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View allAll Photos Tagged Reliability
...every day. When you
to read and see that,
it's already changed again.
There's also a kind of reliability...
Frankfurt seen over the Main
at the blue hour
Frankfurt ist anders...
....jeden Tag. Wenn Sie
das lesen und sehen,
hat es sich schon wieder verÀndert.
Auch das ist eine Art VerlĂ€Ălichkeit....
Frankfurt ĂŒber den Main gesehen
zur blauen Stunde
1937 Railton with Hudson Deluxe 8 engine/chassis and Limo body by the English Coachbuilder Rippon Bros made for the Works Manager Colonel Rippon as a personal estate car. Rippon Bros, Coachmakers began in 1555, and served the original Queen Mary (yes that one) and Queen Elizabeth 1 as official coachbuilders. They made their first auto body in 1905 for an early Rolls Royce.
This Railton boasts many luxurious features such as aluminum coachwork, dual sliding roof panels, and fitted 3-piece luggage just to name a few. One particularly luxurious amenity is the an inlaid walnut cabinet in the passenger compartment which transforms into a table and contains a matchbox, cigarette and cigar boxes, a silver plated cognac flask, a corkscrew, and a chocolate box. In addition to its refined finishings and due to its intend use as an estate car, this Railton boasts many unusual features, such as a waterproof compartment concealed under the luggage for carrying sport rifles and a reinforced trunk lid that doubles as a shooting platform capable of supporting two men.
The Hudson powered Railton was named for British automotive engineer Reid A. Railton, who designed both a land speed record setting automobile and a water speed record setting boat. The Railton was built in England from 1933 until the beginning of World War II with less than 1,500 being produced. The company was started by the innovative car and boat builder, Noel Macklin who was looking for a new car-making venture after he sold his Invicta car company in 1933. He hoped that combining American engine power and reliability, with a Rolls Royce like luxurious body would sell........and a few Brits found the car a practical marriage of both. Rare and desirable
AS ALWAYS....COMMENTS & INVITATIONS with AWARD BANNERS will be respectfully DELETED!
A silver Crescent wrench with gold reflections for this week's Looking Close on Friday theme: "Gold & Silver"
HCLoF
In 1907, a Swedish immigrant and inventor Karl Peterson founded the Crescent Tool Company, and soon after introduced what is billed as Americaâs first open-end adjustable wrench.
Today part of the Apex Tool Group, the Crescent wrench can be found in many toolboxes, including mine, and has a reputation for proven reliability. According to crescenttool.com, Charles Lindbergh, after his historic transatlantic flight in 1927, was quoted as saying that he carried only âgasoline, sandwiches, a bottle of water and a Crescent wrench and pliers.â
Almost a decade on and the Canon EOS 6D is still a justifiably sought-after camera. It's a DSLR with an outstanding reliability track record, great lens range and decent low light
Any non sporty Datsun is an alien sight in this day and age. Despite the brands reputation for reliability, their tendency to rot meant many went to an early grave. A pity, as I see them as a cut above many of their competitors from the same period in terms of build quality. This example is now tax, MOT and ULEZ exempt. Affordable, reliable classic motoring - bliss!
Mileage in between MOTs - 225 Miles
Mileage at last MOT - 74,177 Miles
Last Ownership Change - 31st August 2011
KLW 431V
â Taxed
Tax due: 1 November 2023
MOT
No results returned
I can always count on seeing these deer. Not the best shot as then deer are in shade with bright light behind them.
Wegen der unterirdischen ZuverlĂ€ssigkeit der Baureihe RS1 des Betriebshofes Kempten sollten die störungsanfĂ€lligen Schienenbusse Ende Oktober durch die Baureihe 642 ersetzt werden. Da diese normalerweise die PESA LINK im AuĂerfern ersetzten, musste man drei Einheiten aus anderen Betriebshöfen holen. Daher waren kurzzeitig 642.125 von der Westfrankenbahn, sowie 642.077 und 642.213 um Kempten unterwegs. WĂ€hrend 642.077 und 213 gleich nach Mittelschwaben gelangten, verbrachte 642.125 ihre Zeit zwischen Kempten und Pfronten. Hier erreich besagter Zug mit dem RB57817 gleich Nesselwang.
