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My visa application for India turned out to be a right stressful thing - I posted it out, it came back, I ended up going to Birmingham to the visa application centre. It's now (hopefully) waiting for me at my workplace. Can't wait!
240/365
Awesome Application Award winners presented at Solutions14, November 10, 2014 at Caesars Palace Las Vegas
When I was a professional job applicant, so many years ago, you had to do it in person, door to door. Now you can do it online, everywhere! I can fill out, like 20 applications in an evening! They always ask the stealing question, as part of a character test. My email box and my phone will be ringing off the hook, in a couple of days, I bet!
Made from Recycled Wool Sweaters by Ann Tucker. The Lavendar Tree. www.thelavendartree.etsy.com www.thelavendartree.blogspot.com
2007 台北電腦應用展 Taipei Computer Applications Show
Canon EOS 30D + Canon EF 70-200mm f/4 L IS USM + Canon Speedlite 430EX
August 03, 2007
Photo by Yueh-Hua © All rights reserved
Letter of Application and Testimonials for Oliver J. Lodge for the Chair of Experimental Physics at University College, Liverpool, 1881
Lodge was Assistant-Professor of physics at University College, London when he applied for the post at the newly established University College at Liverpool. His letter of application gives details of his academic career and his plans to establish a laboratory at Liverpool, to inspire students with a love of the subject, and to develop a programme of evening classes, mentioning his own experience of studying in the evenings and stating that he ‘should be glad to help young men in like condition’
The application includes testimonials from colleagues at University College, London, and the British Association for the Advancement of Science, and from his friend and mentor, Professor G. F. Fitzgerald.
During his time at Liverpool, Lodge lectured on the ether and discovered the electrostatic condensation of fog. He also carried out experiments on the electromagnetic field, producing electromagnetic waves guided along wires using discharge from a Leyden jar in 1888 during work on lightening conductors.
He returned to experiments with radio waves in the 1890s and, with the help of Alexander Muirhead, gave the first public demonstration of radio telegraphy, using the method of signaling in Morse code via long and short pulses. He demonstrated his radio-wave receiver apparatus at the British Association for the Advancement of Science meeting in Liverpool in 1896. Lodge also lectured on X-rays in Liverpool the same year
Reference: UC9/v/2/1
play.google.com/store/apps/details?id=drzio.breastlift.ho...
"This is pleasant software for Exercise. A personal health instruct will guide the ladies to training sessions successfully & effectively on their hips & booty. The coach offers you real-time pointers to get the first-rate result possible out of your workout.
"
Coated Fiber Cement Board
The innovative building material coated by high grade fluorocarbon paint is 100% free of asbestos, formaldehyde, benzene or other harmful substances, characterized by crashworthy, wind resistant, ultraviolet radoatopm resostamt, wearproof, scratch proof, chemical corrosion resistant, easy to clean, radiationless, fire retardant, static proof and dampproof . All these outstanding features enable it to be widely used in inside and outside wall decoration of buildings, so as to improve the construction quality and enhance the building’s heat-preserving, sound insulating and waterproof performances. Moreover, due to the unique physical and chemical properties of the material, it also finds wide applications in kitchens, bathrooms, underground, tunnels, civi air defense and such places with relative severe environment, as well high requirements upon the environment. Featuring light weight, high strength, novel designs, convenient construction and diversified specification, the products can also accommodate special/ individual needs of customers. As required by functions, the products can also be made to thermal insulating compound wall plate by using hard foaming polyurethane andheat insulating materials. As required by the decoration, the products can be made to graining or stone-imitated plates with vivid and perfect visual effects.
Close-up of work visa application document for temporary stay approved show on tablet made in 2d software isolated on white
The UW team used conductive thread to sew an antenna into this cotton T-shirt and transmit data to a smartphone via ambient FM radio signals. Credit: University of Washington
SOS Island: Survival Show Application.
This is my extended SOS Island application video.
Subscribe to my channel to get video updates about my application to appear on Samsungs SOS Island.
Hi my name is Adam, I'm a software engineer and this is my SOS Island Casting Application (The Extended Directors Cut!)
SOS Island is a reality show set on a deserted island somewhere in the Caribbean.
