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A loom is a device used to weave cloth and tapestry. The basic purpose of any loom is to hold the warp threads under tension to facilitate the interweaving of the weft threads. The precise shape of the loom and its mechanics may vary, but the basic function is the same.
ETYMOLOGY
The word "loom" is derived from the Old English geloma, formed from ge-(perfective prefix) and loma, a root of unknown origin; this meant a utensil, tool, or machine of any kind. In 1404 it was used to mean a machine to enable weaving thread into cloth. By 1838, it had gained the meaning of a machine for interlacing thread.
WEAVING
Weaving is done by intersecting the longitudinal threads, the warp, i.e. "that which is thrown across", with the transverse threads, the weft, i.e. "that which is woven".
The major components of the loom are the warp beam, heddles, harnesses or shafts (as few as two, four is common, sixteen not unheard of), shuttle, reed and takeup roll. In the loom, yarn processing includes shedding, picking, battening and taking-up operations. These are the principal motions.
Shedding. Shedding is the raising of part of the warp yarn to form a shed (the vertical space between the raised and unraised warp yarns), through which the filling yarn, carried by the shuttle, can be inserted, forming the weft. On the modern loom, simple and intricate shedding operations are performed automatically by the heddle or heald frame, also known as a harness. This is a rectangular frame to which a series of wires, called heddles or healds, are attached. The yarns are passed through the eye holes of the heddles, which hang vertically from the harnesses. The weave pattern determines which harness controls which warp yarns, and the number of harnesses used depends on the complexity of the weave. Two common methods of controlling the heddles are dobbies and a Jacquard Head.
Picking. As the harnesses raise the heddles or healds, which raise the warp yarns, the shed is created. The filling yarn is inserted through the shed by a small carrier device called a shuttle. The shuttle is normally pointed at each end to allow passage through the shed. In a traditional shuttle loom, the filling yarn is wound onto a quill, which in turn is mounted in the shuttle. The filling yarn emerges through a hole in the shuttle as it moves across the loom. A single crossing of the shuttle from one side of the loom to the other is known as a pick. As the shuttle moves back and forth across the shed, it weaves an edge, or selvage, on each side of the fabric to prevent the fabric from raveling.
Battening. Between the heddles and the takeup roll, the warp threads pass through another frame called the reed (which resembles a comb). The portion of the fabric that has already been formed but not yet rolled up on the takeup roll is called the fell. After the shuttle moves across the loom laying down the fill yarn, the weaver uses the reed to press (or batten) each filling yarn against the fell. Conventional shuttle looms can operate at speeds of about 150 to 160 picks per minute.
There are two secondary motions, because with each weaving operation the newly constructed fabric must be wound on a cloth beam. This process is called taking up. At the same time, the warp yarns must be let off or released from the warp beams. To become fully automatic, a loom needs a tertiary motion, the filling stop motion. This will brake the loom if the weft thread breaks. An automatic loom requires 0.125 hp to 0.5 hp to operate.
TYPES OF LOOMS
BACK STRAP LOOM
The back strap loom is a simple loom that has its roots in ancient civilizations. It consists of two sticks or bars between which the warps are stretched. One bar is attached to a fixed object and the other to the weaver, usually by means of a strap around the back. The weaver leans back and uses their body weight to tension the loom. On traditional looms, the two main sheds are operated by means of a shed roll over which one set of warps pass, and continuous string heddles which encase each of the warps in the other set. To open the shed controlled by the string heddles, the weaver relaxes tension on the warps and raises the heddles. The other shed is usually opened by simply drawing the shed roll toward the weaver.
Both simple and complex textiles can be woven on this loom. Width is limited to how far the weaver can reach from side to side to pass the shuttle. Warp faced textiles, often decorated with intricate pick-up patterns woven in complementary and supplementary warp techniques are woven by indigenous peoples today around the world. They produce such things as belts, ponchos, bags, hatbands and carrying cloths. Supplementary weft patterning and brocading is practiced in many regions. Balanced weaves are also possible on the backstrap loom. Today, commercially produced backstrap loom kits often include a rigid heddle.[
WARP-WEIGHTED LOOM
The warp-weighted loom is a vertical loom that may have originated in the Neolithic period. The earliest evidence of warp-weighted looms comes from sites belonging to the Starčevo culture in modern Serbia and Hungary and from late Neolithic sites in Switzerland. This loom was used in Ancient Greece, and spread north and west throughout Europe thereafter. Its defining characteristic is hanging weights (loom weights) which keep bundles of the warp threads taut. Frequently, extra warp thread is wound around the weights. When a weaver has reached the bottom of the available warp, the completed section can be rolled around the top beam, and additional lengths of warp threads can be unwound from the weights to continue. This frees the weaver from vertical size constraint.