GerĂŒchten nach sollen hier ab dem kommenden Fahrplanwechsel die LINKs den Betrieb ĂŒbernehmen. Nun, angesichts ihrer geringen ZuverlĂ€ssigkeit, man kann gespannt sein, wie lange es bis zu der x-ten RĂŒckkehr der Baureihe 642 ins AuĂerfern dauertâŠ
Due to the extremely low reliability of the RS1 series from the Kempten depot, the trouble-prone rail buses were to be replaced by the 642 series at the end of October. However, sine these normally replace the PESA LINKs in the AuĂerfern, three additional units had been borrowed from another depots. Besides 642.077 and 213, 642.125, which belongs to the depot Schöllkrippen and is used to be run on the so-called Kahlgrundbahn between Hanau and Schöllkrippen, were also in duty around Kempten. While 642.077 and 213 were dispatched straight to the line GĂŒnzburg - Mindelheim, 642.125 were mostly used on between Kempten and Pfronten. On the very first day in November, this set is about the reach Nesselwang.
As of December, the Polish-built PESA LINK units are said to take over the operation on this section. Well, considering their low reliability, I am already wondering how long it takes until the Desiros return to the line for the umpteenth time...
The de Havilland Dragon Rapide is a classic British twin-engine biplane used for short-haul passenger flights and utility transport. It gained popularity in the 1930s and was also used in various roles during World War II. Known for its reliability and comfort, it remains a cherished vintage aircraft.
From a period starting in the summer of 1988 a couple of 3-car Tyseley Class 117's were sent to Newton Heath to cover Pacer diagrams due to ongoing reliability issues.
Here set T308 51413, 59509 and 51371 waits time prior to departing with the 16.21 to Chester via Stockport.
* T308 was the last Class 117 to remain in service on BR and following withdrawal in 1996, the driving cars were eventually converted to water jetting vehicles for use with Chiltern Railways and returned to BR DMU Green livery.
They were finally withdrawn in 2015, and both cars have survived into preservation.
Since Aurizonâs take over of the One Rail Australia business, itâs become increasingly uncommon to see two CLF/CLP class locomotives paired up without other motive power outside of local transfers and intrastate grain traffic, so seeing two CLâs on an Intermodal service was a welcomed change as CLP16/CLF6 run Aurizonâs 6MX1 from North Dynon to Spencer Jct via Port Pirie through the locality of Calomba on Saturday the 21st of December 2024.
After arrival in Port Pirie, this train will shunt to enable fellow Aurizon Intermodal service 6SP1 to arrive and add the In-Line Fuelling wagon, the Crew Car and the loading for the journey West to Forrestfield. The Streamliners and a sole flat wagon containing ILF tanks will then run to Spencer Jct and stable to form 4114S back to Adelaide with 7PS1âs loading on Monday.
Hired power from Railfirst Asset Management dominates this train on most services however reliability issues with the GL and CM classes has seen Aurizonâs locomotives featured more regularly in the month since I photographed this service last. Itâs expected that further orders of ACD class units due to arrive during 2025 will enable the two GL class locomotives to be dehired while the CMâs will remain, further Aurizon locomotives from the Eastern Bulk business unit are rumoured to arrive during the new year for traffic such as MX/XM services.
© Dom Quartuccio 2024.
This extension has only been over a year late đ 425 will finally become busyâŠ
Not sure how it'll work on the reliability of the route though, not mentioning upping it to every 10 effectively overbusses the Hackney section after Mile EndâŠ
Wonder how quickly people clock they have another bus to Ilford, although it's already looking promising.