Samsung is sending 16 global contestants to a deserted-ish island, armed with Samsung Galaxy S4s and a Galaxy NX Camera in a never-seen-before adventure stunt. Featuring contestants facing rigorous challenges to demonstrate the photographic capabilities of the Samsung products, on a deserted island. Contestants will have to share images from their devices to various social networking feeds.
Whilst looking at ways of promoting their business they came across the applications for SOS Island, Tony thought this would be a great way of promoting the new business and promptly volunteered Adam for the task.
Visit sos-island.com for more information.
Have a rough idea of the application of pipe nipples in manufacturing & distribution industries
Pipeline transportation is a method of transporting liquid and gas materials over a long distance using pipelines as a means of transportation. It is a transportation mode that transports petroleum, coal and chemical products from the place of production to the market. It is a special component of the mainline transportation in the unified transportation network. Sometimes a pneumatic tube can do a similar job. It transports solid tanks with compressed gas and holds cargo inside. Petroleum products are more expensive to transport by pipeline than water, but still cheaper than rail. Most pipelines are used by their owners to transport their own products.
Therefore, pipeline manufacturing is particularly important for every country. The pipeline manufacturing market is no longer blindly pursuing low prices and is gradually moving towards high-quality products, and the market will eliminate a group of unqualified enterprises. In pipe manufacturing, pipe nipples are also an extremely important part. A pipe nipple is a connection tool between a pipe and a pipe, and it is a detachable connection point between a component and a pipe. It plays an indispensable and important role in pipe fittings. It is one of the two main components of hydraulic pipelines. Pipe nipples are used for straight-line connections such as meters. Socket welding or threaded connections are available. It is mainly used for small-diameter low-pressure pipelines, used for parts that need frequent assembly and disassembly, or used for final adjustment of pipelines using threaded pipe fittings.
The company specializes in providing various pipe nipples, such as steel pipe nipples, stainless steel nipples, aluminium pipe nipples, etc. The pipe nipples provided by our company are of high quality, reliable sealing performance, convenient loading and unloading, and are widely used in various industries. We have many years of experience in producing pipe nipples, and according to the development of time and technology, the nipples produced have been well received by customers. At the same time, we provide customized service for pipe nipples to meet the different needs of various customers.
Some days, crop dusting jobs can last after sunset. By taking precaution, the flight lights are switched on.
Caffè Mille Gusti, 1038, rue St-Zotique Est, Montréal.
Photo prise avec mon iPhone 4 et l’application «Alt Photo», avec une simulation d’un film Kodak Tri-X Pan.
Photo taken with my iPhone 4 and "Alt Photo" application, with a simulation of a Kodak Tri-X Film. Ratio 1:1
No signage or nothin'; this lame little computer is for filling out job applications and sits on a bench against the well in this movie theater in West Portal.
Mirrlees Blackstone 8MB275T diesel engine removed from Class 60 locomotive 60022.
The Mirrlees Blackstone 8MB275T is one of the more fascinating British diesel engines because, although it ultimately became synonymous with the British Rail Class 60, its story began more than a decade before the first Class 60 entered service. It was an attempt by the long-established British engine manufacturer Mirrlees to develop a modern, relatively compact and fuel-efficient diesel in a power range suitable for both marine and industrial applications and, potentially, railway traction. Its eventual selection for the Class 60 gave it a brief but important place in British main-line locomotive history.
The Mirrlees background
The story starts with Mirrlees, one of Britain's oldest diesel-engine manufacturers. The company had developed a major reputation for large diesel engines for marine propulsion, power generation and industrial applications. By the twentieth century its works at Stockport had become an important centre for British diesel-engine development and manufacture.
Mirrlees's product range evolved through several generations. The K range appeared in 1950, the K Major in 1966, and then came the MB275, whose development culminated in the first production engines in 1979. The MB275 designation reflected its 275 mm cylinder bore, while the production engine had a 305 mm stroke.
The MB275 was a notably modern design for its period. Rather than relying on a large number of cylinders to produce its power, Mirrlees pursued a relatively low-cylinder-count engine capable of producing substantial output. That approach promised reduced component count, potentially lower maintenance requirements and good fuel economy.