DRAWLOOM
A drawloom is a hand-loom for weaving figured cloth. In a drawloom, a "figure harness" is used to control each warp thread separately. A drawloom requires two operators, the weaver and an assistant called a "drawboy" to manage the figure harness. The earliest confirmed drawloom fabrics come from the State of Chu and date c. 400 BC. Most scholars attribute the invention of the drawloom to the ancient Chinese, although some speculate an independent invention from ancient Syria since drawloom fabrics found in Dura-Europas are thought to date before 256 AD The draw loom for patterned weaving was invented in ancient China during the Han Dynasty. Chinese weavers and artisans used foot-powered multi-harness looms and jacquard looms for silk weaving and embroidery; both of which were cottage industries with imperial workshops. The Chinese-invented drawloom enhanced and sped up the production of silk and play a significant role in Chinese silk weaving. The loom was later introduced to Persia, India, and Europe.
HANDLOOM
A handloom is a simple machine used for weaving. In a wooden vertical-shaft looms, the heddles are fixed in place in the shaft. The warp threads pass alternately through a heddle, and through a space between the heddles (the shed), so that raising the shaft raises half the threads (those passing through the heddles), and lowering the shaft lowers the same threads — the threads passing through the spaces between the heddles remain in place. This was a great invention in the 13th century.
FLYING SHUTTLE
Hand weavers could only weave a cloth as wide as their armspan. If cloth needed to be wider, two people would do the task (often this would be an adult with a child). John Kay (1704–1779) patented the flying shuttle in 1733. The weaver held a picking stick that was attached by cords to a device at both ends of the shed. With a flick of the wrist, one cord was pulled and the shuttle was propelled through the shed to the other end with considerable force, speed and efficiency. A flick in the opposite direction and the shuttle was propelled back. A single weaver had control of this motion but the flying shuttle could weave much wider fabric than an arm’s length at much greater speeds than had been achieved with the hand thrown shuttle.
The flying shuttle was one of the key developments in weaving that helped fuel the Industrial Revolution. The whole picking motion no longer relied on manual skill and it was just a matter of time before it could be powered.
HAUTE-LISSE AND BASSE-LISSE LOOMS
Looms used for weaving traditional tapestry are classified as haute-lisse looms, where the warp is suspended vertically between two rolls. In basse-lisse looms, however, the warp extends horizontally between the two rolls.
RIBBON WEAVING
TRADITIONAL LOOMS
Several other types of hand looms exist, including the simple frame loom, pit loom, free-standing loom, and the pegged loom. Each of these can be constructed, and provide work and income in developing economies.
POWER LOOMS
Edmund Cartwright built and patented a power loom in 1785, and it was this that was adopted by the nascent cotton industry in England. The silk loom made by Jacques Vaucanson in 1745 operated on the same principles but was not developed further. The invention of the flying shuttle by John Kay was critical to the development of a commercially successful power loom. Cartwright's loom was impractical but the ideas behind it were developed by numerous inventors in the Manchester area of England where, by 1818, there were 32 factories containing 5,732 looms.
Horrocks loom was viable, but it was the Roberts Loom in 1830 that marked the turning point. Incremental changes to the three motions continued to be made. The problems of sizing, stop-motions, consistent take-up, and a temple to maintain the width remained. In 1841, Kenworthy and Bullough produced the Lancashire Loom which was self-acting or semi-automatic. This enables a youngster to run six looms at the same time. Thus, for simple calicos, the power loom became more economical to run than the hand loom – with complex patterning that used a dobby or Jacquard head, jobs were still put out to handloom weavers until the 1870s. Incremental changes were made such as the Dickinson Loom, culminating in the Keighley-born inventor Northrop, who was working for the Draper Corporation in Hopedale producing the fully automatic Northrop Loom. This loom recharged the shuttle when the pirn was empty. The Draper E and X models became the leading products from 1909. They were challenged by synthetic fibres such as rayon. By 1942, faster, more efficient, and shuttleless Sulzer and rapier looms had been introduced. Modern industrial looms can weave at 2,000 weft insertions per minute.
