 PCC streetcars. CTA’s experiments with high-speed motors continued after this and eventually resulted in the 2000-series cars delivered in 1964. If CTA had been able to extend service over a larger portion of the abandoned North Shore Line, they would have ordered more cars, high-speed versions of the single car units, pretty much the same as the 1-4 cars used to provide initial service on the Skokie Swift. I guess the high-speed motors weren’t really perfected yet when CTA might have taken over portions of the CA&E. Simply extending service west of Forest Park using existing equipment would have been the simplest and made the most sense. Not sure why CTA felt it necessary to propose operating it as a feeder operation using PCCs. AK: Here is another tidbit: The Pullmans came with B-3 trucks and GE motors and St Louises with B-2’s and WH motors. Before they were shipped to SLCC the Pullmans and St Louis swapped trucks and motors as the B-3’s were considered less suitable for high speed operation. However, only 288 B-2’s were actually used, as 6489-6490 which should have had B-2’s came with B-3’s. Later, of course, B-3’s were indeed used under 6491-6720 and 5-50, though it is true that these cars did indeed vibrate more at higher speeds, such as on the O’Hare Extension. As far as I can figure the following groups were swapped out: 4102-4371 (270) swapped with 7115-7274 (160), 4372-4411 (38), 7045-7114 (69), plus trucks/motors from the three retired cars 7078, 4381, 4394 4062-4101 (40) swapped with 4052-4061, 7035-7044 (20), with last 20 going with original trucks/motors as trades on 6491-6510. Now where the two extra sets of GE motors for 6489-6490 came from is a good question, possibly spares. Later “L” cars, 6511-6720 and 1-50 came with B-3’s and GE’s, except of course 1-4, of which 1-2 were GE, 3-4 were WH. Also, for a while 6483-6488 had GE motors, too, swapped with 23-26, 29-30 when they went into Skokie Swift service. DS: If you read the narrative about how PCC 4391 was saved (which is also reproduced in CERA Bulletin 146): http://hickscarworks.blogspot.com/2009/01/erhs.html It says that there were 18 cars that were in operable condition at the end of service, which CTA put out for bid, and two cars that were not in operating condition, which were a separate bid. You could bid on them as a whole lot or otherwise. That would seem to imply that 4391 was one of the two cars that were inoperable. Maybe the narrative about the 18 cars really should read 20 cars, to match your list. AK: I do believe so! DS: However, according to CERA B-146, car 4391 was operated on the last day, as the third-to last car in service. AK: Just because a car ran on the last day does not mean the motorman didn’t put in a defect ticket after pulling in. DS: According to the narrative, the ERHS crowd wanted to buy 4391 from the scrap dealer, who had failed in his attempt to sell the cars to Mexico City. His next idea was to scrap the cars and sell components to Belgium. CTA still had some damaged cars that it needed to sell, and so the ERHS people bought 7218 and swapped it for the 4391. The 7218 appears on your list but with a somewhat higher work order than the final batch of PCCs operated on Wentworth. Did the CTA change their numbering sequence for these work orders at some point? AK: Yes – after the AFR’s in the 19000’s, they went back to 10000’s. DS: You had also at one point mentioned that you heard that part of the 7078 body (damaged in a May 25, 1950 crash with a gasoline truck, the so-called “Green Hornet Streetcar Disaster” of the book by the same name) was actually used to put another car together that was seriously damaged. Any idea which car this might have been? AK: The one that wrapped itself around the safety island at State/Root (the number escapes me at the moment). Found this online in a forum: “Parts from 7078 were used to rebuild car 7205, which wrapped itself around a pole at State and Root the previous summer (1949) after splitting a switch.” “I often wonder which of its parts were used to rebuild 7205. That car suffered a gash right in the middle by the center exit doors resulting in a badly bent frame. Maybe they cut the frame off 7078 as well as some body panels and grafted them onto 7205.” Probably correct, in that 7078 basically burned above the floor line and the frame appears to have survived relatively intact. Also, in that era (and really much later, into the 1980’s) repairs were done locally and if things didn’t come out exactly “as new”, that was not a problem. For instance, there was a Gary Transit fishbowl that got into a major wreck of some sort in the late 70’s and when they fixed it (themselves), they couldn’t quite get the left side of the body straight, so it had a definite “dip” in the sliversiding near the back door. But nobody seemed to mind. On July 18, 1949, the Chicago Tribune reported on the accident where CTA PCC 7205 was damaged. It was later apparently repaired using part of the body from car 7078, from a disastrous crash the following year, where 33 people were killed. Another thing that I discovered, while perusing the Chicago Transit Board minutes, is how much information they contained early in the CTA era, and how little was included later on. Early in the CTA’s history, it seems as though the Chicago City Council was voting to approve each and every bus substitution on a streetcar line, but later on, the CTA was acting pretty much on its own regarding a lot of these decisions. In 1952, as I recall, there was a local judge who said that CTA, having been created by act of legislature and a referendum of voters, was pretty much a law unto itself as regards what type of service to offer the public, and how much. So, if they wanted people to ride the North Avenue trolley bus, instead of the Humboldt Park “L”, the public had no recourse through the courts. So when CTA decided in 1955 to end the Broadway-State through-route and substitute buses on southern half, the City seemed to be caught somewhat by surprise. Newspapers reported that the City had not been given time to study the matter. CTA said they were going ahead with it anyway because the new employee “pick” had already been made. When they did the same thing to Clark-Wentworth in 1957, apparently there was no public outcry. Despite the fear in 1955 that this might inconvenience 5000 riders, who in theory took advantage of the through-route, the 1957 change was done with very little fanfare. And when CTA approved the conversion of Wentworth to bus, this was done about two weeks before it took effect. AK: This was one of the big deals that was highly touted when CTA was formed – that it was not beholden to the state or the city but could do pretty much as it pleased. In the early days, CTA went to the trouble of asking the city’s “acquiescence” on conversions, as it did after involve streets and who was obligated to maintain and plow them. However, at some point around 1950 or 1951 amid the mass abandonments, CTA got the city to agree to a mass takeover of responsibility for maintenance, so CTA no longer felt obligated to ask for city “approvals”. By 1955, the system was pretty well stabilized, and there was little talk of protesting changes, because there weren’t many. DS: One of the cost savings claimed from substituting buses for streetcars came about by convincing the State legislature to exempt CTA from having to pay fuel taxes. They were unsuccessful in obtaining a subsidy, but they were able to do this much. Authorization For Retirement. (AFE is Authorization For Expenditure.) *Shops & Equipment – the official name of the Shops Department. CSL 7027 is southbound at Dearborn and Monroe, the east end of route 20 Madison, in June 1946. (Ohio Brass Photo, John F. Bromley Collection) CSL 4010 and 4035 in experimental paint at the Madison-Austin loop on November 24, 1945. (John F. Bromley Collection) CTA 4399 heads south at Clark and Roosevelt on July 16, 1957. CSL 4062, the first postwar Chicago PCC, shown at South Shops shortly after delivery from Pullman, probably in September 1946. It is signed for Clark-Wentworth, the first route where the new cars were assigned. CSL 4040 at the Madison-Austin Loop on December 15, 1942. CSL 4004 at the west end of route 20 on May 15, 1940. CSL 7062 at St. Louis Car Company in a builder’s photo prior to shipment to Chicago, most likely in April 1947. Andre’s list gives a scrap date of December 16, 1955, when this car was sent back to SLCC as part of the “PCC conversion program” for “L” cars 6471-6550. Postwar Chicago PCC 4065 being delivered to South Shops by CSL locomotive S-202 in late 1946. CSL 4010 in experimental colors in April 1946. This car is turning out of the loop at Madison and Austin to head east. CSL 4052 at 81st and Halsted, the south end of route 22 Clark-Wentworth, most likely in 1947. 81st and Halsted today. We are looking to the southeast. Here are some examples of Johnson fareboxes:	1a76372b-abb2-421e-baef-f03ec975be70
Schedule a demo to enter to win free SeaKits Essentials What To Do If Your Vessel Strikes A Submerged Object Striking submerged object claims are the second most frequent type that BoatUS Marine Insurance sees. If you can’t avoid it, know what do if you hit something in the water. Photo: Thinkstockphotos.com/sstevens3 In my three decades as an accredited marine surveyor, I’ve seen struck submerged object (SSO) claims that involve floating logs, pilings, dock timbers, tree branches, moorings, dredge pipes, floating nets, crab traps with lines and buoys, sunken cars, refrigerators, shopping carts. … I can go on and on. If it’s in the water, someone has hit it. By the nature of their designs or usage, some vessels are prone to striking submerged objects more than others — particularly those with deeper drafts or planing boats capable of higher speeds. Beyond the boat, vessels that operate in shallow bodies of water or in busy ports where there is a lot of commercial construction, or those around tidal shorelines or river mouths with fallen trees or branches or other debris, have a much great chance of striking a submerged object. For most boaters, the question is not if they will strike a submerged object, but when, which explains why one question I’m routinely asked: “What should I do if my vessel strikes a submerged object?” The well-being and safety of you and your passengers is priority number one, while taking action to mitigate further damage to your vessel is priority number two. Then I offer the following game plan: 1. First, when you realize that you may have struck a submerged object, bring the vessel to dead slow or stop. 2. If you’re in danger — assume that you are — have everyone on board put on a life jacket if they haven’t already. 3. You or a crewmember should immediately check all of the bilges to confirm that the vessel is not taking on water. If it is, do what you can to slow or stop the water flow. Stuff the hole with a rag, bedding, or whatever you have on board until help arrives. 4. Determine that you’re not aground. If the engines have stalled, try to restart them. If they start, try shifting forward and reverse to confirm you haven’t lost propulsion. If you’re in an area where the boat is drifting and may drift up on a sandbar or into a bridge, dock, or other vessel, anchor your vessel if possible. SSO claims run the gamut from floating debris to fishing nets to trash, like this discarded tire. (Photo: Thinkstockphotos.com/ingram publishing) 5. Stay aware of your surroundings. I’ve seen cases where a vessel experiences a casualty, such as striking a submerged object, then experiences a second casualty because the vessel drifts into something else because the captain took his or her attention from the helm. 6. If the engine, transmission, and bilge seem OK, slowly accelerate the vessel and pay close attention for any evidence of noise or vibration. Watch your engine gauges closely to make sure that all systems are functioning normally. Putting the engine in gear or even starting it may cause increased water pressure or vibration, which may turn a nonleak into a leak. Inspect bilges carefully at this point. 7. Following such an event, bring the boat to your marina and ask them to check it over and confirm there’s no damage. In some cases, this may require a diver to check under your vessel, or the marina may haul your vessel to inspect the hull, bottom, and running gear. Some insurance policies, such as those from BoatUS, will pay to have your boat short-hauled if there’s a possibility of damage that could put the boat in further peril. Avoiding SSOs Striking something in the water can be expensive and time-consuming to fix. Sometimes the object may be floating on the surface or bobbing up and down or, worse, just below the surface. Usually, a careful lookout will help you detect and avoid a collision. Be extra alert when you’re in an area known for mooring fields or fish traps. Be especially vigilant after storms or extreme high tides have occurred as canvas, shrinkwrap covers, or debris may have blown into the water, or extreme high tides may have caused trees, wood pilings, or debris to float from the shoreline into the water. Avoiding junk in the water and on the bottom is part good seamanship and part luck. If you’re unfortunate enough to strike a submerged object, hopefully you’ll be prepared, will understand what has occurred, and will take swift and prudent action to ensure the safety of your crew and vessel. SSOs: Damage By Design Regardless of the SSO threat being universal, the type of vessel, and the propulsion system that drives it, largely dictates the extent — and location — of where the damage is done. Take a look to see if your boat fits one of these categories: Sailing Vessel: When a sailing vessel strikes a submerged object, the damage is almost always at the lower leading edge of the keel, but usually the impact is at less than 8 knots. Typically, a forward-moving impact may result in the front of the keel pulling downward causing a fracture or separation at the forward end of the hull/keel joint and the aft end of the keel is pushed upward. A severe impact may also cause damage to the internal stringers, floors, and bulkheads, or their tabbing, and could damage the rig, including the standing rigging, mast step, and chain plates. Look for leaks in the bilge where the keel attaches. Check throughout the boat to determine where the impact occurred, and inspect for damage. Unless the boat is taking on water fast, you can probably get back home slowly, though you may have to motor if the rig is damaged or weakened. Once home, you’ll want to have it immediately inspected. Outboard-Powered Vessel: When a vessel with outboard motors strikes a submerged object, it’s usually going pretty fast, which results in bent propellers, propeller shafts, and possibly damage to the lower gear housing The outboard may kick up following a severe impact, which may result in damage to the trim and tilt system. In the event of a severe impact to the outboards, there may be damage to the transom. If a line or a crab trap gets wrapped up in your prop, this may cause torsional damage to your drive system, which may result in a bent prop, spun hub on your propeller, chipped or damaged gears, or a bent, sheared or twisted prop shaft or vertical drive shaft. If the vertical shaft shears off, the engine will lose propulsion and will overheat if not shut down because the vertical shaft rotates the water pump impeller, located on the lower unit. If you strike something in the water, the leading edge of your outboard leg and/or your prop may be damaged, so proceed slowly, especially if you feel a vibration. Because it’s easy to tilt up an outboard, it’s easy to inspect. If only the prop is damaged and you have a spare, you may be able to replace it and get on your way. If you have twin engines, you may be lucky and only one is damaged, so you can get home on the other. Inboard-Powered Vessel: When a vessel with inboard power strikes a submerged object, it often results in bent running gears, such as props, shafts, struts, and rudders. A severe impact may tear out a prop shaft, strut, or rudder or may drive a strut through the hull bottom. This will result in the vessel taking on water. The vessel may jolt or come to an abrupt stop or may pitch forward, which may result in seawater rushing forward up the engine’s exhaust. In rare cases, the water can enter the cylinders through the exhaust valves, and because water does not compress, you may end up with a condition known as hydrolock. This could bend or break a connecting rod resulting in a catastrophic engine failure. If you pick up a line in your props or shafts, you will experience a vibration. Again, if you have twin engines and the line is just wrapped around one prop, you can get back home on the other engine though, depending on conditions, you may be able to dive and cut away the offending line. If a line gets wrapped around both props or shafts, when in gear, it can wind up on both shafts and winch both shafts together, bending them and possibly damaging the struts, which again can cause the boat to take on water. Impact can also cause damage to your transmission’s clutches and your drive plate. You may find that you have no forward or reverse and you’ll need a tow. Sterndrive (I/O) Powered Vessel: When a vessel with a sterndrive strikes a submerged object, it often results in bent propellers, propeller shafts and possibly damage to the upper drive housing or lower gear housing. The outdrive could even be torn from the transom assembly. When this happens, the vessel will lose propulsion and water will start to flood the vessel through the gimbal bearing, which is where the drive shaft for the outdrive penetrates the transom of the vessel. The gimbal bearing can be plugged with a rag or other available object to slow the water flow. The vessel will have to be hauled immediately. Lines or crab pots entangled in the prop may result in torsional damage to the outdrive such as a bent prop, bent or twisted prop shaft, twisted or broken vertical shaft and broken or stripped gears, broken U-joints, spun propeller hub or engine coupler, or stripped splines on the engine coupler or drive yoke shaft. If it looks like it’s just a bent prop, you may be able to get back home if you go slowly — too fast and vibration can cause further damage. Pod Drives: Some newer vessels are equipped with pod drives such as the Volvo Penta IPS drive or Mercruiser Zeus drive. These are like a hybrid between a sterndrive and an inboard and are fitted with larger inboard diesel engines. Pod drives will suffer similar impact damage or torsional damage as described for a sterndrive or inboard. The parts are just larger and more expensive. They can also suffer electronic damage to the computer controlled steering, shift mechanisms, electronic steering controls or electronic shift and throttle controls. A unique aspect of the pod drives is that they are designed to break away from the vessel in the event of a high speed impact, and if all works as designed, the vessel should not take on any water. Because pod drives are positioned farther forward than sterndrives, you probably won’t be able to make any temporary repairs. My Firsthand Experience With SSOs Years ago, as I was motoring my 45-foot sailboat 120 miles from the Washington, D.C., area to a new marina on the Chesapeake Bay, I struck a floating log in the Potomac River. I was at the wheel by myself. I once hit a log off Vancouver Island, British Columbia, and only saw it moments before impact. That log did no more damage than the diesel-engine sized ice chunk that I struck in Alaska, but the log in the Potomac hit just right and damaged my feathering Max-Prop, the prop shaft, and the shaft log, to which the stuffing box was attached. Right after I hit it, I experienced what can only be described as an “expensive noise” — a rapid wobble-wobble-thunk-thunk that made me quickly throw the engine into neutral. After throttling back, I dove into the bilge, expecting to find mangled machinery and a fire hose of water gushing in, but there was no smoking steel or leaking water. Turning the shaft by hand was almost impossible, though, and I knew something was really wrong. SSO incidents are never fun. I found myself miles from either marina, in the widest, most desolate part of the Potomac — without a BoatUS towing membership (which, I should note, I quickly remedied on my return). Fortunately, I found that at idle speed, the noise and vibration were not too bad, though I kept checking for leaks every half-hour. Because the stuffing box was a bit wobbly now, there was certainly a lot more water in the bilge than usual, but the pump was easily keeping up. The wind was light and on the nose, though it soon changed as a front was sweeping through, and I was able to sail the rest of the way, eventually limping through the fog at idle speed to my new marina. The boat was hauled the next day. The mechanic showed me the damage. I was back on the water quickly but with a keener eye for floating junk. Had I been more observant, I’d have realized that the river water was muddy-looking because there had just been heavy rainstorms along the Potomac. Those storms washed all kinds of debris into the water and most likely dislodged the partially submerged tree I hit. Now, not only do I keep a sharper lookout for debris in the water, but I also consider whether there have been exceptionally high tides or heavy rains recently. And I keep my BoatUS towing membership current. — Charles Fort Ron Alcus Contributor, BoatUS Magazine	fcc4ecff-f958-4f5b-a753-d62676a370de
Back to Squawk list FAA Proposes $1.9 Million Civil Penalty Against SkyPan International for Allegedly Unauthorized Unmanned Aircraft Operations נשלח לפני The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announces the largest civil penalty the FAA has proposed against a UAS operator for endangering the safety of our airspace. (www.faa.gov) עוד... Sort type: [Top] [Newest] anthony delmonaco 7 Full disclosure, I own a drone, and am working towards the 333 exemption while completing private pilot licensing. However, I support this 110%, unless you have aeronautical knowledge, you have no business flying one of these, especially in congested airspace. As much as I'm against the guvmint creating a nanny state, we need regulations for this. I own a DJI Phantom 3 Pro, I'm not going to jeopardize a $1,500 piece of plastic, let alone the lives of hundreds, or thousands of people. The problem are those who can go buy one for $100, fly it, wherever because there isn't an integrated app that won't allow you to take off in no fly zones in cities and around major airports. If you want to operate it as a business, you need some skin in the game with licensing, training and such. If you don't follow the rules, BOOM, $1.9 million please. Jason Feldman 4 amen brother, totally agree. If they want to use a drone, they must at least understand airspace they operate in, and must have the same equipment as any other operator using that airspace as well. I have seen more and more drones, often very close to ORD and PWK, over congested areas, over open assemblies of people, in firework shows, at concerts, hovering around high rise apartments probably spying on people getting dressed.... I think drones are a lot of fun, but it's gotten way out of control. On youtube people are openly posting flights climbing through clouds to "VFR on Top" hovering.... all around airports... it's just a matter of time until one of the heavier ones that has a Sony F55, Alexa, or Red Epic comes through the windscreen and kills a pilot, or turns an engine into a camera grinder.. with camera+gear well over 35 pounds with dense metal parts... yeah, something really bad is gonna happen some day, I hope not, but the "big sky" philosophy has been proven not to work JohnTownsley 2 Agree with Anthony. I see no difference between this fine (which I would say was still low considering the multiple violations) and fines levied against air carriers or air taxi operators for safety and regulatory violations. I hope we see more and continued vigorous enforcement actions taken against the UAS cowboys and cowgirls who are clearly pushing the envelope. The tension between the rule of law and the attraction of MONEY could never be more evident. Bill Osborne 6 There are rules and those who abuse them. Close SkyPan down! electroman00 1 https://youtu.be/DG2FD9Snzwo electroman00 0 Yeah Let's shut them down, SkyPan one of the first companies on the leading edge of a new industry. Yeah Let's shut those Wright Brothers down, it's to dangerous for man to fly like a bird. If man was suppose to fly like a bird, God would have given him wings. As we can see, there were jerks then and now.!! jerk = a contemptibly obnoxious person The Wright Brothers broke a lot of rules, thankfully so..!! Sorry if you can't see...the beauty of SkyPan, the beauty of the Wright Brothers. The beauty of Nature all around YOU every breath you take. electroman00 0 Here's why Nature is important.... Now a days you see all commercial aircraft with winglets...now look at this photo... http://flightaware.com/photos/view/445342-b2fbd13d4dc280581e6c79e1352051c2f5852eb1/user/davysims/sort/votes/page/1 Nature already had a handle on it. If you want answers to really important questions, look to nature, more then likely already answered. A perfect frame, perfect power, perfect covering, perfect wing, perfect computer, perfect flight. It's hard to beat perfection..!! Bill Osborne 1 Electroman00, Drones can collide with other aircraft.. The Wright brothers did not have that problem. People who fly drones without regard for the regulations should be punished severely. Grow up! electroman00 1 I've already glorified your first response as idiotic, I'm not even going to bother with this one. As of right now the are no rules and regulations, that's why there is 333 exemption, nothing is in stone as of now. Skypan has 30 days to appeal, at which time they will ask for a dismissal, the FAA will walk away or make a point of something pointless and cost tax payers millions. The FAA $1.9M was for people like you, all show, to prove to you they are doing something, when in fact they have dropped the Drone ball for the better part of 5 years and some will say longer. They didn't have a senate hearing for fun and nothing. It was to find out why the FAA after 5 years+++ can't take on more issues under the conservative sequestration. A.K.A Lack of additional FUNDING. What the FAA did was take GA rules,change the heading to Drones, here's an exemption and said follow these until we figure it all out. Follow these meant big big big $$$$$ that were in most cases not applicable. Based on that, how do you, I quote you, "punished severely"... You don't, because you can't, at least not in a court of law. Then FAA didn't even pick up the phone and call, anyone to solicit input, to help expedite rule making which became obvious in the hearings to anyone with a brain. They never even spoke to the premier organization, the AMA, where by they already have setup drone training flight sites as well as thousands of members. They never called Skypan to have a meet, an organization that could undoubtedly offer TONS of regulation input. The mentality was to punished severely in an mass glitter effort of, don't look at us (FAA) look at them (Skypan). And you fall for the SCAM. Now if you'll just send me $2000 I'll send you my Bentley title.!! Bottom line is, We call all that BULLSheet. And the bottom line reason for it is, there are always people out there trying to cripple GOVERNMENT. Mr Bill Osborne... Your first 2 statements are bullpoop blather preping for the 3rd statement of bullpoop blather. Obviously you know little about laws, regulations, exemptions and legal engine mechanics and/or procedures. You have had two post of wonderful blather, nothing to offer... I'm not the one that needs to Grow Up young boy.!! Anyone that chants "Shut'em Down" without any information or knowledge is an idiot, jerk, dumbass or whatever is fitting. So if the shoe fits.... But that's how we make responsible and important decisions these days in America. No conversations of FACT, just tons of BLOG blather statements, for post count points... If you're not able to learn and change mental aroma, I can assure you that Mother Nature will deal with you, the same way she deals with all inflexible species, she banishes them from the earth. You have a good day... That should get somebody's attention. But it probably won't. Most are just like the pinheads with the lazers. patrick baker 1 all these respondents who have noted no one has been killed by collision with a drone, or by a laser being misused, miss the greater point. Do we have to wait until such a event occurs , then wring our hands , then legislate against it, with the threat of FAA fines? You got to be a moron not so see and appreciate the clear and present danger. Federal regulations with enforcement measured in dollar fines and jail time ought to make the point . You can't legislate common sense, but you can fine people who do not exibit it as they harm others.Drones have not a place anywhere near landing and takeoff operations. Richard Walker 1 I agree. Coming from a family in the airline industry, PanAm, Delta and Southwest, and myself that travels most of the year, I totally agree. I to own a Phantom 3 Pro and am waiting on my exemption from the FAA. These people that are flying carelessly, have got to be stopped. People do not understand that the thrill, is not worth the danger it could cause. electroman00 0 The FAA also made two other changes to the Section 333 exemption process in the last few months: The agency now allows operations under these exemptions by people who hold a recreational or sport pilot certificate. Previously, Section 333 operators were required to have at least a private pilot certificate. The newly added certificates are easier to obtain, and therefore less costly, than a private pilot certificate. ** There Needs to be a specific Drone pilot certificate, with type ratings based on prop size, num of props and weight etc. Basically everything the FAA has for Pilots now, scaled down for drones. A third class medical certificate is no longer required. Now, a Section 333 operator only needs a valid driver’s license to satisfy the medical requirement. This change is consistent with the agency’s approach for sport pilot certificate holders, who may fly light sport aircraft with a driver’s license and no FAA medical certificate. * All pilots should have required medical certs...period, I do not agree with any exemptions. You must be mentally and physically fit to fly anything above 500 ft...period. JMO Just for staRTERS electroman00 0 Notice quoted lines... "The problem are those who can go buy one for $100, fly it, wherever because there isn't an integrated app that won't allow you to take off in no fly zones in cities and around major airports." Anyone with a modicum of drone experience and knowledge knows a $100 drone will not do any damage to a aircraft...nada nothing..!! "If you want to operate it as a business, you need some skin in the game with licensing, training and such. If you don't follow the rules, BOOM, $1.9 million please." Spoken like a true conservative or liberal, hard to tell...aka politician aka juvenal delinquent. JFYI FAA does not have jurisdiction to levy the 1.9 million fine, so likely be dismissed. But it does make a big media splash for intellectually desert dry sponges to soak up.! We now have One wet sponge..! Never the less, lawyers fees can be a mighty big pimple to pop.! "333 exemption while completing private pilot licensing." Nothing like the newly converted...you gota luv'em..!! Don't worry though, in 40 years you'll look back and read your words and laugh as I am now. In 100 years nobody will care at all as they fly around in their hover vehicles powered by fossil fuels. "an integrated app that won't allow you to take off in no fly zones in cities and around major airports." Guess your training hasn't arrived at ADS-B where 2020 all aircraft will be required and more then likely drones as well. Consider the fact that the ADS-B receiver chip costs less then .03 cents retail to produce, so it's not long before capable drones will fly with them on-board. Your DJI already has altimeter and gps so the additional cost of less then a $1 won't make you squeal like a pig. Then onboard FIRMWARE (a.k.a. APP) will allow drones to fly within specific distances of all aircraft i.e. 1000ft which you should have learned in your training. But be careful what you wish for... If your ADS-B DJI needs the FAA's Blessing, your $1500 DJI just might cost $15,000 due to eng, testing, approvals, and liability insurance. Thus knocking most out of the skin game.!! And your wish will then, have come true. At some point, rational thinking (inclusive of real data & analysis) should overcome emotions, at least that's what we hope for in the Aviation Community. Educate before Pontificate (talk pompous manner) Just one more thing, you may not see the issue with the statement below. "private pilot licensing" Buzzer sound goes here... FAA does not license Pilots. Ask any pilot for his card, old or new and read it..!! Or read my posts very carefully. Nothing like the newly converted...you gota luv'em..!! electroman00 -2 I think you all are falling for the congressional bullshit. I'm a certified pilot for 38+ years. Think about it, they want you and your kids to register the drone, take a class, pass a test so you can fly your drone. Not one single person has been injured or killed in any accident by a aircraft of any type and a drone by any civilian to date. Manufacturers work to make them as safe as possible and are working and willing to continue to do so. On the other hand there are manufacturers that by design make their product deadly and unsafe and have proliferated them around the globe and not a one is required to be registered or insured, user to prove competency and all you need is cash or credit to buy one. Have you guessed what that product is..!! Nope...just a Gun..!! JFYI In this week 11 folk were killed by guns in the news, not one killed by a drone..!! And your more then willing to have someone give you a rectal exam before you fly your drones. Ok...I got it..!! Of course the simple solution is beyond congress and everyone here..!! ****** These people that are flying carelessly, have got to be stopped. Yeah...let's kill that 12 year old now before he becomes a dronner.!! **** People do not understand that the thrill, is not worth the danger it could cause. Really...you have some evidence up your sleeve do ya.?? You have some turbine ingestion reports showing how your Phantom 3 Pro can take down a Commercial Aircraft, you know like something comparable to a lets say a Canadian Goosie. I guess we need to get those mean nasty Canadian Goosie to register and take tests and pay fees to Bigger Stupid Government. If a drone takes down a Commercial Aircraft, I think we first need to look at the aircraft because it's suppose to fly with one engine out...da.!! Then some turbine ingestion reports showing how your Phantom 3 Pro tastes. Your opinions are well noted, however rational thinking brains need to prevail, or your 12 year old is going to be pissed. Along with me, a bigger drone boy..!! I watched the Congressional Hearings the other day, I'll sum it up in one word...BULLSHIT..!! Never the less I'll grease the sphincter when the time comes so I can have some JOY..!! That's Joy like in both ways, sphincter and droning.!! oooh baby..!! JohnTownsley 0 electroman00 -1 Bet you were up all night, to arrive at that solution... BTW Troll is spelled with 2 l's not 3 Never the less we get it, however it's not necessary to post it about yourself..!! Tiggerflute 1 I respect your right to your opinions, some of which are well taken. And I particularly like the link to the eagle. I thought of those birds the first time I saw winglets. I imagine that's where aeronautical engineers got the idea. I'm only writing the following because of your obvious sarcasm and hostility toward fellow contributors: If you want to correct someone's spelling----3 lll's is clearly a "typo", not a misspelling. You might want to take some spelling lessons yourself. Why don't you start with "laser" as opposed to "lazer", followed by "too" (where you write "to dangerous"), "you're" (where you write "your more than willing", etc. Then you might proceed with your punctuation and grammar. My point: why the unnecessary insult? It's hard to sort out your good points amidst all the hyperbole. electroman00 1 The laser line was a copy and paste. "you're" (where you write "your more than willing" <<< Thanks well noted... "My point: why the unnecessary insult? " <<< To who? Guess you don't think interjecting Troll is an insult then. Martha...My point to you: why the unnecessary insult? " It's hard to sort out your good points amidst all the hyperbole." Sorry if I made you think to much. Now do you have something to interject that might make someone emotional at least... If you want a pat on the back, might want to do something more the putting whip cream on a troll. Not me... Sorry again if I made you think to much. lynx318 1 The extra l is for loser. electroman00 1 So your claiming to be a looser as well...well good...I support your findings...LOOSER. Now do you have something of value...or your're just going to bless us all with looser troll banter??!! electroman00 -3 ** "Most are just like the pinheads with the lazers." You fell for that one too...!! Do you do any rational thinking on your own.!! As a Pilot I tested it so I would know how to deal with the problem. Go buy one of those lazers, aim it at a 3 inch circle 200 ft away, then when your done, do some math. You would find it to be extremely difficult and lucky to keep it inside the circle for 100 milli seconds. It's called Geometry.! Then calc for 1000-1500 ft away at minimum for aircraft. Then add into the target and tracking equation aircraft speed, you might begin to understand the word impossible, because most angular scenarios it's just that, impossible. Here's the funny part, I pointed the lazer at my eye from arms length for one second, I can still fly. BTW I don't recommend doing it, I did it to make sure I could still fly. When the lazer is targeted 1000 ft ++ away.... the beam expands and beam intensity drops off. The type of lazer that would in fact do harm to a pilot to the point that he cannot fly, you can't afford to buy nor is it sold in stores. IOW You have a 10 times greater risk of being blinded by a wing tip strobe then a lazer...da.!! Pilots these days are reporting all kinds of stuff, balloons, lazer, drones, ufo's and the Oct 31st Witch on a Broom and lets not forget the Tooth Fairy. None of witch has resulted in a aviation death. We the people can authorize spending to deal with these sightings, or we can spend the money on a minor issue like keeping sicko's out of the fuselage. Pilot's and Passengers alike, since we have recorded deaths in this minor area of fact 9/11..!! Realize lazer and drone fear mongers are the same folk that made you believe that cell phones were dangerous in any plane. Oh yes...the deaths from cell phones are mounting by the Centuries. Last Century = 0 This Century = 0 The deaths from lazers are mounting by the Centuries as well. Last Century = 0 This Century = 0 The deaths from Tooth Fairy are mounting by the Centuries. Last Century = 0 This Century = 0 The deaths from Mentally Ill Pilot's and Passengers are mounting by the Centuries. I don't have the current numbers, but it's a lot. So the correct statement is... Anyone that believes an affordable lazer could disable a pilot...is a pinhead. You just accept what people say without any analysis what so ever. JohnTownsley 1 Question answered. Troll	b0a87ded-32db-4eee-ba93-204d609b4d15
