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Componentes do Plenário do Conselho de Arquitetura e Urbanismo do Brasil para o mandato entre 1º de janeiro de 2018 e 31 de dezembro de 2020
Ednezer Rodrigues Flores - RS
From 31 July to 2 August 2018, several Heads of UN missions Police chiefs meet in Addis Ababa at the 3rd Heads of Police Components Retreat. Their counterparts from African Union missions and hybrid AU-UN missions as well from the Federal Police Commission of Ethiopia are also attending the retreat. The main objective is to utilize this retreat as a platform for sharing and exchanging ideas/best practices within a regional context. Two other preceding similar retreats were held in Entebbe and Kigali.
Angled prism in housing, component of a pair of binoculars
This item is surplus to my collection needs. I am making this available for swap or trade. Please let me know if you are interested. See these sets of images for other cameras, lenses and photographic paraphernalia that I am removing as I am sharpening the focus of my camera collection.
Image shot with an Olympus Stylus TG-3.
© Dirk HR Spennemann 2014, All Rights Reserved
Access all my images via the Collections Page
In today's rapidly evolving technological landscape, it's easy to forget the impact of older electronic components on our modern world. However, there are still many industries and businesses that rely on legacy technology to power their operations. That's where GreenTree Electronics comes in.
As a distributor of obsolete electronic components, GreenTree Electronics specializes in providing businesses with the hard-to-find parts they need to keep their legacy systems running. Whether it's a vintage piece of machinery or other obsolete electronic components, GreenTree Electronics is dedicated to ensuring that these products continue to function for years to come.
But why is it so important to preserve legacy technology in the first place? For one, many of these older systems are still perfectly functional and can provide significant cost savings for businesses that don't need the latest and greatest technology. Additionally, legacy technology often has a unique charm and character that can't be replicated by modern devices.
As suppliers of obsolete electronic components, the team understands the importance of these older systems and is committed to providing quality service and support to help businesses maintain and repair their legacy technology. With a vast inventory of obsolete electrical components and a team of knowledgeable experts, GreenTree Electronics is the go-to source for businesses looking to keep their older systems up and running.
But GreenTree Electronics is more than just an obsolete electronic components distributor. They're also dedicated to promoting sustainability by reducing electronic waste. By providing businesses with the components they need to repair and maintain their older systems, GreenTree Electronics is helping to reduce the amount of electronic waste that ends up in landfills.
In conclusion, GreenTree Electronics is a crucial player in the preservation of legacy technology. By providing businesses with the hard-to-find parts they need to keep their older systems running, GreenTree Electronics is helping to ensure that these systems continue to function for years to come. And by promoting sustainability through the reduction of electronic waste, GreenTree Electronics is doing their part to create a better world for future generations.
Belgian Land Component Aurus PRV (Protected Recovery Vehicle) of the Bataillon Logistique, Brussels, Belgium, July 21, 2023.
Top left from Simon Phone # 0721430149
Disks, Cones. Bottom chain also from Simon.
Middle from Sammy in Makina Market:
End Caps, Round End Caps, Cones in German Silver (Nickel) and Brass. He can do "shiny" or "antiqued" finishes.
Top Right disks from Jacaranda Workshops. Available in multiple sizes.
The lack of ductility of glass prevents the equalization of stresses at local irregularities or flaws and the breakage strength varies considerably about a mean value. This latter is found to occur at a tensile strength of about 700kg/cm2
Congratulations to Lt. Col. Diana Miller, Deputy G4 - Joint Force Headquarters, on her promotion to Lt. Col. from Lt. Col. Philip Tennant, Land Component Commander, at the Major Joseph R "Beau" Biden III National Guard/Reserve Center, October 19, 2019.
Lt. Col. Miller enlisted into the United States Army in May 1990 and was commissioned as a 2nd Lt. in 1999 through the New Jersey Army National Guard’s Officer Candidate school. She branched Transportation Corps. In 2011, Miller transferred to the Delaware Army National Guard where she has held the following position: Supply Management Officer - G4, Policy Oversight Officer J5/G5, S4/261st SIG Brigade TTSB, S4/72ND Troop Command, Distribution MGMT Branch Chief - G4/JFHQ, Equal Emp. Opportunity Officer - CMD staff and at present she is the Deputy G4, JFHQ. #delawarenationalguard // #knowyourmil
Angled prism in housing, component of a pair of binoculars
This item is surplus to my collection needs. I am making this available for swap or trade. Please let me know if you are interested. See these sets of images for other cameras, lenses and photographic paraphernalia that I am removing as I am sharpening the focus of my camera collection.
Image shot with an Olympus Stylus TG-3.
© Dirk HR Spennemann 2014, All Rights Reserved
Access all my images via the Collections Page
Belgian Land Component Aurus PRV (Protected Recovery Vehicle) of the Bataillon Logistique, Brussels, Belgium, July 21, 2023.
Component selection, optical design, thermal design, and fabrication of modular LED lighting units for Shuffles board game cafe.
Key design aspects: LED CCT to match existing fixtures, very high CRI for accurate color rendering, High dynamic range dimming, internal optics design for optimal surface illumination and minimal glare, Thermal design to allow passive convective cooling and long life, Class 2 LED supplies wired by electrician.
Belgian Air Component BAC General Dynamics F-16-AM FA-134 as BAF512
Arrival at RAF Waddington for the upcoming Cobra Warrior Exercise
RAF Waddington WTN EGXW
Wednesday 1st March 2023
Little electric people looking for their way
6. Every Little Thing (1964) - (tag as msh0415 and msh0415-6)
Belgian Land Component Aurus PRV (Protected Recovery Vehicle) of the Bataillon Logistique, Brussels, Belgium, July 21, 2023.