WEFT INSERTION
Different types of looms are most often defined by the way that the weft, or pick, is inserted into the warp. Many advances in weft insertion have been made in order to make manufactured cloth more cost effective. There are five main types of weft insertion and they are as follows:
Shuttle: The first-ever powered looms were shuttle-type looms. Spools of weft are unravelled as the shuttle travels across the shed. This is very similar to projectile methods of weaving, except that the weft spool is stored on the shuttle. These looms are considered obsolete in modern industrial fabric manufacturing because they can only reach a maximum of 300 picks per minute.
Air jet: An air-jet loom uses short quick bursts of compressed air to propel the weft through the shed in order to complete the weave. Air jets are the fastest traditional method of weaving in modern manufacturing and they are able to achieve up to 1,500 picks per minute. However, the amounts of compressed air required to run these looms, as well as the complexity in the way the air jets are positioned, make them more costly than other looms.
Water jet: Water-jet looms use the same principle as air-jet looms, but they take advantage of pressurized water to propel the weft. The advantage of this type of weaving is that water power is cheaper where water is directly available on site. Picks per minute can reach as high as 1,000.
Rapier loom: This type of weaving is very versatile, in that rapier looms can weave using a large variety of threads. There are several types of rapiers, but they all use a hook system attached to a rod or metal band to pass the pick across the shed. These machines regularly reach 700 picks per minute in normal production.
Projectile: Projectile looms utilize an object that is propelled across the shed, usually by spring power, and is guided across the width of the cloth by a series of reeds. The projectile is then removed from the weft fibre and it is returned to the opposite side of the machine so it can get reused. Multiple projectiles are in use in order to increase the pick speed. Maximum speeds on these machines can be as high as 1,050 ppm.
SHEDDING
DOBBY LOOMS
A dobby loom is a type of floor loom that controls the whole warp threads using a dobby head. Dobby is a corruption of "draw boy" which refers to the weaver's helpers who used to control the warp thread by pulling on draw threads. A dobby loom is an alternative to a treadle loom, where multiple heddles (shafts) were controlled by foot treadles – one for each heddle.
JACQUARD LOOMS
The Jacquard loom is a mechanical loom, invented by Joseph Marie Jacquard in 1801, which simplifies the process of manufacturing textiles with complex patterns such as brocade, damask and matelasse. The loom is controlled by punched cards with punched holes, each row of which corresponds to one row of the design. Multiple rows of holes are punched on each card and the many cards that compose the design of the textile are strung together in order. It is based on earlier inventions by the Frenchmen Basile Bouchon (1725), Jean Baptiste Falcon (1728) and Jacques Vaucanson (1740) To call it a loom is a misnomer, a Jacquard head could be attached to a power loom or a hand loom, the head controlling which warp thread was raised during shedding. Multiple shuttles could be used to control the colour of the weft during picking. The Jacquard loom is the predecessor to the punch card computers of the 19th and 20th centuries.
CICULAR LOOMS
A circular loom is used to create a seamless tube of fabric for products such as hosiery, sacks, clothing, fabric hose (such as fire hose) and the like. Circular looms can be small jigs used for circular knitting or large high-speed machines for modern garments. Modern circular looms use up to ten shuttles driven from below in a circular motion by electromagnets for the weft yarns, and cams to control the warp threads. The warps rise and fall with each shuttle passage, unlike the common practice of lifting all of them at once.
SYMBOLISM AND CULTURAL SIGNIFICANCE
The loom is a symbol of cosmic creation and the structure upon which individual destiny is woven. This symbolism is encapsulated in the ancient Greek myth of Arachne who was changed into a spider by the goddess Athene, who was jealous of her skill at the godlike craft of weaving. In Maya Cultures the goddess Ixchel who is symbolized by the moon, taught the first woman how to weave at the beginning of time.
WIKIPEDIA
For those of you who are interested in the 'bits', here are a selection of the key parts.
Not a complete rundown by covers the main mechanicals and load-bearing structures.
Car is 'drivable' with rear engine/transaxle, front tub and front drive assembly module.
Engine is an eight cylinder in 'W' format. That is two Vee-fours with their crankshafts gearedto a cenntral drive shaft.
Front and rear suspension are both by swing axles and sprung by torsion bars. The front suspension module plus straing into the front of the stressed tub and is completely self contained for load paths. The rear suspension feefs the loadparths into the engine assembly.
Not on the engine module the heat exchangers mounted in front of the rear wheels as well as behing the rear suspension module. The real Veyron has 13 heat exchangers in all. The detailing on the top of the engine asembly replicates the intake system and air-air intercoolers for the charge air.
