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2016 Aston Martin Lagonda Taraf reliability
2016 Aston Martin Lagonda Taraf reliability – The business has stated it will not make...
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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
When Marcel Dassault started work on jet-powered fighters after WWII, the development evolved in gradual steps instead of quantum leaps, leading to a long line of aircraft. The Mystère IV was an evolutionary development of the Mystère II aircraft. Although bearing an external resemblance to the earlier aircraft, the Mystère IV was in fact a new design with aerodynamic improvements for supersonic flight. The prototype first flew on 28 September 1952, and the aircraft entered service in April 1953. The first 50 Mystere IVA production aircraft were powered by British Rolls-Royce Tay turbojets, while the remainder had the French-built Hispano-Suiza Verdon 350 version of that engine.
France was the main operator of the Mystère IV. In April 1953 the United States government and the United States Air Force placed an order for 223 aircraft to be operated by the French, and at the peak usage the Armée de l‘air operated 6 squadrons. Most of the aircraft were purchased under a United States Offshore Procurement contract and many were returned to US custody after they were retired. The Mystère IVs were used in the 1956 Suez Crisis and continued to remain in French service into the 1980s, even though they were quickly relegated into second line duties as more capable types like the Super Mystère SM2B or the Mirage III entered service.
Other international operators included Israel (using about sixty Mystère IVs in large-scale combat during the 1967 Six Day War), India (104 aircraft procured in 1957 and extensively used in the Indo-Pakistani War of 1965) and Ecuador.
The Fuerza Aérea Ecuatoriana (FAE, Ecuadorian Air Force) was officially created on October 27, 1920. However, like in many other countries, military flying activity already started before the formal date of birth of the Air Force. By 1939 the Ecuadorian Air Force was still limited to about 30 aircraft, though, and a staff of about 60, including 10 officers. Military aviation did not start in earnest until the early forties when an Ecuadorian mission to the United States resulted in the delivery of an assortment of aircraft for the Aviation school at Salinas: three Ryan PT-22 Recruits, six Curtiss-Wright CW-22 Falcons, six Fairchild PT-19A Cornells and three North American AT-6A Harvards arrived in March 1942, considerably boosting the capacity of the Escuela de Aviación at Salinas.
The 1950s and 1960s saw a further necessary buildup of the air force, gaining more units and aircraft, while efforts were made in enhancing the facilities at various airbases. In May 1961 the "First Air Zone" with its subordinate unit Ala de Transportes No.11 was founded. The "Second Air Zone" controlled the units in the southern half of Ecuador, Ala de Combate No.21 at Taura, Ala de Rescate No.22 at Guayaquil and Ala de Combate No.23 at Manta as well as the Escuela Superior Militar de Aviación "Cosme Rennella B." (ESMA) at Salinas.
It was at this time that the FAE was looking for a capable (yet affordable) jet fighter that would replace the vintage F-47 “Thunderbolt” piston engine fighters of American origin that had been operated since 1947 as well as the ageing fleet of Gloster Meteor jet fighters. After consulting various options, including the British Hawker Hunter and the American F-86 Sabre, Ecuador settled upon the French Mystère IV. A total of 32 aircraft were ordered in 1958 and delivered until early 1963 in two tranches, subsequently outfitting two combat squadrons.
The Ecuadorian aircraft resembled the early French Mystère IV standard and were powered by the British Rolls-Royce Tay 250. However, they differed in small details and incorporated some updates, leading to the individual designation Mystère IVE (for Ecuador). This included a modified instrumentation and a British Martin Baker ejection seat in the cockpit. On the outside, a fairing for a brake parachute at the fin’s base was the most obvious change, and there were small oval boundary layer fences on the wings’ leading edges that improved the aircraft’s handling. The front landing gear was slightly different, too, now outfitted with a mudguard.
To improve the aircraft’s capabilities in air-to-air combat, an American AN/APG-30 range-finding radar was fitted, mounted to the center of the air intake (under a slightly enlarged radome) and linked with the gyroscopic gunsight in the cockpit. It was effective at a range of up to 2.750 m, but only covered a narrow cone directly in front of the aircraft. Initially the aircraft were operated as pure fighters/interceptors, but soon they also took over ground attack and CAS missions with iron bombs and unguided missiles, even though the Mystère IV’s ordnance capacity was rather limited. But the aircraft had a good handling at low altitude and were a stable weapon platform, so that the pilots operated them with confidence.