Posts on Service Your Car or Truck http://leeman-automatisering.com/post/index.xml Recent content in Posts on Service Your Car or Truck Hugo -- gohugo.io en Wed, 13 Oct 2021 15:08:00 +0000 Time For A Safety Test? 4 Steps To Take Before Your Vehicle Roadworthy Inspection http://leeman-automatisering.com/2021/10/13/time-for-a-safety-test-4-steps-to-take-before-your-vehicle-roadworthy-inspection/ Wed, 13 Oct 2021 15:08:00 +0000 http://leeman-automatisering.com/2021/10/13/time-for-a-safety-test-4-steps-to-take-before-your-vehicle-roadworthy-inspection/ <p>If it's time to schedule your roadworthy inspection, you want to make sure that your vehicle passes on the first attempt. If your vehicle fails the roadworthy inspection on the first attempt, you only have about two weeks to complete the necessary repairs. That's why it's so important that you prepare your vehicle for the inspection. If you've never gone through the inspection process, you might not know how to prepare. If that's the case, read the information provided here. You'll find four simple tips that will help you secure a passing roadworthy inspection for your vehicle. </p> <p><strong>Have the Windscreen Repaired</strong></p> <p>If your vehicle is scheduled for a roadworthy inspection, the first thing you need to do is take a close look at the windscreen. Your windscreen will be examined as part of the roadworthy inspection. First, check for cracks and chips. If you see signs of damage, you'll need to have your windscreen repaired prior to the inspection. Second, remove any stickers that you might have on your windscreen. Third, check the tint. If you have dark tint on your windscreen, you'll need to have that removed prior to the inspection. Finally, give your windscreen a thorough cleaning. </p> <p><strong>Have the Suspension Serviced</strong></p> <p>If it's time for your vehicle to go in for a roadworthy inspection, don't forget to have the suspension serviced. During the inspection, the suspension on your vehicle will be examined. This will include the shock absorbers and suspension bushes, as well as the tie rod ends, ball joints and springs. All of these components should be in good repair prior to your vehicle's roadworthy inspection. </p> <p><strong>Have the Lamps Adjusted</strong></p> <p>If you're getting your vehicle ready for the roadworthy inspection, take time to have the lamps adjusted. If your lamps are out of adjustment, your vehicle might not pass the safety inspection. The first thing you want to do is make sure that none of your lamps are broken. Next, you want to make sure that they all provide adequate illumination. Finally, you want to have the lamps adjusted for proper visibility. </p> <p><strong>Have the Tyres Inspected</strong></p> <p>If your vehicle is scheduled for its roadworthy inspection, make sure you have the tyres inspected before you go. Your tyres should be free of damage and have adequate tread remaining. It's also important that all of your tyres have the valve caps in place. Finally, test the tyres for proper pressure. If the pressure is off, be sure to add pressure before taking your vehicle in for inspection. It's also important that you ensure proper pressure on the spare tyre, as well. </p> <p>For more information regarding <a href="https://balyangmotors.com.au/services/" target="_blank">roadworthy inspections</a>, contact an auto service.</p> 3 Key Reasons Why You Should Service Your Car Regularly http://leeman-automatisering.com/2021/08/23/3-key-reasons-why-you-should-service-your-car-regularly/ Mon, 23 Aug 2021 15:13:40 +0000 http://leeman-automatisering.com/2021/08/23/3-key-reasons-why-you-should-service-your-car-regularly/ <p>Most people take excellent care of their cars and ensure that the car is not damaged when new. However, as the vehicle starts aging, owners might stop being keen on maintenance. Unfortunately, a vehicle needs more care and maintenance as its mileage increases. It is advisable to have a regular servicing schedule, regardless of your car's age. Here are three key reasons why you will want to service the vehicle regularly. </p> <p><strong>You Enhance Your Road Safety</strong></p> <p>Your safety on the road depends on how well you maintain your vehicle. For example, worn-out brake pads might seem like a problem that you can ignore for a few more miles. However, they greatly slow down the pace at which your vehicle reacts and stops once you apply the brakes. If you encounter an emergency that will require you to brake suddenly, your vehicle might not stop in time. The slow reaction time compromises your road safety. Similarly, a car with old and worn-out tyres, cracked windscreens and a faulty suspension and other issues are harder to control on the road. </p> <p><strong>To Maintain Your Car Value</strong></p> <p>It is natural for the value of your car to deteriorate the more you drive it. However, you can slow down the aging process by simply taking better care of the vehicle. Regular oil changes and checks on the suspension system will minimise the chances of getting engine problems. Similarly, if you ignore an overheating engine for a few weeks, its performance will deteriorate, which will affect the ultimate resale value. Therefore, if you plan to upgrade your car in the future and sell off the current one, it is best to service it regularly and maintain its resale value. </p> <p><strong>To Lower the Running Costs</strong></p> <p>The cost of running a poorly serviced car is higher than that of dealing with a properly maintained car. For example, when you ignore the condition of your car's engine and fuel injection system, the amount of fuel that you use per kilometre will increase, and running the car will cost you more. On the other hand, when the engine is healthy, you use less fuel per kilometre and save money. Finally, a poorly serviced vehicle costs a lot to repair when it breaks down.</p> <p>Servicing a vehicle is very beneficial when you do it regularly. Get a <a href="https://www.transtate.com.au/car-servicing" target="_blank">car servicing</a> professional to help you run regular checks and services for a safe, efficient and durable car.</p> Top Reasons to Choose an Enclosed Car Trailer for Your Show Car http://leeman-automatisering.com/2021/06/29/top-reasons-to-choose-an-enclosed-car-trailer-for-your-show-car/ Tue, 29 Jun 2021 08:26:56 +0000 http://leeman-automatisering.com/2021/06/29/top-reasons-to-choose-an-enclosed-car-trailer-for-your-show-car/ <p>If you are the proud owner of a nice car that you take to car shows and other events so that you can show it off, you may want to look into buying an enclosed car trailer. If you aren't already in the market for one of these trailers and don't really know whether or not this is something that you should buy as a show car owner, you will probably want to consider the points below.</p> <p><strong>Make It Easier to Transport Your Car</strong></p> <p>Right now, you might not have a car trailer at all, and you could be wondering whether or not a car trailer is something that you need to invest in at all. Doing so will make it easier for you to transport your car to car shows. You won't have to worry about wear and tear on your vehicle from driving it to all of the different car shows, nor will you have to worry about driving it long distances if it's an uncomfortable vehicle to ride in, such as if it's a small sports car that doesn't have much room.</p> <p><strong>Protect Your Car's Paint Job</strong></p> <p>You might know that you want to purchase a car trailer for your vehicle, but you might not have decided on buying an enclosed car trailer yet. After all, you might assume that an open car trailer will work. You can use a regular, open car trailer to transport your show car, but you probably want to do what you can to protect your show car and keep it looking great. You can protect your car's paint job — and help prevent it from getting dirty, too — by always transporting it in an enclosed trailer. Then, you can make sure that your car always looks its best when you actually arrive at each car show.</p> <p><strong>Help Prevent Theft</strong></p> <p>Even though you probably have a good insurance policy in place to protect your show car, you might still be worried about theft. This is a valid concern when you own a nice show car, and it only makes sense that you would want to do what you can to protect your vehicle from being stolen. If you transport it in an enclosed car trailer, then you can help ensure that people don't really see it, such as if you need to park the trailer at a hotel overnight when you're taking a long trip to a faraway car show. Plus, you can lock your enclosed car trailer securely so that you can keep your car safe.</p> <p>Look for a professional who has <a href="https://sparks.com.au/trailers" target="_blank">trailers</a> like this near you. </p> Is It Time to Enlist Automatic Transmission Services for Filter Replacement? http://leeman-automatisering.com/2021/05/07/is-it-time-to-enlist-automatic-transmission-services-for-filter-replacement/ Fri, 07 May 2021 10:57:52 +0000 http://leeman-automatisering.com/2021/05/07/is-it-time-to-enlist-automatic-transmission-services-for-filter-replacement/ <p>Your car's automatic transmission system is dependent on hydraulics for it to function, which means that it relies on pressurised oil for it to work. However, what some motorists do not realise is that this oil does not exclusively function as a lubricant. In addition to preventing friction, the transmission oil also works to protect the metallic components in the transmission system from degradation, preventing internal temperatures from getting too high while also conditioning the gaskets. Hence, this oil not only needs to be sufficient, but it has to be in good condition too.</p> <p>To keep potential contaminants in the oil from getting into the internal components of your automatic transmission, you need a functional filter. With time, however, this filter can get clogged with impurities and it loses its ability to refine the oil, which leads to problems with your transmission. While there are other reasons why your automatic transmission can fail, consider the following symptoms signalling that the issue lies with the filter.</p> <p><strong>Banging sounds</strong></p> <p>There is a myriad of reasons why you may start to hear suspicious rattling noises from your vehicle. Most commonly, these sounds are caused by an exhaust pipe that is knocked out of place, a malfunctioning catalytic converter, brake pads that need replacing and so on. In some scenarios, though, you could start to hear muffled banging noises from your car when the automatic transmission system is in jeopardy due to a malfunctioned filter. </p> <p>When the filter is blocked, it loses its ability to direct transmission fluid into this system. Consequently, the bearings and shaft in the automatic transmission can rub against each other due to a lack of sufficient lubricant. Seeking automatic transmission services for filter replacement and a transmission flush will be vital for the health of your vehicle.</p> <p><strong>Strange leaks</strong></p> <p>Similar to weird noises coming from your car, leaks can occur due to an array of reasons. Most commonly, leaks happen when a valve is loose or if there is a break in one of the multiple pipes and hoses that your car is made up of. Nonetheless, in terms of an oil leak, you should be concerned about a blocked transmission filter. When the filter can no longer allow the fluid to pass through due to the debris and trace metals that have collected on its surface, pressure begins to build.</p> <p>As the pressure accumulates, this oil will look for other ways to get through, and this causes it to seep through components such as gaskets and rings located close to the filter. The moment that you find reddish or pinkish droplets underneath your car, it is crucial that you seek <a href="https://www.perthgearbox.com.au/automatic-transmissions" target="_blank">automatic transmission services</a>. Your mechanic will not only replace the filter but will also identify all the components that have been compromised and tighten them to prevent further leaks.</p> 6 Steps Panel Beaters Use to Fix Dents on Your Car Body http://leeman-automatisering.com/2021/03/17/6-steps-panel-beaters-use-to-fix-dents-on-your-car-body/ Wed, 17 Mar 2021 07:56:12 +0000 http://leeman-automatisering.com/2021/03/17/6-steps-panel-beaters-use-to-fix-dents-on-your-car-body/ <p>Without proper tools, skills, and experience, you might not succeed at removing car dents perfectly. Though large dents are easy to fix, small ones can be a nuisance. Even if they are unnoticeable, tiny dents tarnish the vehicle's appeal and even cause further damage to the vehicle. To achieve perfect bodywork, take your car to an auto repair shop for panel beating. Here are the steps used by panel beaters to remove dents.</p> <p><strong>Step 1: Choosing a Dolly for the Appropriate Profile</strong></p> <p>Dents are of different forms, shapes, and profiles. Thus, a professional panel beater will first select the right dolly that matches the profile of the panel section to be repaired. They can modify the profile using scrap steel and hardwood pieces.</p> <p><strong>Step 2: Choosing a Suitable Hammer </strong></p> <p>Rather than using trial and error, experienced panel beaters know the most suitable hammers for various dents and creases. To choose the right hammer, they mentally assess how the hammer blows will affect the panel. They can also make a quick correction when there is a mistake.</p> <p><strong>Step 3: Placing the Dolly behind the Dent or Crease</strong></p> <p>In the third step, the panel beater places the dolly behind the panel where the dent is located. The panel section assumes the shape of the dolly placed behind it. The dolly is held against the panel using pressure. However, the panel beater must avoid using excess pressure as the panel might bend outwards. On the other hand, little pressure causes the panel to bend inwards. </p> <p><strong>Step 4: Actual Panel Beating Exercise</strong></p> <p>Panel beating repair involves the beating of the dented area on the panel. It's done directly on the panel placed on the dolly. With the right hammers, the dent will disappear as the panel assumes the dolly's shape. The panel beater carefully beats the panel until the dent is rectified. They skillfully listen to the sounds of the panel to determine the progress of the dent repair.</p> <p><strong>Step 5: Repositioning of the Dolly </strong></p> <p>The panel beater might need to move the dolly along the crease or dent to proceed with the beating if the dent affects a large area.</p> <p><strong>Step 6: Finishing</strong></p> <p>When the dent is fully levelled, the final step is to paint the affected areas to achieve the bodywork's original smoothness.</p> <p>An expert panel beater uses professional and proven steps and tools to fix dents and creases. Professional dent removal restores your car's appeal and prevents further weaknesses. If your vehicle has a dent, take it to a <a href="http://www.dandysmash.com.au/about_us.html" target="_blank">panel beater</a> near you.</p> A Guide On Car Service Courtesy Cars http://leeman-automatisering.com/2021/01/04/a-guide-on-car-service-courtesy-cars/ Mon, 04 Jan 2021 15:13:45 +0000 http://leeman-automatisering.com/2021/01/04/a-guide-on-car-service-courtesy-cars/ <p>Have you taken your vehicle for servicing? Most people are often concerned about how long the service will take. Courtesy cars are vehicles provided by the garage or dealer to ensure your daily routine does not get interrupted when your vehicle is at the repair shop. Read this guide to learn more about <a href="https://www.totalfleetm.com.au/auto-services" target="_blank">car service courtesy cars</a>. </p> <p>Courtesy cars are a luxury service provided by dealerships and accredited car dealers to encourage customer loyalty. More often than not, the garage will have an eligibility criterion that determines which customers qualify for courtesy car services. Remember, the garage would incur considerable expenses to purchase or hire courtesy cars to serve every customer. Typically, most garages will offer a courtesy car to customers whose vehicles are under manufacturer warranty, if you need logbook repairs or if your car requires extensive repairs. Some comprehensive insurance covers will cater for courtesy cars. You could also qualify for a courtesy car if you are a loyal customer at the garage. </p> <p>Check the company's terms. For instance, you need to check the available vehicles. In most cases, you will have a limited choice of cars to choose from. Ideally, you should select a vehicle that serves your needs. As such, check the legroom, ground clearance, fuel consumption and engine capacity. You should also conduct a quick inspection to ensure that the courtesy car is in perfect condition. Check the engine oil levels, the coolant, brakes and air conditioning system. Additionally, inspect the vehicle's interior to ensure it does not have documents or items belonging to previous customers. </p> <p>Most garages will conduct routine servicing while the vehicle is in your possession. However, you will have to repair the courtesy car if your negligence damaged the vehicle. Inquire whether the garage has conditions regarding where you can use the car. For instance, they could prohibit you from leaving the state or country. Inquire how long you should use the vehicle. Typically, the garage will ask for the car once they finish repairs. However, they could ask for the vehicle if you intentionally delay the repair process. For instance, if you cannot make the payments on time. As a rule, the courtesy car should have a valid insurance cover. </p> <p>Car service courtesy cars will help you to resume your daily routine as you await car repairs. When applying for a courtesy car, check the eligibility criteria, the vehicle's condition and terms of use. </p> 3 Mistakes a Car Repair Service Can Help You Avoid When Spray Painting Your Vehicle http://leeman-automatisering.com/2020/11/12/3-mistakes-a-car-repair-service-can-help-you-avoid-when-spray-painting-your-vehicle/ Thu, 12 Nov 2020 10:09:05 +0000 http://leeman-automatisering.com/2020/11/12/3-mistakes-a-car-repair-service-can-help-you-avoid-when-spray-painting-your-vehicle/ <p>As a car owner, you must do everything possible to extend its longevity. One way to ensure this is by repainting it after using it for several years. Painting your car gives it a new look boosts its durability. Even though painting a car is challenging, you can successfully go the DIY route if you know the dos and don'ts of the painting process. However, it is advisable to leave the painting work to professionals to avoid making costly mistakes. Read on to learn about three critical mistakes that a reputable car service can help you avoid when spray painting your automobile.   </p> <p><strong>Failure to Clean Your Car Properly</strong></p> <p>Failure to get your car cleaned before painting it is a costly mistake that your auto shop will help you avoid. Your painting task should start by washing your vehicle. If your car's body is covered with mud and dirt, it is advisable to get rid of it before the painting process commences. It will help you detect rusted spots or scratches in different parts of the body. </p> <p>It is advisable to wash your car several times until you eliminate all the dirt. A reliable car service will help you use the appropriate detergents and equipment to avoid causing more damage. After that, allow your car to dry overnight and wipe it one more time with a dry cloth to ensure that the surface is completely dry. If your rag is still dirty after cleaning your vehicle several times, rewash it until it's sparkling clean. </p> <p><strong>Failure to Fix Scratches and Dents</strong></p> <p>You might assume that painting your car will cover scratches and dents, but that isn't always the case. So, if you notice dents and scratches after washing your vehicle, it is advisable to hire a car repair service to get them repaired before the painting job commences. To eliminate the defects, you should sand down the rough areas until they are smooth. If this isn't enough to fix the issue, your auto repair specialists will fill the dents in with the proper materials until the surface is smooth enough.</p> <p><strong>Failure to Allow Enough Time After Each Coat</strong></p> <p>It is a big and costly mistake to add wet paint on top of another coat of wet paint. For a perfect painting experience, allow enough time after each coat to give the paint time to dry. Then continue spraying the other coats, allowing similar intervals for all of them to dry. If you want to know whether your car is ready for the next coat, it is not advisable to use your hand. Instead, give it enough time by exposing it to direct sunlight for a specific period or leave it overnight to dry before applying a new coat of paint. That gives your car a darker colour, and you might only require two or three coats to get your desired look. The auto shop of your choice will guide you throughout this process. </p> <p>It is imperative to hire a reputable and licenced auto service to help you spray paint your car like a pro. You will get experienced auto technicians who will examine your vehicle before the painting process begins. They will help you select the most suitable paint for your car. Also, they will ensure you follow the right painting procedures to get the best results.Contact a company that provides <a href="https://www.southernsmashrepairs.com.au/services" target="_blank">vehicle spray painting</a> services to learn more.</p> Understanding Car Servicing http://leeman-automatisering.com/2020/06/29/understanding-car-servicing/ Mon, 29 Jun 2020 14:18:08 +0000 http://leeman-automatisering.com/2020/06/29/understanding-car-servicing/ <p>What do you understand when someone tells you a car needs servicing? This article aims to help you better understand car servicing:</p> <p><strong>Log Book Servicing</strong></p> <p>If you buy a new car and get a warranty, there is something called logbook servicing that you should not fail to understand or do. The manufacturer of your vehicle make and model usually highlights various service requirements you should have done on your vehicle after a particular period or after the vehicle covers a particular mileage. These service requirements may include changing or topping up of various fluids or replacing various components.</p> <p>After such a service is done, the logbook servicing company needs to stamp your logbook as a sign that you have done as required by your manufacturer. You should also know that the logbook servicing company you use should be registered, licensed and known to be reputable by your vehicle manufacturer.</p> <p>If anything that is covered by your warranty happens to your vehicle, for example, a malfunction of a particular component during your warranty period, the manufacturer of your vehicle checks to see if you carry out logbook servicing as requested and, if you do, they honour the warranty. If you do not, the warranty will be rendered void.</p> <p><strong>Regular Car Service</strong></p> <p>This is usually done to refill fluids like brake fluid and coolants, change fluids like oil and transmission fluid and change filters like oil and air filters.</p> <p>Regular service should be done when your vehicle covers a particular distance. You might hear your car mechanic ask you which oil you want. He or she is asking you if you want vehicle oil that will last you for, for example, 5000, 7000 or 9000 miles. This means that if you choose the 7000-mile oil, you require the oil to be changed after your vehicle covers at most 7000 miles. You can have it changed out even before the 7000 miles if you think it is too dirty to run on. The oil filter also needs to be replaced as the oil is being changed.</p> <p>For fluids like coolants and brake fluid, you need to regularly check their levels as well. Checking is easy; you just need to know the container that holds them in your bonnet and check against two marks that read "MAX" or "FULL" for where the level should be and "MIN" or "LOW" for where the level of the fluid shouldn't be (you need to top up).</p> <p>Air filters should be changed when you notice your A/C smelling dusty, smelling like something rotten or when you are changing out the oil. You can have air filters blown using compressed air from time to time to clean them.</p> <p>For more information contact local <a href="http://www.robsautoelecs.com.au/" target="_blank">car services. </a></p> Auto Issues That Require BMW Servicing Over Attempted DIY Fixes http://leeman-automatisering.com/2020/06/29/auto-issues-that-require-bmw-servicing-over-attempted-diy-fixes/ Mon, 29 Jun 2020 14:09:11 +0000 http://leeman-automatisering.com/2020/06/29/auto-issues-that-require-bmw-servicing-over-attempted-diy-fixes/ <p>Owning a European luxury car comes with prestige and a sense of pride as you enjoy a better driving experience. Nevertheless, just as these cars are expensive to purchase, they are also costly to maintain. Thus, when your BMW develops one problem or another, you could be tempted to either ignore the issue until you have enough funds to seek professional help or choose to repair it the car on your own or eliminate these costs.</p> <p>The reality is that BMWs are intricately designed and if you do not have the expertise to navigate their complexity, you will likely cause further harm than improve the condition of your vehicle. Granted, you could easily remedy some minor car problems at home if you have the right tools. The following is a list of the auto issues that require BMW servicing over attempting DIY fixes.</p> <p><strong>1. Restoring the body</strong></p> <p>If your BMW's body as acquired a couple of scratched or, worse yet, has serval dents on the body, you may be tempted to engage in panel beating and painting on your own since these may seem like easy tasks. However accomplished you think you are as an artist in your personal life, you should note that this does not make you an excellent metalworker.</p> <p>Body repairs should only be carried out by a European car mechanic since they have the proper training in eliminating scratches, restoring dents and matching the original paintwork. Furthermore, the mechanic could employ paintless dent repair, which eliminates the risk of altering the original colour of your luxury car. No matter how minor the bodywork repairs may seem, it is fundamental to fix them via BMW servicing.</p> <p><strong>2. Replacing the timing belt</strong></p> <p>Your BMW's timing belt is fundamental for the functioning of the engine. The timing belt is what connects the crankshaft of the engine to the camshaft. Additionally, the timing belt is also crucial for the operation of the valves and pistons in your luxury car. Therefore, if the timing belt is compromised, the entire car is in jeopardy.</p> <p>Fortunately, purchasing a new timing belt will not break the bank so its functioning can be restored as soon as possible. Nonetheless, to replace the timing belt, one would need to take apart the engine. The disassembly of your BMW's engine is best done by a European car mechanic to ensure that there is no risk of damage. Additionally, the mechanic will know all the parts that they took apart and not leave any behind when re-assembling the engine.</p> <p>For more information, contact local <a href="https://www.advanperformance.com.au/general-services" target="_blank">BMW services. </a></p> 3 Tips for Identifying the Right Smash Repairer http://leeman-automatisering.com/2019/08/22/3-tips-for-identifying-the-right-smash-repairer/ Thu, 22 Aug 2019 07:03:56 +0000 http://leeman-automatisering.com/2019/08/22/3-tips-for-identifying-the-right-smash-repairer/ <p>Getting a car back to its original form after an accident can be quite tricky. This is especially the case if the accident is severe and the car's body is smashed. The work that goes into panel beating such a vehicle to its original condition can be time consuming and expensive. It is for this reason that one must take extra care when selecting a smash repairs service provider. Notably, there are a lot of smash repair shops available in Australia to choose from. However, knowing what to look for in a professional smash repair shop is critical. This article highlights tips for identifying the right smash repair services.</p> <p><strong>Vehicle Type Specialisation -- </strong>Different cars and models have varying structures and requirements. For instance, American vehicles have a different structure from vehicles that are manufactured for the African market. It might, therefore, be complicated to get replacement panels for the latter cars than for the former. A generic smash repair shop needs a more hands-on approach, which is labour-intensive. Therefore, it is essential to select a panel beater who specialises in a handful of car makes and models; for example, a <a href="https://lombardibros.com.au/service/repair-services/" target="_blank">Volvo smash repair</a> shop. A specialised smash repair shop has better know-how as well as better access to critical car parts.</p> <p><strong>Repairs with Warranty --</strong> One thing you must understand is that the quality of service that you get from a smash repair shop varies based on price. High-quality panel beating requires a lot more equipment and is, therefore, more expensive. That is why professional panel beaters always offer a warranty on their smash repairs to protect the company's reputation. Additionally, the warranty extends to not only the panels but also to all the replacement parts used as part of the smash repairs. If your auto service repair shop does not offer a guarantee or warranty, then you are better off looking for another smash repairer.</p> <p><strong>Clear Repair Timelines -- </strong>It can be challenging to estimate the exact amount of time it will take to complete a smash repair. The reason for this is that repair timelines depend on several factors. These include the severity of the damage, the capacity of the shop and the time of the year. For instance, if they are dealing with a dent or a ding, then the repair period will be rather short. However, a totalled frame can take weeks or even months. It is therefore vital to select a smash repairer who will give you clear repair timelines the moment they provide a quote for the repairs. If they say they will get back to with regards to this information, then look elsewhere.</p> What to Look for When Comparing Car Service Shops Near You http://leeman-automatisering.com/2019/05/16/what-to-look-for-when-comparing-car-service-shops-near-you/ Thu, 16 May 2019 09:30:14 +0000 http://leeman-automatisering.com/2019/05/16/what-to-look-for-when-comparing-car-service-shops-near-you/ <p>There are various car makes and models on the roads and all require different levels of expertise to work on, whether for scheduled maintenance or repair service. With multiple car service centres located near you, finding the right one for you can be tricky. </p> <p>Without proper due diligence, you may easily end up choosing the wrong service shop for your car maintenance and repair. Consider the following factors when selecting the best car service facility for you.</p> <p><strong>Training, Qualification, and Certification</strong></p> <p>Even for minor tasks, you should expect superior service from reputable car service professionals. To receive the relevant certification, technicians must adhere to the set standards, which commence with thorough training and examinations and, in some cases, apprenticeships and experience. In most cases, car manufacturers offer training courses on the various models.</p> <p>The presence of such certification is a sign that the technicians in the selected shops adhere by set rules and regulations, and have met the minimum standards to set up shop and operate. In the same vein, the code of conduct ensures that there are fewer chances of the technicians messing up your vehicle. </p> <p><strong>Customer Service Skills and Guarantee</strong></p> <p>Proper car diagnosis, aside from the initial check-up, involves listening to the car owner. After all, you have been operating the vehicle and know how it behaves on the road. Even for the non-handy, any form of description assists the technician in the diagnosis. However, interacting with all sorts of clients requires customer service skills. Reputable technicians should be keen, attentive and patient. Only through this are they able to sort out the car and satisfy your needs. </p> <p>In addition, reputable shops offer service guarantees after the service is completed. This ensures that you are covered in case issues arise — but only for a set number of days. Some charge a discounted fee for this, while others do it for free in case something was not done right in the first visit.</p> <p><strong>Quotations and Cost</strong></p> <p>The cost of servicing depends on several factors, including car make and model, type of service, labour fees, and cost of spares. The cost of this may escalate beyond your expectations if you are not careful. Reputable car service shops also offer quotations and estimates. This comes in handy in comparing different shops and budgeting. </p> <p>A car is a handy acquisition, whether for commuting to work or getting your family around. Keeping it in optimal working condition is vital. After the initial buy, scheduled maintenance should be stress-free and effective. A qualified, reputable <a href="http://www.gentechperformance.com/category/services/general/" target="_blank">car service</a> shop comes in handy in ensuring that you the best service.</p> Indicators That It Is Time for a Diesel Service http://leeman-automatisering.com/2019/01/22/indicators-that-it-is-time-for-a-diesel-service/ Tue, 22 Jan 2019 11:30:28 +0000 http://leeman-automatisering.com/2019/01/22/indicators-that-it-is-time-for-a-diesel-service/ <p>While all vehicles tend to have a specific service period that is recommended by the manufacturer, this time allocation is not set in stone. What you should know is that the intervals between servicing vary vastly from one car to the net. Secondly, your particular servicing period can also change depending on how often you drive, the terrain you drive on and so on. However, since some motorists tend to wait until the service period, they end up overlooking critical signs that their diesel car is in dire need of engine care. Read on for a brief list of indicators that it is time for a <a href="http://www.northsidediesel.com.au/" target="_blank">diesel service</a>.