One of the included images has the entire vehicle assembly arrayed.
Please feel free to ask any questions or request further techincal information regarding the model.
això és el que veig abans d'assentar-me
llegeix el post a: serkeros.wordpress.com/2011/11/06/el-talleret/
Trouty, NL 29 September 2010
New Medium Girder Bridge
A Medium Girder Bridge is built by 4 ESR and 56 Engineer Company, St. John's NL, for the residents of Trouty NL on the Bonavista Penninsula, Newfoundland and Labrador. The community of Trouty was literally cut off from supplies and vehicle traffic when the only bridge that connected the community to the mainland was washed away by high water levels brought on by Hurricane Igor.
Operation LAMA (A) 02-10 is the Canadian Forces (CF) joint response led by Canada Command and conducted through Joint Task Force Atlantic (JTFA) to the devastation caused by Hurricane Igor to southern and eastern Newfoundland on 21 September 2010. The domestic humanitarian relief mission incorporated Canadian Forces land, maritime and air assets to deliver much needed assistance to isolated Newfoundland communities cut off by severe road damage. More than 1,000 members from the Air, Land and Maritime components of the CF, in coordination with the Federal Government of Canada and the Provincial Government of Newfoundland and Labrador, are engaged in multiple tasks on Op LAMA (A) 02-10, including: delivering critical supplies such as food, water, medical supplies and fuel; providing medical evacuation; assisting in moving power crews and materials to repair power grids; delivering generators and re-supplying fuel to main communications nodes; assisting with bridging and road repair and transporting engineering analysis teams.
Canadian Forces Image Number LH2010-016-013
By WO Jerry Kean with LFAA Public Affairs
_____________________________Traduction
Trouty, T.-N.-L., 29 septembre 2010
Un nouveau pont moyen à poutres
Le 4 RAG et la 56e Compagnie de génie, St. John’s, à T. N. L., construisent un pont moyen à poutres pour les résidents de Trouty, sur la péninsule Bonavista, à Terre Neuve et Labrador.
Le 4e Régiment d’appui du génie de la Base des Forces canadiennes Gagetown a fourni de 120 à 150 militaires, ainsi que 39 véhicules, qui se sont rendus jusqu’à Terre Neuve et Labrador pour prendre part à la reconstruction d’un pont et à la construction d’un système de purification d’eau pour les collectivités isolées dans toute la presqu’île Avalon.
Les militaires ont été appelés à prêter main-forte aux autorités civiles après le passage de l’ouragan Igor sur les côtes sud de Terre Neuve et Labrador. Igor a déversé plus de 200 mm de pluie, a occasionné des pannes d’électricité généralisées et a détruit de nombreux ponts.
Image des Forces canadiennes numéro LH2010-016-013
Par l’Adj Jerry Kean avec Affaires publiques du SAFT
With 88 rear wheel horsepower in a sub-300lb package, this example is arguably the quickest and best handling old-school 750cc TT1 in North America.
I built this TT1 using period components as a relatively faithful replica of the TT1s that ran in the AMA BOTT GP class back in the day. The only deviation being the modern (90s) calipers and pumps, ignition coils and the non standard crankcase breather box in the seat. However, it differs from most TT1 replicas in that it was built to be a fast and reliable track bike. Over the years I’ve found that the only TT1 frame that seems to work well with modern 17” wheels & slicks is the final series Verlicchi large diameter, thin wall. Back in the day, Reno Leoni had DM Frames make a copy of the Verlicchi and DM has since modified the jig to allow for the use of a big block motor. The DM version was checked digitally last year against the Verlicchi and they are geometrically identical, however the DM is 12mm longer between the upper cross brace and the steering head. I countered this somewhat with the offset on my triple clamps, but the small difference in trail gives the DM a bit more stability with a very small decrease in agility.
The whole thing is held together with over $900 in titanium and aluminum fasteners. Every bearing and seal in the motor and on the machine is new. The bike is a highly-developed example of an old-school TT1 – works brilliantly on the track and handles better than any TT1 I’ve ridden. The bike and motor were built with care and a high level of attention to detail over an 18 month period. It was broken in correctly on the dyno and then saw six horsepower/tuning pulls and roughly 4.5 hours of track time. I’ve run the bike at Calabogie and Mosport – and came away delighted with the performance and handling on both occasions.