Metroline VW1275 (LK12AHZ) passes DE1610 (YX58DWJ) in a weird move which saw all mainline 487s curtailed to Northolt Park and an extra bus drafted in to work the shuttle between South Harrow Station and Northolt Park. It was due to high levels of traffic in the Hanger Lane area which meant 487s were unable to make it all the way to South Harrow without majorly affecting the reliability of the service.
Shout-out to the controller that day for making superb use of his standby driver!
Keeping a launcher in flight connected with the ground is one of the toughest jobs an antenna can have. Having to contend with high temperatures, vibration and atmospheric slipstream is hard enough, but shifting atmospheric pressure levels as the launcher heads into the vacuum of space (and potentially back again) can risk dangerous electrical discharges called corona â being tested for here.
The antenna design being tested at ESAâs High Power Radio Frequency Laboratory in Valencia, Spain, is one of a quartet that is about to see service on Spainâs Miura 1 sub-orbital micro-launcher, developed by the PLD Space company. But the four antennas are also undergoing a separate test campaign to qualify them for wider future uses.
âThere are four different antenna types in all, each being flown in pairs aboard Miura 1,â explains ESA antenna engineer Victoria Iza.
âOne is a Global Navigation Satellite Signal antenna, using satellite navigation signals to track the launcherâs position; one is an S-band antenna to transmit telemetry plus C-band and UHF antennas that both serve the security system that will end the flight safely in case of malfunction, operating on a redundant basis.
âBuilt by Spainâs Anteral company, this quartet of conformal dielectric antennas â each roughly the size of a smartphone and made to fit around the hull of the upper stage â has already been qualified as part of the avionics bay of the Miura 1. But with the number of European small launchers increasing rapidly, supported by ESAâs Boost! programme, the potential is there for these antennas to find wider uses, so they are being put through a separate qualification programme.â
Taking place through ESAâs General Support Technology Programme, helping develop promising new products for space and the open market, the antennas are currently undergoing environmental testing including thermal vacuum where they are exposed to sustained vacuum and temperature extremes â and vibration tests.
These antennas have to sustain harsh thermomechanical environments during launch, orbital flight and eventual return to Earth, so the project has been supported on the ESA side by structures engineer Goncalo Rodrigues and thermal engineer Miguel Copano.
Key stress factors are vibrations propagating from the launch vehicle jet engines, shocks resulting from the fairing and stages separation and the extreme temperatures resulting from aerothermal fluxes and â once in orbit â alternating Sun and cold space exposure.
To check the antennas designs can not only survive but go on operating as intended, the team employed a combination of computer simulations and on-ground test facilities including electro-magnetic shakers, pyro-shock tables and thermal-vacuum chambers.
âMost of the testing has been carried out at the Public University of Navarra, UPNA, but ESAâs High Power Radio Frequency Lab was used for corona discharge testing,â adds Victoria.
âWhen a radio frequency antenna is surrounded by a vestigial amount of atmosphere â as when a launcher is either leaving or returning to a planetary atmosphere â then there is the potential for this air to become ionised by the radio signal, risking damaging lightning-like discharge.
âThe antennas were placed in this glass container so that their surrounding air levels can be changed while the antennas are in operation; the glass does not impede the radio signals. Our full test campaign will conclude soon, hopefully helping the antennas to find fresh markets, not only for launchers â for instance, their demonstrated robustness means they could also be used aboard planetary landers.â
"For Anteral, the development of these antennas is key to our positioning in the small launcher market,â explains Fernando Teberio, Chief Technology Officer of Anteral.
Anteral CEO Itziar Maestrojuan notes: âThanks to the support from ESA we have been able to fully qualify the antennas that will be used on Miura-1 and hopefully on many other launchers and different applications where reliability is a key parameter.â
Credits: Anteral
I made purchase of ZWO AM5, a compact and light-weighted strain wave gear driven mount and tripod recently and tried them at home.
It was a precise performer, when we operate it with autoguiding.
ZWO AM5 may be a game changer among mounts for telescopes. It works both as an altazimuth mount and an equatorial mount.