The engine family was intended principally for industrial and marine applications, although Mirrlees was also interested in returning to the railway-traction market. Its earlier railway engines had not always enjoyed a particularly successful reputation, making the MB275 an important opportunity to establish a new generation of Mirrlees traction machinery.
Development for railway traction
The railway connection became much more serious during the 1980s.
British Rail was looking at new diesel locomotive designs to replace ageing locomotives, particularly as its freight business required increasingly powerful and economical traction. The proposed Class 38 was conceived as a new Type 3 freight locomotive, and Mirrlees's MB275 was one of the engines considered for the project.
Rather than immediately committing the engine to a completely new locomotive, British Rail used existing locomotives as testbeds.
Four Class 37s were substantially rebuilt in 1986 as Class 37/9s 37901–37904. These locomotives received the Mirrlees MB275T together with a Brush alternator. Two further Class 37/9s, 37905 and 37906, were fitted with an alternative Ruston RK270T power unit and GEC alternator. The six locomotives therefore provided a direct comparison between two competing British diesel-engine and electrical-system combinations.
The trials were extremely important. They demonstrated that the MB275 could be developed into a viable railway traction engine at a power level substantially above that normally associated with Mirrlees's earlier successful railway engines.
The MB275-equipped 37/9s subsequently became known as “Mirrlees Pioneers”, with 37901 in particular surviving into preservation as “Mirrlees Pioneer”. Its survival is unusually valuable because it preserves the direct experimental stage that led to the Class 60 engine.
The proposed Class 38 itself was ultimately cancelled. The requirement for a new heavy freight locomotive did not disappear, however. British Rail instead proceeded with the much more powerful Class 60, and the MB275 concept was enlarged/developed for that application.
The 8MB275T and Class 60
The final railway version became the eight-cylinder 8MB275T, sometimes identified in contemporary material as the 8MB275RT. The "8" indicates the eight-cylinder configuration, while the MB275 family retained its 275 mm bore.
The Class 60 installation displaced approximately 145 litres and produced around 3,100 bhp at 1,000 rpm. It was a four-stroke diesel, turbocharged and designed specifically for locomotive traction. The engine was physically substantial, contributing to the Class 60's high weight, but its relatively small number of cylinders was intended to reduce maintenance requirements.
The engine's fuel economy was particularly impressive for the period. The Class 60 Preservation Group gives a figure of approximately 189 grams of fuel per kWh, describing it as one of the most fuel-efficient engines then available.
That economy was one of the reasons British Rail was interested in the design. The Class 60 was intended to be a modern heavy-freight locomotive rather than simply another incrementally improved version of the existing fleet.
Why British Rail wanted it
The immediate background was the success of the General Motors Class 59.
The Class 59 had demonstrated that British freight locomotives could achieve considerably higher availability and productivity than many of British Rail's older designs. The various Trainload sectors consequently wanted new locomotives capable of handling heavy trains without the double-heading that was sometimes necessary with older Types 3 and 4.
British Rail therefore commissioned a new Type 5 locomotive.
The contract was awarded to Brush Electrical Machines at Loughborough on 17 May 1988, with an order for 100 locomotives. The first Class 60, 60001 “Steadfast”, was handed over to Railfreight in June 1989.
The 8MB275T was at the heart of the design.
Brush coupled the Mirrlees engine to a Brush BA1006A main alternator, which supplied electrical power to six traction motors. The Class 60 also employed Brush's sophisticated SEPEX traction-control system, in which each traction motor had separately controlled excitation. This was intended to make much better use of the available adhesion and minimise wheel-slip.
The result was a locomotive capable of producing approximately 3,100 hp from the engine and around 2,415 hp at the rail, with maximum tractive effort of approximately 106,500 lbf.
Production at Mirrlees and Brush
The 100 engines for the Class 60 were manufactured by Mirrlees at Stockport, while the locomotives themselves were assembled by Brush at Loughborough.
The Class 60's construction was an interesting collaboration. The locomotive bodies were produced by Procor at Wakefield, then transported to Brush, where they were fitted with the bogies, electrical equipment, cooling system and power unit. The Mirrlees engines therefore travelled from Stockport to Loughborough to become the heart of the completed locomotives.