The specs are:
DM TT1 Frame
Marvic 3-spoke magnesium wheels with floating 280mm Brembo rotors front and 260mm rear
Brembo P3034 calipers with authentic Brembo racing caliper adapters
Brembo 996 series pumps
Authentic TT1 Brembo rear master
Marzocchi M1R forks substantially modified by Lindeman engineering back in the day (they work like no M1R I’ve ever experienced)
Authentic TT1 Marzocchi 195mm triple clamps
TZ replica throttle
Scitsu tacho
851 clip-ons (Verlicchi)
Authentic NCR electrics plate
Bosch ignition (rewired pick-ups) with Dyna 3 ohm coils
Custom-built Stadium shock (rebound plus Hi & Lo speed compression adjustment)
750 F1 aluminum swing arm
Leoncinni TT1 Replica floating rear brake caliper mount
Leoncinni TT1 Replica rear sets
Old Racing Spares endurance tank and TT1 seat with custom, integrated breather box
Bimota DB1R fender & mount
Romanelli TT1 fairing
loudbike open NCR replica exhaust
loudbike 85db Weber exhaust
750 Sport-based bottom end built by Gary Palmer
800SS rods
Lightened clutch basket, clutch housing, primaries and flywheel
JPrecision heads with new valves, guides & seats and NCR #7 cams with STM adjustable pulleys
Modified F1B pistons (12.5:1 compression)
Mikuni TM Pro-series 41mm flat slides
Mikuni vacuum fuel pump
Modified Old Racing Spares cam end covers
Oil cooler with Starlite hoses, Earls fittings and top-end lubrication via cam end cover feed
Magnesium rocker covers
Dyno-tuned to 88hp, 56ftlbs torque
The fiberglass fairing is a period piece, so there are some minor surface cracks already starting to show. As well, there is some minor paint blistering (two quarter sized areas) from heat off the 95bd exhaust.
You can see the dyno runs at www.youtube.com/watch?v=h6lMRYyqrz4&feature=share&...
www.youtube.com/watch?v=-mt_-oKAIMs&feature=share&...
You can read about the progress of the build on my blog at:
loudbike.blogs.com/loud_bike/2013/07/back-in-the-saddle.html
loudbike.blogs.com/loud_bike/2012/09/4th-annual-ducati-tt...
loudbike.blogs.com/loud_bike/2012/05/ducati-750-tt1-and-b...
loudbike.blogs.com/loud_bike/2011/12/winter-2011-loudbike...
For those of you who are interested in the 'bits', here are a selection of the key parts.
Not a complete rundown by covers the main mechanicals and load-bearing structures.
Car is 'drivable' with rear engine/transaxle, front tub and front drive assembly module.
Engine is an eight cylinder in 'W' format. That is two Vee-fours with their crankshafts gearedto a cenntral drive shaft.
Front and rear suspension are both by swing axles and sprung by torsion bars. The front suspension module plus straing into the front of the stressed tub and is completely self contained for load paths. The rear suspension feefs the loadparths into the engine assembly.
Not on the engine module the heat exchangers mounted in front of the rear wheels as well as behing the rear suspension module. The real Veyron has 13 heat exchangers in all. The detailing on the top of the engine asembly replicates the intake system and air-air intercoolers for the charge air.
One of the included images has the entire vehicle assembly arrayed.
Please feel free to ask any questions or request further techincal information regarding the model.
Ingredient for a simple target board: Perfboard, socket, 6-pin DIP header, optional battery box.
Photo taken to accompany short article on working with AVR microcontrollers, and making minimalist target boards for programming them.
The Lomax is a British kit car based on mechanical components of the Citroën 2CV. It has been in production since 1982 when it was introduced by the Lomax Motor Co of Willoughton, Gainsborough, Lincolnshire. In the late 1980s the production was transferred to the Mumford Motor Co. of Gigg Mill, Nailsworth, Gloucestershire, where it was produced until the early 1990s. By 2009 the car was being made by Cradley Motor Works of St Leonard's-on-Sea, East Sussex. It was designed by Nigel Whall. From the early 1990s the Lomax has also been sold in the Netherlands and Germany.
The design is slightly reminiscent of the legendary Morgan Three Wheeler of the 1930s. The car consists of a fibreglass body mounted on an un-modified Citroën 2CV or Dyane floorpan. Later a steel tube chassis was introduced.
A Lomax is usually an open roadster, which is driven completely without a roof.