</p> <p><strong>Excessive smoke emissions</strong></p> <p>Although old diesel vehicles are known to emit some smoke from time to time, too much smoke is never a good sign. Not only should you be wary of the amount of smoke that is coming from your diesel car's exhaust, but you should keep a sharp eye out on the colour of smoke too. Any black, blue or white smoke indicates that there is trouble with the diesel engine. Some of the reasons why your car could be experiencing excessive smoke emissions include a blocked filter, a malfunctioning injector pump, a damaged injector and so on. It is important to see a mechanic immediately so that your vehicle's engine and its subsystem are not at risk of developing irreparable damage.</p> <p><strong>Diminished engine performance</strong></p> <p>Diesel engines are renowned for their raw power. And since these engines are robust, motorists tend to overlook servicing under the wrong impression that the engine will resolve itself. But when you begin to experience problems with accelerating or even starting the car, then it is crucial to seek diesel servicing for your vehicle. Diminished diesel engine performance can be attributed to a few reasons such as a dirty filter or deficient fuel pressure. However, the diminished performance could also mean that the subsystem is not functioning at optimum performance. When you take your vehicle in for a service, the mechanic will employ a dynamometer to test the power in your vehicle's wheels and compare this to the power that the vehicle should have so they can determine how severe the diminished performance is.</p> <p><strong>The vehicle is running rough</strong></p> <p>Running rough is one of the most typical issues that diesel vehicles develop, especially once they are quite old. This diesel engine problem usually comes about when the glow plugs are defective. However, it can also occur when the car's fuel injection system is jeopardised. It is vital to have the vehicle serviced, or you will find that starting the car is becoming progressively harder.</p> What Should You Do If Your Engine Cuts Out When You Stop? http://leeman-automatisering.com/2018/10/15/what-should-you-do-if-your-engine-cuts-out-when-you-stop/ Mon, 15 Oct 2018 08:55:55 +0000 http://leeman-automatisering.com/2018/10/15/what-should-you-do-if-your-engine-cuts-out-when-you-stop/ <p>If there is anything that you expect from your everyday runaround, it's predictability. In other words, you'll expect it to start on any cold morning, deal with rush-hour traffic as normal and always respond with reliability whenever you're driving in town. However, something is not quite right today, and your engine is playing up. To be specific, it has decided that it will shut itself off whenever you arrive at a stop sign, prompting you to crank the ignition switch every time so you can get going. This is not normal, so what exactly is going on?</p> <p><strong>Isn't It Supposed to Do This?</strong></p> <p>You may be used to your car shutting off if it is stopped for more than a second or so, as modern-day vehicles are equipped with a sensor that is meant to do this. Engineers are trying to save you money and cut down on the volume of emissions, and all you have to do is reapply the "gas" once again, and the engine will come back to life.</p> <p><strong>Annoying and Worrying</strong></p> <p>This is different, however, as the engine starts to misfire for a split second before cutting itself off and you don't intend to remain at the stop sign for more than a split second as you turn off to the right. This is disconcerting at best and potentially dangerous at worst, as if the engine decides to lose power when you are actually turning a corner at some speed, it could isolate the power steering as well.</p> <p><strong>Vacuum Leak or ECU?</strong></p> <p>A technician may tell you that this is probably caused by a vacuum circuit leak or an issue with the ECU. If you have a warning light on the dashboard as well, then you will need to plug a diagnostic gadget into the ECU. This will provide you with a code that can be cross-referenced to trace the fault.</p> <p><strong>Too Cool</strong></p> <p>Alternatively, your air conditioning system could be consuming too much power, especially if it is on full blast to try and keep the occupants cool. In some circumstances, the A/C can push the engine idle speed down too far, and this can trigger a shut-off.</p> <p><strong>Getting This Fixed</strong></p> <p>Unfortunately, these issues are beyond the scope of an average weekend mechanic and you may need specialty tools in order to rectify them. Consequently, you should take your vehicle in to your local mechanic as soon as possible so that they can restore your car to full health.</p> <p>For more information, contact your local <a href="http://euromotorsrepairs.com.au/audi/">Audi car repairs</a> service. </p> "I've Got No Brakes!" What to Do in Such an Emergency http://leeman-automatisering.com/2018/07/03/ive-got-no-brakes-what-to-do-in-such-an-emergency/ Tue, 03 Jul 2018 15:37:01 +0000 http://leeman-automatisering.com/2018/07/03/ive-got-no-brakes-what-to-do-in-such-an-emergency/ <p>Are you prepared for whatever life can throw at you? You may pride yourself on your ability to deal with the unexpected, but in truth may not have dealt with a real emergency for quite some time. So, ask yourself what you would do if you were driving along a busy road and suddenly discovered that your car had no brakes. Would you be able to cope?</p> <p>Breathe Deeply</p> <p>For many people, this is the stuff of nightmares as they are used to the car responding to their every command. However, it doesn't have to end in disaster if you know what to do and don't panic.</p> <p>Pre-Flight Checks</p> <p>There's an old saying in the military – "forewarned is forearmed." This means that you should be as prepared as possible for theoretical situations, and you can apply this by testing the brakes before you set out on a journey.</p> <p>While some vehicles will only start if you apply pressure to the brake pedal, this is not the case with manual gearboxes. Consequently, always check the pedal before you move away in the morning.</p> <p>As you put your foot onto it, you should feel a normal amount of resistance and a slight movement of the pedal. Once you have started the car and moved out of your driveway, test it again in a safe environment.</p> <p>What Can Go Wrong?</p> <p>Usually, brake failure is caused by a loss of hydraulics, with low brake fluid being a key suspect. When the pressure is not as it should be, the brake pedal will feel spongy with some resistance, but not as much as there should be.</p> <p>Techniques to Cope</p> <p>If you are caught out by complete brake failure when you are driving at speed, you need to retain your sense of calm and assess the environment. Look at other road users and decide if you can pull over towards the side of the road safely, but always do so gradually and not in haste. Depress the clutch and change down into a lower gear, even if that makes the engine "scream." By doing so, the engine will act as a brake as it brings the vehicle down to a speed that is more conducive with the internal revolutions.</p> <p>You can also use the parking brake but be careful not to pull on it too harshly. If you do, you might lock the rear wheels which could cause the vehicle to go out of control. Otherwise this mechanism will apply pressure to a pair of wheels at least, which can provide some additional braking effort.</p> <p>What Not to Do</p> <p>Some people are tempted to turn off the engine altogether, but this will defeat the object and could lock the steering wheel in one position, with potentially disastrous consequences.</p> <p>Last-Ditch</p> <p>Finally, if none of these techniques work and you can see a sharp corner or other obstacle in the distance, then you may try to rub the tyres up against a curb or verge. While this is not easy to do and may not always end up with a good result, it could provide some friction to help decelerate the vehicle.</p> <p>Being Prepared</p> <p>All of this sounds like a nightmare scenario and it can be. However, if you make sure that your brakes are in good condition at all times, it's unlikely to happen. For your peace of mind, schedule a visit to a repair person to check your <a href="http://www.albanycreekauto.com.au/services/brake-service/" target="_blank">brakes</a> as soon as possible.</p> What Is This Strange Jolting Sensation When You Try to Stop the Car? http://leeman-automatisering.com/2018/07/03/what-is-this-strange-jolting-sensation-when-you-try-to-stop-the-car/ Tue, 03 Jul 2018 14:50:21 +0000 http://leeman-automatisering.com/2018/07/03/what-is-this-strange-jolting-sensation-when-you-try-to-stop-the-car/ <p>Most people like predictability in their lives so they know what to expect in any given situation. This allows them to cope with everyday pressures and retain a sense of calm in an otherwise stressful world. So, when they encounter something unusual in a typically predictable situation, the alarm bells can start to ring. You may be in that situation today, as you've noticed some very strange behaviour from your car. Instead of decelerating smoothly and efficiently when you press the pedal, you get a jolting sensation instead. What could this be and what should you do?</p> <p>Is It Your ABS?</p> <p>Firstly, you need to satisfy yourself that this is not normal. You may wonder how something like that could possibly be normal in any circumstances, but if you were driving in wet or slippery conditions when this happened it might be the anti-lock braking system in operation. If you're not familiar with ABS, it is a fail-safe added to the vehicle by manufacturers to protect you in difficult driving conditions.</p> <p>ABS will account for any additional pressure that you might put on the brake pedal and will vary the energy that's actually transferred to the road wheels. By doing so, it helps to avoid a lock-up, where too much pressure causes the wheel to slide across the slippery surface, rather than seeking traction. It does so by opening and closing a valve in rapid succession instead of applying constant pressure and this can translate into the jolting or pulsing sensation you feel through your foot.</p> <p>Could the Discs Be Warped?</p> <p>However, if you are noticing this strange behaviour in a variety of different (and not potentially dangerous) situations, then your car may be suffering from warped brake discs. When you attempt to decelerate, friction pads adhere to the discs, which in turn slow down the road wheels.</p> <p>Typically, these discs are small and uniform but, in some situations, can warp. This could happen if you were to drive through a lot of standing water when the discs were very hot, for example. In this scenario the discs might cool very quickly, and this could warp the surface.</p> <p>Is It Safe?</p> <p>Usually, this won't markedly affect your ability to stop the vehicle, although the pulsing sensation is not very pleasant.</p> <p>Taking Action</p> <p>You will need to take the vehicle to an <a href="http://www.motsons.com.au/" target="_blank">auto mechanic</a> for them to assess everything, as the discs may need to be machined or replaced.</p>	61231027-4170-4819-aecf-f4254257bb8a
Original: VoicelessComm.doc 11/18/97 The worst-ever aviation tragedy was two 747’s that collided on the ground in the Canary Islands. It was caused by a communications failure. A great improvement in aviation safety would likely result from reducing or eliminating problems associated with communication. This proposal describes a system that would go a long way toward this end. The system described here would eliminate most voice communications in commercial aviation and in time, general aviation as well. For purposes of explanation we’ll call the equipment DiComm for digital communications. Basic Idea The concept has the controller issuing instructions to aircraft under his control by using buttons and controls on a console instead of voice. The pilot gets the instructions on a display in such a way that he is alerted when a new instruction comes in and has to accept it or reject it. When he accepts the instruction, the controller’s display lets him know the pilot is executing it. This is much like the readback method currently in use only vastly faster and more reliable. Voice communications IS always maintained by the pilot checking in on a new frequency. This allows for emergency/unusual instructions, pilot requests, weather avoidance and for aircraft that do not have the necessary equipment. The automation logic would be programmed to reduce workload by the controller and increase clarity to the pilot. Other aspects of the automation (such as having it know what the aircraft has been instructed to do) will further enhance safety since predictive warnings could be generated from obviously faulty instructions even before those instructions are sent to the aircraft. The vast majority of instructions could be handled this way during normal and near-normal operations. When the weather goes south then things will have to slow down (as they do now)due to increased workload and pilot deviations. The system does allow for significant variance in each controller’s method of operation since the scratch pads can be set to whatever the controller wants. It is likely the greatest hurdle in implementation will be at the controller’s interface especially for tower and ground positions. Aircraft Equipment The aircraft equipment is comprised of the data-link transceiver, Pilot Response Unit on the center console (within reach of both pilots), and an Instruction Display viewable by both pilots. The Pilot Response Unit has the following elements: 1. Accept/Reject/Execute button. When an instruction is received on the Instruction Display the pilot not flying (PNF) pushes the appropriate button. Normally, as with voice communication, it will be “Accept” which is just like the current readback of the instruction. A readback is not required since the equipment does validity checks on its own and the instruction remains on the display for the pilot to review if there is confusion. Reject would be used for those rare cases where the instruction is something that would not work well such as a turn into weather or climb above the aircraft’s current capability. When that happens, a voice communication would be expected from the pilot so the situation could be resolved. There is a computer generated voice that “reads” the instructions as they are received out loud so the pilots don’t have to be looking at a display. A volume control on the unit allows this voice to be adjusted all the way to off. There is a separate volume control for the instructions sent to other aircraft that also may be adjusted to off if desired. If the controller adds emphasis (double-clicking his exclamation mark) the PRU sounds a chirp indicating immediate action is required. This is because the system obviously will not transfer what would be controller voice inflections. In an emergency, whenever it would be faster to do so, the controller would simply key his microphone and use voice. 1. Instruction Display (ID). This consists of two display sections, a brightness control, and a recall button. The main display is in a larger font and contains the instructions for this aircraft. As new instructions come up the old ones scroll down and then disappear. The value is that the old instructions can be viewed. It would actually store the most recent 10 instructions which could be recalled by pressing the recall button. After a brief display the ID would return to its previous state showing the most recent instruction. The secondary display section is in a smaller font and contains instructions to other aircraft. It also scrolls so that the most recent instructions to other aircraft can be viewed. This allows the pilots to maintain some awareness of what is happening with other aircraft under the controllers jurisdiction. Voice communications is maintained on the existing VHF system. Pilots check in with voice in the same manner they do now. A method for preventing blocked transmissions, data or voice, should be implemented in both the aircraft and ground stations. This would make sure there was no carrier present on the frequency before transmitting. For voice the transmitter would simply not operate and the person trying to transmit would here the existing signal. For data, if there was a carrier present, the carrier signal would be received and the transmission made as soon as the frequency was clear. Here are three possible methods of implementing the data-link. The first one is probably un-workable but is mentioned for completeness. The second is probably very workable and is the least expensive and the third is the most desirable. All methods would incorporate error detection common in digital data transmission such as checksum or CRC. This way a transmission could be validated. For example an instruction is sent by approach control (ATC). The aircraft equipment receives it, calculates a checksum and replies immediately with that checksum. When the ATC equipment receives the proper checksum then the transmission process is complete. If this did not take place then the controller would get back a message saying the instruction was scrambled and he needs to re-send it. The equipment could make a couple of tries before reporting this to the controller. None of this is visible to the user unless an error occurs in transmission and then only the sender is alerted. Method 1: The data-link uses the aircraft’s mode-s transponder. The advantage is that some of the equipment (the transponder) is already installed in the aircraft. There are, however, several limits that would have to be overcome. It would not work if the controller’s instruction has to wait until the radar antenna is pointed at the aircraft Then the pilot’s reply would have to wait until the antenna is pointed at the aircraft again. This could very easily be up to 5 seconds from when the instruction was given or reply made. Another problem is that other pilots would not receive instructions to all aircraft. This would reduce situational awareness which helps a pilot know what’s going on around him. This method may not work well on the ground since it would require that the transponders be turned on. Having that many transponders on within a mile or two of the antenna may cause problems. Method 2: This would use the existing comm radios. Data would be transmitted and received on the same frequencies as the voice communications. There would be a problem with hearing the digital exchanges while listening on voice. They would sound like a fax machine or modem which would be an un-acceptable distraction to both pilots and controllers. A possible solution is to start each data communication with an in-audible tone such as 20Khz. Aircraft and ATC facilities would have a device just after the antenna that would be listening for this tone. When detected it would not send the signal to the comm receivers but instead route it to the DiComm equipment. This would require some method of channelizing the antenna unit so that it would know which frequeny it was “listening” to. There should be blocked frequency protections to prevent transmission on the frequency is in use. Method 3: Probably the best method, this would allow the existing radios and frequencies to be used as they currently are and require new frequencies to be allocated for the data-link. The new ones would be channelized in parallel with the existing comm frequencies so that each comm frequency has a related data-link frequency. This is similar to the way DME is done. Ground Equipment There are different requirements for each type of ATC control facility: ARTCC (Air Route Traffic Control Center), TRACON (Terminal Radar CONtrol) and local/ground (towers) including clearance delivery. In addition to the required radio equipment (according to the method used) for the datalink, the controllers would have an additional touch-screen console at each station. This console is what would be used to issue commands and view pilot responses. All existing displays and controls would be left intact until some of these functions could be integrated. Controllers Console The console would be different according to the type of ATC facility and position its being used by. The one for a tower controller will be different than for a ground controller which is different than the clearance delivery position and so on. They will have many things in common and, to the extent possible, similar information will be contained in the same general area between all units. This will facilitate controllers moving from one position to another. There would have to be some linkage to the existing ATC computer system. The console needs to know the altimeter setting for the airports being worked, the surface winds for each airport, aircraft hand-off information, flight plans for the clearance position and other data passed through as appropriate Ideally the system would work with the radar display and maybe in the future this could take place. Aircraft who have been issued instructions but not acknowledged them would appear blue until the pilot responded at which time they would return to white. Using this system would also give the capability to alert a controller when an instruction might put aircraft in conflict…either with another aircraft or terrain. Sample Flight To illustrate how the system would work under normal use an airline flight will be described giving details on the interaction between the controller and the pilot using the DiComm equipment. The example flight is Southwest (WN) 243 from Chicago’s MDW airport to Nashville’s BNA airport. The intent of this is to show how some of minute details work in the system. The Flight Plan and Clearance Information presented in Arial pertains to the aircraft and its responses. The company flight plan is sent using the current means to ATC. The strip prints in the same manner that does now. The data is also sent to the ATC DiComm computer. The pilot enters “CWN243B16” in the PRU data window and pushes send. “C” means the pilot is asking for a “Clearance, “WN243 is the flight number where WN is the two-letter ID for Southwest airlines, the pilot has information “B” and they’re parked at gate 16. The DiComm console at the clearance delivery position chimes and “WN243” appears in the upper left corner flashing to indicate an aircraft wanting clearance. He double clicks the flashing aircraft and it moves down to an open position in the aircraft list. The computers estimated clearance also comes up in the instruction window. If the controller needs to modify the clearance then he uses the keys on the console to do so. He pushes the SEND button when it’s correct. Upon doing so the aircraft in the list turns yellow (from white). The aircraft hears a chime, sees the clearance up on the Instruction Display, the Accept, Execute, and Reject buttons light up, and if the volume is turned up the automated voice reads the clearance. If it is acceptable to the pilot he pushes Accept. The aircraft number on the controllers console turns to white indicating the pilot has accepted the clearance. The controller now presses the aircraft’s button, followed the handoff button then the desired handoff position (lower right hand corner…ground control in this case) and the aircraft turns blue to indicate a handoff has been initiated. The receiving ground controller hears a chime (which can be turned down or off) and sees the aircraft flashing in the upper left corner. He double clicks the aircraft or empty position on the list and the handoff is accepted. The aircraft’s list entry disappears from the clearance position’s display, the flight stops flashing and moves down to an open space in the flight list. When ready, the pilot pushes “P” followed by SEND indicating he is ready to push back. The ground controller hears a chime, sees the flight flashing and the letter “P” appears in the pilot request line. He selects an instruction, lets say “cleared to push” and then SEND. If there is a delay he can use “stand by” or any of the other pre-programmed instructions (he can program them himself into the scratch pad). If there is something unusual then he will use voice and explain it verbally to the flight. But since the vast majority of instruction are routine such as “you’re cleared to push after traffic passes behind” this will be required only occasionally. After pushing SEND the flight number on the list turns yellow until the pilot acknowledges. If the pilot were to deny the request (push REJECT) the aircraft number would flash yellow to alert the controller voice clarification is required. The aircraft hears a chime, sees “Cleared to push” on the Instruction Display, pushes the now-illuminated Accept button and proceeds with the push-back. This process repeats through all phases of flight. About the diagrams These are conceptual in nature. There would be modifications as would be expected but they should suffice to convey the general idea. Development Proposal One idea to test this system relatively inexpensively is to develop the software for the DiComm console on a pen-based computer system and try it out in an ATC lab either at the FAA facility or a university equipped with one. The aspect that will likely prove the most challenging (from a human factors viewpoint) is the controllers console and interaction with the system. This needs to be proven first. As a commercial pilot I want to see this implemented. It would improve safety probably as much as GPWS or other worthwhile safety ideas. This may save more lives per dollar than other safety innovations that have helped bring about our enviable aviation safety record. In 1997 This was sent to several organizations including the FAA, Air Safety Institute, NTSB, SWA Safety Committee, and the ALPA ATC Committee.	3c8c0c5e-7a8e-40d1-adca-bd33fb163040
Free Audi Q4 Sportback e-tron VIN Search: Run Your Q4 Sportback e-tron VIN Against NHTSA Data Home » Model VIN Search » Audi Q4 Sportback e-tron VIN Search Search Your Q4 Sportback e-tron VIN Number Enter your VIN into the box. Your vehicle’s information will appear below. No fees and no strings attached. Start your FREE Audi VIN lookup now. Vin Decoder Try a sample VIN The VIN entered is invalid. Please check and try again. Digging Into the Audi Q4 Sportback e-tron SUV Have you ever wondered what lies beneath the sleek exterior of the Audi Q4 Sportback e-tron SUV? Well, let’s dive in and unearth its intricate details. This electric wonder is powered by a state-of-the-art battery system, giving it the ability to conquer roads without leaving a carbon footprint. Its captivating design, reminiscent of a swift athlete pushing through the wind, turns heads at every corner. With its intelligent features, luxurious interiors, and cutting-edge technology, the Audi Q4 Sportback e-tron SUV exudes both elegance and sustainability. So, are you ready to embark on a thrilling, eco-friendly journey? List of Audi Models Search an Audi Q4 Sportback e-tron VIN with NHTSA Data Are you curious about the history and safety records of an Audi Q4 Sportback e-tron? Look no further! The National Highway Traffic Safety Administration (NHTSA) is your go-to source for such information. By searching the Vehicle Identification Number (VIN) of the Audi Q4 Sportback e-tron on their website, you can get an instant glimpse into the vehicle’s past. The NHTSA collects data on recalls, complaints, and safety ratings, giving you a comprehensive overview of the car’s performance and reliability. This valuable information can help you make an informed decision when purchasing a used Audi Q4 Sportback e-tron or simply satisfy your curiosity about its history. Remember, knowledge is power, and knowing the background of a vehicle adds a layer of certainty and peace of mind. So, why hesitate? Take advantage of the NHTSA’s database to unearth the secrets of the Audi Q4 Sportback e-tron, and get ready to drive with confidence. Can I Search an Audi Q4 Sportback e-tron VIN for free? Yes, you can absolutely search for the VIN of an Audi Q4 Sportback e-tron for free! All you need is the 17-digit Vehicle Identification Number, and you can explore a myriad of information about the vehicle’s history. By using reputable online platforms or even the manufacturer’s official website, you can uncover valuable details such as the car’s production year, model, trim level, engine specifications, previous ownership records, accident history, and more. So, go ahead and unleash the power of the VIN to unveil the puzzle pieces hidden within the Q4 Sportback e-tron’s past! Like the BMW example above, your Audi’s VIN number can be found in the same locations. The two most common ones are the driver’s side door frame and VIN plaque at the bottom of the windshield. Where to Find the VIN on an Audi Q4 Sportback e-tron Vehicle? When it comes to finding the VIN on your Audi Q4 Sportback e-tron vehicle, let’s uncover this automotive mystery together! So, imagine you’re an intrepid detective searching for hidden clues. Well, in this case, the VIN is not hidden at all. There are actually several places where it can be found. The most common location is on the driver’s side of the dashboard, visible through the windshield. It’s like a DNA code for your car, telling you vital information like its manufacturing year, model, and country of origin. Just like Sherlock Holmes unraveling a case, you can also find the VIN on the driver’s side door jamb, engraved on a metal plate. Additionally, it can be located in the engine bay near the front of the vehicle, as well as on important documents such as the insurance card and vehicle title. Exciting, isn’t it? Finding the VIN is like solving a riddle and unlocking a world of information about your trusty Audi Q4 Sportback e-tron! The sequence of a Q4 Sportback e-troAudi Q4 e-tron with a VIN of WA1BCBFZ5PP016661 Have you ever found yourself in a situation where you needed to look up a vehicle’s information? Maybe you’re buying a used car, or maybe you just have a general curiosity. Well, I’ve got some good news for you – there’s an easy way to do it! All you need is the vehicle’s VIN, or Vehicle Identification Number. Let’s take an example VIN search for a 2023 Audi Q4 e-tron, with the VIN WA1BCBFZ5PP016661. The VIN is like a vehicle’s “fingerprint”, carrying a lot of important information that can help you understand its history and specifications. It’s almost like a secret code that holds valuable clues. When we break down this VIN, we can find out quite a bit about our example vehicle. The first three characters, WA1, tell us the country of origin (in this case, Germany) and the manufacturer (Audi). The next five characters, BCBFZ, represent the model and trim level. In this case, it refers to the Q4 e-tron. Moving on to the tenth character, P, this indicates the year of manufacture, in our example, being a 2023 model. The remaining characters provide additional information, like production plant, vehicle options and features, and a unique serial number. Isn’t it fascinating how much information you can uncover with just a few letters and numbers? These VIN searches are a great tool for anyone interested in understanding more about a specific vehicle. So the next time you’re trying to decode a VIN, just remember that it’s like peeling back the layers of a mystery, revealing the hidden story of a car’s past. Search Audi Q4 Sportback e-tron Recalls Using the VIN Number With the increasing popularity of electric vehicles, the Audi Q4 Sportback e-tron has quickly become a favorite among eco-conscious drivers. However, like any other automobile, even the best-designed vehicles can sometimes have recalls. If you’re wondering whether your Audi Q4 Sportback e-tron has any outstanding recalls, you can indeed use the VIN number to check. The VIN number serves as a unique identifier for your vehicle, and by inputting it into a reliable online database, you can quickly find out whether there have been any recalls issued for your specific model. So, rest easy and enjoy the smooth and sustainable ride! Why Should I Use an Audi Q4 Sportback e-tron VIN Search Tool? Looking for a new car can be an exciting process, but it can also be overwhelming. With the myriad of options available, it can be challenging to find the perfect vehicle that meets all your needs and preferences. This is where an Audi Q4 Sportback e-tron VIN search tool can come in handy. This tool allows you to search for specific information about a vehicle based on its unique Vehicle Identification Number, providing you with valuable insights to help you make an informed decision. Using an Audi Q4 Sportback e-tron VIN search tool offers numerous benefits. Firstly, it gives you access to detailed information about the car’s history, such as its manufacturing date, specifications, and any previous accidents or damages. This is essential in ensuring that you are buying a reliable and safe vehicle without any hidden issues. Moreover, an Audi Q4 Sportback e-tron VIN search tool can help you determine the authenticity of the vehicle. By analyzing the VIN, you can verify whether the car matches the details provided by the seller, protecting you from potential scams or fraudulent transactions. Additionally, a VIN search tool allows you to check for any recalls or safety issues associated with a specific car model. This enables you to make an informed decision and prioritize your safety before purchasing a vehicle. Using a VIN search tool for the Audi Q4 Sportback e-tron gives you peace of mind and confidence during the car-buying process. It streamlines your research and saves you time and effort by providing you with all the necessary information in one place. So, why not take advantage of this tool and make your search for the perfect Audi Q4 Sportback e-tron easier and more efficient? How Many Numbers Should an Audi Q4 Sportback e-tron SUV VIN Have? When it comes to decoding and understanding VIN numbers, it’s crucial to pay attention to every detail, especially when you’re dealing with luxury vehicles like the Audi Q4 Sportback e-tron SUV. To determine how many numbers an Audi Q4 Sportback e-tron SUV VIN should have, let’s dive into the mystery of these vehicle identification codes. Traditionally, a VIN is a 17-character combination that unravels information about a specific vehicle. While this format is widely used, its essential to delve deeper to understand Audi’s unique system. An Audi Q4 Sportback e-tron SUV VIN comprises a total of 17 characters, including both digits and letters. These characters often provide a treasure trove of insights about the vehicle’s manufacturing location, specifications, and model year. In essence, the Audi Q4 Sportback e-tron SUV VIN must-have digits and letters that add up to 17. So, when decoding their vehicle identification numbers, owners and enthusiasts should scan this sequence carefully and decipher its secrets. Remember, decoding the VIN can unlock valuable information and make you feel like a detective on the trail of a thrilling automotive mystery. Other Resources Audi Q4 Sportback e-tron VIN Search Questions Have concerns about Audi Q4 Sportback e-tron VIN searches? Here are some answers to commonly asked questions. It is essential to know what you are getting into with your vehicle identification number search and research the specific details. Check out the auto specs and understand how knowing the history can change your car purchasing situation. These questions can help you begin to understand how to do a VIN search to see the capabilities of the vehicle and benefits of knowing its history along with MPGs, weight, horsepower, and engine capabilities. Discover additional info for Audi VIN searches. Search Recalls on an Audi Q4 Sportback e-tron Using the VIN Number Looking to search recalls on your Audi Q4 Sportback e-tron using the VIN number? You’re in luck! By entering your unique vehicle identification number, you’ll be able to access any recall information specific to your car. Stay informed and ensure your vehicle’s safety. Where to Find the VIN on an Audi Q4 Sportback e-tron? The VIN for an Audi Q4 Sportback e-tron is typically located on the driver’s side dashboard, visible through the windshield. It can also be found in your vehicle’s registration documents or on the driver’s side door jam. How Many Numbers Should an Audi Q4 Sportback e-tron VIN Have? The VIN for an Audi Q4 Sportback e-tron should have a total of 17 characters. It’s like a car’s fingerprint, containing essential information about the vehicle, such as its country of origin, manufacturing plant, and unique serial number. The products and offers that appear on the website are from respective partners, companies, and third-party advertisers from which we receive compensation. This compensation may impact how and where products appear on this site including the order in which they appear. This site does not include all related products or companies or all available product offers. Learn more about our mission and how we make money. Begin Your VIN Search	7a767a35-96e3-4952-bad7-4bc7a3cb8882