Production of the MB275 engines for the Class 60 took place principally between 1989 and 1991, although the locomotive production programme itself extended into the early 1990s. The heritage history of the MB275 range records the Class 60 contract as 100 engines, while also noting that additional MB275 engines continued to be produced for marine and industrial applications.
There was initially considerable optimism about the engine. The MB275 was viewed as a modern, fuel-efficient British alternative to the established locomotive engines supplied by competitors such as Ruston and English Electric.
Marine life alongside the railway version
An important part of the story is that the 8MB275 was not a locomotive-only engine.
Mirrlees continued to sell the MB275 family for marine propulsion. Its relatively compact eight-cylinder arrangement was attractive for smaller ships, ferries, dredgers and other vessels where a substantial amount of power was required without the physical size of a much larger marine engine.
There are some particularly good surviving examples.
The CalMac ferry MV Isle of Arran, built in 1983, was fitted with two Mirrlees Blackstone 8MB275 engines, each producing 2,310 bhp and driving a controllable-pitch propeller.
The later MV Caledonian Isles, launched in 1993, also used 8MB275 Mirrlees Blackstone engines.
The MB275 therefore had an interesting dual identity. In Britain it became famous because of the Class 60, yet the engine family was simultaneously powering ferries, dredgers and other marine vessels.
The heritage literature records an especially interesting example in the MV Britannia Beaver, a suction dredger fitted with an 8MB275 main propulsion engine when new in 1990. By 2000 that engine had accumulated more than 50,000 operating hours, demonstrating that the underlying engine family could achieve substantial service life in demanding marine applications.
The Class 60 engine in service
The first Class 60s suffered substantial teething problems.
The locomotives were technologically ambitious, with computer-controlled traction systems, a new engine and a new electrical architecture. Although 60001 was handed over to Railfreight in June 1989, it took approximately sixteen months before the first locomotives were accepted into regular service, and nearly four years elapsed before the entire 100-locomotive fleet had entered service.
Not every problem was caused by the Mirrlees engine. Much of the early difficulty involved the locomotive's electronic and software systems. It is therefore misleading to describe the Class 60's poor early availability simply as an engine failure.
Once properly developed, the MB275T provided a substantial amount of reliable service. The Class 60 Preservation Group notes its excellent fuel consumption and the fact that the engine was also successful in marine applications.
The engine's eight-cylinder configuration was itself unusual. A 3,100 hp locomotive engine was more commonly associated with V12 or V16 configurations. Mirrlees instead achieved the required output from eight much larger cylinders. The theory was straightforward: fewer cylinders meant fewer pistons, connecting rods, cylinder heads and associated components to maintain.
That was one of the MB275's attractions, although it also meant that individual components were very substantial.
The problem of weight
The engine had a disadvantage.
The 8MB275T was heavy. The Class 60 Preservation Group specifically identifies the Mirrlees engine's weight as one of its drawbacks despite its fuel efficiency.
This mattered because locomotive designers are constantly balancing power, reliability, fuel consumption and weight. A heavy engine contributes directly to locomotive weight and axle loading.
The Class 60 nevertheless used that weight to some advantage in freight service. Its approximately 129-tonne mass gave the six traction motors substantial adhesion, while the SEPEX system helped exploit that adhesion.
The locomotive therefore represented a particular British approach to heavy freight: considerable physical mass, high engine power and sophisticated electronic control.
The engine's relationship with the Class 60's reputation
The Class 60 acquired a mixed reputation during the 1990s and 2000s.
The type was undeniably powerful and technologically sophisticated, but its availability under EWS became a major problem. When EWS began taking delivery of large numbers of Class 66s, the newer locomotives proved considerably easier to maintain and offered excellent availability.
Many Class 60s were consequently stored.
It is important, however, to separate the engine's reputation from the locomotive's overall reliability. The Class 60 was a complex machine incorporating the Mirrlees engine, Brush alternator, SEPEX traction equipment, computer systems and other new technology. Failures and maintenance requirements could arise from any of these systems.
The engine itself was not simply abandoned as a failed design. DB Schenker subsequently commissioned substantial overhauls of selected engines as part of the Super 60 programme.
The “Super 60” engine rebuilds
When DB Schenker inherited the former EWS fleet, it considered whether some Class 60s could economically be returned to long-term service.