The original 1982 prototype had a bespoke four-wheel chassis which was specially constructed, and of shorter wheelbase than the donor car, a Citroen Ami8. Early "3-wheel" variants were actually four wheeled, with two rear wheels closely paired as in some Heinkel bubble cars of the 1960s, but this arrangement was soon dropped to allow the 3-wheel road-tax rates which in the UK are lower than for 4-wheel vehicles. Later versions were genuine trikes, three wheels with two wheels in front and one at the back. This was later followed by a four wheel variant using an unmodified 2CV chassis. The model designations are 223 (2 cylinders - 2 seats - 3 wheels) or 224 (2 cylinders - 2 seats - 4 wheels). A few examples used the engine from the contemporary Citroen GS or GSA. These were designated 424 (4 cylinders, 2 seats, 4 wheels).
The Lomax has usually 29-35 bhp, weighs approximately 430 kilograms (950 lb), has 2 seats and a top speed of 140 kilometres per hour (87 mph).
A Lomax sold for $7,100 on a 2011 episode of the U.S. television series Auction Kings.
"Eco Smart provides Solar Panels of world class premium brands up to 25 years of manufacturer warranty at wholesale prices. We provide many benefits over our Solar Panels and Components which will foremost bring you a long lasting value of our recommended components.For more information visit www.ecosmart-solar.com
1st Floor, Al Riqqa Building,
Near Clock Tower, Deira,
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A few nice turning components images I found:
1970 Holden GTR-X Torana Concept Car
Image by Sicnag
The design of this Holden wedge shape concept car was inspired from Germanys Opel 1.9 Coupe and Americas Corvette. Styling can also be recognised from the Lotus Elan and Datsun 240Z.
The GTR-X...
Read more about Cool Turning Components images
(Posted by a Precision Machining China Manufacturer)
Componentes de la Ruta fotografica a Valsendero.
DATOS TÉCNICOS DE LA ACTIVIDAD
Itinerario: Degollada de las Palomas - Barranco de Crespo - Barranco del Andén - Valsendero.
Distancia: 11 KM.
Dificultad de la Ruta: Grado 3 (Moderado).
Fecha: Sábado, 22 de mayo de 2010.
Lugar de Concentración: Plaza del Fuero Real (Fuente Luminosa) de Las Palmas de Gran Canaria.
Hora: 08:20 horas.
Horario de regreso: 18:00 horas (Aprox).
Plazas disponibles: 28 plazas.
Precio de la actividad: 14€. (Federados en Montaña 13 €).
Periodo de inscripción: Del 17 al 21 de mayo de 2010.
Introducción: Hola a todos, continuando con nuestro programa mensual de actividades de ocio en la Naturaleza, hemos organizado una nueva Ruta Fotográfica apropiada para la estación Primaveral. En esta ocasión visitaremos el Barranco de Crespo y el Barranco del Andén.
Los barrancos que atravesaremos en esta Ruta Fotográfica son de una gran belleza y podremos disfrutar de la gran cantidad de especies florales que habitan en ellos.
Descripción de la ruta: Tras llegar en guagua hasta el punto de inicio de este recorrido, la Degollada de Las Palomas, que se encuentra situada por encima del Parador Nacional de la Cruz de Tejeda, nos dirigiremos hasta los Llanos de Constantino y Mesa de Galaz para comenzar a descender por un lomo que nos conducirá hasta el comienzo del barranco de Crespo.
En una hora aproximadamente llegaremos hasta la zona de las cuevas de Crespo y comenzaremos el descenso por el barranco del mismo nombre. Afrontaremos el descenso del barranco entre un denso pinar y nos iremos adentrando poco a poco hasta llegar a una pista de tierra que nos llevará hasta uno de los numerosos pozos existentes en la zona.
A partir del pozo enlazaremos el final del recorrido por el barranco de Crespo con un tramo del barranco de la Retamilla para finalmente tomar la pista de tierra del barranco del Andén y que nos conducirá hasta Valsendero.
Como siempre, esperamos que se animen a participar y disfrutar de esta nueva jornada fotográfica con el fantástico grupo de personas que participan habitualmente en las Rutas Fotográficas de Octavo Arte.
Nos tomaremos el recorrido con tranquilidad, inviritendo 5-6 horas aproximadamente para realizarlo por completo.
Fecha y Horarios: Les recordamos a los participantes que la fecha de la nueva Ruta Fotográfica será el próximo sábado 22 de mayo de 2010. Nos concentraremos a las 08:20 horas en la Fuente Luminosa de Las Palmas de Gran Canaria. Se pide puntualidad y se comunica que la guagua partirá a las 8:55 horas.