California High-Speed Rail No. 9—the Chairman's Turn Again You want to hear more about the biggest infrastructure project being considered anywhere in the country? You've come to the right place. Passengers waiting for the train, Marin County, 1889 ( Marin County Library, via Calisphere ) As a reminder, this is No. 9 in a series on the plan for a north-south California High-Speed Rail system, which according to me deserves national attention as the highest-stakes infrastructure project underway anywhere in America now. For previous installments see No. 1, No. 2, No. 3, No. 4, No. 5, No. 6, No. 7, and No. 8. We have a few more installments still to go. When last we visited this topic, with No. 8, eight readers were offering eight complaints about the concept and execution of the system. Back in early July, with No. 3, the chairman of the High-Speed Rail Authority, Dan Richard, replied to some preceding rounds of criticism. He is back again, with his answers to the latest crop. I'm quoting his replies (nearly) in full, not because I think he deserves the last word on the topic—hey, it's my site, I'll get the last word myself—but because this is a hugely consequential decision for California and America, and the details of the pros and cons matter. Below I've summarized the eight previous complaints, with excerpts from the criticisms in italics. The rest of the material is from Dan Richard. Over to him. Criticism #1: The ridership projections are unbelievable. This is a key issue, so let me respond in some detail. Just declaring the ridership projections “unbelievable” does not make them so. Early ridership projections were subject of criticism. However, the new leadership team took a very different approach. Our ridership and revenue models are quite sophisticated and have been subjected to multiple tests. First, we performed high, medium & low assessments based on sensitivity analyses. When we finished those, we arbitrarily cut estimated revenues in each case by 30% to see if the resultant values would still exceed costs. However, we’ve taken that a step further, based on recommendations from Peer Review Group and engaged in a probabilistic approach known as Monte Carlo analysis that runs a range of potential outcomes – again subjecting these to a further arbitrary 30% revenue reduction. Again, all outcomes exceed costs. We don’t believe any other infrastructure project has approached its ridership/revenue analysis in as comprehensive a fashion. There are two external peer review groups that have reviewed this work. We further tested our model by running values through it for the northeast corridor and it accurately correlated to both historical and projected data. Finally, the federal General Accountability Office (GA) was asked by Congress to review our program; the GAO found our methodology for ridership, revenue and O&M costs to be reasonable. Yes, it is true that there are about 15 million annual trips between the LA Basin and SF Bay areas by highway and air and that those trips are about evenly divided between the two modes. Those numbers are on the low-end of estimates, but generally in the ballpark. However, this view neglects to take into account all of the trips taken within the LA to SF corridor that are not complete end-to-end routes. For instance, a college student at UC Merced may drive several times a year to visit her parents at home in San Jose, or a small businessman in Palmdale may need to check in on his Burbank branch once a week. There are roughly 100 million such intermediary trips taken on an annual basis -- virtually all of which would be made more convenient by high-speed rail. This is where a substantial amount of our ridership will come from. North Pacific Coast routes, ca 1900. While I think viewing ridership in this context largely negates the writer's argument over our projections, I would also point out that perhaps part of the reason why there aren't more trips between LA and SF is that current travel options are just not very attractive. Hours on the road or in airports appeal to virtually no one, while a quick and efficient high-speed rail trip between LA and SF will become a no-brainer for many who think such a trip is too much of a pain to make today. By the way, our ridership numbers are based on an assumption that our fares would be 83% of a discounted airline fare, or about $86 one way (2013 dollars). Current standard LA-SF airfares are more in the range of $250 one way. We currently have the most traveled air corridor in the country between LA and SF with 40% of the flights delayed. Experience around the world shows that HSR captures about 70% of the traffic in such corridors (the Acela shows similar splits in the Northeast). [From previous post:] So I ask, why with a rail trip of over 2h40m and fares 50% of airfares, why would 9.5 M LA Basin and SF Bay travelers in 2030 choose rail over highway and air? Because it’s faster and cheaper than flying, a more pleasant journey and more reliable in bad weather. [A trip by air includes getting to the airport and perhaps an hour or more of being hassled over security, et al. But wouldn't the same be true for HSR rail if it becomes a reality?...Why would a traveler in 2030 elect to take the HSR rather than drive, when at present he is willing to spend 6 h on the road rather than fly?] Except that our program is not just high-speed rail. This is an essential point. It’s an entire rail modernization program. We’re simultaneously investing in beefing up urban and regional rail systems with strong intermodal connections. In 2030 one can go from SF to LA Union Station and take a subway to Santa Monica or a Metrolink train to Ventura, likely faster than going by car. [Unlike the Northeast corridor, there are relatively few folks living in the towns between the endpoints. And from discussions with these folks I found that most live in these smaller places because they hate LA and SF and have no reason to go there.] I have to disagree. First, what does “…relatively few folks living in the towns between the endpoints” mean? Fresno is 80% the size of Baltimore; Bakersfield is 20% larger than Newark; Modesto is three times the size of Wilmington and Merced (which no one on the east coast has heard of), has about the same population as Trenton. Air service between the San Joaquin Valley and LA or SF is extremely limited and quite expensive (e.g., 900 bucks from Fresno to LA). A one-hour train trip can replace a three-hour drive. [Finally the cost of $68 billion is excessive. It amounts to $200M/mile for the undeviated 344 mile distance between LA and SF...] First of all, the first phase of our system will cover 520 miles, not to avoid tunneling but rather to connect major population centers; in today’s costs that is about $54 billion or roughly $100 million per mile, which is not uncommon for transit systems. (The $68 billion figure represents the fully inflated cost of the project over its construction life.; no one else bothers to present numbers that way). Moreover, our first construction contract bid came in almost 40% below estimates. [Perhaps we should let the Japanese build the system, but they would likely choose maglev over rail, despite the fact that they operate one of the few highly profitable high speed passenger rail systems in the world.] Actually, virtually every high-speed rail system in the world has positive cash flows from operations. Some have paid back some of their initial capital. We feel strongly (as do the Peer Review groups that have analyzed our project) that we’ll be generating positive cash flows as well. Projected route map, via UC Davis and Esri Criticism #2: The cost estimates are unbelievable, among other problems. [The HSR Authority and anybody associated with this cannot be trusted. Past cost estimates have ranged from $40 billion to $100 billion and now down to what, $80 billion?.. We’re being lied to, openly.] When Governor Brown’s team came in we took a hard look at the costs. We said that the $33 billion number (which may have been in 2006 dollars; no one is certain at this point) that were called out in the 2008 ballot measure would cost more than that, namely about $60-some billion in 2011 dollars; on a fully inflated basis over 15 years, that would have been $98 billion. We then embarked on a cost-saving campaign to use existing trackway in urban areas, reducing the $98 billion number to $68 and we’re embarking on further cost reductions. We have tried to be transparent and it’s all laid out in great detail in our business plans. [HSR works best between cities with lots of mass transport...] As part of our statewide raid modernization plan, there will be a growing network of commuter rail, subway, intercity trains, etc. Undoubtedly, there will also be social media-driven services like Uber and Lyft, along with driverless vehicles, etc. [Business travelers now can make trip in one day between SF / LA. It’s a long day, sure, but it’s feasible because aircraft travel is so fast. Not so with HSR, so many business travelers will shun it. Families then? No... your cost for 4 people is simply going to be much less driving than paying for 4 tickets.] As noted above, 40% of LA-SF air trips are delayed, mainly due to weather. As for families, our ridership models account for different trip choices for business and personal travel. The operator of the trains will optimize revenues with a variety of pricing strategies and that may well include discounted trips that work well for families, in the same way airfares can be expensive or cheap depending on how and when they are purchased. [It’s being built in a corridor that doesn’t have a demand problem (down the Central Valley)... I’m guessing a substantial part of any Central Valley congestion is freight trucks, which HSR won’t do a thing to solve.] Sure it will. Today, the Amtrak San Joaquin train service is the fifth busiest Amtrak service in the U.S. It handles about 1.3 million trips per year and some of those folks have to take the bus from Bakersfield to LA. That service is growing at double digit rates. Building a new passenger only line in that corridor can free up rail capacity for movement of agricultural produce. Right now, big agribusinesses are telling us that they are begging the freight rail operators for more rail capacity but it’s not there. Let’s get those trucks off the highway and move more goods by freight rail, which we can do if we have a new dedicated passenger service by high speed rail. There are 4 million people who live in the Central Valley. They face many problems, including having some of the worst air quality in the nation, high unemployment and poverty rates, etc. High Speed Rail is one important way to connect the Valley with other economic centers of the state, improving transportation, air quality and land use. [It bypasses, and has no plans, to connect to Sacramento or San Diego. Ridiculous.] The way the bond measure was written, those cities aren’t bypassed, but are in Phase 2 of the program... [California (and maybe the nation) can’t build a damn thing right.... Oh, Governor Brown’s response to the Bay Bridge’s cost and structural problems? “Shit happens.”] Yes, the Bay Bridge had issues, but that doesn’t mean we can’t build anything. We are using a design-build approach for High-Speed Rail. It shifts appropriate risks to the contractors. We have put together perhaps the most sophisticated risk assessment/risk management program for any infrastructure project in the U.S. We have open and transparent reporting systems so that the public and the Legislature can monitor costs and schedules. I can’t say there won’t be problems, but we’ve studied other major infrastructure projects and have a good handle on how to build this. Again, we have peer review groups looking over our shoulder. [HSR in general is fine, when done correctly, and it could be done correctly in California, but the current project pretty much guarantees it won’t. Instead why not build in corridors of proven demand? That would be Sacramento-Bay Area, where the Amtrak Capitol Corridor runs now. An HSR there would be fantastic, and if it failed at least wouldn’t cost a hundred billion dollars or more.] First, the bond measure set priority for LA/Anaheim to San Francisco. Second, while the Capitol Corridor is a highly successful enterprise, its route along the coast is not amenable to high-speed service; an entirely new route would be required that will be much more expensive. I won’t say that the project, as we inherited it, was perfectly planned, but we can deliver a modern, clean, effective transportation system serving millions of Californians. Depot in San Jose, a century ago Criticism #3: Earthquakes! [I know that living in the seismic zone has not prevented Japan from building a successful high speed train such as the bullet train from Tokyo to Osaka ... I have some concerns about whether Californians would accept the costs necessary to make such a project safe during relatively large quakes.] We are very aware of the spectacular engineering achievement of the Japanese high-speed rail system. Their techniques for dealing with active seismic zones are the envy of the world and we will adopt them. The Japanese were the first to develop an early warning system that detects p waves from earthquakes, which travel at twice the speed of the main shock waves. During the terrible earthquake of 2011, that detector system cut the power and stopped a high speed train traveling in the Fukashima region that was so devastated. In 50 years of operation, the Japanese have never had an injury or fatality on their high speed rail system. Yes, we can and will adopt this approach. Mt. Tam and Muir Woods RR routes, a century ago (Calisphere) Criticism #4: Even in Europe, HSR is an impractical boondoggle. [I think Americans like it because it is a fun and convenient way for tourists to travel between a few make tourist destinations when they have no schedule to meet. Practical, cost effective transportation it is not.... That is under ideal European conditions. Between SF and LA, you have a much smaller potential ridership, a worse network of feeder lines, and higher costs.] European countries continue to add to their high-speed rail systems and replace other modes of transportation [HSR in California is a boondoggle and a gigantic waste of money. You're likely subsidizing each potential rider with trends of thousands of dollars construction costs alone, plus more subsidies in operating costs.... HSR represents political corruption, crony capitalism, and vote buying at its purest.] I know we live in a time of cynicism with strong distrust of government, but these statements are polemical and not based on fact. No subsidies will be given. None. It would violate the bond act and we believe the system will generate significant positive cash flows. Sorry to dispel the notion that this is all to support expensive union contracts; all federally-funded projects are based upon prevailing wage-labor rates and have been for decades. Please read our business plan – the trains will be operated by the private sector, not public sector. We see this train service as operating at many levels to serve working class Californians and not just affluent ones. Oh, and by the way, our policy is that 30% of all contract dollars must be spent on small businesses. That’s $1.8 billion for small businesses in the Central Valley over the next five years, just on the first construction segment. Pacific Electric route map in the 1920s, before the lines were ripped up Criticism #5: Maglev would be better—cheaper in the long run, easier to maintain, more advanced. Maglev is an interesting technology but very expensive to build, much more so than high-speed rail. It's also difficult to build maglev where the terrain and topography vary. It's my understanding that these factors more than offset lower maintenance costs, should they even exist. Railroad Work, Henry Sugimoto, Japanese American Museum (Calisphere) Criticism #6: Historical precedents in California are discouraging. [1) the Bay Bridge—only 24 years from earthquake damage to replacement, with an endless string of engineering flaws and delays discovered along the way.] I can’t comment on the Bay Bridge. We have a strong, accountable management team and previous critics like the state Auditor General have reported significant progress in the way the HSR Authority is organized and operates. We’ve put in place many of the governance and oversight functions required of corporations and we have high transparency in our operations. In the last three years, our progress has been good, despite litigation aimed at stopping the project. [2) BART to SFO: estimates of ridership were grotesquely inaccurate. They've had to radically reduce the number of trains.] Uh, I helped build that project [JF note: Dan Richard was on the BART board from 1992 to 2004] and it is a smashing success. The ridership projections proved inaccurate in its first few years only because of the effects on air travel of Sept 11th and the ensuing economic downturn. Within five years, the project was quite robust and today is operating at 105% of its costs from downtown SF to the airport, extraordinary for an urban mass transit system. Pacific Electric cars in the 1950s, after the lines were taken out (Wikimedia Commons) Criticism #7: Precedents in the rest of the country are discouraging too. [The "Access to the Region's Core" project (in New Jersey)... So, if you really want HSR in California, all you have to do is argue that the HSR ticket prices must reflect the full cost of the project.] It’s hard to argue with the overall concern. All I can say is that we are not allowed by law to provide an operating subsidy, so indeed the ticket prices must reflect the full (operating) cost of the project. The public does pay for the initial infrastructure but there are enormous societal benefits, in terms of air quality, GHG reductions, land use, rising employment and incomes, etc. that benefit even those who don’t ride it. Today’s Amtrak service in the Central Valley is heavily used by working class Californians. I can’t make guarantees at this point, but I don’t believe the HSR fares will be out of line with the current passenger rail charges and there will be different levels of service to maximize ridership. Santa Fe Station, Los Angeles, 100 years ago (Calispere) Criticism #8: The project will have little or no positive environmental effect. [My understanding is that California agriculture uses about 80% of our water but provides only 5% of economic output. Ongoing drought and shifts in federal policy are only making water more expensive. So whatever the ostensible productivity of that land, the price of water means that the future of California's economy will necessarily continue to shift toward the cities. (Hence the farmland-eating sprawl you lament.)... I can believe that infrastructure programs can have unexpected benefits. But the systemic trends hurting the Central Valley go much deeper than transportation. The HSR won't fix climate change.] No, electrified HSR won’t stop all climate change, but it will provide dramatic reductions in greenhouse gas emissions, along with criteria pollutants. The air quality in the Central Valley is among the worst in the nation. 21% of the kids there have asthma. Widening state route 99, which has occurred in places (the main north-south artery on the east side of the Valley, directly connecting the cities there) gobbles up five times the farmland per mile as we would be taking for HSR. Moreover, while we can increase capacity with more trains, the highways would need ever more widening. You are right that infrastructure projects can have unexpected benefits. One such benefit is the creation of a new industry in the Valley, providing economic diversity through support service enterprises for the HSR system. Both Fresno State and Cal State Univ. Bakersfield are beginning programs to train their engineering students to work on HSR-related systems. Tying these cities together with larger population centers also can have untold benefits. It is true that we must get the land use right. We want to encourage high-density development around the stations and good land use planning. Otherwise, HSR could result in additional sprawl. Nothing is a given, but we clearly have our eyes on how this should be done correctly. Happy Labor D	6e6d7663-0beb-42d2-aa5f-d2b239d91717
Radom Air Show 2023 Report and photos by Łukasz Lipka November 14, 2023 Last August, the biggest military airshow in Poland made a triumphant return to Radom after a five-year hiatus. During this time, Radom Airport underwent a comprehensive renovation and modernization effort, which included a significant extension of the runway by an additional 500 meters, bringing the total runway length to 2500 meters. This expansion was primarily driven by investments from the civilian sector of the airport, resulting not only in a new terminal building but also in the development of a new apron and other crucial infrastructure. This year’s edition of the Air Show Radom occurred over the last weekend of August, specifically on the 26th and 27th. The show attracted a diverse crowd of aviation enthusiasts, hailing not only from Poland but also from various foreign countries. Many among the international attendees were particularly eager to see some Soviet-era aircraft that are still in Siły Powietrzne (Polish Air Force) inventory such as Su-22 Fitters, MiG-29 Fulcrums as well as Polish Navy Mi-14 Haze. Unfortunately, as the time for the retirement of these aircraft is approaching, their performances at Radom were not as elaborate as they had been in the past. The program of the show featured slight variations between Saturday and Sunday, with the most notable difference being the inclusion of a night show, which exclusively took place on the first day. That was also a significant novelty in Radom, as seeing the growing popularity of night shows in Poland and Europe, the organisers decided to include the night display for the first time in Radom. Apart from that, both days commenced with a segment dedicated to historical and light aviation, treating the audience to the sight of Polish classics like the RWD-5 and RWD-8, along with iconic aircraft such as the T-6 Harvard and the P-51 Mustang. Each day at noon the Polish Armed Forces showcased most of the aircraft’s types from their inventory in the mass flypast consisting in total of more than 60 planes and helicopters. Among the aircraft participating in the flypast was the Polish Navy Mi-14, providing a unique opportunity to witness this rare helicopter in flight during the show. The flypast ended with the formation consisting of MiG-29 and the Korean Aerospace Industries FA-50GF, recently acquired by the Polish Air Force. The first two FA-50GF were delivered to Poland just a few weeks before the airshow and even though already with Polish Air Force marking, they were flown by Korean pilots with Polish pilots in the backseats. Following the parade, similarly to previous editions of Radom Air Show, the Polish Air Force prepared the CAS (Close Air Support) demo that involved a pair of Su-22 Fitters, as well as MiG-29 alongside the FA-50. It is worth noting that all of these aircraft had previously participated in the mass flypast and had operated not from Radom but from an air base in Mińsk Mazowiecki. The concluding act of this display featured a symbolic formation of the MiG-29 Fulcrum and the FA-50, with the latter slowly replacing the post-soviet jets in the Polish Air Force inventory. This symbolized the ongoing transition and modernization efforts within the Polish Air Force. MiG-29 Fulcrum breaks away from the formation flight alongside the FA-50GF. Radom Air Show, the largest military airshow in Poland, would not be complete without Team Orlik, the aerobatic team based in Radom, flying on PZL-130 Orlik TC-II. Notably, the team, that uses Polish turboprop trainer aircraft, celebrated earlier this year their 25th anniversary. Additionally, there were also some novelties in flying displays prepared by the Polish Air Force including a C-295M transport aircraft and an M-346 jet trainer. Although, CASA C-295M was displayed exclusively on Saturday, the routine for this transport aircraft was truly impressive, and it was performed on an aircraft adorned with a special paint scheme called the “Wawel Dragon”. The M-346 Demo Team which was created this year was another great addition to the show and their display showed the remarkable manoeuvrability of this relatively small jet, adding a fresh and exciting dimension to the show. In addition to Team Orlik, the only other military aerobatic team that displayed in Radom was the Patrouille Suisse from Switzerland, flying their F-5s. This performance held particular significance, as it might well have been their final appearance in Radom. Next year is going to be the final year for the Swiss team, as all F-5s are due to be withdrawn from service in the Swiss Air Force in 2025. Among helicopters showcased at the airshow were new types that will be soon in the service of the Polish Armed Forces: Leonardo AW101 which will replace Mi-14 in the Navy as well as AW149 destined for the Polish Army. Both helicopters, although in Polish markings, were flown by Leonardo test pilots. The Leonardo demonstrated also the AW109 Trekker that is currently offered to Poland, potentially as a replacement for Mi-2s. Fans of jet fighters were certainly not disappointed with several F-16s demo teams from Greece, Belgium, Denmark and Poland. The skies also roared with the presence of other European jets, including the Royal Air Force Typhoon, the Czech Gripen and the Finnish F/A-18 Hornet. Notably, most of these display routines included popping flares which provided a fantastic opportunity for photography. The Royal Danish Airforce F-16 Solo Display in a beautiful paint scheme popping flares over the sky in Radom. The civilian jets were also presented in Radom in flying display, including two Lim aircraft, the Polish license-manufactured MiG-15s as well as the Polish jet trainer TS-11 Iskra. Furthermore, the Flying Bulls apart from their Bo 105 helicopter, brought to Radom some jets in the form of a pair of Alpha Jets. As previously mentioned, for the first time spectators could admire the night show, which took place on Saturday. The organisers put a lot of effort into the marketing, especially on this night show and it certainly did not disappoint the public. The night show featured an exciting blend of civilian and military acts, where the civilian part included various light types aircraft, gliders and helicopters trailing sparks or shooting fireworks, such as the AeroSPARX team, which can be seen on various night shows around Poland and Europe. Surprisingly for many visitors, one of the best displays was provided by the Flying Dragons, a Polish team composed of seven paramotors lit by LEDs flashing and pulsating in perfect harmony with the accompanying music which created a delightful and enchanting atmosphere. The military part of the night show contained only two acts, where the Polish Air Force showcased their C-130E Hercules and Sukhoi Su-22 aircraft. Although the Hercules, popping flares, was seen on other shows in the past, it was still an amazing sight to see this huge flare dump that for the moment lit up the night sky in Radom, also illuminating the transport aircraft itself. However, what was a truly unique experience for everyone gathered in Radom, was the Su-22. During two passes in the dark, this fighter-bomber jet was equipped with a KKR reconnaissance pod mounted on the centreline, which fired out flash flares designed to illuminate an area for the film camera on board. The flares exploded with incredibly bright light illuminating the aircraft and making a loud noise. This was the first time in Poland, and maybe overall, when Su-22 used a KKR pod at the public airshow and it was probably a lifetime experience. Polish Air Force C-130E Hercules releases a huge amount of flares during its night display The lineup of static display was not so impressive, especially in the context of foreign guests, as it featured Danish F-16, USAF KC-135 and AH-64E, German Navy P-3 Orion, Croatian UH-60M and OH-58 Kiowa, Hungarian H145M and Lithuanian L-410 Turbolet. However, the Polish Armed Forces showcased most of their inventory, not limited to the aircraft but also showing army equipment including the recently procured from South Korea – K239 Chunmoo, rocket artillery system and K2, main battle tank. Helicopter enthusiasts might have felt disappointed by the absence of the Mi-24 Hind at the static display, especially considering that it had been initially announced by the organizers. Despite a few organizational issues, especially on Saturday, such as long queues for tickets and restrictions on bringing liquids, the Radom Air Show still managed to draw a substantial crowd. In total during the two days of the show, around 140 000 people gathered in Radom and this number certainly reassured the organizers of the public need for such an event. Photojournalist at Aviation Photography Digest Łukasz is an aviation enthusiast and photographer from Poland, currently living in England. He grew up near Radom Airport where the biggest Polish air show takes place, so he has been interested in aviation since the early stages of his life. He especially enjoys military aircraft but he also appreciates and is fascinated by everything that flies. At the beginning he was only watching planes. Since 2012, Łukasz has taken up aviation photography, which now is a very important part of his life. He is constantly looking to improve his skills as a photographer and photojournalist. Every year he visits military bases and air shows in the whole Europe and beyond. Łukasz uses Canon equipment. Łukasz can be reached at: [email protected] Send this to a friend	68f2ae25-ddd9-4ac4-b1d5-eefd66f98fce
October 2, 2007 From the Archives: Talkin' 'bout a revolution Talkin’ ‘bout a revolution. There must be something in the water -- I've had an unusual number of close calls lately while commuting between jobs/home in the OP area (Sprint Campus, Pflumm, 143rd, etc.)-- while I'm always trying my best to be a model bicycle commuter while in traffic, it's absolutely shocking how many drivers are simply not even aware of my existence, despite bright orange messenger bag with reflective accents, flashing taillight (even in daylight), etc. - and if they DO see me, my relative size on the roadway makes it very difficult to judge my speed, etc., relative to the cars around me. It amazes me how many following motorists whizz past me, only to turn right, directly in front of me, at an intersection or shopping entrance that we managed to arrive upon at the same instant -- they couldn't have waited three extra seconds behind me to turn safely? Was my speed that hard to judge? Are they in THAT much of a hurry? Did they even SEE me? Was I far enough into the lane? It happens often enough on this particular stretch that I've lately been pouring over maps to find another way. Compounding all this is the recent closure of the Indian Creek Trail under Antioch, which adds a flavor of extra stress to my afternoons now. Can I survive the odds until late 2007 when it reopens? Many of you have read, heard-about, seen on the news, the rash of recent cyclist/automobile accidents that have unfolded in recent weeks. It’s tragic, frustrating, and unfortunate. True, not in every case was the motorist at fault (but the majority were) – but was there something that COULD have been done differently to adjust the outcome? Could they have swerved away, stopped short, not have been speeding? Granted not everyone is a ‘master’ driver, but come ON: for every driver that enjoys cycling, watches the Tour, knows the rules and our rights there are dozens of drivers that frown on cycling, don’t understand our rights, and think what we are doing is WRONG – and that affects their judgment. There are drivers that are able to stop on a dime and perform wonders of automotive acrobatics when a stray dog or basketball enters the road – but there are others that have no clue of what’s happening more than 12 feet in front of their hood. We’ve all been tailgated before: have you ever experimented, changed lanes, and watched them speed onward until they reach the back of the next car in line, and then watch them suddenly begin changing lanes, two at a time, to finally turn at the intersection they almost missed? It’s as if they have no gauge for their own speed unless they are following someone, to the point that they don’t know where they are! Tunnel vision! Do you think they’d see a cyclist over to the right during all this? I’m sure we all know how the level of driver behavior has degraded in Johnson County in the last decade. Many of us are guilty of helping perpetuate it – me included – which is why I try NOT to drive anymore! Remember this: next time you get stuck behind ‘grandma moses’ on the way to “whatever” on “where-ever” Blvd. consider if the way s/he’s driving is REALLY that bad. Yeah, s/he’s 5-under the posted limit, but if a cyclist makes a mistake and darts in front of her/im, I’ll bet she’ll be able to stop fast enough, even if her/is reaction time is slowed by age! Is there anything really wrong about driving that way? Are you really in THAT much of a hurry? At the very least, we, as drivers, should all slow down. Consider these facts next time you are ‘late’ for something: The stopping distance required to avoid collision increases exponentially as you increase your speed. You burn more gas, create more stress to yourself and those around you, and you get tunnel vision. However, the arrival-time difference between the driver driving the speed limit, and the driver traveling 10-MPH OVER the speed limit for a 20 mile trip is SECONDS. Mere SECONDS. You’re already late – driving faster won’t change any of it, and you put people at risk! If something unexpected happens – you can imagine the outcome: The only thing you are focused on is the fact you are late and driving too fast – everything MUST go perfectly, green lights, holes in traffic, open lanes – you are not expecting any NON-car obstacles to emerge. You are stressed, have tunnel vision, and are likely driving too fast to stop quickly enough to avoid disaster. If you are also following too closely, assuming the driver in front of you sees an obstacle and reacts, you’re too close to not hit them and plow them into that obstacle. And that’s if you have the radio off and are not on the phone or listening to the kids in the backseat. BIG PROBLEM, and it’s not rocket science. Remember, it’s not your precious car’s bumper that’s at stake, or your insurance rates – it’s the completely unprotected child, dog, ball, or CYCLIST, that is truly at stake. Even if you know the area, have never had a ticket, a wreck, or even a close call --- YOU NEVER KNOW what is waiting around the next corner, and part of the privilege of being allowed to drive in your respective state is the notion that you have control of your vehicle at all times and are prepared for any nature of obstacle or hazard, and drive appropriately. A large majority of us do NOT. THAT has to change. Unfortunately, I can scream about it all day long, and people might change for a couple days, until they revert back to the same-old-thing. I don’t have a whole lot of sympathy for motorists with slow reaction times, poor phone habits, poor turn-signal habits, and general pre-occupation behind the wheel; but there are SO many things stacked against us all already as cyclists. It's scary: the only two places I really feel safe on the bike anymore are WAY south-east/west of town (say anything south of 159th, lately) and DOWNTOWN KCMO! The suburban core of OP, Olathe, & Lenexa has evolved into something of a "red-zone", which creeps farther south and west each MONTH as new developers break ground and invite more young professionals onto once sacred cycling turf. Downtown SAFER? You bet – the lower speed limits, existence of extra lanes, bike lanes recently, and increased driver awareness caused by traffic density, parking congestion, foot traffic, etc, makes downtown a perfect place to ride. It’s probably the ONLY place I’ve yet to have a scare or issue --- however, it doesn’t bode well for speed work or endurance training – I’ll grant you that. I still wish I worked and lived there. Suburbia, with its 45-MPH mini-expressways, highway ramps, multi-turn-lanes, and apparent lack of planned alternative-transportation accommodations, has great, long, open roads – if you want to ride before 9am on the weekends. After that, forget it. Getting to work? That’s precisely why I leave the house by 5am – any later, and I take a huge risk. This is not just for commuters, but weekend riders, too – as I'm both --- anyone that's tried to negotiate the once-sleepy intersection of 159th and Lackman/Blackbob on a Saturday morning in the last year knows what I mean. It’s gotten downright dangerous. One has to venture farther and farther south to feel safe, every year. As soon as a new housing development gains access to a once rural street, that street almost has to get checked off of a cyclist's "rideable" list. 143rd? 151st? 159th? Now, 167th? 175th is not far behind. SUVs and minivans flying to and fro, and driving as fast as they feel because “no-one is out on these country roads…” Madness. I saw new houses breaking ground at 183rd last night! Is it time to move to LaCygne for safe riding?! It's ALMOST, ALMOST getting frustrating enough on these streets for me to abandon to the car again during the week. I try every day, and I do make mistakes like all of us do, but the simple fact is, the odds can catch up --- it only takes a small collection of unfortunate variables to orphan my children & widow the wife: and I'm wondering if that is worth the price of gas? Does how careful and mindful of the rules of the road really matter at all when that sleeply teenager on his way to work at the mall Sunday morning flies up behind me at 15 MPH over the posted limit, on a hill, with oncoming traffic he doesn’t yet see? Suburbia needs a wake up call. Let's consider this analogy, however misplaced or vague: Cycling is a small, struggling nation. Motorists represent a large, colonizing power. Among we cyclists are a select few soldiers that have been fighting our advocacy battles tirelessly for years. The fight is long, hard, and never-ending -- yet we cycle along under the blanket of protection our soldiers have provided. It's time for all of us to pick up a "weapon" and join the fight. Whether we pen a bill proposal, or simply make a personal pledge to follow every rule of the road to the letter, even on exciting, fast-paced group rides -- it's OUR TURN to earn our rights, and take back these streets from our oppressors. We can't continue to assume we are right, and we will always be allowed a place on these streets. We can't stop them from marching south and building new fortresses, and there is little we can do about the poor city planning that has rendered so many areas devoid of human activity, walking OR cycling. But we need to secure our right to co-exist. I know I'm preaching to the choir here, but I'd like the opinion of those that fight for advocacy, namely Dale C. and Brent H.: It's worthless to shout upon deaf ears, because there are no wayward motorists here searching for the way to treat bicyclists better. I’m instead wondering if there are any stats that point to the effectiveness of Public Service Announcements, or editorials on local news channels; if only to raise awareness in the suburban areas where we are most at risk. I'm certain it's an idea that's already been examined -- but wondering if there is anything else on the table for public awareness that we can do, cheaply and effectively? Radio, perhaps? Good behavior and road manners on our part can only go so far to give us all a good image, and create an atmosphere of consistency in our behaviors, resulting in consistency in motorist treatment. I’m not saying ‘just ride scared, rules-be-damned’ – we should absolutely continue to follow the rules as cyclists, because it’s ALL WE HAVE. Accidents and death tend to create ideas in the minds of legislators that we cyclists shouldn't be out there. It's happened before, and the capable minds of our advocacy soldiers have kept our rights intact -- but still, it's easier to get rid of us, rather than try to change the behavior of tens-of-thousands of motorists. You saw how things favor with the speed limit issue a few years back, remember? When the ability to enforce the speed limit becomes such an arduous task, the only solution is to raise the limit to better fit the very behavior you’re unable to change. The consequences need to be stiffer, across the board. Mess with a cyclist, and you simply aren’t allowed to drive anymore. Become one of us, feel the pain! Everyone in the advocacy role should get our support 110%, to GET the stiffer penalties made law – it worked recently in Missouri – let’s keep going! They need our help! I challenge everyone reading this -- we are all busy; kids, jobs, family, etc., -- it's hard to fill the town-hall with cyclists at every opportunity -- but we NEED to show our support for our 'soldiers' in advocacy by riding by the rules out there, as that notion is what helps these bills pass --- why would they consider a bill's passage if the assumption was none of us were going to ride by the rules anyways? I hope the point is not too muddy ---- but if we can't make it to the courthouse, we need to support it on the roads. At the very least, we are eliminating one of many variables in our daily (or our weekend) dice-roll on these unforgiving streets of suburbia. No comments:	9203e7b6-1233-4f81-80c8-fcc0b072dd47