A selected group received major overhauls. These were commonly called Super 60s.
The engine work was extensive. In 2013, specialist engineering company G S Engineering was contracted by DB Schenker UK to overhaul a number of Mirrlees Blackstone MB275T engines that had previously been removed from locomotives and stored for several years. The work included inspection and repair of crankshafts, connecting rods, pistons and liners.
This is important evidence that the MB275T was considered worth rebuilding rather than simply being regarded as obsolete.
The overhaul process involved stripping the engines extensively, including removal of cylinder heads, pistons, connecting rods, large-end assemblies and liners. Crankshaft removal required a specially constructed heavy-lift arrangement.
The Super 60 programme consequently gave some MB275T engines a substantially extended working life.
The engine after Mirrlees Blackstone
The commercial history of the engine manufacturer is almost as interesting as the engineering.
Mirrlees and Blackstone had become part of the broader Mirrlees Blackstone organisation, bringing together two historic British engine names. The MB275 continued to be offered for marine and industrial purposes during the 1980s and 1990s.
The range continued to receive smaller orders after the Class 60 programme. The heritage history records marine and industrial orders into the 1990s, although volumes were much lower than originally hoped.
A major change came in 1997, when Alstom acquired Mirrlees Blackstone.
The MB275 range was subsequently removed from the industrial and marine catalogue. The heritage research suggests that the decision was probably connected with the development of the Ruston RK280, another product in the newly combined Mirrlees/Ruston portfolio, which competed with the MB275's market position. The MB275 remained listed for traction for approximately another year, with occasional support for existing users continuing thereafter.
The Class 60 engine therefore outlived its manufacturer's commitment to producing the design as a mainstream product.
The end of production
The MB275 did not disappear immediately.
The engine remained available for existing customers and continued to have a small number of marine and industrial applications. One of the last recorded examples was a 6MB275 pump-drive engine supplied in 2000 for an upgrade to the suction dredger Britannia Beaver.
The eventual end of the MB275 range was therefore gradual rather than a sudden termination following the end of Class 60 production.
Its history is also quite remarkable because the Class 60 engines were among the last significant British railway applications of a Mirrlees-designed engine. A heritage paper on British diesel traction describes the MB275 as effectively marking Mirrlees's return to British rail traction after earlier engine programmes.
Preservation
The MB275 has an unusually strong preservation story because 37901 “Mirrlees Pioneer” survived.
This locomotive was one of the original Class 37/9 testbeds fitted with the MB275 before the Class 60 was ordered. It therefore represents the experimental bridge between the engine's development and its adoption in the Class 60.
The locomotive has been preserved and, at various points, operated on heritage railways. The heritage documentation specifically notes that it was operating on the Llangollen Railway in 2008.
There are also preserved examples of the engines themselves outside locomotives. The Anson Engine Museum in Manchester, which has a strong connection with the history of British diesel-engine manufacturing, has examples of Blackstone and Mirrlees machinery.
This makes the MB275 unusually well represented in preservation: its development can be studied through an actual surviving locomotive, while its wider industrial and marine ancestry can be explored through preserved engines and historical documentation.
Why the engine was significant
The 8MB275T is important because it represented a serious attempt to create a modern British heavy-duty diesel engine specifically capable of competing in the high-power traction market.
Its story also illustrates the changing nature of British engineering.
The engine was designed by a historic British manufacturer at Stockport, tested in British Rail locomotives, selected for a brand-new British Rail freight locomotive, manufactured for a fleet of 100 Class 60s, and simultaneously marketed for ships and industrial machinery.
It then became a casualty of the consolidation of the diesel-engine industry. Mirrlees Blackstone passed into Alstom ownership, the MB275 was discontinued, and the British railway market moved increasingly towards imported or multinational engine designs.
That transition is particularly visible when comparing the Class 60 with the Class 66. The Class 60 represents the culmination of British Rail's attempt to design and build its own modern heavy freight locomotive around a British engine. The Class 66 represented the subsequent era in which standardised imported technology became economically dominant.
The numbers tell the story
The MB275 was introduced in 1979.
Four Class 37s received MB275 engines for trials in 1986, becoming 37901–37904.
The Class 60 contract was awarded to Brush in 1988, and the first locomotive was handed over in 1989.