ZWO AM5 Tutorial: A quick guide on how to use the mount and tripod: www.youtube.com/watch?v=f81K2Iy7_1c
Be careful that it is not Harmonic Drive mount but strain wave gear driven mount. Harmonic Drive is patent protected special system, which has been developed for decades on reliability and others.
PHD2 Autoguiding intervened more frequently compared to autoguiding with Vixen AXD equatorial mount, Takahashi EM-200FG-Temma 2Z-BL, or Takahashi EM-200 Temma 2 jr equatorial mount, but the correction ended usually within one action. Less backlash and super more torque must have contributed significantly. The result was more precise autoguiding or smaller guiding error RMS number, around 0.6" in total at the night vs usually 1.5" or more with other equatorial mounts. I will enjoy more experience with the compact and light-weighed mount.
I am afraid of the life, reliability, and effect of lacking in balance of weight including shift of polar alignment due to elasticity in the genuine tripod. The genuine carbon fiber reinforced plastic tripod looks too small and light-weighted. The GENUINE stone bag must be helpful.
The Heavy Duty Tripod with short pillar and fat legs for Losmandy G11 may be helpful for the purpose. I have the stout and heavy one in my stock room.
equipment: AstroPhysics 130GTX "Granturismo," Field Flattener at f/6.7 focal length 873mm, 22.1mm Spacer, EOS Adapter, Kipon EOS-EOS R adapter, and Canon EOS R-SP4II, modified by Seo-san on ZWO AM5 Equatorial Mount with counterweight, auto guided at a star with Fujinon 1:2.8/75mm C-Mount Lens, Pentax x2 Extender, ZWO ASI 120MM-mini, GPUSB, and PHD2 Guiding
exposure: 17 times 60 seconds at ISO 1,600
site: in my backyard at the bottom of almost the center of the world worst light pollution dome over Tokyo
The village of Muker is the hub of activity in upper Swaledale, with it's excellent pub and tea shop and public footpaths in every direction that take in the gorgeous Swaledale scenery.
What a lineup down at the end of the yard tonight! A coal load holds the main with an SD70MAC/SD70ACe tandem while a ballast train sits on yard track 1 with an SD40-2 and an SD60. I know the rails generally prefer the GEs for their general reliability, but I'll take these faces over GE faces 9 times out of 10.
Number 2, a 1925 Bentley 3-4œ litre - BF 6428 - entered by William Medcalf and Peter Scott, seen competing in the Flying Scotsman Rally 2013.
Press "L" to view large.
I've had some juicy old Minolta film gear in my time and now these babies are long gone. It's a shame that I never used my Minolta gear as much as the other cameras I've had. The Rokkor lenses are without fault and were gems indeed. But I had my troubles with the XD and XE reliability. Consequently they were often passed over in favor of one of my other cameras. But they were indeed beautiful works of art.
Jupiter-9 85mm 2.0, vintage 40mm "Royal" extension tube, edited in Affinity, custom tone map Coolvanda
Number 46, a red 1937 Chevrolet Coupe - VXS 336 - entered by Robert Cook and Geoffrey Morson, seen participating in the 2024 Flying Scotsman Rally.
Press "L" to view large.
An advanced assault rifle chambered in 5.56mm NATO, the PRC-90 was designed using high-strength polymers to function in temperatures as low as -30 degrees Fahrenheit.
Credit to davidman for his amazing P90 receiver.
CNW C41-8 #8577 with a very faded 'Safety and Reliability' logo rounds Don Ball curve westbound on 6-2001 with an autorack train in tow.
Coastliner has added two of these 8 year old Volvo B9s into the fleet from Lancashire. They are in standard livery but ablaze with Whitby & moors branding. First up was 2780 seen here on York Rd heading East for the coast.