In the early Seventies, Ecuador had plans to upgrade its Mystères with Pratt & Whitney J48-P-5 engines, a license-built version of the Rolls-Royce Tay from the USA and outfitted with an afterburner. With reheat the J48 delivered 8,750 lbf (38.9 kN) of thrust, but continuous dry thrust was only 6,350 lbf (28.2 kN), markedly less than the old Tay engine. The high fuel consumption with operating afterburner would have markedly limited the aircraft’s range, and this engine switch would have necessitated major modifications to the aircrafts’ tail section, so that the upgrade eventually did not come to fruition due the lack of funds and the rather limited and only temporary improvement in performance.
Nevertheless, in course of their career in Ecuador, the Mystères’ still underwent some modifications and modernizations. In the early Seventies an MLU program was carried out: the retractable pannier for unguided missiles was deleted in favor of an extra fuel tank and upgraded navigational and weapon avionics. The latter included wirings for IR-guided AIM-9B Sidewinder AAMs on the outer underwing pylons, what greatly improved the aircraft’s air-to-air capabilities. The original DEFA 552 guns were replaced with more modern DEFA 553s, which had a new feed system, a nitro-chrome plated steel barrel (which was longer than the 552’s and now protruded visibly from the openings), a forged drum casing, and improved electrical reliability. During this upgrade phase the machines also lost their original natural metal livery and they received a less conspicuous tactical NATO-style grey/green paint scheme with metallic-grey undersides.
In this form the Ecuadorean Mystère IVEs soldiered on well into the Eighties, with a very good reliability record. During their active career they even saw “hot” action on several occasions, for instance in a continuous border dispute with Peru, the so-called Paquisha War. This brief military clash over the control of three watch posts flared up in January 1981 and the Mystères became involved. The first incident was a dogfight with an A-37B of the Fuerza Aérea del Peru (FAP), launched from Guayaquil to intercept it – with no casualities, though. Several similar interception incidents happened until early February 1981, and the FAE Mystères also flew several CAS missions to repel the Peruvian Jungle Infantry and to support Ecuadorian ground forces. Despite their age, the aircrafts’ ruggedness and simplicity proved them to be reliable, and its high roll rate and good handling at low altitude made it a versatile platform that was still competitive, even though its rather sluggish acceleration turned out to be a serious weak spot, esp. in the country’s typical mountainous terrain. Its relatively low range with internal fuel only was another operational problem.
The Mystère IVEs were finally retired in 1988 and replaced by Mirage F.1C fighters from France and IAI Kfir C.7 fighter bombers from Israel.
General characteristics:
Crew: 1
Length: 12.89 m (42 ft 3 in)
Wingspan: 11.12 m (36 ft 6 in)
Height: 4.6 m (15 ft 1 in)
Wing area: 32.06 m² (345.1 sq ft)
Empty weight: 5,860 kg (12,919 lb)
Gross weight: 8,510 kg (18,761 lb)
Max takeoff weight: 9,500 kg (20,944 lb)
Powerplant:
1× Rolls-Royce Tay 250 centrifugal-flow turbojet engine with 34.32 kN (7,720 lbf) thrust
Performance:
Maximum speed: 1,110 km/h (690 mph, 600 kn) at sea level
Range: 915 km (569 mi, 494 nmi) with internal fuel only
2,280 km (1,420 mi; 1,230 nmi) with drop tanks
Service ceiling: 15,000 m (49,000 ft)
Rate of climb: 40 m/s (7,900 ft/min)
Armament:
2× 30 mm (1.18 in) DEFA 553 cannon with 150 rounds per gun
1,000 kg (2,200 lb) of payload on four underwing hardpoints, incl. bombs, rockets or drop tanks
The kit and its assembly:
A very simple project, and basically just an OOB kit in the colors of a fictional operator. The whole thing was inspired by the question: what could have been a predecessor of the Ecuadorean Mirage F.1s? Not an existential question that might pop up frequently, but I quickly decided that the Mystère IV would have been a good/plausible contender. I found this idea even more attractive when I considered a camouflage paint scheme for it, because you only get either French or Indian machines in a uniform NMF outfit or IDF Mystères in desert camouflage (either in brown/blue or the later sand/earth/green scheme).