The 100 Class 60 engines were supplied principally during 1989–91.
The engine continued in marine and industrial production into the 1990s, with later support and applications continuing into around 2000.
Mirrlees Blackstone was acquired by Alstom in 1997, after which the MB275 range was progressively discontinued.
That gives the engine a remarkably long development and service story for a design that ultimately powered only one production class of British main-line locomotive.
The legacy of the 8MB275T
The greatest legacy of the Mirrlees Blackstone 8MB275T is the Class 60 itself. Every one of the 100 locomotives was built around the engine, making the two almost inseparable in railway history. The engine's eight-cylinder configuration, distinctive sound and substantial physical presence became part of what made the Class 60 different from the locomotives that came before and after it.
Yet its story goes beyond those 100 locomotives. The engine evolved from Mirrlees's broader industrial and marine engineering work, was experimentally installed in Class 37s, helped shape the proposed Class 38, became the power unit for Britain's final new British Rail heavy-freight locomotive, powered ferries and dredgers, underwent major rebuilds decades later, and survives today in preservation.
Perhaps the most interesting aspect is that the MB275 was not really a failed engine. The Class 60's mixed operational reputation has sometimes obscured that point. The engine was fuel-efficient for its period, had a relatively simple eight-cylinder architecture, achieved substantial power from a comparatively small number of cylinders and proved capable of very long service in marine applications. Its principal problem was partly historical: it arrived just as the economics and structure of British railway freight were changing dramatically.
The 8MB275T therefore represents something of a final flowering of indigenous British diesel-engine technology. It was developed in an era when British companies still designed engines specifically for British Rail, assembled locomotives domestically and expected large fleets to remain in service for decades. The fact that its best-known application was the Class 60 means that its story is inseparable from the rise, decline, storage and subsequent revival of that locomotive class.
Today, surviving Class 60s with their original or overhauled Mirrlees engines provide a direct link to that era. 60013 “Robert Boyle”, 60018 “Moel Siabod” and the other surviving Class 60s are not merely examples of a locomotive design; they are also surviving hosts for one of the last major British-designed diesel traction engines.
Morning Session at the last day of the IAEA 64th General Conference. IAEA, Vienna, Austria. 25 September 2020.
Sayed Ashraf, IAEA Special Assistant to the Director General for Nuclear Energy, Nuclear Applications and Technical Cooperation
Photo Credit: Dean Calma / IAEA
Upon take off, Danny must maneuver his way through power lines. He mentioned back in the day when they had smaller planes, the pilots would have to fly under the power lines. Now that the planes are taller they must fly over the lines.
Are you looking for a Mobile Apps Development Service provider who can make your app succeed and compatible with various devices? If yes, get exceptional, highly intuitive and visually appealing Mobile App solutions by the team of experts at Brill Mindz Technologies.
Letter of Application and Testimonials for Oliver J. Lodge for the Chair of Experimental Physics at University College, Liverpool, 1881
Lodge was Assistant-Professor of physics at University College, London when he applied for the post at the newly established University College at Liverpool. His letter of application gives details of his academic career and his plans to establish a laboratory at Liverpool, to inspire students with a love of the subject, and to develop a programme of evening classes, mentioning his own experience of studying in the evenings and stating that he ‘should be glad to help young men in like condition’
The application includes testimonials from colleagues at University College, London, and the British Association for the Advancement of Science, and from his friend and mentor, Professor G. F. Fitzgerald.
During his time at Liverpool, Lodge lectured on the ether and discovered the electrostatic condensation of fog. He also carried out experiments on the electromagnetic field, producing electromagnetic waves guided along wires using discharge from a Leyden jar in 1888 during work on lightening conductors.
He returned to experiments with radio waves in the 1890s and, with the help of Alexander Muirhead, gave the first public demonstration of radio telegraphy, using the method of signaling in Morse code via long and short pulses. He demonstrated his radio-wave receiver apparatus at the British Association for the Advancement of Science meeting in Liverpool in 1896. Lodge also lectured on X-rays in Liverpool the same year
Reference: UC9/v/2/1
Now your smart phone runs to a complete Operating System , you can use as email,Mobile commerce using third party mobile applications. - www.outsourcingapplicationdevelopment.com