Metre gauge class 9701 DMU set comprising vehicles 9709+9708 is seen at Vila Real soon after arrival with the 10.30 from Regua. By this date trains went no further as the Corgo Valley line onward to Chaves had closed in 1990. These former JZ Yugolslavian Railways 760mm gauge DMU's were obtained secondhand by CP in 1980 and 10 four car sets were bought and regauged for use on the Porto network which was a busy metre gauge commuter line. Reliability was dreadful with the Fiat engines and transmission a constant source of unit failure. The sets were soon reduced from 4 to 3 and finally 2 cars but still gave trouble. They were subsequently tried on all the other Northern Portuguese narrow gauge lines but were so unreliable most ended up dumped in Mirandela on the Tua line. CP didn't give up though and after more remedial work at Porto Campanha Works four power twins were formed and saw out their days on the truncated Corgo line running between Regua and Vila Real. The line closed in 2009 and the units were all withdrawn as a result.
HMCR #9554 is a GE U23B originally built as L&N #2800 in December of 1974. The Louisville and Nashville picked up 90 U23Bs between 1973 and 1975 making it the largest owner of the model. The engine changed owners twice in the 1980s as the L&N merged into the Seaboard System 1982 and reorganized into CSX Transportation in 1986. By the mid-1990s, it was relegated to MOW service and renumbered #9554, a number it would keep for the rest of its career.
In 2000, CSX sold five of its MOW U23Bs, including #9554, to the Tishomingo Railway in Mississippi. The TISH sold #9553 and #9554 to Vintage Locomotives (VLIX) in 2008 and were sent up to the SARM at Oak Ridge; the remaining three TISH U23Bs were scrapped. The HMCR picked up the #9554 in 2015 making it the sixth owner of #9554 since it was built in 1974. It is one of the last GE U23Bs in revenue service anywhere.
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Featuring a large, 115mm, rifled main cannon, the Epitome was designed to hit hard.
And with 300mm armor it's meant to take a beating.
All that firepower and armor however limit it to about 27mph off road, and about 35mph on road. Another slightly speed limiting factor is that the drive sprocket isn't perfectly in the rear (I'll note it) so as to better protect it from incoming fire. But it's horizontal location lowers the number of teeth in contact, which will lead to slippage in the case of difficult climbs.
Smokescreen grenade launchers are mounted on either side of the turret.
Also, at a loss of anti infantry defense, the tank's profile is slimmed by not including an MG mount. This makes it harder to pick out at range because it blends in flatter to the terrain.
To solve this, smaller, light tanks are in production to move in tandom with the Epitome.
A day of restâŠ.or a date of infamyâŠ
Another view of 8962 (YX62BCK) showing its new livery. These will be the first buses to bear the new Eastern Scottish livery and will hopefully mark the start of the rebirth of the company.
However my attention was drawn to one of the recruitment posters on the rear of the bus which is promising âno Sunday shiftsâ. That may surprise youâŠ.well it shouldnât. And thatâs because from May 8th there will be no Sunday services on any Eastern Scottish services.
New owners McGillâs have announced a ânetwork reviewâ which is corporate speak for service changes. However this review is brutal. Indeed the infamous and much unfairly derided Dr Beeching would probably think this review was a touch harsh.
Itâs clear that Eastern Scottish isnât a company with its problems to seek. Driver recruitment and retention is a major problem and even Lothian is struggling there too.
So to stem the losses and improve reliability, itâs taken the drastic step to cease services on Sunday. Although there are some operators that donât run on Sundays for various reasons itâs unusual for an operator to cease to run services on a Sunday that had been running them before.
Of course this has enraged the good people of West Lothian and their elected representatives who are now facing the prospect of no public transport running in various communities. As you can imagine, theyâve been very angrily denouncing the move which they will say hit the most vulnerable hardest.
McGillâs argue - and with some justification - that not enough people were travelling on a Sunday and as a result the services were incurring considerable losses. Itâs odd though as Sunday services in other parts of Scotland, particularly in the cities can be quite busy. Livingston is after all quite a busy shopping destination. However by consolidating their staff on other days they can improve performance on those days. It may also help recruiting too as it may make it more attractive if new recruits can get every Sunday off.