Desayuno y Almuerzo: Tras realizar el recuento de los participantes, la guagua partirá en dirección a la zona de la cumbre de Gran Canaria, aunque realizará una parada en San Mateo para tomar el desayuno.
El almuerzo se realizará a lo largo del recorrido.
Equipamiento: Les recordamos que como medida de seguridad deberán utilizar un calzado apropiado (botas), no se olviden de llevar abundante agua, de la comida y de la ropa que nos ayude a protegernos de la lluvia, si ésta aparece, y de abrigo (gorra, chubasquero, jersey, etc). Unos bastones que nos ayuden a apoyarnos a la hora de caminar serán de gran ayuda.
Además siempre les aconsejamos que incorporen una linterna en sus mochilas y que la dejen de forma permanente porque sería de gran ayuda en caso de necesidad.
Información: Les indicamos que este recorrido está catalogado como de dificultad media porque iremos por caminos y veredas que en algunos puntos presentan un mayor desnivel. Es un camino del interior de la isla que requiere estar acostumbrado a caminar por caminos similares. Aún así, algunas personas podrán notar en los días posteriores "agujetas" en sus piernas debido a algunos tramos de desnivel del terreno.
Si alguna persona tiene cualquier duda acerca de las condiciones técnicas de este recorrido y si se adapta a sus condiciones físicas, puede ponerse en contacto con el personal de las Rutas Fotográficas de Octavo Arte en el teléfono: 928.42.43.27.
Servicios ofrecidos en la actividad. La cuota por participar en esta actividad incluye:
● Servicio de organización de la actividad.
● Ficha técnica del recorrido.
● Seguro de Responsabilidad Civil.
● Seguro de Accidentes de los participantes.
● Transporte.
● Monitor de la Actividad.
Cierre de inscripciones: Recuerden que el último día para inscribirse será el viernes 21 de mayo de 2010 (Hasta las 10:00 horas).
¿Cómo pueden inscribirse para participar en la ruta fotográfica?
Si desea participar en la Ruta Fotográfica deberá seguir los siguientes pasos:
1.- Leer las Condiciones Generales de la Actividad.
2.- A través de la página web www.OctavoArte.es podrá hacer clic sobre el icono que le facilitará el acceso al formulario de inscripción (Nota: es necesario haber realizado el registro como usuario del portal para acceder al formulario).
3.- Rellenar el formulario de inscripción. (LO ENCONTRARÁN AL FINAL DE ESTA PÁGINA).
4.- Esperar a que el personal de Rutas Fotográficas de Octavo Arte le confirme que existen plazas disponibles.
5.- Realizar el pago de la cuota de participación en la Ruta Fotográfica mediante un ingreso o una transferencia de 14 € (Federados en Montaña 13 €) a la cuenta 0075-0488-20-0760003167 del Banco Popular Español S.A. a nombre de D. Gustavo Ramírez Sánchez, promotor de las Rutas Fotográficas de Octavo Arte. La reserva de la plaza en la Ruta Fotográfica será durante 48 horas, por lo que el participante deberá abonar la cuota de participación en un plazo no superior a 2 días desde que el personal de Octavo Arte le confirme la reserva de la plaza.
6.- Cuando haya realizado el abono de la cuota de participación deberá enviar el justificante de la operación al e-mail rutasfotograficas@octavoarte.es.
7.- Tras recibir el justificante del abono de la cuota, el personal de Rutas Fotográficas de Octavo Arte procederá a confirmarle la plaza en la Ruta Fotográfica.
8.- Al contratar este servicio estará declarando que conoce y acepta la normativa de esta actividad, eximiendo a la empresa organizadora de cualquier responsabilidad no asumida en las Condiciones Generales de la Actividad.
© RUTAS FOTOGRÁFICAS DE OCTAVO ARTE - Año 2010
Fuente: octavoarte.es/es/actividades/rutas/detalle.php?id=1183
For those of you who are interested in the 'bits', here are a selection of the key parts.
Not a complete rundown by covers the main mechanicals and load-bearing structures.
Car is 'drivable' with rear engine/transaxle, front tub and front drive assembly module.
Engine is an eight cylinder in 'W' format. That is two Vee-fours with their crankshafts gearedto a cenntral drive shaft.