The kit is the venerable Matchbox Mystère IVA, even though in its Revell re-boxing. It’s a very simple affair, with partly crude details like the landing gear or the dreaded “trenches” for engraved surface details, esp. on the wings. But it goes together quite well, and with some corrections and additions you get a decent model.
The kit was basically built OOB, I just added underwings pylons with some ordnance for a fighter bomber mission: a pair of drop tanks and two SNEB missile launcher pods (tanks leftover from a Sword F-94, IIRC, and the pods from a Matchbox G.91Y). A complete tub with a floor and with side consoles (origin is uncertain, though – maybe it came from an Xtrakit Supermarin Swift?) was fitted to the cockpit and the primitive OOB ejection seat was replaced with something more convincing, pimped with seatbelts (masking tape) and ejection trigger handles (thin wire).
The flaps were lowered for a more natural look, and I added small oval boundary layer fences from a BAe Hawk as a personal twist. The clumsy front wheel, originally molded onto the strut as a single piece, was replaced with something better. The main landing gear covers were replaced with thinner styrene sheet material (the OOB parts are VERY thick) and pieces from hollow steel needles were implanted into the respective fairings as gun barrels.
A thinner pitot, created from heated sprue material, was used instead of the rather massive OOB part. The ranging radar fairing in the intake was slightly enlarged with the help of white glue. And, finally, a piece of sprue was implanted into the fin’s base as a brake parachute fairing, reminiscent of the Polish Lim-6/7, license-produced MiG-17s.
Painting and markings:
Actually quite conservative, with a typical Seventies paint scheme in dark grey/dark green. I even considered a more exotic three-tone scheme but found that – together with the colorful national markings – this would look too busy. Since there is no reference for a Mystère IV in such a guise, I simply adapted the standard pattern from a Royal Air Force Supermarine Swift. For a different look than the standard RAF colors – after all, the fictional Ecuadorean Mystère IVs were painted with domestic material. I used Humbrol 75 (Bronze Green) and ModelMaster 2057 (FS 36173, USAF Neutral Grey) for a good contrast between the upper tones, with Humbrol 56 (Alu Dope) underneath.
The tail section received a burned metal look, using Revell 91 (Iron) and some graphite. The cockpit interior was painted in a very dark grey (Revell 09, Anthracite) while the landing gear became silver-grey and the wells zinc-chromate primer (Humbrol 81). For some contrast, the drop tanks became shiny aluminum (Revell 99).
The kit received a light black ink washing, primarily for the recessed panel lines, and a subtle panel post-shading – for a less uniform surface than for true weathering, I’d imagine that the aircraft would be looked after well. However, some gun soot stains around the weapon ports were added with graphite, too.
The Ecuadorean roundels and unit markings came from an Xtradecal Strikemaster sheet, the tactical codes from a Croco Decal sheet for various South-American trainers. The flag on the rudder was, due to its sweep, painted, and most stencils were taken from the Mystère’s OOB sheet or procured from an Ecuadorian Mirage V on a Carpena sheet.
Finally, the kit was sealed with matt acrylic varnish, the ordnance was added and the position lights on the wing tips were created with silver and clear paint on top of that.
Well, this was not a spectacular conversion build, rather an OOB travesty with some cosmetic changes. However, the rather classic grey/green camouflage suits the tubby aircraft well and the bright national insignia really stand out on it – a pretty combo. The whole package as fictional Mystère IVE looks surprisingly convincing!
2016 Nissan Navara NP300 reliability
2016 Nissan Navara NP300 reliability-Each of the 5 trim levels features a wealth of conventional devices, beginning with practical Visia trim, that includes 16in steel wheels,...
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“Pipe: a primary masculine symbol with authoritarian overtones but also indicative of reliability and contentment.”
-The Dictionary of Visual Language, 1980
Hououhime - Princess Fire Bird
This is my new Taisho era geiko hikizuri. I purchased it from the same seller that I got my maiko hikizuri and ro geiko hikizuri from (both of which have been traced back to geisha in Gion Kobu), so I feel this seller is quite reliable. The reason I'm stating the reliability of the seller is because I wanted to talk about some of the curiosities of this kimono. Basically, I've come to realise that Taisho era geiko hikizuri are very similar to other kimono from the same era - in other words they're not as easy to distinguish from the normal kimono of a common woman as more modern hikizuri are.