Comparo: Hero Achiever 150 vs Bajaj V15 vs Honda CB Unicorn Ashok George Updated: January 06, 2017, 12:49 PM IST You don't have to be an economic mastermind to know that the Indian motorcycle segment is growing. You just have to have been around a few years ago. Around 10 years ago, performance motorcycles sat somewhere around the 150cc mark - a trend that was kick-started by Hero Honda's CBZ. We've come a long way since then and in that time, the CBZ went away, made a comeback and then went away again. Also in that timeframe was another 150cc motorcycle from the same manufacturer. It was called the Achiever, and now Hero has resurrected that name with a new 150cc motorcycle, the Achiever 150. Naturally, a comparison was in order. But unlike the time when the Achiever first came around, the 150cc segment was no longer a mash-up of a few 150s battling. The segment has since divided itself into several sub-segments. Some of them still hold on to their performance DNA like the Extreme Sports, Bajaj Pulsar 150 and the new Honda CB Hornet. Meanwhile, the section of the segment consists of evolved commuter machines that aim at giving the user a great mix of performance, comfort and fuel economy. And it is into this second sub-section that Hero has thrown the Achiever into. A segment in which, we feel, its biggest competition will come from the Honda CB Unicorn and the Bajaj V15. Looks and features One of these things is not like the others. You don't have to be a muppet to know what I'm talking about. The V15 is the motorcycle that stands out here. It breaks away from the mould that all the 150s are made in. I used to think that it isn't very aesthetically pleasing, but the more I've seen of it, the more I appreciate the fact that it doesn't look like the others. The Hero and the Honda have a serious disadvantage here. To an untrained eye, one could easily be confused for the other. But the V15? There is just no way anybody can confuse the V15 for anything other than the new V12. Build quality, ergonomics and features wise all three motorcycles are pretty evenly matched. Quality is top-notch on all three, and they all have the marks of experienced manufacturers making excellent motorcycles. Paint quality is great; all the panels are properly aligned, and there aren't any bits and bobs that fall off. Oh wait. Actually, the Bajaj did have a footpeg that kept losing its rubber. And this is a problem that we have encountered on other test bikes as well. But then it's nothing that a bit of Fevi kwik can't fix. Features wise, all three are quite basic. The Hero and Honda use an all analogue instrument cluster with a speedo, tacho, odo, fuel gauge and telltale lights (with the Hero getting a side-stand indicator as well). The V15, on the other hand, only gets an analogue speedo and trip meter with a digital fuel gauge and telltale lights. However, the Achiever does have a trump card up its sleeve. It gets the i3s system. Whether or not it translates to more efficiency, it is still new tech and its presence will give the Hero an edge. Ride and handing There are similarities and differences among all three in terms of chassis spec. The Unicorn and Achiever both use a diamond-type frame and conventional forks up front, but the Hero uses a twin-shock set-up at the rear while the Honda uses the trademark monoshock. The V15, on the other hand, uses a twin shock set-up at the rear and a conventional fork up front while the chassis is a double-cradle frame. All of them use a 240mm disc up front with 130mm drums at the rear. The Honda is the longest of the three with a wheelbase of 1340mm, and at 135.5kg the V15 is the lightest. All three of them run 18-inch front and rear wheels except the V15 which uses a 16-inch wheel at the rear. The sum of all the similarities and differences is that the three motorcycles feel very different to ride. All three use 240mm discs up front, but the bite and feel vary. The different tyres they each use also means braking performance is vastly different among the three Of the three, I like the Achiever the best when it comes to handling. The turn in is quick but unlike the V15, it never seems over eager. The suspension components give it lots of composure in corners. It feels nice when ridden and cornered hard. The V15, on the other hand, feels super eager to go into corner but lacks the poise of the Achiever. The softer set-up suspension seems to be the culprit here. The Unicorn has the longest wheelbase here, and the combination of this and a spring set-up that is somewhere between the Achiever and the V15 makes it a little bland. It handles reasonably well, and even rides reasonably well. But it doesn't stand out for anything. Despite their differences, all three handle reasonably. The ride quality, however, is very different. The Hero feels the most stiffly sprung with the Honda coming a close second. The V15 feels softer in comparison and this helps it over really bad stretches of road. However, when the speeds rise, you realise that the edge in ride quality comes at the cost of high-speed stability. The V15 feels a little unsettled at high speeds, and while this isn't too much of a bother that you really need to complain, the confidence of the other two motorcycles does highlight this. The Unicorn and the Achiever feel at peace even at highway speeds, and this will help if you plan the odd highway trip over your weekend. Having said this, none of these motorcycles is uncomfortable to ride. While the V15 is the clear winner in terms of ride, the Achiever and the Unicorn too soak up bumps and bad roads pretty well. Just not as well as the Bajaj. All three motorcycles here use a 240mm disc up front with a 130mm drum at the rear. But like their ride qualities, braking performance too is very different. A lot of this comes down to the kind of rubber each of them is running. The Achiever is using Ceat Secura Zooms while the Unicorn uses MRF Nylogrip Zappers (FS up front and Y at the back). The V15 on the other hand uses Ceat Gripp Cruzs. In our braking test, the performance difference among the tyres and the brakes themselves stand out. The V15's brakes have the most feel here. The tyres, though, don't do it any favours, and thanks to that it takes the longest distance (17.39m) to come to a stop here. The other motorcycles lack the brake feel of the V15 but take under 17 metres to come to a stop, with the Achiever taking the least (16.17m). Engine and performance Like the looks, mechanically too, the Achiever and Unicorn are very similar. In fact, both the engines are essentially the same. 149.1cc, air-cooled singles with a bore and stroke of 57.3mm x 57.8mm. They even have the same compression ratio (9.1:1). But the way these motorcycles deliver their power is very different. The Unicorn has always felt, and still feels â" a bit restricted in the way it delivers power. It felt like the motorcycle wasn't breathing very well. The Achiever feels like all those restrictions have been thrown away. And in the process it has found a quarter horse more at 13.4PS (against the Unicorn's 13.14PS). Where the Unicorn takes 5.2 seconds to hit 60kmph, the Achiever takes just under five seconds (4.96s to be exact). And in the 100kmph sprint, the difference increases to just under three seconds. The Hero takes 17.89s while the Honda takes 20.39s. The V15 on the other hand is the slowest in acceleration. The 149.5cc motor makes 13PS and 12Nm. This propels the motorcycle to 60kmph and 100kmph in 5.43s and 24.88s respectively. The Hero and Honda engines are essentially the same motor. The difference is that where the Honda feels a bit stifled, the Hero extracts all the performance it can front the 150cc motor. The V15 on the other hands plays the low-end torque game to its advantage But while outright performance might be against the V15, it does score heavily when it comes to urban usability. At slower speeds in higher gears, the V15 accelerates better. It is perfectly happy puttering around in higher gears in a way that the other two cannot match. Mind you, they aren't bad at this, but the V15 is vastly better. The difference points to a meatier low- and mid-range torque spread in comparison to the Achiever and the Unicorn. But out on the highway, the V15 struggles. Both the others feel comfortable at sustained higher speeds. A steady 80-90kmph doesn't make you feel like the engine is running out of breath with the Honda and Hero. Even when it comes to efficiency, the V15 loses out. The Unicorn is the clear winner here with a combined efficiency of 59kmpl. The Achiever isn't too far behind with its 57kmpl. But with just 51kmpl overall, the V15 is far behind its competition. Something that holds true when it comes to engine refinement as well. The Achiever feels the most refined of the three here. The engine doesn't feel stressed even at high speeds and there are no vibrations felt. The Honda too is refined but not to the level of the Hero. The V15 on the other hand feels a bit out of its element here. It feels like it's working very hard to deliver that wonderful chug-around-ability. The reason the Unicorn came back into the market after being discontinued is because there was strong demand for it. And if you are in the market for a Honda Unicorn, you won't even look at either of the other two motorcycles here, you'll just go ahead and buy yourself a Honda CB Unicorn 150. But if you're in the market for a good 150cc commuter, then the Honda feels a bit old and overpriced. It is close to Rs 7,000 more expensive than the Achiever and V15, both of which are within Rs 1,000 of each other. So, if you think about it, the real competition is between the Achiever and the V15. Both the Achiever and the V15 are excellent motorcycles. The Achiever goes with the traditional, tried-and-tested look of the 150cc motorcycle, whereas the V15 brings some funky good looks to the table. But as a package, the Achiever feels more complete. If your usage is strictly urban, the V15 makes perfect sense. But the moment you decide to hit the highways, it feels completely out of its element. The Achiever, on the other hand, feels good in the city and also holds its own out on the highways. In short, the Achiever does well in both the situations a rider is likely to use this kind of motorcycle in and that holds more value to me here, despite the slightly higher price. Images by Anis Shaikh Latest Videos View All Videos	c0ece910-5bc2-42c8-bb98-d93ddd728c40
All about sailing licenses IYT, RYA, and other ISSA As soon as someone thinks about obtaining a yacht license, the question arises: what are IYT, RYA, ISSA, and others that schools write about? Let’s figure it out. The main thing you need to know is that these are all different certification systems for yachtsmen. They don't teach yachtsmen directly — each system has a number of schools that franchise this system. That is, according to its training courses and standards. However, the license you will receive as a result of your training will be issued directly by the certification system. How do they differ, and what system do you need exactly? First, you should decide what you plan to use on the water and what the territorial status of this water is. Let me clarify right away: this text only applies to recreational (small) vessels with a length of 7-8 to 24 meters (in some countries less). As a rule, no documents are required to drive sailing ships smaller than 7-8 meters and motor boats with engine power up to 5-15 hp. All these inaccuracies, like 7-8 meters and 5-15 hp, are due to different regulations in different countries. By area of water, the options are as follows: 1. Your own yacht, the transportation is not commercial (you ride for yourself and your friends), the routes are by sea, that is, we are talking about the sea or ocean, not about rivers, lakes, or canals — and here in most countries you don't need a license. It is not necessary de facto since no one will check it with you. But de jure, the situation looks a little different. a) Firstly, without a license/certificate, in most cases, you will not be able to insure your yacht. This is not even about insuring the boat itself but about third-party liability — your civil liability. And without such a policy, you will not be allowed into the vast majority of European marinas. And this is a problem. b) Secondly, if it happens that you run over some hapless fisherman on a rubber boat without running lights while navigating at night and are caught, your lack of any maritime education will add a couple of years in prison. After all, it turns out that you were a threat to society with your thoughtless actions. So, even if you have your own yacht and are sailing on it across the seas and oceans, it would be great to have some proof that you've at least read Yachting for Dummies. However, there are countries where no certification is required for private yachts from a legal point of view, for example, the UK, Australia, Finland (up to 15 meters), and many others. 2. Your own yacht, non-commercial transportation, internal routes, that is, lakes and rivers — then you need a license that is legitimate by the state that owns those waterways. In the case of Russia, this is GIMS for motorcycles and the Ministry of Transport for sailboats. GIMS can also work in the case of sailboats, but not immediately and not without problems. The fact is that the first GIMS sailing license is issued with a sailing area limited to 20 square meters, which is ridiculous. And only after 2 years is it possible to remove this restriction. VFPS diplomas are generally illegitimate, although they may work a couple of times if verified. In the case of Europe, these are the ICC in countries that have signed the ICC Convention and our own licenses, such as our Ministry of Transport. However, some types of vessels in some countries do not require any licenses, even for navigation on inland waterways, for example, for houseboats in France and the UK. 3. A charter yacht, non-commercial transportation, any route — you need a license that has legitimacy in this particular country. This license is needed not so much for any authorities, but primarily for insurers with whom the charter company that provided the yacht works. No charter company will give you a yacht without confirming your maritime education, even if it's minimal. This is where commercial organizations like IYT, RYA, and the like come into play. History of origin For the most part, these guys come from or are current MCA (Maritime and Coastguard Agency) officials — something like our Ministry of Transport, but in the UK. They realized in time that there is not a single generally accepted certification for yachtsmen in the world. And against the background of the cosmic growth of the charter business, the demand for at least some training and diplomas acceptable for insurance will only progress. And it started. RYA, formerly a British local maritime college, has begun to spread its influence throughout the conscious world by promoting “high British standards of study.” Then, Mark Fry, one of the same MCA bosses, decided that RYA's monopoly contradicted his understanding of business and founded IYT. Mark's numerous connections with European maritime administrations, developed at the MCA, have borne fruit. Moreover, IYT was originally created by a commercial project, not holding on to traditions and other naphthalene, like RYA. IYT's goal was and remains to be as widespread and legitimate as possible. Fry did well: the number of IYT schools in the world is off the charts, and all charter insurance companies accept IYT certificates. The message was right from a business point of view, see for yourself: thousands of people around the world study yachting at the IYT system every year. And despite all the accusations about the poor quality of education, the lack of control over schools, and the corruption of instructors, no one can do anything at this stage. After all, stopping the acceptance of IYT licenses for any charter company means closing immediately. However, it's fair to say that RYA also sins low-quality maritime education, not to mention small and dubious ones like ISSA. There's also the ICC. And what is this? In 1998, a number of European countries tried to start regulating this whole story by signing the so-called Resolution 40 on the ICC. This is the International Certificate of Competence, an international license that gives the right to operate non-profit small boats. They signed it, but the initiative to extradite the ICC from governments was immediately seized by the same well-known RYA and IYT. The peculiarity of the ICC is that the license is issued not by a school but by the state. Accordingly, both RYA and IYT have issued and are issuing the ICC on behalf of the UK. Until recently, it worked. But recently, someone at the top came to their senses, and the shop closed a bit: now, citizens of member states of the ICC Convention can only get this crust in their own countries. However, for Russians and other renegades whose countries relied on the ICC, IYT, and RYA remain the main provider of these licenses. The amazing thing about this story is that many European charter companies are happier to recognize RYA and IYT diplomas than ICC. This is probably due to the slightly lower prevalence of ICC among charter yachtsmen. It should also be noted that many really big charter players do not pay attention to the type of client diploma at all, as sales volume and customer focus are paramount for them. Therefore, any piece of paper with the Latin spelling of your last name, even issued by the All-Russian Sailing Federation, is often distributed in Croatia. De facto, but not de jure. Certification system and insurance Anyway, nothing in order, you thought. Well, not really. All of this can work exactly until something happens. For example, when mooring, you packed a nearby catamaran. At this point, it's worth remembering which license your aunt from the charter company scanned when you checked in. If it is cardboard from a VFPS laser printer or an ISSA laminated card (illegitimate in Croatia), then 2 options are possible: 1. Your deposit will be enough to compensate for damage to both boats and everyone, but you, will be happy 2. Your deposit is not enough, and your life may enter a new phase — the phase of fighting hemorrhoids. The charter company will remember that your license (it turns out!) is not international; it's illegitimate, and you just slipped the devil knows what. The fact that my aunt smiled sweetly when she scanned her won't change anything. After all, charters are well aware from the very beginning that no insurance company will pay off a single euro of your damage under your license, but what happens next? Of course, problems are not guaranteed, but based on the letter of the law, they may well exist. Summary: If you want to charter yachts in Europe, you just need to have any certificate that is LEGITIMATE in this country. IYT and RYA work de facto everywhere; ICC works in many places, and the rest is garbage. To be sure and calm, google what licenses are accepted in the region where you plan to charter a yacht. And, it would be correct to mention that Russian GIMS and Ministry of Transport certificates essentially completely replace foreign ICCs and are legally accepted in many countries. IMPORTANT! International licenses issued by one of the commercial certification associations (RYA, IYT, etc.) can ONLY be used to drive boats outside your country of residence. That is, a German can use an IYT card everywhere except Germany, a Russian can use an IYT card everywhere except Russia, etc. There are also exceptions here, for example, Latvia, but in most cases, this is true. And again IMPORTANT! Some countries have their own specific requirements for charter skippers. For example, Greece accepts all licenses and certificates that do not limit navigation by time of day. Many articles say that Greeks only want ICC, but this is not true. All they want is that you don't have the phrase “daylight only” or something like that on your card. So, Bareboat Skipper/Day Skipper doesn't work in Greece. And if I want to do business on a boat, then what? As for commercial transportation on small boats, everything is much easier. EVERY country requires its own admission and certification to work as a yachtsman. For example, in Spain, only a person with a specialized maritime education from SPAIN can work even on a small yacht and nothing else. IYT and RYA, of course, have also tried and are trying to enter this niche, but their professional education does not withstand criticism or pressure from local laws. Therefore, you can only work with their licenses in the MCA area — and this is only the UK with all its territories. Plus, in addition to a professional diploma, you need to obtain and renew additional certificates in a timely manner, for example, STCW and GMDSS. In addition, it is necessary to understand that any commercial activity on private and charter yachts is entirely illegal. If you study the standard charter agreement, you will see that under it, you are only entitled to holidays with family and friends. Collecting any money in excess of this yacht's charter costs is a breach of contract — this time. And two: in order to carry passengers for money in the territorial waters of a particular country, you must at least have an appropriate commercial diploma and a transportation license. Otherwise, it is an illegal business. Of course, everyone around us didn't care about these rules, and the vast majority of cruises are organized and conducted by licensed skippers, at best, Yachtmaster Coastal, and most often Bareboat Skipper/Day Skipper. Needless to say, even skippers offered by charter companies rarely have commercial licenses. Extremely rare? Almost never! Everyone around us turns a blind eye to these facts. Customers — when they book and pay for such cruises. Charter companies that are well aware that the skipper does not carry friends, but a tour group. Insurance companies, port police, fire guard… But like any semi-legal scheme, this one works exactly until the first incident. If one of the tourists is injured or dies on such a cruise, everyone will suddenly remember everything and the organizer will go to trial, even without being technically responsible for the accident.	3b45e674-6bde-4ca3-a9ba-9274ba73f51b
How to bypass the VATS (PASSKey II) system in a late model GM vehicle Filed Under (Other Manuals) by admin on 21-12-2013 DownloadPontiac 1994-1996 Grand Prix 1992-1999 Bonneville 1993-2002 Firebird/Trans Am/Firehawk Buick 1994-1996 Regal 1992-1999 LeSabre 1991-1996 Park Avenue 1991-1996 Roadmaster Oldsmobile 1994-1997 Cutlass Supreme 1992-1999 Eighty Eight/LSS/Ninety Eight/Regency 1991-1996 Custom Cruiser Wagon Chevrolet 1995-1999 Monte Carlo 1995-2001 Lumina 1993-2002 Camaro 1986(?)-1996 Corvette (C4) Cadillac 1991-1996 Fleetwood 1992-1997(?) Seville/STS/DeVille Any other GM Vehicles with the VATS or PASSKey II system (If your ignition key looks like the one pictured below.) Alright, let’s begin the madness: 1. Take your DMM, set it to measure Ohms (use the 20k setting.) Measure the resistance across the pellet of the ignition key. Place one probe on the silver part of one side of the pellet, and the other probe on the other side. Write this value down. 2. Purchase a resistor or resistors that add up to the value measured in step 1. Radio Shack is a great place to go for the resistors, heat shrink tubing, and the “bullet-style” solderless connectors. 3. Take the 16 ga. wire and cut into 2 four-inch pieces. 4. Strip off approx 1/16″ of insulation off each side of both wire pieces. 5. Put your resistors together in series (or if you’re lucky and have a chip that has a resistance that matches a single resistor) and solder one wire to one end of the resistor(s) and the other wire to the other side. Example: You measure 11.72 on the 20k (k meaning kilo or 1,000) scale. The closest match is 11.801 which is a #15 “chip.” Always remember that resistors have a tolerance of 2%, meaning the resistance value of the “pellet” can be either 2% higher or 2% lower than 11.801 k ohms (11.72 falls in tolerance range.) You will want to aim for 11,801 ohms. So when you go to Radio Shack you want to pick up a 10,000 ohm (10k,) a 1,000 ohm (1k,) and an 800 ohm resistors to wire together in series to achieve the 11.801k ohm value. Here’s an example of how you’d connect the above mentioned resistors in “series” Incoming search terms: 2001 bonneville bypass vats security system , 98 trans am vat bypass , 99 firebird vats bypass , 96 camaro ignition key bypass kit , Cross frequencies between late model GM vehicle security systems , gm passkey system how to bypass 1995 olds 98 , 96 camaro z28 vats , 2001 bonneville vats override , 99 silverado bypass , passkey II reset 99lesabre , 1999 firebird vats problems , 96 Poniac grand am pass lock schematic , 2001 silverado how to override vats , chevy tahoe passkey 2 bypass , 1995 chevy camaro vats system , how to bypass vats in a 1999 buick regal , 2004 daville alarm bypass , bypass vats system on 3 4 1993 firebird , 1993 bonneville vats , 01 chevy impala passkey bypass , how to install vats ingnition in 1996 camero , 1993 formula trans am vaps , 1994 buick lasabre lost key how to overide vats to measure ohms to start , how to bypass passkey buick roadmaster , how to bypass that vat system on a 1995 firebird , how to bypass security on1993 pontiac bonneville , how to bypass vats system 95 buick roadmaster , how to bypass central command module on a 1993 cadillac fleetwood , how to bypass the secutiy on a 1996 pontiac firebird , how to by pass security system with resistor on 2006 pontiac grand prix GT , bypass vaats system on a 95 camero , Bypass vats module for 93 Cadillac Fleetwood , Bypass vats systems for 93 Cadillac Fleetwood , cadillac seville 1996 VATS , can i disable the vat system on a 94 olds 88 , carbon film resistors for bypassing gm vats , GM VATS system on 98 cad deville , disabling vats system on 1996 Pontiac Bonneville , gm passkey ii fix , delphi pass key 3 cadillac , gm vats override 99 cavalier , how ti bypass theft system location of fuel injector on 93 buick lesabre , bypass the security switch on a 1994 chevy lumina , how to bypass vats system on 1999 grand am , how to bypass vats system on a 2001 cad , roadmaster passkey light stays on , security bypass 94 bonneville , vats eliminator , vats passkey removal 1997 camaro , what are the ohms for a resistor on a trailblazer , what is a bypass key on a gmc montana van , what is a vats system 1999 bonneville , what is the ohms for a 1989 firebird vats system? , where is the p a s s ii module located on 1997 firebird , where is the pass key modoule on a 96 old aurora , where is the vats on a 97 chevy camaro , where is vats on 1999 chevy 2500 , wiring diagram and a vact system on a 1995 z28 , resistance values for 01 pontiac trans am keys , radio shack vats removal , passlock on 99 olds aurora , how to bypass wiring diagram for a 1999 gmc blazer chip key without a key , how to install a resister to bypass the vats system on a 1997 ponyiac firebird , how to override vats on 2000 Lumina , HOW TO PASS THE VATS SYSTEM ON A 95 PARK AVENUE , how to UNLOCK VATS SYSTEM ON A 1993 Z28 CAMARO , m45 infiniti anti theft bypass , manual bypass schematic drawing , manual override switch for 1992 gmc overdrive wire colors , olds 98 key resistor , pass key for a 1996 pontiac bonneville se how to do the vats ignition key bypass , passkey bypass 01 bonneville , Passkey Key Replacement cavilier , passlock bypass diagram for a 1996 cavalier , youtube 1996 trans am vats code =kb , bypass security system 2001 montana , 1989 trans am vat system bypass diagram , 1997 oldsbile alara by pass security , 1997 oldsmobile lls electrical diagram for fuel pump , 1999 bonneville pass key system , 1999 chevy silvardo passkey , 2000 camaro reaing vats error codes , 2000 gmc blazer chip key security bypass system wiring , 2001 bonneville eliminate vats security system , 2001 bonneville ssei bypass the vats system , 2001 impala security bypass and resistance measurement on lock cylinder , 2001 montana vats , 2001 pontiac bonneville passkey bypass , 2001 silverado vats override , 1997 Buick LeSabre turns over but Wont Start , 1996 pontiac grand am passlock bypass toggle switch install , 1996 monte carlo vats , 1989 trans am vats system bypass reziters size , 1992 camaro vats sckamatic , 1992 corvette engine removal , 1993 cadillac eldorado vats , 1993 camaro vats , 1994 cadillac seville how bypass security system , 1994 olds 98 passkey system , 1995 oldsmobile regancy radio frequency bypass sensor lcation Comments are closed. You might also likeclose	714ece16-7143-49fc-9914-95342d734d2e