Front and rear suspension are both by swing axles and sprung by torsion bars. The front suspension module plus straing into the front of the stressed tub and is completely self contained for load paths. The rear suspension feefs the loadparths into the engine assembly.
Not on the engine module the heat exchangers mounted in front of the rear wheels as well as behing the rear suspension module. The real Veyron has 13 heat exchangers in all. The detailing on the top of the engine asembly replicates the intake system and air-air intercoolers for the charge air.
One of the included images has the entire vehicle assembly arrayed.
Please feel free to ask any questions or request further techincal information regarding the model.
CBP components, Office of Field Operations, Office of Border Patrol and Office of Air and Marine compete in an Honor Guard Competition during the annual commemoration of Police Week in Washington D.C. Photos by James Tourtellotte.
Finished soldering the component side of bushing's new twlfpga board to a mostly-virgin DSi. I'm trying a new "hot glue reflow" technique for making the wiring job sturdy yet serviceable :)
Campinas/SP
Symmetrical Components refers the structure of this transmission line, but is also a method in Electrical Engineering used in Power Systems Analysis. The name of this photo is an "internal joke" for Electrical Engineers like me.
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"Scores of times each day, with the merest flick of a finger, each one of us taps into vast sources of energy—deep veins of coal and great reservoirs of oil, sweeping winds and rushing waters, the hidden power of the atom and the radiance of the Sun itself—all transformed into electricity, the workhorse of the modern world."
ALBORAN SEA (Oct. 20, 2014) – The visit, board, search, and seizure team from Standing NATO Maritime Group 2 (SNMG2) Canadian ship HMCS Toronto (FFH 333) transits toward SNMG2 flagship USS Leyte Gulf (CG 55) during a ship boarding exercise. SNMG2 is participating in Noble Justification, a wide-scale multinational series of exercises geared towards maintaining and improving NATO’s ready forces’ security and defense capabilities. (U.S. Navy photo by Mass Communication Specialist 2nd Class Amanda S. Kitchner/Released)
U.S. Col. Ken Swanson from the Special Operations Command-Europe (inside vehicle) and Col. Pierre Augustin, deputy chief of staff of the French land forces, take part in a virtual convoy using the reconfigurable vehicle tactical trainer at the Grafenwoehr Training Area, Germany, July 25. The officers were in Grafenwoehr taking part in the first Combined Forces Land Component Commanders' Seminar conducted in Europe. The seminar was designed to allow participants to train and share their experiences supporting coalition and combatant commanders by leading and sustaining combined forces at an operational level in a dynamic joint task force environment. (Photo by Gertud Zach)
The CIS Battalion provides reliable Communication Information System-services to several units of Headquarters 1 (GE/NL) Corps during Exercise Noble Justification. A Rapid CIS Element (RACE) is assigned to the Immediate Response Force Brigade in Evermoen, Norway. A second RACE supports the Exercise Command in Wildflecken and a third RACE provides controlled internet for several units at Wildflecken training area. When 2 CIS coy is not deployed for an exercise, it is located in Garderen, the Netherlands. 1 (GE/NL) Corps’ CIS Battalion is deployed with 8 RACE’s and 410 soldiers to Wildfecken and Norway for Noble Justification. Picture with courtesy of CISBn
A close-up shot of two coaxial cable connectors, each topped with a bright red protective cap, standing upright against a background of a white perforated metal sheet with dark blue oval holes. A smaller, cylindrical metal component lies in the foreground.
Lieutenant General Halbauer hosted several high positioned guests at Rena, Norway, Sept. 22, 2014. Among the very international invitees: ambassadors, generals, local mayors, and the Norwegian Secretary of State of the Department of Defense, mr BØ.
The distinguished visitors were informed about Exercise Noble Justification, the certification of HQ 1 GE/NL corps as Land Component Command NRF 2015, and about the multinational Immediate Response Forces brigade that is still in the field.
The guests were even able to take a look at an actual operation that was executed. At Rena Airfield a Tactical Air Landing Operation was visible: a C130 Hercules rapidly picked up infantry of the NLD 11th Brigade.
1961 Cadillac dash components (upper instrument cluster and lower instrument panel) reassembled back together.
Close-up of the headlights switch completely assembled in its nacelle. In this position, the knob is completely pulled out, which will turn on the headlights. For city driving, the two outer headlights are on. When high beams are needed, the two inner headlights will turn on. Selecting high beams is achieved by depressing a button (called the headlight dimmer switch) on the floor just below the parking brake.