The first thing you'll probably notice is that this hikizuri is relatively short compared to modern hikizuri. This is partly due to the fact that people were shorter back in the early 1900's. At 163cm, this hikizuri is about the length of a modern normal kimono, but is a bit longer than most regular Taisho era kimono. Not neccessarily much longer, but a little. Most regular kimono of that era fall between 140cm - 155cm, with a few exceptions, and furisode tending to be slightly longer. This minimal difference in length may be because it was fashionable at that time for other women, aside from geisha, to wear their kimono trailing. This hikizuri is actually shorter than the other geiko kimono I have from the same era: kurokami-kanzashi.deviantart.com/art/Taisho-Geiko-Hikizur... That one is about 168cm long. The other influence on the length of hikizuri seems to do with the style in which they were worn. If you look closely at photos of geisha from the taisho period, you'll notice that their collars are not pulled quite as low at the back and their hems don't trail as long as modern geiko wear them. These two differences in kitsuke mean that the garment does not need to be as long as modern hikizuri.
This phoenix hikizuri seems to have been constructed for a very petite individual. I'm on the skinny side of things and actually have difficulty getting this kimono to wrap around my waist enough. So it's reasonable that the geiko who once wore this kimono was not only quite thin, but also quite short (between 4'4" and 5'2").
The other interesting thing about this kimono and my other Taisho geiko hikizuri, is that their hems are not padded any more fully than normal kimono of that era. Modern geisha kimono have hems that are easily padded three times more thickly than this.
So one might begin to question, given all of these similarities, how can you be sure this actually is a geisha kimono? To be honest I can't confirm it 100%. However, as I mentioned before, the seller I purchased this from is very reputable and they have sold me items I've been able to trace directly back to Gion Kobu. So I trust this seller's sources, and I doubt they would mislable a geisha's kimono.
Other than that there are some visual cues that one eventually begins to pick up as they become more versed in the world of kimono. Probably the most telling is the proportions of this hikizuri. The skirt is very long compared to where the collar meets the outer edge of the kimono. This meeting of collar and edge comes part way down the thigh on most kimono, but on geisha hikizuri, it tends to come down only to the hip or may even be as short as the waist. Basically geiko kimono tend to have collars that take up only 40% of the overall length of the garment; (the rest is all skirt) while the collars on regular kimono tend to take up about 50 - 55% of the overall length. I believe this is due to different styles of being worn. This is not a hard and fast rule for hikizuri, but it's a visual clue that can sometimes be picked up on.
Another such cue is the pattern. Geisha kimono are designed to be beautiful from afar while dancing, but also when up close while sitting next to a client. You'll notice that the large phoenixes on this kimono are striking from a distance, but the little plum blossoms and details of the phoenix's feathers can only really be appriciated up close. Dance kimono will tend to be very striking from afar, and many normal kimono will tend to be best appreciated up close.
You'll also notice that the design on this kimono comes very high up on the skirt. This is actually a characteristic of tomesode worn by rather young married women, but I think it's also a type of pattern placement that is rather neccessary for hikizuri. If you think about wearing a kimono trailing; a design that is situated solely along the bottom of the hem, will end up being obscured by the pooling of the fabric. While a design that's higher up on the skirt will still be nicely visible.
There are some other visual clues, but they are difficult for me to put into words. For the most part though, I know this is a geiko hikizuri just by looking at it. There's something about it that just feels different than other Taisho era tomesode.
This kimono being worn:
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Having been the most reliable Class 92 in the fleet for several months with nigh-on 100% availability, GB Railfreight's Class 92, 92 033 had a bit of a wobble recently and had a three week spell on the sidelines at Wembley.
However, with everything seemingly back in order, 92033 has returned to Sleeper duties, seen here working the Caledonian Sleeper Highlander service (1S25) north through Hartford.
A helicopter pilot carefully guides a lead line onto a pulley as one of the first steps in the transmission cable pulling process.
To help enhance service reliability for customers, Jersey Central Power & Light (JCP&L) is continuing construction work this summer and throughout the remainder of 2016 on distribution and transmission infrastructure projects totaling approximately $387 million in its northern and central New Jersey service areas.
The choice of a first car is a complicated one these days. Finding a compromise between purchase price, insurance, reliability and safety often results in the purchase of a Clio or a 206 - 207 with mileage close to the distance between Earth and Moon.