Of course the detractors point out that the reason folk may not have been travelling is that the services were so unreliable that folk were making alternative arrangements. And thereâs a suggestion this could be a move to force the local authority into subsidising services.
However although West Lothian Council has stumped up some funds for services on other days itâs shown no real want or desire to provide funds for Sunday services, or even offer tenders for alternative operators. So an impasse has been reached.
Itâs a tricky one this. I can see both sides but the current situation helps no one. Iâm not sure how you encourage folk to use the bus by taking them off en masse but at the same time, if not enough folk are travelling then itâs unsustainable. But either way, a large swathe of east central Scotland is facing limited public transport options this coming Sunday (14/5/2023). I hope it can be resolved,
A prototype transmit/receive module on a single 6x6 mm chip, intended to deliver miniaturised space radar systems for future missions.
Traditional transmit/receive modules used on Europeâs Sentinel-1 and comparable radar missions employ separate circuits for the high-power amplifier, the low-noise amplifier and the switch/isolator.
The aim, developed for ESA by TNO in the Netherlands, UMS in France, and Airbus Defense and Space in Germany, was to integrate all these functions onto a single chip, while delivering increased efficiency and a threefold increase in radio-frequency power.
The added ingredient enabling this was that the chip was made using gallium nitride (GaN) â the most promising semiconductor since silicon. If you have a Blu-ray player than you own a tiny crystal of GaN, used in high-performance blue lasers.
GaN can operate with high radio-frequency output power, low noise or at much higher temperatures than silicon. As a plus, it is also inherently resistant to radiation. ESA has been leading the industrialisation of GaN through the GaN Reliability Enhancement and Technology Transfer Initiative consortium.
This prototype was developed through ESAâs Basic Technology Research Programme.
A follow-up project to integrate the chip into a complete radar module suitable for a future Sentinel-1 successor mission is being undertaken through the Agencyâs follow-up General Support Technology Programme.
Credit: ESA/TNO
An oddityâŠ
Surprising transfers to the Midland Bluebird fleet I are some Wright Streetlite WF (Wheel Forward) such as 0481 (SN65OMD). It was one of the last new buses purchased by National Express for its Xplore Dundee fleet as its 434 but passed to McGillâs when they acquired the fleet. Theyâve since moved to Midland Bluebird but retain their Xplore Dundee colours. McGillâs also have a couple of these buses in Inverclyde.
The WF version of the Streetlite was basically introduced to compete with the Optare Solo SR and probably the shortest length of the Alexander Dennis Enviro 200. It was part of Wrightbusâs journey from bodybuilder to complete vehicle builder. It was launched in 2010 and given its design, comparisons with the Solo were inevitable. However, whilst styling is purely subjective of course, I feel it doesnât match the elegance of Optareâs model. Most of the issues for me concern the rear of the vehicle and reinforces the opinion that I have that Wrightbus struggles with the rear design of vehicles.
The Streetlite WF was basically the smallest bus Wrightbus offered, however despite an initial flurry of orders, reliability issues saw repeat orders evaporate. Indeed Anglian Buses, one of the launch customers for it, found its batch so unreliable that they returned them to Wrightbus.
Never as successful as the later door forward version of the Streetlite - success being a relative term as that bus had its own issues too - it remains available but precious few have been built recently. A version was offered for a short while through a tie up with VDL Bus on the continent, mainly as VDL Bus didnât offer anything similar in its range.
A narrower version with more squared off frontal ldesign was also available through Wrightbusâs Nu-Track subsidiary as the Street-Vibe. It competed with the Slimline version of the Solo. A notable sale was a batch of these to the State of Guernsey for use in the narrow roads in that lovely part of the world. However the insolvency event that Wrightbus suffered killed it off.
Although still available, itâs only available as a diesel bus now. There was, however, an electric version built for Arriva in Milton Keynes. It used induction charging - basically a plate in the road that the bus stopped over, and then connected to which would charge it up for the journeys as a battery booster. Again issues with the vehicle saw it used sporadically in service and it was later replaced with a standard diesel bus.