Progressive Roadside Assistance Company Trusted For Over 25+ Years* Roadside assistance from Progressive Insurance is an invaluable service for drivers, and also inexpensive. Adding Progressive Roadside assistance to your policy will cost around $25 for six months. This comes out to just over $4 per month, making it one of the cheapest roadside assistance programs from the major insurers. If you drive a lot and make long trips, consider adding Progressive Roadside Assistance to your policy. Just one incident will more than make up for the small cost. Is Progressive Roadside Assistance Free? One of the first questions many drivers ask when considering roadside assistance is whether it’s free. In the case of Progressive’s roadside assistance, the answer is no – it is not a free service. However, it is an optional add-on to your auto insurance policy that comes at a relatively low cost compared to the potential expenses of roadside emergencies. The cost of Progressive’s roadside assistance varies depending on several factors, including: 1. Your location 2. The type of vehicle you drive 3. Your driving history 4. The specifics of your insurance policy On average, policyholders can expect to pay between $15 to $30 per 6-months for Progressive Insurance Roadside Assistance coverage. This translates to roughly $2.50 to $6 per month, making it an affordable addition to almost any auto insurance plan. While not free, the cost of Progressive’s roadside assistance is often significantly less than paying out-of-pocket for individual roadside services. For example, a single tow can cost anywhere from $120 to $165 or more, depending on the distance and location. When you consider that Progressive’s annual fee covers multiple incidents per year, the value becomes apparent. It’s worth noting that some new vehicles come with complimentary roadside assistance for a limited time, usually as part of the warranty package. If your vehicle is still under warranty, check if you already have coverage before adding Progressive’s service to your policy. Roadside Assistance Progressive Phone Number When you need roadside assistance from Progressive, having the right phone number at your fingertips is crucial. The dedicated phone number for Progressive’s roadside assistance is: 1-800-776-2778 (1-800-PRO-ASUS) This number is available 24 hours a day, 7 days a week, 365 days a year. When you call this number, you’ll be connected to a Progressive representative who can help coordinate the appropriate roadside service for your situation. It’s advisable to save this number in your phone contacts or write it down and keep it in your vehicle for easy access during emergencies. Remember, in cases of accidents or life-threatening emergencies, always call 911 first before contacting roadside assistance. In addition to the phone number, Progressive also offers other ways to request roadside assistance, which we’ll explore in the next section. Progressive Roadside Assistance Online In today’s digital age, Progressive has expanded its roadside assistance request options beyond just a phone call. Policyholders can now request help online or through the Progressive mobile app, providing convenient alternatives that may be preferable in certain situations. To request roadside assistance online: 1. Visit the Progressive website (www.progressive.com) 2. Log in to your account 3. Navigate to the claims section 4. Select “Roadside Assistance” from the options 5. Follow the prompts to describe your situation and location The Progressive mobile app offers an even more streamlined process: 1. Open the Progressive app on your smartphone 2. Log in to your account 3. Tap the “Roadside Assistance” button 4. Allow the app to access your location or enter it manually 5. Select the service you need 6. Confirm your request Using the online or app-based options can be particularly helpful in situations where you may have difficulty making a phone call, such as in areas with poor cellular reception but available data service. The app also has the advantage of using your phone’s GPS to pinpoint your location accurately, which can be crucial when you’re in an unfamiliar area or on a long stretch of highway. Progressive Roadside Assistance Coverage Progressive’s roadside assistance program offers a comprehensive range of services designed to address common roadside emergencies. Understanding what’s covered can help you decide if this add-on is right for your needs. Here’s a detailed breakdown of the coverage provided: 1. Towing: If your vehicle breaks down and can’t be safely driven, Progressive will arrange for a tow to the nearest qualified repair facility. The towing distance covered varies by state and policy, but it’s typically up to 15 miles. If you need to be towed further, you’ll be responsible for the additional mileage costs. 2. Battery Jump-Start: If your car won’t start due to a dead battery, a service provider will come to jump-start your vehicle. This service is particularly useful for older vehicles or in extreme weather conditions that can drain batteries quickly. 3. Flat Tire Change: If you get a flat tire, Progressive will send someone to change it with your spare. It’s important to note that you must have a functioning spare tire for this service. If you don’t have a spare or if it’s not in usable condition, a tow may be necessary. 4. Fuel Delivery: If you run out of gas, Progressive will deliver a small amount of fuel to get you to the nearest gas station. The fuel itself is complimentary, but there may be limits on the amount provided. 5. Lockout Service: If you’ve locked your keys in your car, a service provider will attempt to gain entry to your vehicle. This service is particularly valuable as it can save you the potentially high cost of an emergency locksmith. 6. Winching: If your vehicle is stuck in mud, snow, or a ditch, Progressive will attempt to winch it out. This service typically covers up to 100 feet from a paved road or highway. 7. On-Scene Labor: Many roadside assistance calls can be resolved with some quick on-site work. Progressive covers up to one hour of on-scene labor for minor mechanical adjustments. It’s important to note that while these services are covered, there may be limits on how often you can use them. Most policies allow for around four to five service calls per policy period (typically six months to a year). Also, coverage is usually limited to the vehicle(s) listed on your policy, not the policyholder themselves. Progressive Roadside Assistance vs AAA’s Program When considering roadside assistance options, many drivers compare Progressive’s offering to that of the American Automobile Association (AAA), one of the most well-known providers of roadside assistance. Both services have their strengths, and the best choice depends on your specific needs and circumstances. Let’s break down the comparison:The choice between Progressive and AAA often comes down to individual needs: Feature Progressive AAA Cost $15 to $30 for 6 months $50 to $100+ per year Coverage Covers the vehicle(s) listed on your policy Covers the individual member, regardless of which vehicle they’re in (even as a passenger) Service Calls Usually allows 4-5 service calls per policy period Typically offers 3-4 service calls per year, with higher-tier memberships offering more Towing Distance Usually up to 15 miles per tow Basic plans offer 5-7 miles, with premium plans offering 100+ miles Additional Benefits Focused primarily on roadside emergencies Offers additional perks like travel discounts, free maps, and trip planning services Availability Available as an add-on to Progressive auto insurance policies Available as a standalone service, no need for specific auto insurance Network Uses a network of local service providers Has its own fleet of service vehicles in many areas, supplemented by local providers The choice between Progressive and AAA often comes down to individual needs: • If you’re already a Progressive auto insurance customer, adding their roadside assistance can be a cost-effective and convenient option. • If you frequently travel in different vehicles or want additional travel-related benefits, AAA might be more suitable. • For those who often take long road trips, AAA’s higher-tier plans with extended towing distances could be beneficial. • If you’re looking for the most budget-friendly option and don’t need extra travel perks, Progressive’s offering might be more appealing. Progressive Roadside Assistance For a Flat Tire Flat tires are one of the most common roadside emergencies, and Progressive’s roadside assistance program is well-equipped to handle this issue. Here’s a detailed look at how Progressive handles flat tire situations: • Service Provided: When you call for assistance with a flat tire, Progressive will dispatch a service provider to your location. The technician will remove the flat tire and replace it with your vehicle’s spare tire. • Requirements: To take advantage of this service, your vehicle must have a functional spare tire. This can be a full-size spare or a temporary “donut” spare. It’s your responsibility to ensure that the spare tire is in good condition and properly inflated. 1. When you call for assistance, inform the representative that you have a flat tire. 2. Provide your location and vehicle details. 3. If safe to do so, move your vehicle to the side of the road and turn on your hazard lights. 4. Wait for the service provider to arrive. 5. The technician will assess the situation and proceed with changing the tire. 1. If you don’t have a usable spare tire, the service will likely default to towing your vehicle to the nearest repair facility. 2. The service does not include repairing the flat tire itself. You’ll need to take the flat tire to a tire shop for repair or replacement. 3. If multiple tires are flat, you may need to be towed as the spare can only replace one tire. Tips for Flat Tire Situations: 1. Regularly check your spare tire’s condition and air pressure. 2. Familiarize yourself with your vehicle’s jack and tire-changing tools. 3. If you’re able and it’s safe to do so, move your vehicle as far off the road as possible before calling for assistance. 4. Turn on your hazard lights and, if available, use warning triangles or flares to alert other drivers. 5. Stay with your vehicle unless it’s unsafe to do so. While Progressive’s flat tire service can be a lifesaver in many situations, it’s always a good idea to know how to change a tire yourself. This skill can be invaluable if you’re in an area with poor cell reception or if service providers are experiencing high call volumes. Progressive Roadside Assistance Near Me When you’re stranded on the side of the road, knowing how to quickly find assistance in your area is crucial. Progressive has designed its roadside assistance program to provide help wherever you are, but the process of finding and dispatching nearby help is largely automated and invisible to the user. Here’s how it works: • Locating Service Providers: Progressive partners with a network of local service providers across the country. When you request assistance, either through the phone, website, or mobile app, Progressive’s system automatically identifies your location and finds the nearest available service provider. • Using GPS Technology: If you’re using the Progressive mobile app to request assistance, it can use your phone’s GPS to pinpoint your exact location. This is particularly helpful if you’re in an unfamiliar area or can’t easily describe your location. • Coverage Areas: Progressive’s roadside assistance is available in all 50 states, so you’re covered whether you’re close to home or on a cross-country road trip. However, response times may vary depending on your location and the availability of nearby service providers. • Finding Your Location: If you’re calling for assistance, be prepared to provide as much detail about your location as possible. This might include: The name of the road or highway you’re on The nearest mile marker or exit number Nearby landmarks or businesses Your direction of travel (if on a highway) • Urban vs. Rural AreasIn urban and suburban areas, you can typically expect faster response times due to the higher density of service providers. In rural or remote areas, response times may be longer, and in some very remote locations, service may be limited. Tips for Using “Near Me” Services 1. Always keep your phone charged when traveling, or keep a car charger handy. 2. Download the Progressive app before you need it, so it’s ready to use in an emergency. 3. If you’re in an area with poor cell service, try to reach a location with better reception if it’s safe to do so. 4. Be aware of your surroundings and try to provide as much detail about your location as possible when requesting help. While Progressive doesn’t offer a specific “find service near me” feature for customers to browse, their system is designed to efficiently locate and dispatch the nearest available help when you need it. The key is to be prepared and know how to request assistance quickly and accurately when the need arises. The Final Word On Progressive Roadside Assistance Coverage Progressive’s roadside assistance program offers a valuable service to its policyholders, providing peace of mind and practical support during vehicle-related emergencies. While not free, it represents a cost-effective option for many drivers, especially those already insured with Progressive. The service covers a comprehensive range of common roadside issues, from flat tires and dead batteries to lockouts and towing. Its integration with Progressive’s mobile app and online services adds a layer of convenience, allowing users to quickly and easily request help when needed. Compare roadside assistance programs with a free quote. To start enter your zip code and fill out a free online application. Save more money on top-rated auto insurance coverage	c0c07668-cc35-459a-ab03-52524342d735
Do You Have What It Takes to Be an Auto Mechanic? Torrance Grey Image: Shutterstock About This Quiz Are cars your life's work? Do you enjoy taking engines apart and putting them back together again? Do you know the parts of a car like the back of your hand? Take this quiz to find out how much you know about cars. Did you know that a car has about 30,000 parts, and a large car engine accounts for about half of those parts? However, in the standard car engine, there are only a couple hundred parts. Regardless of the thousands of parts in each car on the road, someone has to fix them when something goes wrong. Mechanics are often what we may refer to as "general practitioners." Like their medical counterparts (yes, we're comparing mechanics to doctors - mechanics are, after all, the physicians of the car world, right?), mechanics may be generalists or specialists. Again, although many mechanics pride themselves on being able to work on the varying systems of cars, some mechanics work only on specific systems. Becoming a certified auto mechanic does take some training, and some mechanics are required to continuously update their knowledge by taking classes or continuing education courses. If you think you've got what it takes to pass this general mechanics quiz, let's get started! Which of these is a job hazard of being a mechanic? If you're allergic to petroleum-based products or don't want scrapes on your knuckles, this might not be the job for you. Also, mechanics like to say "It helps if your knees bend backward" because you will have to get in a lot of awkward positions. Which of these is a challenge for mechanics trained in earlier decades? Fuel injection has been around since the 80s, and most mechanics are familiar with it; the other two issues probably haven't changed much in the past forty or fifty years, either. More than anything, it's sophisticated onboard computers that make things hard for mechanics trained before the turn of the millennium. Which of these is a synonym for manual transmission? "Standard" and "manual" transmission are the same thing. "Slushbox" is a mocking term for an automatic transmission. Where would you find a fan belt? The humble fan belt used to connect the fan to the alternator. Nowadays, most cars have a more versatile "drive belt." Which of these cars would probably present the most challenges for the average mechanic? Both the Tesla and the Prius are "alternative energy" cars and would present some special challenges for a mechanic not trained in that area. But the Tesla is all-electric, expensive and rare -- three issues the everyday Prius does not share. Which of these jobs is the most time-consuming? Fuel injection has replaced carburetion on most modern cars. So if you talk to someone who's rebuilding a carburetor, you know that he or she owns something at least semi-vintage. Which of these is true of a fuel injection system (versus a carburetor)? Fuel injection and carburetion are both about how the car's fuel is mixed with air before ignition. It doesn't affect handling. In what system does "knocking" occur? When the fuel-air mixture ignites too early, knocking or pinging can occur. The wrong octane of fuel can cause this, but more often it's a timing problem. Which of these is NOT part of the four-stroke cycle? The four strokes are intake, compression, ignition (or "power") and exhaust. This is the essential "heartbeat" of the engine, that creates power to distribute to the powertrain. True or false: Cars use fuses. The car's fuse box is usually found near or under the dashboard in the passenger cabin. A blown fuse to the fuel pump will cause a car to stop dead in the water. Where would you find the positive and negative terminals? Like any other battery, a car's battery has a positive and negative terminal. You probably knew this from giving your car, or someone else's, a jump start. What does "ABS" stand for? Anti-lock brakes began replacing drum brakes in the late 20th century. A key difference is that you shouldn't pump anti-lock brakes in a skid -- the system does it for you. Which of these jobs might take a lot of physical strength to complete? Spark plugs are famous for settling into the engine block and getting comfortable -- so comfortable that after their working life is over, they can be wickedly hard to pull out and replace. Keep your head: Yanking furiously at them can cause them to snap off, and then you're REALLY in trouble. What is another term for the accessory belt? This belt gets its name(s) from the way it transmits power to several "accessories" in the engine, like the alternator, the fan, and the water pump. Come to think of it, these don't sound like accessories at all -- they are pretty important! Where would you find a creeper? A creeper is a rolling backboard that allows a technician to go comfortably under the car and move around down there. Nowadays, it also means a creepy person, but that's a subject for an internet-lingo quiz. Which of these is a certification in auto repair? ASE certification is given out by the National Institute for Automotive Service Excellence. The test is taken by, and the certification awarded to, an individual, not a shop overall. Which of these is not a real filter? Although there are several devices in the car that limit emissions, there isn't actually a "tailpipe filter." "Alignment" is a term that applies to what part of a car? Alignment is done by tire shops, usually and not auto-repair shops. But a mechanic might well be called on to diagnose an alignment problem. Which of these might you recommend to someone living in a cold climate? A block heater keeps the engine warm in very cold temperatures, to make starting the car easier. *Canadians, you knew this one right away, eh? What system has pads and shoes? Brake pads and brake shoes are essential parts of the system. So are brake lines and the fluid that fills them -- as you'll know if you read vintage mystery novels; brake lines are always being cut. What disconnects the engine from the powertrain? Both manual and automatic transmission cars have a clutch. It's in manual cars, though, that you put in the clutch yourself, before changing gears. Which of these is part of the powertrain? While all of these have a role to play in making the car go, only the crankshaft is part of the powertrain. It is turned by power from the pistons, just after the combustion process. Which of these would you use to knock a dent out of a car? A ball-peen hammer is sometimes used for correcting dents in a car's body. However, bodywork and mechanical work are very different things. Most mechanics don't do bodywork. Which of these is least likely to need repair? The firewall is pretty much what it sounds like -- an insulated wall that protects the driver from heat, flames or fumes in an accident. Without moving parts, there's not much that can go wrong, therefore little need for repair. If you are using a feeler gauge, what are you testing? If the gap between the two electrodes of a spark plug is too wide, that plug won't fire efficiently. The feeler gauge will tell you if this is the case. What kind of fuel can be infected by a fungus? It's hard to imagine anything living in the medium of fuel, but this is a problem with diesel fuel. Car parts stores sell biocides that combat the growth of fungus. Where would you find an idle speed screw? As the name indicates, the idle speed screw affects the number of rpms at which the engine idles. It's fairly easy to adjust -- but you'll only have this if you have an older vehicle, therefore a carburetor. Forcing more air into the cylinders, to get more power out, is called ______________. Turbocharging uses a fan, or turbine, to force more air into the cylinder and get a bigger bang out. Because the fan itself is powered by the flow of exhaust gases from the cylinder, the process is very efficient -- it's using the car's own waste product, exhaust, to create more power. What differentiates supercharging from turbocharging? Supercharging is generally found on luxury sports cars, whose owners tend to worry less about fuel efficiency. It doesn't use the flow of exhaust gases to power a fan, so supercharging doesn't efficiently support itself in the way turbocharging does. Which of these smells inside a passenger cabin is the most alarming? The scent of exhaust inside the car suggests that a loose exhaust pipe is letting fumes in through the floorboards, which is very dangerous for the people inside. One of the stars of MTV's "Buckwild" died, along with two other men, when mud covered the tailpipe of their Bronco and exhaust backed up into the vehicle. Which publisher's books were the gold standard in auto repair manuals? Another company now publishes these manuals, in place of the now defunct Chilton. Fun fact: On the fiction side, Chilton Publishing published "Dune," the landmark science fiction novel. How long should it take to inspect the rear differential of a Mini Cooper? The Mini Cooper has no rear differential. There's even a joke about this in the original movie "The Italian Job," in which one of the gang members tells Michael Caine, "Rozzer's having trouble with his rear differential." An amateur mechanic is sometimes called a __________ mechanic. This term probably got started from the idea that casual mechanics, who did have shops, worked in the shade of an overhanging tree to stay out of the heat. The term was revived by the TV show "Shadetree Mechanic," which ran from 1992 to 2000 on what is now Spike TV. Why are there no female auto mechanics? Women are rare, but not nonexistent, in the field. But women seem to have made more inroads into engineering or computer programming -- also fairly male-dominated fields -- than car repair, perhaps because the wages are more desirable. What term has largely replaced "auto mechanic"? The term "technician" isn't just a way of making the job sound harder than it is. Engine work really has gotten a lot more technical since the day of the '57 Chevy. A mechanic today, especially if he's passed a certification exam, has earned that term	4ea37f00-27f4-4df8-b6eb-4953534ecc35
Ethanol worth mileage drop? Discussion in 'Emissions' started by wannabeclean, Oct 25, 2006. 1. Zukiru Zukiru 0.29 coefficient of drag 2. Yaris Hilton Yaris Hilton Half a Bubble Off Plumb I have a very, very hard time believing that anyone's getting the huge mileage drops some have reported on here simply from switching to E10. I've used it off and on since 1976 (when it was a limited availability novelty called "gasohol") in a wide variety of vehicles from early 1970s 7L carbureted American V8s to an old 1963 Panhead Harley-Davidson motorcycle to current fuel injected, computer controlled cars. I've never seen any driveability issues, noticeable fuel mileage decrease or fuel system damage in any of them. Point's moot here as all gas at the pumps now is E10, but I see no reason to bemoan that fact. As for mileage, I'm not a real hypermiler, just a reasonably sensible driver. On E10 my new Yaris 4D AT sedan got 37.5 MPG on its second tank driving mostly in town (haven't filled it since), and my big 1998 Mercury villager van consistently averages about 20. The 1995 Volvo 850 Turbo I just traded off got 19-21 MPG with my mostly around-town driving, frequently briefly getting into the turbo boost with a fairly heavy foot. (It was a blast!) None of those numbers are going to get me bragging rights on a hypermiling board, but I'm not ashamed of them either. The Volvo and Villager were around before and after the E10 changeover, and it didn't affect them. (Out on long highway trips they both average in the 28-29 MPG range, running at Interstate speed limits, heavily loaded for family vacation travel.) If someone's dropping their mileage by a third, something's wrong with their car or their driving other than just putting E10 in the tank. 3. Yaris Hilton Yaris Hilton Half a Bubble Off Plumb Oh yeah, I clean forgot the 1940 Ford Fordor Deluxe with stock Flathead V8 that I used to sometimes run on gasohol. It liked it just fine, too. There was a time when premium gasoline with suitable octane for older high-compression engines wasn't readily available. The gasohol had a higher real octane number than the generally available unleaded, and some stations still had leaded regular. 1 part leaded regular to 2-3 parts gasohol used to keep the old Harley and premium gas burning 10.5:1 compression 429 Ford running knock free when the recommended fuel was unobtainable. 4. PaleMelanesian PaleMelanesian Beat the System Staff Member My 6 tanks last summer with E10: Average MPG: 62.8 Average temp: 85F My 6 tanks since then, with straight gas: Avg MPG: 64.1 Avg temp: 60F According to my records, the drop from 85 degrees to 60 is worth about 3 mpg loss. Compensating for that puts E10 down by about 4 mpg over straight gas. 4 mpg / 60 = 6.7% drop from E10. I report, you decide. 5. JusBringIt JusBringIt Be Inspired Different cars are affected differently. Sometimes the mix may be more that 10% ethanol which have been reported though not very often this happens. Though it may not be correct to attribute the loss entirely to ethanol, the losses can still be accounted for in some models. It makes about a 10% difference in my car. 6. 99LeCouch 99LeCouch Well-Known Member I see my car getting about 5% less economy with ethanol-laced gas. I'm consistently able to push 500 miles per tank on my land yacht on straight gas, while with ethanol gas I was lucky to see 450 per tank. 7. hmiwb hmiwb Member I'm for alternative fuel, but I can't support replacing food crops with fuel crops. We've got to export something and our food exports help feed the world. We can get more fuel efficient and get the same results in cutting our oil imports. There's so much room for improvement in fuel efficiency in this country. 8. melinuxfool melinuxfool Well-Known Member I don't remember where I heard this, and can't really verify this, so take it with a grain of salt. But I had heard with older cars, like first generation of OBD-II, take a greater hit from ethanol than newer cars. The reason I've heard is the ethanol sort of "tricks" the O2 sensor into thinking the car is running lean, when it isn't, so more fuel is squirted into the cylinders to compensate, making the car run rich and reducing fuel economy. So on older cars, it might not be worth it. From an emissions standpoint, I haven't a clue, because I've never even had a car checked. The state of Maine doesn't do emissions checking. 9. diamondlarry diamondlarry Super MPG Man/god :D I think the biggest reason for the drop is that there is less total energy in ethanol so it takes more of it to do the same work. 10. lxmike lxmike Well-Known Member Down here the boaters don't like it at all. says there getting seperation and water in there fuel tank when it sits too long. 11. R.I.D.E. R.I.D.E. Well-Known Member I think 10% is about right since E10 has about 96% of the BTU of pure gas. Driving to Detroit last time I bought straight gas in Pennsylvania and hit just under 40 MPG, which was the best tank ever in the 06 Corolla with AT on the highway. Not sure if there is any place in Va without E10 anymore. In some cars the higher octane rating of E10 versus regular would allow timing advance and possibly some offset to the lower BTU content. Wish I could get some straight gas for the Insight CVT and see what the difference was compared to my local trips on E10. 12. Yaris Hilton Yaris Hilton Half a Bubble Off Plumb "Straight gas" isn't anymore. It just has different "oxygenates" in it, like TAME, diisopropyl ether, isopropyl alcohol or butanol. The only difference as far as mileage is concerned is that most "oxygenates" are blended to a concentration giving a maximum of 2% oxygen in the blend, whereas ethanol has an exemption and 10% ethanol gives about 2.9% oxygen, thus a bit lower total energy than the other "oxygenate" blends. 13. uabcar uabcar Well-Known Member Question- I assume the car manufactures are give a standard gas formula to when doing the EPA/CAFE mileage testing? It seems that over the last few years corn oil enriched gas has gone from being just an option to the only thing available in may/most(?) states. It seems to me that reducing the energy content of gasoline at the same time as increasing MPG requirements makes the achievement of better FE (as measured by MPG) for a doubly difficult task. The best way to normalize things would be to measure miles driven per 000's of BTU's. That said, while researching for this post I cam across the attached article. Apparently the manufacturers are not as far off of the 35.5mpg fleet avg as you might think. I suspect you all already know most of this but the CAFE vs EPA calc differences. I knew about the fleet vs per vehicle aspect but I wasn't aware of the CAFE formula not changing since 1975. http://blogs.edmunds.com/strategies/2009/05/cafe-vs-epa-obamas-mpg-targets-are-closer-than-you-think.html 14. Yaris Hilton Yaris Hilton Half a Bubble Off Plumb Another quirk a lot of people don't know is that the fuel consumption is figured backward from the carbon emissions out of the tailpipe. Seems odd, but if you remember anything about hidden fuel supplies in NASCAR racers, you'll understand why. 15. oilburner oilburner Active Member 16. The Doctor The Doctor Old Dude, New Car In the owners Manual for my Suzuki SX4, 2.0L DOHV engine, it states that Ethanol mixed fuel is OK, if the % of ethanol does not exceed 10%. Ethanol does burn with fewer emissions, which is why it's mandated by law here in Florida, but.... it also has less energy per unit when compared to regular gasoline. So by burning "Gasahol" we produce less emissions but get less performance out of our cars. It's not a trade-off I'm really excited about. I'd love to be able to get just one full tank of real 100% gasoline and just see how much better performance and MPG I could get. On the plus side, Ethanol does function as an Anti-Knock additive and it also prevents gas line freeze in cold climates. I was glad to use it when I lived in Illinois, in the winter. Cheers mates! The Doctor :cool: 17. herm herm Well-Known Member Here in Miami you can buy non-ethanol gas at the pump, its intended for boats and they will charge you about a buck more per gallon.. look around your town since Central Florida is the land of lakes and everybody has a bass boat :) 18. The Doctor The Doctor Old Dude, New Car Actually there are a few little lakes around this part of FL, but I don't remember seeing any Boat Only gas pumps. I would probably have to go all the way to the Gulf to find a boat dock with non ethanol gas. The total cost for the effort would definitely negate any improvement in performance for my car. Interesting thought, but not practical for my car. Thanks for the thought. The Doctor :cool: 19. 2RR2NV 2RR2NV Ultimate Newbie for me, E10 and regular gas has been a wash. i buy gas where/when it's cheapest at the time i need it. sometimes, it's cheaper on base, sometimes not. on base is E10, Walmart is not. i've been swapping between the 2 quite a few times.... since my trips are never always the same, i can't really quantify any difference in the Elantra. now, the Minivan, THAT i can tell a difference in mileage. E10 sux bahls! i've ran road/vacation trips plenty of times on the same roads doing the same speeds and E10 hits the pocketbook in a not so nice way. in a 1700 mile trip (with a few hundred miles driving around in WI), from SD to WI and back, saving $40-50 helps. I am a firm believer in Biofuels (& nuclear - fission, breeder, fusion - when it gets finally working well). E10 is NOT cheaper around here. it's pretty much the same price as regular gas. not worth it in my book. also, didn't know the nuclear plants produced pollutants.... i guess if you mean nuclear waste... then someone needs to shoot the tree-huggers and start building breeder reactors. wouldn't have to worry about waste then or where to store it. 20. herm herm Well-Known Member The pumps are not labeled "Boat use only", in any case I have been using gasohol since Carter was president, and would go out of my way looking for it.. I like the cheap octane boost you could get out of it. I'm sure many cars dont tolerate E10 well, probably drives the oxygen sensor crazy until they adjust by richening the mixture. Share This Page	f1abb17d-6b7f-49a2-8c77-1b496c84f940
Shipping from China to Germany 🇩🇪 \| Air 🛫\| Sea 🚢\| Rail 🚝\| Express 🚚 There are many shipping routes from China to the Germany, Shipping by air cargo is one of the most expensive ones, but it is also one of the fastest, which makes it a good option for last minute shoppers. The cost of air freight is often more expensive than other modes of transport such as sea or express shipping. However, air freight might be the most convenient option for some products due to its speed and reliability. The most popular route is by sea freight, which takes a lot longer than air cargo but it’s cheaper too. Many companies are also opting for express shipping in order to get their products delivered on time. There are many factors that go into calculating the cost of shipping from China to the Germany. The freight forwarder in China, the type of cargo, and the destination all have an effect on the cost. One important factor is whether or not you are using a container or a LCL but less time consuming method like air freight. Another factor is which freight forwarder you use to ship your goods. The final factor is how long it takes for your goods to be shipped from China to Germany and this can vary depending on where in China your goods are being shipped from. Estimated reading time: 15 minutes Air Freight from China to Germany Air freight from China to the Germany is ideal for cargo of relatively high value and urgency, but not necessarily large. With air freight service from China, you will get door-to-door delivery at competitive rates and in a shorter amount of time than with other transport options. . Air freight often has a higher price than sea or rail but has many benefits that the other two can’t offer. Air freight is safer, rapid, and more convenient than other modes of transport. Air freight’s greater flexibility for scheduling deliveries and manageable goods flow are two benefits that should not be overlooked. Air Freight transit time from China to Germany Transit time by Air freight shipping in 1 to 3 days. The cargo can be directly departure from Shenzhen, Guangzhou, Hong Kong and other China airports to all Germany airports. Such as Frankfurt International Airport, However, there are a few factors that can affect the delivery times of your cargo: the type of goods themselves (bulk or not), and their value and weight. Air freight cost from China to Germany Air freight cost is basically a combination of various charges and surcharges, including air freight charge, fuel surcharge, security fee, terminal fee and other surcharges. These charges are set by different airlines based on their operating costs. According to factors such as season, international oil prices and off-season, airlines revise these charges frequently to reflect market changes. Air freight charge is based on the airline, route, and season. Air freight charges can be different for each airline for the same route. For example, if there are two airlines that both fly from China to Germany (such as Air China and Lufthansa Air), then a shipment made during peak season will probably cost differently than one made during off-season. A fuel surcharge is applied by airlines at a set rate per kilogram on all intra-European flights, regardless of the number of miles your cargo has traveled within Europe. This fuel surcharge is based on international oil prices and fluctuates regularly. A security fee is another cost associated with air freight into the Germany that is usually around $30 per shipment. The security fee may vary depending on the airport at which your shipment enters the EU. Terminal fees are charged by airports for loading/unloading charges, cargo handling services, parking costs, etc. These fees will often be higher at airports located in cities such as London and Amsterdam than at smaller ones Other surcharges are constantly being revised from time to time, According to factors such as off-season, peak season, international oil prices, etc., so the difference between each airline that may change once a few months or once a week. Few things to pay attention when air freight from China to Germany • Once you confirmed transport by air freight from China to Germany, you need to provide the cargo details, cargo weight, cargo dimension. Once itinerary is confirmed, freight forwarder in China provides flight departure time and other information for your shipment. • Air freight cargo must be packaged to fulfil airline’s regulations, the packaging also varies according to different types of goods. In Super International Shipping, we provide professional packaging service in our China warehouse, that could saving your time also make sure your cargo packing fits into airline repacking requirement. • For fragile products, make sure fragile label stick onto outer packaging. In addition to the address label on the outside of the packaging bag, try not to carry other irrelevant signs. Sea Freight Shipping from China to Germany Sea freight shipping is the most common option for transporting cargo internationally. It can be a cost-effective and reliable means of transportation. Sea freight shipping from China to Germany is a popular option for importing goods from Asia, with many companies choosing this route in order to save on costs and delivery times. Germany was the largest export market of goods to China in 2020. The total value of the Germany’s import from China reached $5.5 billion, accounting for 9% of the total import from China, when shipping cargo from China to Germany, the most popular methods are sea freight, air freight, and rail freight. The three main sea ports in the Germany are Hamburg, Bremerhaven and Wilhelmshaven. How long does take Shipping from China to Germany The transit time from China to the Germany is approximately 20 to 30 days, by port to port shipping transit time, with a total transit time of around 20-40 days, door to door shipping takes approx. 