I was recently faced with this choice, with 3 possible models: the famous Twingo 1, the Peugeot 106 and the Citroen AX. 3 vehicles that look sober, slow and, for some, down-market.
It has to be said, the AX is a pro in all three of these aspects: 50hp petrol engine, no air-conditioning, airbag or central locking (will come in 1995!), optional right-hand exterior mirror and rear wiper. That's the basic car!
Nothing can match it, but that's its strength! The catalog is packed with limited series, the most famous of which are the “K-WAY”, “Reflets” and “Images”. Two limited series were not (because they were almost always available in the catalog!): The “Spot” and the “Tonic”. These series allow us to add the aforementioned equipment to create a distinction between the lower end of the market and the very lower end!
I hope to write the rest very soon, once the model is finished (the most observant will have noticed that the model has been finished in Paint!) In the meantime, enjoy the holidays!
A helicopter pilot threads a lead line to a monopole that will eventually carry new transmission lines.
A helicopter pilot carefully guides a lead line onto a pulley as one of the first steps in the transmission cable pulling process.
Robust, fast and reliable: Trakker is the ideal vehicle to work on any terrain. Learn more about its features on Iveco.
Photo Credit: Abby Wood, Smithsonian's National Zoo
Date: Nov. 6, 2013
In this photo: Leigh Pitsko (L) and Kristen Clark (R)
FEMALE: Sukacita
Two Sumatran tiger cubs took a brisk doggy paddle at the Smithsonian’s National Zoo today and passed their swim reliability test. The male and female cubs, named Bandar and Sukacita (SOO-kah-CHEE-tah), were born at the Zoo Aug. 5. All cubs born at the Great Cats exhibit must undergo the swim reliability test and prove that they are ready to be on exhibit. Bandar and Sukacita were able to keep their heads above water, navigate to the shallow end of the moat and climb onto dry land. Now that they have passed this critical step, the cubs are ready to explore the yard with their mother, 4-year-old Damai.
“Tigers are one of the few species of cats that enjoy taking a dip in water,” said Craig Saffoe, curator of Great Cats. “The moat exists for the safety of our visitors, but it could present an obstacle for young cats. Our job is to make sure that if the cubs venture into the moat, they know how and where to get out. These cubs represent hope for their critically endangered species’ future, so we need to take every precaution to ensure their survival.”
Both cubs took the test under the guard of animal keepers Dell Guglielmo and Marie Magnuson, who gently guided the cubs in the right direction. The shallow end of the moat is approximately 2 ½ feet deep. The side of the moat closest to the public viewing area is about 9 feet deep and is an essential safety barrier that effectively keeps the cats inside their enclosure.
This is the first litter of tiger cubs born at the Zoo since 2006 and the first litter for Damai. The cubs were sired by the Zoo’s 12-year-old male tiger, Kavi. Friends of the National Zoo hosted an opportunity to name one of the Zoo’s tiger cubs on the website Charity Buzz. On Nov. 1, the winning bidder elected to name the female cub Sukacita, which means “joy” in Indonesian. The $25,000 donation supports ongoing research and education outreach at the Great Cats exhibit. Keepers selected the male cub’s name, Bandar, in honor of Bandar Lampung—a southern port city in Sumatra.
Starting Monday Nov. 18, keepers will decide on a day-to-day basis whether Sukacita and Bandar will spend time in the yard and for how long they will be out. This decision will be based on weather and how the cubs adjust to being outdoors. The Zoo will continue to share the latest updates and photos on Facebook and Twitter.
Sumatran tigers are listed as critically endangered by the International Union for Conservation of Nature. It is estimated that between 400 and 500 exist in the wild. There are 65 Sumatran tigers living in accredited zoos in North America in addition to these cubs.
For decades, the Zoo’s Smithsonian Conservation Biology Institute scientists have been recognized as global leaders for their work in tiger-range countries in Asia helping to protect tigers in the wild. In just the past two years they have co-hosted training courses for teams of frontline conservation practitioners. The course participants spent time both in the classroom and in the field, learning to use state-of-the art law-enforcement monitoring systems and about tiger biology, law-enforcement, illegal trade and how to work with local communities.
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Several airlines in the world are particularly fond of the Rolls Royce engines. Air New Zealand is one such example. Seen here at London Heathrow LHR is one of the airline's Boeing 747-400 equipped with 4x Rolls-Royce power plants.