25 to 35 days by sea. This is one of the most stable methods of shipping, because it utilizes a high number of frequent sailing schedules that are available through different shipping lines. Shipping times can be shortened by using faster shipping lines. Shipping transit time from China to Germany is a very important factor for businesses dealing with Chinese suppliers. Lead times can be a big obstacle for importers, especially when their suppliers are in China. There are many factors that contribute to the shipping transit time from China to Germany, such as the distance between the two countries , the mode of transportation and the speed at which the shipments move.The distance between China and Germany may be a huge obstacle, as it can result in long shipping transit times. It is recommended that importers contact their suppliers in order to determine what the actual shipping transit time will be.It is also important to take into account all modes of transportation when looking at shipping transit time from China to Germany. For example, cargo ships have a high probability of turning around when the ship is near Germany and then sailing back to China.Overall, it is important for businesses to keep in mind that there are many factors that contribute to the shipping transit time from China to Germany. This can be overwhelming and it can be difficult. What is the cheapest shipping method from China to Germany? Sea shipping is the cheapest way to ship goods from China to the Germany. There are several factors that make it cheaper than air or rail freight Sea shipping has the longest routes, so there are many ports available to choose from. As an example, one of the most popular ports in China is Shanghai. In the Germany, the most popular seaports is Rotterdam, Depending on which port your goods leave from and where they’re going, you could save money on shipping costs by choosing a seaport that’s closer to your destination. Sea shipping has more options for large cargo. The larger your shipment is, the cheaper it will be per unit to ship it by sea than by air or rail. That’s because each mode of transportation has its own restrictions on what kinds of items can be shipped by each method, as well as how much space those items will take up in a container. How to determine which seaport in China for sea shipping Shanghai Seaport The Shanghai seaport is one of the most important seaports in the world. It is located at the mouth of the Yangtze River in East China. The port has access to a large portion of inland China, including the North China Plain, the lower Yangtze River Basin and Jiangsu, Zhejiang, and Anhui provinces. As a coastal city, it is also a gateway to oceanic shipping routes. A network of highways and railways connect with this port to make it accessible from all over China. Ningbo Seaport Ningbo is one of the seaports with the largest export volume in China, and the port code is CNNBO. It is an important shipping hub of Chinese seaports. The seaport area has a unique geographical location and convenient transportation. The Yiwu area is located about 100km south of Ningbo. It is also an important hub for trade in China and many local businesses rely upon Ningbo to ship their products to customers all over the world. Ningbo handles about half of all imports from Yiwu’s factories. Shenzhen Seaport Shenzhen seaport is a key coastal shipping hub, with excellent multimodal transportation links to destinations across China, including nearby Guangzhou and Hong Kong. Shenzhen seaport comprises two main areas: Yantian and Dapeng Port Area in the east, and Nanshan, Dachan Bay, Dachan Island, Xiaochan Island and Baoan Port Area in the west. Guangzhou seaport Guangzhou Seaport as the world’s fifth busiest container port in Asia, the port has four areas: Inner Port, Huangpu Port, Xinsha Port and Nansha Port. The Nansha area is the main container port that provides ocean liners and large-scale vessels. The radius of the Nansha port is 100 kilometers, located in the center of the Pearl River Delta, connecting cities on both sides of the Pearl River. Qingdao Seaport Qingdao Seaport, located in the eastern Shandong province of China, is a deepwater port with a high degree of automation. In terms of container throughput, it ranks sixth among Asian ports. It’s also one of the most important seaports in China. Shipping from Qingdao Port is convenient because of its location on the Yellow Sea, and its proximity to shipping lanes which connect China to other Asian nations, as well as the Middle East and Europe. Xingang Seaport Tianjin seaport is major international commerce and shipping hub in northeast China. It serves as the transhipment gateway to Beijing, Tianjin and other cities by import cargo and export cargo. Chongqing seaport Chongqing seaport is an inland seaport in Chongqing, China. It is the largest water transportation hub on the upper reaches of the Yangtze River and connects to Shanghai seaport. The Chongqing Port Road is connected with Chongqing-Wuhan and Chongqing-Changsha highways. Hong Kong Seaport Hong Kong is a free seaport and thrives on its ability to handle large volumes of cargo. The port, one of the busiest in Asia. This makes it an attractive place for shipping cargo as well as storing goods before sending them elsewhere around the world. Hong Kong seaport has been divided into three main areas: North Harbour, South Harbour, and Kwai Chung Container Terminal. The North Harbour area has been upgraded to include a new ferry terminal and cruise ship terminal, as well as additional warehouses. The South Harbour area has been upgraded to include an expanded cruise ship terminal. Hong Kong seaport handles container ships, passenger ships, bulk carriers, oil tankers, ocean vessels and general cargo ships. The Kwai Chung Container Terminal is one of the world’s largest facilities for handling containers. Rail Freight From China to Germany Rail freight from China to Germany become very important shipping method when considering rail freight cost is cheaper than Air freight, and train transit time is faster than sea freight, all these factors lead rail freight playing a important role in modern supply chain. Rail freight from China to Europe is a reality today. It provides an alternative to the long and expensive shipping routes, which are often subject to congested ports and high fuel prices. The rail freight from China to Europe can be done by train, The train is faster but it has the disadvantage of being unable to carry as much cargo as a ship. The trade-off between speed and volume makes it difficult for shippers to decide which mode of transport is best for them. Rail Freight transit time and Route from China to Germany By train takes 16 to 18 days from China to Germany Duisburg and Hamburg, compare with sea shipping takes 20-30days rail freight is 7 days faster. Rail freight is not a new concept but what is new is the Silk Road, today’s version of the famed trade route that connected Asia to Europe in the 15th century. The Express Rail Link connecting China with Europe will change the way freight moves between these two continents. In the past, cargo moving from China to Europe had to travel by sea. It would take 20-30 days to reach its destination. Today, Rail Freight offers a more cost effective way of moving goods and will be a game changer for many industries. Import customs clearance in Germany The process of importing commodities into a country often requires certain procedures and processes, and these vary from one country to the next. In some countries, the import customs declaration is handled manually by an employee of the importing company or its designated customs broker. Usually, import customs clearance is carried out by a third party. It is important that the importing company or its designated customs broker be aware of their responsibilities when handling import customs clearance in order to ensure the proper accounting for duties, tariffs, and taxes incurred during the process. Import customs clearance takes 1-2days after arrived at the seaport and completed import customs clearance. When a shipment arrives in Germany, the import customs clearance process is necessary. Cargo arrives at the seaport of Germany, it must go through import customs clearance. This process can take 1-2 days after the arrival date of the cargo at the seaport and will be completed on the same day. In the Super International shipping , we have our own customs broker in Germany to handle the import customs declaration. If you don’t have your own customs broker, we can help you find one. Import tax and duties in Germany Importing goods into Germany is subject to import duties on all items when importing from another countries into Germany. A different tax regime applies to goods originating from outside the Germany , which is different from goods produced in the Germany. The following are mandatory customs clearance documents when Importing into Germany When importing cargo into Germany, the importer is responsible for ensuring that all applicable customs clearance documents are provided. The importer or his authorised customs agent must submit the following documents to the customs office at the port of entry or submitted electronically through the Federal Customs Administration’s single window system (e-Customs) • Packing List that listing all of the items being imported, including their country of origin and HS code • Commercial Invoice with commercial value in USD • Bill of Lading • Arrival Notice • A commercial invoice will be needed for any non-EU goods valued over €6,000 that do not require a declaration. For more information on importing into Germany please consult Germany’s Federal Customs Office HS codes are a unique ten-digit number, which is also known as the Tariff code or Customs code. HS codes are used to describe a product to calculate the customs duties and import tax for any shipments into European Union. There are three types of HS Codes: The first two digits represent the heading. The third digit represents the subheading, and the fourth represents the first four digits of the six-digit product code. For example: 8703.91.00 8703 represents the heading, and 91 represents the four-digit product code within this section (9100). HS Code is useful for importing goods into Europe in order to calculate import duties and taxes, especially for companies that have international trading relationships with companies in Europe You can check with TARIC (The integrated Tariff of the European Union) or from your Chinese suppliers or consult with our shipping team Customs in China http://english.customs.gov.cn/ Door delivery in Germany Door delivery is a service that is available to assist with your international shipments no matter DAP or DDP. Door to door delivery options generally fall into two categories: Trucking delivery and express door delivery. Trucking deliveries are shipped by truck, from the origin station to your door. Trucking is the most common method and takes approximately 3-5 days for transit time. The cost for this method is cheaper than express services. Express door delivery is another option for you to consider when shipping internationally. With express door delivery, your package will be picked up from your door, transported by air or sea, and delivered within 1-2 days to its final destination. Corporate Express is a good example of this type of service. The cost for express delivery will be more expensive as well as faster than trucking services. DDP Shipping from China to Germany Shipping your goods by DDP terms save your shipping costs and removes the need for you to care about taxes and duties, which saves time and money. Using a freight forwarder like Super In’l Shipping is going to make everything easier for you at every step. DDP shipping from China to Germany can be done in several different ways: sea freight, road freight, rail freight, or air freight. You’ll need to prepare a few documents for your Chinese factory to fill out when they’re exporting your goods from China. DDP Shipping is a popular shipping method in the Germany. It is also known as Door to Door (D2D) shipping. In this type of shipping, the consignee can receive the shipment at their doorstep, without any additional charges. The consignee needs to be available at the address where they want to receive the shipment and sign for it on delivery. The company then delivers it to them and takes responsibility for any damages or losses that may occur during transit. DDP is a very secure method of shipping because it does not require any third-party involvement in order for goods to be delivered successfully. DDP stands for “Delivery Duty Paid.” It means that the seller pays all costs related to the delivery of your cargo. These include transportation and insurance costs. This is in contrast to FOB (Free on Board), which means that you pay all the costs up until a certain point of time. After that point, the buyer takes over and has to pay for the rest of the way. It’s a very popular way of shipping goods between Germany and China, and it’s used by businesses in a wide range of industries Cargo need to go through customs clearance in China before they are exported. They will be sent to our warehouse in Shenzhen or you can appoint us to pick up your goods from your China factory. In Germany, we use our business partners as importers for import declarations, so no VAT & EORI will be needed . We manage all customs clearance procedures from China and Germany. Last miles delivery will be arranged by delivery courier such as UPS, DPD. DDP shipping best for Amazon FBA Shipping, business addresses, private addresses. DDP Shipping transit time from China to Germany • DDP Air freight from China to Germany can take between 4-5 days. • DDP Road freight from China to Germany can take 13-14 days by LCL • DDP Rail freight from China to Germany can take 16-20 days by LCL • DDP Sea freight shipping from China to Germany takes 30-35 days by LCL How much to ship 100kgs from China to Germany The cost of shipping 100kgs china to Germany is always a concern for the importers. It is even more so when the freight forwarder china to Germany is quoted in USD. To get a better idea of how much it will cost, one can see the rates for shipping 100kgs china to Germany and compare them with the freight forwarder china to uk rates. The following table shows what it would cost for shipping 100kgs from Shanghai, China to Germany DDP Sea Freight Shipment cost to Germany (General cargo) Below 45kgsEvery 1kgUSD2.05/kg From 11kgs to 100kgsEvery 1kgUSD1.89/kg Above 101kgs to 500kgs+Every 1kgUSD1.89/kg DDP Air Freight Shipment cost to Germany (General cargo) Below 45kgsEvery 1kgUSD7.55/kg From 11kgs to 100kgsEvery 1kgUSD7.38/kg Above 101kgs to 500kgs+Every 1kgUSD7.38/kg DDP Road Freight Shipment cost to Germany (General cargo) Below 45kgsEvery 1kgUSD2.95/kg From 11kgs to 100kgsEvery 1kgUSD3.05/kg Above 101kgs to 500kgs+Every 1kgUSD2.70/kg DDP Rail Freight Shipment cost to Germany (General cargo) Below 45kgsEvery 1kgUSD2.13/kg From 11kgs to 100kgsEvery 1kgUSD1.96/kg Above 101kgs to 500kgs+Every 1kgUSD1.83/kg To find more details about our terms, write us for a tailored offer. When importing goods from China, there are various factors that need to be considered before making a decision on which freight forwarder china to Germany will be used. The type of goods being imported and their dimensions are important considerations because this will affect the cost of shipping DDP Shipping requirement from China to Germany: • Do not send any items that infringe on intellectual property rights. • Do not send any illegal • Items need to be labeled with “Made in China” on their packaging and SKU labels. In addition to cargo original packaging, the outer carton should be new and sturdy. Suggest using transparent tape to seal the carton’s outer box. Do not use coloured tape. DDP shipping from China to Germany weight limit range from 11Kg/ to 21Kg. The maximum gross weight for each waybill is 30Kg. DDP shipping from China to Germany min chargeable weight per shipment is 100kgs. Please make sure that the total cargo weight of all the items does not exceed 30Kg. Amazon Shipping How to Get the Lowest Shipping Rates Shipping cargo from China to Amazon FBA can be a complicated process. In SIS, We have developed a special Amazon freight shipping service team that gets your cargo from China to the worldwide Amazon FBA fulfilment center of your choice. With our Amazon FBA service, we are confident you will find exactly what you need for every shipment. From the beginning, collecting cargo till the end, scheduling with the Amazon for safe and rapid delivery. You are promised a timely, secure, professional consignment of your goods. we provide hassle free shipping solution in your e-commerce biz. We’re the fastest and safest freight shipping from China to Amazon FBA warehouse. Exclusive shipping rates to Amazon FBA warehouse with different courier for delivery. We work strategically with different carriers for the most competitive rates for your business. Ships in 1-2 business days, customer will receive the tracking number within 24 hours of shipment. Orders shipped by courier delivery takes around 1-2 business days to arrive at your Amazon warehouse, and orders shipped by other carriers take from 5-7 days depending on your country and region. back to top	4ac923fa-aa1a-4f95-a170-153e1ed28762
Empowering Efficiency: FarEye's Driving Route Planner Charting New Courses in the Evolving World of Logistics Optimize your route planning with FarEye's advanced algorithms and machine learning. Streamline operations with efficient and adaptable routing solutions. What is Truck Route Planning? Optimize Routes and Boost Productivity with Truck Route Planner Multicarrier Delivery Networks By Komal Puri \| August 18, 2023 What is a Driving Route Planner? In our fast-paced world, where time is of the essence, the role of technology in optimizing our daily lives cannot be underestimated. Among the tools that have revolutionized how we navigate through our days, the driving route planner stands out. This versatile tool has transformed the way we plan our routes, from everyday commutes to complex business logistics. Understanding the Driving Route Planner A driving route planner is a digital solution designed to chart out the most efficient path between locations. It takes into account factors like traffic conditions, road closures, and distance to provide optimized directions for a seamless journey. This tool is no longer limited to individuals seeking the quickest way to their destinations; it has become an invaluable asset for retailers and logistics companies. The Importance of a Driving Route Planner Efficient route planning isn't just a matter of convenience; it's a game-changer that enhances time management and reduces stress. The ability to find the optimal path helps you avoid traffic congestion, minimize travel time, and make the most of your resources. Whether you're a retailer managing deliveries or a logistics company orchestrating complex supply chains, a route planner offers a competitive edge. Benefits for Retailers: Enhancing Operations and Customer Experience • Improved Customer Satisfaction: • Efficient route planning ensures that deliveries reach customers on time, meeting or exceeding their expectations. • Accurate ETAs (Estimated Time of Arrival) provide customers with transparency and reliability, leading to increased trust and loyalty. • Cost Savings and Resource Optimization: • Optimized routes reduce fuel consumption and mileage, resulting in lower fuel expenses for retailers. • Efficient route planning enables retailers to allocate their fleet resources effectively, minimizing downtime and maximizing productivity. • Streamlined Delivery Scheduling: • The route planner's ability to factor in multiple stops allows retailers to plan complex delivery schedules effortlessly. • Retailers can assign orders to drivers in a way that minimizes overlaps, avoids congestion, and ensures seamless operations. • Real-time Adaptability: • The integration of real-time traffic updates ensures that drivers can adapt to unexpected road closures, accidents, or traffic jams, minimizing delays. • This adaptability helps retailers maintain their commitment to on-time deliveries even in dynamic and challenging situations. • Reduced Operating Costs: • Optimized routes not only save fuel costs but also reduce wear and tear on vehicles, leading to lower maintenance expenses. • Lower operational costs contribute to improved profitability for retailers, allowing them to invest in other areas of their business. • Enhanced Communication with Customers: • Accurate ETAs obtained through the route planner allow retailers to keep customers informed about their delivery status. • This proactive communication fosters transparency and helps manage customer expectations, reducing uncertainty and potential dissatisfaction. • Resource Allocation Efficiency: • By efficiently assigning delivery routes, retailers can minimize driver idle time and maximize their work hours, leading to increased productivity. • This results in a better utilization of human resources and ultimately contributes to cost savings. • Data-driven Insights: • Route planning tools often provide data and analytics on delivery performance, which retailers can use to further optimize their operations. • This data-driven approach allows retailers to identify trends, areas for improvement, and opportunities for operational refinement. • Competitive Edge: • Retailers who implement efficient route planning gain a competitive advantage by providing faster and more reliable delivery services than their counterparts. • This competitive edge can lead to increased market share and a stronger position in the industry. In summary, a route planner empowers retailers with a suite of benefits ranging from improved customer satisfaction and cost savings to enhanced communication and resource optimization. By leveraging these advantages, retailers can streamline their operations, provide exceptional service, and position themselves as leaders in their field. Benefits for Logistics Companies: Elevating Efficiency and Customer Satisfaction • Enhanced Operational Efficiency: • Logistics companies deal with complex supply chains and multiple deliveries. A route planner streamlines these operations, reducing complexity and optimizing routes for multiple vehicles. • Optimized Routes for Multiple Vehicles: • A route planner considers factors such as vehicle type, capacity, and load when planning routes. • This feature ensures that routes are tailored to each vehicle's capabilities, maximizing efficiency and minimizing unnecessary detours. • Cost Reduction and Resource Optimization: • Optimized routes lead to reduced fuel consumption and lower operational costs for logistics companies. • Efficient route planning enables logistics companies to make the most of their fleet resources, minimizing idle time and maximizing delivery capacity. • On-Time Deliveries: • Precise route planning ensures that deliveries are made on time, fulfilling commitments to customers and partners. • This reliability enhances the reputation of logistics companies and encourages customer loyalty. • Dynamic Rerouting: • Real-time traffic updates and dynamic rerouting capabilities allow logistics companies to adapt to unexpected road conditions and changes on the fly. • This adaptability helps maintain delivery schedules even in the face of unpredictable challenges. • Improved Resource Allocation: • Efficient route planning allows logistics companies to allocate their resources effectively, ensuring that each vehicle is utilized optimally. • This results in reduced idle time, better time management, and higher overall productivity. • Customer Trust and Satisfaction: • On-time deliveries and accurate ETAs build trust between logistics companies and their customers. • Reliable service enhances customer satisfaction and fosters positive relationships, leading to repeat business and referrals. • Real-time Visibility: • Many route planners offer real-time tracking, providing logistics companies and their customers with visibility into the delivery process. • This transparency enhances communication and allows customers to track their shipments in real time. • Operational Insights and Analysis: • Route planning tools often provide analytics and performance metrics that allow logistics companies to evaluate and refine their operations. • Data-driven insights help identify areas for improvement, leading to continuous operational enhancement. • Scalability and Expansion: • As logistics companies grow, route planning tools accommodate their evolving needs, enabling efficient management of larger fleets and more extensive operations. In conclusion, a driving route planner is a strategic asset for logistics companies, providing a plethora of benefits from cost reduction and resource optimization to enhanced customer satisfaction and operational insights. By leveraging the power of route planning technology, logistics companies can elevate their efficiency, maintain their commitments, and position themselves as leaders in a competitive industry. Top Features of a Driving Route Planner? 1. Real-time Traffic Updates: Dynamic traffic data is a crucial feature that provides you with real-time information about traffic conditions. This data is constantly updated to reflect current road congestion, accidents, construction, and other factors that could impact your journey. Here's how it benefits you: • Avoid Bottlenecks and Delays: With real-time traffic updates, the route planner can dynamically reroute you around congested areas, helping you avoid getting stuck in traffic jams and delays. • Time Efficiency: By choosing less congested routes, you save time on your journey and arrive at your destination faster. • Adaptability: You can receive notifications about unexpected traffic incidents and adjust your route accordingly to minimize disruptions. 2. Turn-by-Turn Navigation: Turn-by-turn navigation offers detailed, step-by-step instructions for your journey. It guides you through every twist and turn, ensuring that you don't miss any crucial maneuvers. Here's how this feature helps: • Clarity and Precision: The navigation provides clear and concise instructions, letting you know exactly when to make a turn, change lanes, or take an exit. • Situational Awareness: By giving you ample notice before each turn, this feature helps you prepare in advance and switch lanes safely, reducing last-minute lane changes. • Minimized Stress: You can focus on driving confidently without constantly glancing at the map, as the navigation keeps you informed about upcoming actions. 3. Offline Maps: Offline maps are maps that you can download to your device when you have an internet connection and use later even when you're in an area with weak or no network coverage. This feature is invaluable for travelers and those venturing into remote regions: • No Network Dependency: Offline maps ensure that you're not reliant on a data connection to access navigation. This is particularly useful in areas with poor cellular coverage. • Exploring Remote Areas: Whether you're hiking, camping, or driving in less populated regions, offline maps help you navigate without needing an internet connection. • Emergency Situations: In case of emergencies or unexpected situations, you can still use your offline maps to find your way to safety. 4. Voice Guidance: Voice guidance is a feature that provides spoken instructions for your journey, allowing you to keep your focus on the road while receiving directions: • Enhanced Safety: Voice guidance eliminates the need to constantly look at your device, reducing distractions and promoting safer driving. • Hands-Free Navigation: You can keep your hands on the steering wheel and your eyes on the road while still getting accurate directions. • Convenient Multitasking: With voice guidance, you can multitask more efficiently, such as changing the radio station or adjusting the air conditioning, while following directions. 5. Multi-Stop Route Planning: Multi-stop route planning enables you to input multiple destinations along your journey and optimize the order for the most efficient path. This feature is particularly beneficial for road trips, deliveries, and exploring multiple places in one journey: • Efficiency: Multi-stop planning helps you create the shortest path that includes all your desired stops, minimizing backtracking and wasted time. • Resource Optimization: For businesses, such as delivery services, multi-stop planning ensures optimal resource allocation, saving fuel and time. • Convenience: Whether you're planning a sightseeing tour or a day of errands, multi-stop planning simplifies the process of organizing your route. In conclusion, the key features of a route planner work harmoniously to provide you with a comprehensive navigation experience. From real-time traffic updates that keep you ahead of congestion to voice guidance that keeps your focus on the road, these features enhance the efficiency, safety, and convenience of your journey. Challenges of a Driving Route Planner While route planners offer immense advantages, challenges like real-time data accuracy and unexpected road closures can impact their effectiveness. These issues underscore the importance of choosing a reliable and up-to-date app. In Conclusion In the digital age, where efficiency is paramount, a route planner is not just a convenience but a necessity. From individuals seeking optimal paths to retailers and logistics companies managing complex operations, this tool revolutionizes travel and logistics. As technology continues to evolve, harnessing the power of a reliable route planner is an investment in enhancing efficiency, reducing costs, and ultimately propelling success. FarEye's Driving Route Planner: Powering Business Efficiency FarEye's route planner addresses challenges head-on. Tailored for retailers and logistics companies, it offers dynamic rerouting, real-time updates, and multi-stop optimization. For businesses, this means reduced operational costs, enhanced customer service, and improved resource utilization. Komal Puri is a seasoned professional in the logistics and supply chain industry. As the AVP of Marketing and a subject matter expert at FarEye, she has been instrumental in shaping the industry narrative for the past decade. Her expertise and insights have earned her numerous awards and recognition. Komal’s writings reflect her deep understanding of the industry, offering valuable insights and thought leadership. Komal Puri Sr. Director of Marketing \| FarEye Transform your delivery experience today Book a meeting	92e74896-0983-4ee6-b8f0-2a2dd471f0ce
6 Key Functional Areas of Logistic Management: How Supply Chain IT Solutions Help According to Statista, the global logistics industry was valued at $9.41 trillion in 2023. Logistics costs account for the lion’s share of any product’s price tag, making them the leading expense for every consumer worldwide. There’s some good news, though—effective management can reduce these “travel expenses” to make basic goods more affordable in all logistics areas. McKinsey’s survey shows that 87% of shippers have reported either maintaining or boosting their technology investments since 2020. Moreover, 93% plan to sustain or escalate their innovation spendings in the next three years. This trend follows a very simple logic: emerging tech can get items to their destinations faster, cheaper, and more efficiently. In this article, we’ll explore the key functions of logistics management, check out the top 6 supply chain functional areas, analyze the logistics management benefits, and advise you on how to choose a logistics software provider. Read on for more! Benefits of Logistics Management Effective logistics management is key to increased profits. Based on our engineers’ personal experience and what our partners have to say, we’ve formulated the core arguments for this thesis. 1. Best Materials from All Sources One of the leading functional areas of supply chain management is ensuring your business can source the highest-quality materials from different suppliers. Partnering with various industries and manufacturers helps you broaden your resource pool. Imagine a company that specializes in outdoor gear. With advanced logistics management, it can pinpoint the top suppliers for products like tents, backpacks, and sleeping bags. By utilizing e-sourcing platforms, the company also can scout promising suppliers, assess their capabilities, and strike the best deals. Effective logistics management means your company gets everything required on time, in optimal condition, and at relevant costs. Currently, this sophisticated system is almost a prerequisite to remaining competitive in the market. 2. Optimized Transportation Optimized transportation is one of the critical logistics parts of a business. Companies analyze various factors, such as delivery routes, types of transportation, carrier performance, and many others, to ensure their goods are shipped on time and safely. This is also included as one of the benefits of custom logistics software, ensuring you get fuel-efficient routes that help you complete all shipments on time. For instance, specialized software allows companies to effortlessly combine air and sea freight to balance speed and costs when shipping internationally. This strategy reduces transit times, minimizes fuel consumption, and lowers overall transportation costs, leading to a more cost-efficient supply chain. 3. Improved Inventory Management and Demand Forecasting According to Gartner, 50% of supply chain organizations will invest in AI-powered applications and advanced analytics through 2024. The combination of AI and ML will likely allow companies to quickly solve any logistical challenges they may face. That’s why AI-powered logistics software is quickly becoming one of the biggest trends in this industry. AI inventory management also reduces: • Holding costs; • Risk of stockout; • Risk of overstock. Effective demand forecasting is among the most essential functions of logistic management, and can be vastly improved by introducing AI-powered prediction algorithms. This tech also allows businesses to plan promotions and sales strategies more effectively, aligning inventory levels with anticipated customer demand. In perhaps the most classic example, you can analyze demand for products in different sectors during the Black Friday sale to optimize your promotion and supply operations. 4. End-to-End Visibility Advanced software can provide a company with real-time insights into every stage of the supply chain. It also facilitates: • Improved decision-making; • Fast issue resolution; • Improved coordination; • Quality control; • Cost reduction; • Improved risk management, and more. A high level of transparency is also crucial for maintaining compliance with regulations and meeting customer expectations. Certain products require specific transportation conditions, and monitoring their temperature and conditions in real time may be necessary to ensure they’re fit to be sold. This is a massive step toward meeting your customers’ needs more consistently, which has a massive effect on any company’s brand image. 5. Intelligent Route Planning Route optimization significantly lowers transportation costs like fuel expenditure, leading to increased profits. Combining big data and analytics allows companies to consider traffic conditions, weather, delivery schedules, and other rapidly shifting factors to plan their transportation accordingly. Intelligent route planning also makes a company more reliable as a partner and supplier by ensuring that deliveries are always made on time. By continuously analyzing and adjusting routes based on local conditions, businesses can maintain high levels of customer satisfaction and operational efficiency. 6. Higher Profits The top 10 logistics companies generated revenue of around $538 billion in 2021, and a large percentage of that sum is a result of high-quality management and planning. Companies that conduct logistics using big data and specialized software save money on transportation, inventory management, and supply chain management. Access to advanced data allows these logistics giants to avoid extra costs at all stages of their operations. Top 6 Areas of Logistics Management Let’s check out the leading areas of logistics management and their features. Order Processing Order processing is the first step for any logistics company and is usually conducted by the sales team. This includes order entry, verification, and fulfillment. Here’s what order processing typically includes: 1. Analyzing the order to ensure all terms are agreed upon. 2. Providing information on prices, delivery times, payment methods, and schedules. 3. Providing information on the availability of items in stock. 4. Planning for the possible material shortage. 5. Indicating any specific features of the order. These steps are a generalized image of what logistics companies do: they may vary depending on your industry, situation, and many other factors. Inventory Management Approximately 34% of businesses unintentionally sell products currently unavailable in their inventory, resulting in delayed or canceled order shipments. That’s why it’s necessary to consistently monitor and maintain the right balance of stock. Inventory management includes: • Tracking items for later shipment; • Forecasting demand; • Managing stock replenishment. Inventory handling also involves making individual products and their categories easy to find in physical storage spaces. AR technologies are a current trend for solving this kind of challenge, making order management faster and more convenient. Warehousing plays a gigantic role in the logistics management process by providing storage for goods until they are distributed. Efficient warehousing requires: • Optimal layout design; • Inventory organization; • Automated storage and retrieval systems. For example, global corporations like Samsung maintain a strong worldwide presence thanks to multiple warehouses across priority regions. Transportation is a core component of logistics. Transportation management involves: • Selecting the most efficient means of transportation; • Route planning; • Carrier management. This is where the major part of the price for most products is formed, as fuel is currently far from the most affordable resource. A historical price chart shows this. Packaging is an essential area of logistics that ensures products are protected during transit and storage. There are two types of packaging: 1. The one that customers see on the shelf. 2. The one that transportation companies use. Proper packaging involves choosing the best materials and designs to protect the goods from potential damage and optimize storage space. It’s also an effective way to enhance your brand’s image and customer experience, as 72% of Americans stated their purchase decisions were influenced by a product’s packaging design. Monitoring is essential for maintaining end-to-end visibility and control over the logistics process. It includes multiple elements: • Real-time shipment tracking; • Inventory levels tracking; • Supply chain performance analysis; • Fleet management, and more. This often includes using IoT, GPT, data analytics, and other examples of advanced tech. Effective monitoring is your company’s key to swiftly identifying and resolving potential issues. Streamlined Success in Action: Vector Software Logistics is a field that directly sustains most of the modern industries. Therefore, even while developing digital solutions for other domains, we have also implemented solutions directly related to logistics tasks. The most widely used software in the Norwegian construction industry, SmartDoc, includes modules for inventory and equipment management, tracking of resource and material consumption, transportation, and reserves. The launch of an application that included not only traditional construction functions but also the ability to monitor the supply and availability of materials and resources was a real revolution for the industry. Managing inventory in a warehouse is no more challenging than working vessels in the vast ocean; Vector Software has successfully upgraded its existing vessel management system, VISSIM, to help the platform continue to track and manage the movement of vessels traveling across the global ocean. Similarly, products within a warehouse can be easily tracked and managed using custom software, ensuring that each product is tagged, stored, and delivered to the appropriate logistics area according to the business requirements. Final Thought Logistic management is a complex process with lots of essential components. Thus, companies that can utilize cutting-edge technologies to improve their operation beyond the capabilities of traditional management methods typically outpace the competition. Partnering with a custom software solutions development company like Vector Software can help you build top-tier logistics software for your business and leverage all its benefits. Book a call now! What is the role of logistics in supply chain management? Logistics includes multiple elements, such as transportation, warehousing, inventory management, order processing, and more. These processes help reduce costs and improve delivery times. Seamless coordination of these activities is the main role of logistics in supply chain management. What is logistics management? Logistics management is the process of planning, implementing, and controlling movement and storage of goods. It includes everything from sourcing the product to delivering it to customers. How can Vector Software help me with custom logistics solutions development? Vector Software’s team offers over 10 years of experience in creating custom solutions across all industries. You’re guaranteed to get cutting-edge software that meets your business demands and will assist you in increasing profits. Ready to streamline your software solutions? Let’s dive in together. Get expert consulting from our seasoned engineers. Recommended for you	b2643469-38a9-44a9-a51b-898051911a91