A helicopter pilot threads a lead line to a monopole that will eventually carry new transmission lines.
50038 Formidable waits time at Exeter St David's on the Sundays only 1M36 1320 Plymouth to Liverpool on 22nd November 1981.
1M36 was a very good bet for a 50, and it didn't disappoint on this day. I recall we were returning north after a Party Travel trip to Plymouth, having set off on the 0030 Liverpool - Euston early the previous day.
Exeter Middle Signal Box can just be seen on the right of the photo with the old NCL parcels depot behind the train.
Materials scientist Paul Vianco peers through an experimental setup of printed wiring assemblies used to validate modeling in a Sandia National Laboratories project to study solder failure. Vianco said computational modeling of solder joint fatigue is critical to Sandia’s role in life extension programs for nuclear weapons.
Learn more at share-ng.sandia.gov/news/resources/news_releases/solder_r....
Photo by Randy Montoya.
Model: Renke / Eddie
Ringlight. So very in love with it. Look at the wonderful reflection!
I'm gonna try to visit everyone today. Not sure I will suceed 'cause there so much no stuff I haven't seen yet.
Walt Leschek is an 82-year-old reliability and risk engineer who holds nine U.S. patents, including Fundamental Patent No. US 3991313. It was granted on Nov. 9, 1976, when Leschek was working for the former Westinghouse Electric Corporation. The patent provides a method of directly detecting high-energy neutrons of 10Mev or greater. The technology is currently used by the Department of Homeland Security for screening packages. Leschek joined the NRC in 1991 and works in the agency's Office of Nuclear Regulatory Research.
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Last weekend the motorcycle section of the Vintage Car Club of NZ ran a reliability trial and invited the Canterbury Classic Trials group to put on a demonstration and also take part in their event. The trials area also attracted members from the Vintage Club on suitable machines who tried the obstacles. These were largely man-made and included pallets (Thanks Palletmakers in ChCh), fence posts, tyres, a bank, tree stump, and logs. Due to the range of machines lined up for the reliability trial these sections were easier and included tight turns, tree roots, and banks. As well as trials bikes other contenders included trail bikes, 1970’s Vespa and Honda scooters, 1960's Royal Enfield and BMW motorcycles , 1937 Ariel, 1927 AJS, 1924 Triumph, as well as a Velosolex. A laid back and fun day mixing two groups both interested in classic motorcycles. Enjoy the photos.
Penelec, a subsidiary of FirstEnergy Corp. (NYSE: FE), has begun a significant project to help prevent or minimize service disruptions in downtown Johnstown, Cambria County, by reinforcing its underground electrical network.
Thanks to the reliability of his Powerstar, Hans Stacey can really lay on the gas and maintain 7th place in the overall ranking.. Follow Iveco's adventure at the Dakar!
2000 Orange Arrows A21 Supertec, driven by Barry Walker in the Formula 1 show class of the 2014 CRAA classic race in Aarhus.
Originally driven by Jos Verstappen, father of young Formula 1 star Max Verstappen, who is enjoying much more success than his father ever did. In all fairness, it must be added, that Max' Red Bull F1 is also more competitive than father Jos' 2000 car.
Arrows struggled financially at this time, and although drivers Pedro De La Rosa and Jos Verstappen were often able to get into the upper half of the grids, reliability was a serious issue, and the results reflected that.
Two more cars would be developed after the A21 - A22 and A23, but when main sponsor Orange folded in the middle of the 2002-season, it was the final straw and the Arrows team shut down shortly afterwards.
PS: I'm well aware, that many (most?) race photographers try to capture motion/speed/motion on their photos, by following their subjects with the camera, making wheels and backgrounds blurry, and thus giving an impression of action... I don't do that! Actually I aim for the exact opposite: freezing the exact moment of the photo. The motion technique can provide some very nice action shots, but they always tend to sacrifice detail, not just on wheels and backgrounds. Personally, I'm trying to show some nice classic cars and for that I want as much detail as possible.
JCP&L plans to spend $357 million in 2018 on infrastructure projects and other work to enhance customer reliability across its 13-county northern and central New Jersey service area. Major projects scheduled include replacing remote-controlled substation equipment used to monitor and respond to grid conditions, replacing 34.5 kilovolt (kV) substation circuit breakers and upgrading distribution circuit breakers and more than 90 circuit upgrades.