Ford Rouge Center goes landfill-free GM’s Maven and Uber to pilot flexible car-sharing offer Nissan introduces series-hybrid powertrain with Note e-POWER in Japan; small pack, small engine, LEAF motor, low price In Japan, Nissan Motor introduced its new series-hybrid drive system called e-POWER along with its application in the Note. This marks the first availability of e-POWER technology for consumers, marking a milestone in the electrification strategy under Nissan Intelligent Mobility. e-POWER borrows from the EV technology in the Nissan LEAF. Unlike the all-battery-electric powertrain of the LEAF, e-POWER adds a small gasoline engine to charge the high-output battery when necessary, eliminating the need for an external charger while offering the same high-output. Nissan says that although e-POWER uses a much smaller battery than the LEAF (1.5 kWh vs 30 kWh), it delivers the same driving experience as a full EV. Chief powertrain engineer Naoki Nakada says minimizing battery size and compartmentalizing powertrain components to fit a compact vehicle were the first challenges. Compared to LEAF, the batteries are 1/20th the size and made to fit under the front seats without having to sacrifice interior space. —Naoki Nakada Differences between powertrains. Click to enlarge. The e-POWER system features full electric-motor drive—the wheels are completely driven by the electric motor—the EM57 traction motor from the LEAF—which delivers a maximum 254 N·m from 0-3008 rpm. The power from a high-output battery is delivered to the e-POWER’s compact powertrain comprising a gasoline engine, power generator, inverter, and a motor. The engine is the 1.2-liter, three-cylinder HR12DE. In general a three-cylinder engine tends to be louder and with more vibration than a four-cylinder engine. Nissan used an outer balancer to reduce vibration and noise, achieving quietness equivalent to that of a four-cylinder engine. In conventional hybrid systems, a low-output electric motor is mated to a gasoline engine range extender to drive the wheels when the battery is low (or when traveling at high speeds). However, in the e-POWER system, the gasoline engine is not connected to the wheels; it simply charges the battery. Unlike a full EV, the power source originates from the engine and not just the battery. e-POWER delivers massive torque almost instantly, which enhances drive response and results in smooth acceleration. Also, the system operates very quietly, much like a full EV. Because e-POWER relies on the engine much less frequently, its fuel efficiency is comparable to that of leading conventional hybrids, especially during around-the-town commutes. Nissan is offering the Note e-POWER to its Japanese customers in three trim levels: S, X and Medalist. Fuel economy on the JC-08 cycle is 37.2 km/L (87 mpg US, 2.69 L/100km); 34.0 km/L (80 mpg US, 2.94 L/100km); and 34.0 km/L, respectively. Pricing for the entry-level S-trim starts at ¥1,772,280 (US$16,900). Development History. Nissan is actively pursuing a zero-emission, zero-fatality world for driving through its EV program and autonomous drive technology. To make this vision a reality, Nissan is developing “Nissan Intelligent Mobility,” which anchors critical company decisions around how cars are powered, how cars are driven, and how cars integrate into society, all while staying focused on creating more enjoyable driving experiences. In 2006, but one example of that quest and will strengthen Nissan’s lineup of electric-powered powertrains. Nissan is also conducting research and development of the SOFC (Solid Oxide Fuel Cell) fuel-cell vehicle. At the SAE 2016 Range Extenders for Electric Vehicles Symposium starting today in Knoxville, TN, Nissan will present a usability study of a fuel cell range extended EV (FC-REEV). Nissan has developed powertrain systems models to simulate usability issues—such as charging time—for BEVs and FC-REEVs. Account Deleted Another planet destroyer from Nissan. Nissan needs to focus on developing sustainable cars that are affordable. In other words, develop a fully self driving ultra durable BEV taxi services just like Tesla is doing with Model 3. ... and another destroyer comment from Henrik The point of conventional hybrid driven the wheel directly is energy loses going through electrical path. The Nissan way also means the generator must be bigger, because it must cope with full power of the ICE (~60 kW). From the price perspective Toyota HSD should be cheaper and more efficient, as it uses smaller electric motors and a simple planetary gear without any clutches for transfering "half" the power over mechanical path and "half" over electrical path. Account Deleted The truth is sometimes inconvenient but without it we can’t make a better world for future generations. Every attempt to make gassers more efficient will prolong the time man will burn fossils and therefore increase the destructiveness of the resulting global warming extinction event. So Nissan is being counterproductive here even though the engineers and managers who do it probably are under the illusion they are doing something good. I watched the video and what struck me was when he said "you can have so much fun with electric cars". My thoughts were, well not if they are self driving. Maybe the next step is the ability to transfer human thoughts and impulses to the self driving software to allow humans to continue to enjoy the driving experience. My understanding is the gas engine is not connected to the drive train so the engine is like a range extender with a smaller battery. The battery must have a high power capacity or maybe they figured a way to wire the generator output around the battery to deliver high current to the motor. In any case the price is very impressive. My impression however is that much of the efficiency gains in technology like this results in consumers to afford bigger vehicles and I have some sympathy to Henrik's lament. Inside EV's Eric Loveday is as usual completely confused. He said it sounds like the BMW i3. Of course it is nothing remotely like that. The BMW uses a small, harsh petrol motor as an RE when the battery is largely depleted. The Nissan system does no such thing, and has no or at most a mile or so of range before the gas motor provides the power. The advantages of this approach is that it is very simple, which should be reflected in the cost. Some may fancy that they are in possession of the revealed truth about what will be the one, the only, the sole, solution for transport. The rest of us are entitled to think perhaps they are a bit nuts. This should provide comparable fuel economy to diesel without nearly so many nasties, and in Germany at least synthetic gasoline from renewables may be an option to power it. Car can be made self driven for 95% or even 99% of all situations, but that is not good enough. Over the weekend I was driving in Austria, there was a construction site and a note in German that goes something like "white lines are not valid, new lines are marked with cones". What about heavy rain in the night, where lines are not visible, people tend to go by the instinct (and die), self driving car will simply say it's not possible to get to point B, period. Don't say that Tesla has super x-ray vision to se the white lines on wet black shiny tarmac in the middle of the night. All they got is radar which has to low resolution and cameras that are good only in good visibility. Musk doesn't lie, it's just that self driving capability will be possible only in perfect conditions and only on the infrastructure (roads) that will allow it. We are very far away from completely driverless cars. GasperG said: 'it's just that self driving capability will be possible only in perfect conditions and only on the infrastructure (roads) that will allow it.' That is level 4 autonomy, as Volvo are trialling next year. It is level 5 which is a fantasy, or at least very premature, at the moment. That is go anywhere, anytime. We are nowhere near it. This is an ICE powered car. The battery provides supplemental power for acceleration and short term energy storage during braking and to store over production of Hp of engine for short duration. It less expensive because the vehicle minimizes lithium battery needs. The drive train is electric. The proliferation of electric drive train will probably continue to increase it's market share. It is attractive since the cost is lower and the vehicle has most of the benefit of EV without the short range and plug in issues. The car doesn't attempt like the Volt to be a dual system. It's more like the heavy duty industry of truck, ship, and train have. It looks like a very good car to me. If it really gets 87mph(US) it will be spectacular as there are no range problems at all. In the near future, you could add a few more KwH battery (and a plug) and charge it whenever. Even if you stuck a 300w solar cell on the roof, you could get say 2kwH over a work day's charge, which would be enough to travel 6-7 miles. And remember, the electricity that people charge the full EVs with will be mostly fossil (unless you live in France or Norway). Will this new (first generation) Nissan Note HEV do as good or better than the new Toyota 55 mpg Prius in normal use? A Nissan Note 133 mpg PHEV with a larger battery would be a more advantageous solution? There is nothing wrong with a step by step approach (HEV to PHEV/FC-PHEV to BEV/FCEV). ADVs can come latter when the technologies are save and fool proof. Hi mahonj: I think you had a typo and meant 87mpg, not mph. If so, that is on the wildly optimistic Japanese cycle, and real world will be nothing like that. However, the article says: 'The engine is the 1.2-liter, three-cylinder HR12DE. In general a three-cylinder engine tends to be louder and with more vibration than a four-cylinder engine. Nissan used an outer balancer to reduce vibration and noise, achieving quietness equivalent to that of a four-cylinder engine.' I've got a 1.2 litre three cylinder engine in my Peugeot 208, and it is just fine. A different beat to a 4-cylinder, but that is about all. No excess noise, and the engine in the Nissan will be running at pretty constant revs anyway, with acceleration taken care of by the battery for overtaking etc. I should have added that I am hoping it will be pretty much equivalent in fuel economy to diesel, and if it is it will have done its job of providing great fuel economy and far lower emissions than diesel. "1.2-liter, three-cylinder...In general a three-cylinder engine tends to be louder and with more vibration than a four-cylinder engine." Early Chevy Sparks, Scions and some Hondas had 1.2-1.3l four cylinder engines. A four might have been a better choice. @dave, yes, MPG As you say, you'd have to see what the real world mpg turns out to be. It would be way better than a diesel because you* could add battery to cover your typical commute, and then not worry any more as it can go as far as you want on ICE. + it would be way cleaner than a diesel. (*"you the manufacturer", not "you the consumer"). An 8KwH battery could allow say 25 miles driving / charge. You could charge in work and at home at 3Kw easily and you never need to worry about mileage as you can always run on gas if you need to. The advantage of this scheme is that you can size your battery for typical distance driven rather than maximum distance driven. 3-pot engines are loads lighter and more economic. Here is a write up on the one in my car: 'What is it? Three cylinder engines, so long an oddball configuration, seem soon to become the norm. Vauxhall, VW and Ford have them and we can now add Peugeot. And you’ll not need more than a minute in the Peugeot 208 1.2VTI to see why. Here is a cracking little engine, as full of fizz at its redline as its four pot brethren are of protestation. It’s smooth, easy on the ear and capable of conferring performance quite beyond its apparently modest output. What's it like? And this is illusory only in part. Of course its infectious enthusiasm helps create the mere perception of speed, but its nature also means you’re egged on into actually using its power while the less smooth fours always tempt you to change up. But here’s the killer: the 1.2-litre three cylinder 208 is so much lighter than the 1.4-litre four, their power to weight ratios are a meaningless 3bhp/tonne apart. But while the 1.4 does 50.4mpg, the 1.2 does 62.7mpg. Given the price advantage too, the case for three over four would already be unanswerable. But it doesn’t stop there: the three lightens the car by an astounding 95kg – almost 10 per cent of its entire weight - and every gramme of it off the front end. In a light car like this, the effect on handling is transformative. It has balance and poise unknown to other 208s, and steering of a different order. http://www.autocar.co.uk/car-review/first-drives/peugeot-208-1.2-vti The noise is fine too. And another, less enthusiastic but still positive take: ' The big news for the 208 after its facelift was the engine under the bonnet of this review car – Peugeot’s 1.2 litre three-cylinder PureTech, boasting 108bhp and 159lb/ft of torque, and the promise of 65.7mpg and 99g/km. Just like every other three-cylinder engine, the economy promises just don’t translate in to the real world, but the 208’s 3-pot does seem better on the juice in the real world than Ford’s 1.0 litre EcoBoost, and despite some lively driving over a week of playing we averaged 42.1mpg. …you spend most of your time in a gear lower than you normally would to keep the engine in the sweet zone. But do that and the 208’s got a fizzy, responsive nature that is really quite fun. But the 1.2 litre three-pot is a likeable engine, and although it’s a bit vocal when you push on it’s quite an appealing noise, and it really does feel lively. http://www.carsuk.net/peugeot-208-allure-1-2-puretech-review-2016/#ixzz4OrodUErv I’m with Davemart on the 3-cyl configuration, but I would also add that NVH is far less of an issue in the series hybrid. The reason is that the engine doesn’t transmit torque through a geartrain connected to the structure of the car. Yes, there are compliant mounts and other measures that attempt to decouple the structureborne vibration from the engine/trans to the body, but you can only do so much. An engine /generator can be situated any way the designer wants, with more options for structural and acoustic isolation from the body. And to reiterate the series hybrid is an affordable way to minimize the biggest challenge to ICE: the inefficiency and related emissions from part-throttle/idling operation. BTW: I was at a trade show recently and saw a mockup for a series hybrid Zero Turn Mower. The architecture of the machine was remarkably similar: small battery to “absorb” peak demand, with traction motors and all accessories (in this case mower motors) decoupled from engine speed. The designer claimed a 30% smaller engine with equal performance to hydromechanical. Here is the video of their display (sorta long and no sound but you'll get the picture): https://www.youtube.com/watch?v=_wHV8z5epFk Ford has a 2016 1L 3 cylinder Fiesta that gets TWO mpg more than the 1.6L 4 cylinder. The three rattles so much they had to imbalance the flywheel and front pulley. I just hope they bring this car to the U.S. under $20,000 even with a 3 cylinder, it will rock some people's perceptions of what can be done. Yep, you can get poor implementations in any technology. The attraction of 3-pot is that it is loads lighter, and friction losses are less. The implementation in my Peugeot is lovely, and as Herman notes, can be further isolated and silenced in a hybrid configuration. It sounds just fine to me in the one I have got though, including for motorway cruising where listening to the radio at just under 80 mph is just fine, although the car is smallish ( small in the US) and light, so sound insulation is not a priority. BTW, I don't always like my cars, but this one is good, at least for my tastes. Brian P Series hybrid traditionally isn't very efficient in straight motorway conditions because of the energy-conversion losses (mechanical to AC electric to DC to chemistry inside the battery, then chemistry in the battery to DC to AC and back to mechanical in the traction motor). If the engine output more-or-less matches demand then you can avoid at least some of the battery charge/discharge loss, but the others are still there. Whether all these losses balance the ability to stop the engine under more circumstances and only allow it to run under more efficient operating conditions ... is a crapshoot and will vary depending on circumstances. All this is why a Prius operates with mostly mechanical drive from the engine at higher road speeds. And so does a Volt, and so do all the other hybrids. There's a reason they did it that way. The Japanese test procedure is hopelessly optimistic. Circumstances that contain a lot of idling and very gentle acceleration and low speeds could very well offset all those energy-conversion losses by keeping the engine stopped more. But take the same vehicle out in the real world of higher speeds and faster accelerations and (for most of us) less idling ... and it is likely to be less efficient under those conditions than even a conventional non-hybrid powertrain. I await the real world testing ... ! ! ! electric-car-insider.com Well said, Brian P. Any explanation for why Eric posted nonsense in his article on your forum about this system being similar to that on the BMW i3 without being picked up? Dr. Strange Love I am assuming this thing is a Series Plug-in. The Commoner is already fat-and-lazy or will quickly become fat-and-lazy after owning one of these things and the commoner will get tired of Plugging it in because they are fat-and-lazy. Real-world mileage for the commoner will be in the High 20s/Low 30s mpg. The commoner should be prohibited from purchasing a Series Hybrid and should be mandated by law to purchasing a Parallel configuration for this very reason. Brian P Actually, this powertrain has NO plug-in at all. It is a hybrid vehicle ... not a plug-in hybrid. And let's not be legislating or prohibiting specific technologies, please. Let them survive or wither out on their own merits. Maybe Nissan has figured something out that Toyota and Ford have not. If they have ... more power to them and I wish them success. If reality intervenes ... let the consequences flow forth; they will become apparent in due course. Series hybrid has not historically been the optimal way to set up a powertrain - but there are specific circumstances where it could be. Those circumstances don't coincide with my own driving patterns (lots of suburban and motorway). That doesn't mean they won't coincide with someone else's (heavy stop and go). Dr. Strange Love I know it does not fit a lot of Highway long distance cruising. I don't think it can beat a Prius in all around driving, and I don't own a Prius. Maybe this thing is just a City car. The comments to this entry are closed.	2d2e4af8-a6b6-424f-a77e-9b8b5db1c77c
Tag Archives: infrastructure Playing with trains – a North-West rail link Not content with scrutinising the plan for a National Broadband Network in Australia, guest contributor @pfh007 has now turned his analytical beer coaster to a network of a different sort: a railway network. There is a Ph.D. for the taking by any researcher who is able to unlock the evolutionary origins of the propensity of young children (and many older people) to be mesmerised by trains, even the generic suburban variety. You can see the rush of endorphins on the faces of weary commuters as an express service roars past within a metre or two of their aching feet. People seem to have a railway gene. Sydney Train During the 1970s and early 1980s, the annual model train exhibition held in the Willoughby Town Hall in Chatswood was a highlight for the local kids. It took a full day to observe every detail of the elaborate models complete with green fuzz trees, fields of tiny cows and platforms full of frozen people and Hornby OO gauge recreations of famous rolling stock clattering around and around. Although remarkable as demonstrations of what can be achieved in a backyard shed, those models and their kin were probably responsible for turning large measures of the population into armchair rail network designers. Consider this a contribution from one such Backyard Bradfield. One of the striking features of the recent federal election was the ferocious response to the promise to complete the Epping to Parramatta section of the Chatswood to Parramatta line even though new (or finally completed) rail should be of immense appeal to residents of the area. It seems clear that the strength of the reaction was largely due to the failed rail promises of recent NSW political history. In short people were tired of having their railway gene tweaked for short term political advantage. At one level it is hard to understand why building a new railway in Sydney is so difficult. Unlike the technological challenges facing the early railway builders in Sydney (see the ponies and pick axes in the photos at Museum Station) we have access to marvellous mole-like machines that can bore tunnels right through the Sydney sandstone. We also have advanced administrative systems for compensating people whose houses must give way to new surface track. Shanghai has been laying a new subway at a great rate over the last 15 years, so why can’t Sydney? Could the problem be cost, even though modern technology and construction methods should have caused construction costs to fall over the last 100 years? Perhaps it is not so much the cost as the complexity of the financing arrangements, which have become too ‘elegant’. The Waratah train deal seems remarkably ‘elegant’ and yet, according to the press, it is poised for implosion. I think the real problem is that these days we are spending too much time thinking about what we want rather than what a railway needs to be viable. That is we should decide to build a railway and then shape that part of the city to suit the railway. After all, if the majority of Sydney’s suburbs were designed around the car it is highly unlikely that they will be suited to a rail line without substantial modifications. As the National Broadbank Network (NBN) has established back of the beer coaster calculations as a valid method of policy analysis, I will adopt that technique for some rough calculations of the North-West rail line viewed from the perspective of the needs of the railway. Using Google Maps, the following route seems reasonable in terms of not going too close to existing rail lines. The precise route is not critical as the demographics and structure of the suburbs will change to suit the new rail line by way of changes to zoning requirements. Number of Stations: 15 Balmain, Drummoyne, Gladesville, Top Ryde, Denistone East, Eastwood (interchange with Northern Line), Carlingford (interchange with Chatswood-Parramatta Line), North Rocks, West Pennant Hills, Castle Hill, Kellyville, Rousehill, Box Hill, McGrath’s Hill and ending at Windsor. Train Capacity Capacity of the new Waratah trains is 896 seated (8 carriages) and, say, another 320 standing (20 in each vestibule) = 1,216 people in total per train Peak Hour Capacity The beer coaster is not very big so I will stick with peak hour only and peak “hour” is taken to extend from 6.15 am to 8.45 am, so 2.5 hours. We want a well-signaled, well-designed speedy network that can handle trains at 6 minute intervals. This means we can run 10 trains per hour. Thus the number of peak hour trains is limited to 25 trains. 25 trains in 2.5 hours can carry between 22,400 people (all seated) and 30,400 people (40 standing in each carriage) into the CBD. I have assumed that during peak hour everyone gets on and travels to the city and everyone comes home by train at the end of the day. I have also assumed that every train going in the opposite direction during peak hour is empty Station Capacity at Peak Hour With a capacity at 30,400 people between 6.15 and 8.45 am and assuming that the load is spread equally between all 15 stations, each station will process 2,026 passengers during peak hour. Assuming they all arrive evenly spaced during peak hour, there would be no more than about 80 people on the platform at any one time. Ticket revenue generated by Peak Hour Capacity Assuming that everyone works about 46 weeks per year and no one uses the train for any other purpose the revenue generated by the new line (at $50 per week for a weekly ticket) is 30,400 × 46 × 50 = $69,920,000 (roughly $70 million per year) Certainly people will use the rail line outside of peak hour, but as they will often be concession fares, etc. it is probably safer to do the sums on the basis of the peak hour capacity. Out of that $70 million you will need to remove operating costs (say $25 million) leaving you with $45 million to pay down the debt used to construct the rail line. As $45 million would only produce a 6% return on $750 million worth of bonds and building the line would cost a lot more than that, there is quite a large shortfall to be found. To give you an idea of how much that shortfall might be, the price tag for completing the Epping–Parramatta line is estimated at $2 billion. It seems likely that the cost for the full North-Western rail line would be well in excess of $5 billion. How do we cover the shortfall? Remodeling the suburbs along the route The beer coaster calculations make it quite clear that the finances of our beloved new railway are marginal even if we squeeze 1,200 people on trains running every 6 minutes non-stop between 6.15 am and 8.45 am. That means we need a nice steady supply of warm bodies arriving at the station. Where will they come from? This is what demands the remodeling of the suburbs along the route. Unless there are sufficient people who can use the rail line we will not even get to the stage of trying to convince them to use it. Finding 30,400 people in a Sydney of 4 million during peak hour can’t be that hard, can it? Well yes it can. It is worth keeping in mind that, currently, the inner West line in Sydney only runs about 4 services per hour in peak time and you can usually get a seat at Petersham, which is one of the closer stops to the city. That means that, even in the relatively densely-populated inner Western suburbs of Sydney, it would be a struggle to get anywhere near 30,400 people. Walkers are unlikely to want to walk more than 15 minutes to the station. It may be that most people will only be willing to walk a shorter distance. A 15 minute walk at a brisk pace is only 1.5 km. That means that the walker catchment for each railway station will be a circle of radius 1.5 km. Bus links and commuter car parks can help extend the catchment for each station, but when you are trying to get an average of 2,026 people to each station during the peak hour, that means a lot of buses or a rather large commuter car park for each station. The only practical solution is to permit or, better still, encourage medium-high density housing for a 1.5 km radius around each of the 15 stations. Ideally this would be mixed office/housing/retail construction so that the inhabitants of the 1.5 km zone might get away without having a car at all. On the assumption that only 20% of the people living in the 1.5 km radius will be daily commuters, we will need about 10,000 inhabitants in each 1.5 km radius to generate the 2026 passengers. That is quite a lot of houses or, more likely, apartments (say 5,000–2 people per dwelling). The re-modeling will not require an army of town planners. Simply change the zoning rules for the 1.5 km radius around each station to allow medium-to-high density construction of approximately 5,000 dwellings and let the builders and developers of Sydney do the rest. If this approach was applied to the other rail lines in Sydney we may find that we can deliver an enormous supply of new dwellings (apartments) over the years ahead without any increase in the area occupied by Sydney. This would allow the preservation of the market gardens on the outskirts, which currently supply much of Sydney’s vegetables. Needless to say, an increased supply of dwellings where people want to live will go a long way to making housing more affordable in Sydney. What about the shortfall between construction costs and ticket revenue? It might be possible to increase the weekly ticket price, but I think $50 is probably a price that will not cause too much “sticker shock”. It is hard to justify making people outside the railway catchment pay the cost as they will probably have their own rail link developments to fund. It seems reasonable that the shortfall between ticket revenue and paying the construction cost should be recovered from all the property owners in the railway catchment as the rail line will increase the value of their properties. This could be done by imposing an annual State “infrastructure” tax on houses in the catchment for as long as it takes to retire the bonds issued to raise the construction capital (perhaps 20 years). The rate of the tax could vary depending on the benefit to the taxed property of the rail line. For example: the 75,000 dwellings (15 × 5,000) within the 1.5 km radius of each of the 15 stations might pay $3,000 per year for 20 years and the 300,000 dwellings (I have no idea how many there are!) outside the 1.5km radius but still within the railway catchment might pay $750 per year for 20 years. This ‘infrastructure’ tax would raise $450 million per year. Add in the $45 million from ticket sales and the annual total of $495 million would pay 6% interest on about $8.2 billion worth of government bonds (or less for a non-government borrower). Taking into account repayment of principal as well over, say, a 20 year period, the debt $450 million could support would be closer to $5 billion. Not quite there, as the construction cost is probably a lot more than $5 billion but at least in the ball park! Is it all too hard? The numbers above are all beer coaster figures, but they do suggest that better public transport has a real cost and involves changes that cannot be imagined away. Survey after survey reports that Sydney is sick of congestion and wants better public transport, and yet I cannot recall too many attempts by our politicians (of any shades of the political rainbow) to lead the debate as to what better public transport may require of us in terms of contributing to its cost and accepting some changes to the car-flavoured landscape of Sydney. Perhaps that is the real obstacle to improving public transport in Sydney. • If we want new rail lines, we need to think more about what they require of us rather than what we require of them. • If we are serious about better public transport, we need to be serious about increasing the density of Sydney’s population (although not necessarily increasing the total population). • The main obstacle to building new rail lines in Sydney is low population density. • Building a new rail line will require substantial remodelling/re-zoning of the areas within a 1.5 km radius of each station, preferably a mix of medium-high density housing/offices and retail. • One way of funding the cost of better public transport is a state infrastructure tax on the properties that benefit from better public transport services. • The next time you catch a train in Sydney, take along a beer coaster and count the people on the platform, the density of housing around the station, the frequency of services and the price of the ticket and then start designing your own preferred extension to the City Rail network • Some suggestions—Bondi Junction to Cronulla via Kurnell (tunnel under the mouth of Botany Bay), Northern Beaches, Parramatta to Hurstville, Chatswood to Dee Why, Hornsby to Mona Vale. • It the context of the above discussion, it is perhaps unsurprising that people are raising questions about the rationale for an expenditure of $43 billion on the NBN. Photo credit: coverling (copyright Creative Commons)	9d70aee5-19e3-4700-b0d8-4e695b3448d6

Subsets and Splits

No community queries yet

The top public SQL queries from the community will appear here once available.