Belgian Land Component Aurus PRV (Protected Recovery Vehicle) of the Bataillon Logistique, Brussels, Belgium, July 21, 2023.
The history of Torquay railway station is closely connected with the development of Torquay as a Victorian seaside resort. The present station dates from 1878, although a station serving Torquay had existed on the site since 1859. Its history also has an interesting relationship with the older station at Torre, which was the original railway terminus for Torquay when the railway first arrived in 1848. Today, the surviving Victorian station is Grade II listed and remains an important stop on the Riviera Line between Exeter and Paignton.
The first railway to reach the Torquay area was the South Devon Railway, which opened its broad-gauge branch from Newton Abbot on 18 December 1848. The line terminated at what is now Torre station, on Newton Road, considerably uphill from the centre of Torquay. The station was originally called Torquay, reflecting its role as the railway station serving the developing resort.
The arrival of the railway was an important event in Torquay's development. During the nineteenth century the town was becoming one of Britain's fashionable seaside resorts, promoted for its mild climate and attractive coastal setting. Railway access made it much easier for visitors from Exeter, Bristol, London and other parts of Britain to reach the resort.
The original railway, however, did not reach the seafront. The station at Torre was some distance from the harbour and beaches, requiring passengers to continue their journeys by road. This was not ideal for a resort whose principal attraction was its coastline.
The solution came with the Dartmouth and Torbay Railway, which extended the railway southwards from Torre towards Paignton. The extension opened on 2 August 1859, and a new station was constructed much closer to the coast at Livermead, in the southern part of Torquay. This is the origin of the present Torquay station.
The opening of the new station had an interesting consequence. The original Torquay station at Torre had to be renamed Torre, while the new station near the sea took the name Torquay. The distinction remains today: Torre is the older station on the hill, while Torquay is the later station near the seafront.
The new Torquay station was deliberately positioned to serve the resort's tourist traffic. Its location near Abbey Sands made it considerably more convenient for visitors arriving by train. The station was principally a passenger facility, while goods traffic continued to be handled at Torre. This helped give the new station a more refined atmosphere appropriate to its role as a gateway to a fashionable resort.
The Dartmouth and Torbay Railway itself was operated by the South Devon Railway from the beginning. The two companies were eventually amalgamated in 1872, and four years later the South Devon Railway became part of the Great Western Railway. The GWR subsequently decided that the 1859 Torquay station was not sufficiently impressive or capable for the growing traffic of the resort.
A much grander station was consequently built in 1878.
The present station opened on 1 September 1878, replacing the 1859 building. It was designed by William Lancaster Owen and J. E. Danks and was intended to provide a suitably imposing architectural gateway to Torquay.
The architecture reflects the importance attached to railway stations during the Victorian period. The buildings use local rough-faced grey limestone with Bath stone detailing, while the steeply pitched slate roofs have distinctive pavilion-like forms that have been compared with French château architecture. The result is considerably more elaborate than a simple rural railway station.
The station was closely associated with the nearby Grand Hotel, which stood immediately behind it. The combination of railway station, luxury hotel and seafront was typical of Victorian resort development. Wealthy visitors could arrive by train and find themselves immediately within the resort environment for which they had travelled.
The 1878 station was substantially larger than its predecessor. It was built with extensive platform accommodation, substantial station buildings and impressive canopies. The two sides of the station were connected by a footbridge carried between distinctive stair towers. The covered lattice-iron bridge, with its timber and glazed superstructure, forms an important part of the listed station complex.
The railway itself was initially single track, with a passing loop at the station. This arrangement became inadequate as passenger traffic increased, particularly as the resort became increasingly popular. The line through Torquay was eventually doubled, with the work completed in 1882.
The expansion of the railway coincided with an extraordinary period of growth for Torquay. The railway enabled visitors to arrive in large numbers, while hotels, villas and other tourist facilities expanded around the town. Torquay's railway station consequently became an important part of the town's identity as a seaside resort.
The station also illustrates an important aspect of Victorian railway design: railway companies understood that their buildings could form part of the experience of travel. A station serving a fashionable resort needed to make a good impression. The GWR therefore invested in architecture that was considerably more elaborate than might have been necessary simply to handle trains.
The station remained in Great Western Railway hands until the nationalisation of Britain's railways in 1948, when it became part of British Railways. It subsequently formed part of the Western Region of British Rail, retaining its importance on the railway to Devon and Cornwall.
During the steam era, Torquay was served by a wide variety of Great Western locomotives and trains. The route was particularly important for long-distance services from London Paddington to the South West, alongside local services linking Torquay with Exeter, Newton Abbot and Paignton.
The railway through Torquay was also an important component of the wider route to Kingswear. Although the direct railway to Kingswear eventually closed to regular British Rail passenger services, the surviving section between Newton Abbot and Paignton remains in use as the Riviera Line.
The twentieth century brought substantial changes to the railway. Steam locomotives were eventually replaced by diesel traction, transforming the appearance and sound of the station. Torquay then became a regular stopping point for diesel multiple units and locomotive-hauled trains serving the Devon network.
The station subsequently became particularly associated with the InterCity 125 era. From the 1970s, British Rail's High Speed Trains transformed long-distance services between London, Exeter and the South West. Although the HST was designed primarily for high-speed inter-city operation, many services continued beyond Exeter towards Plymouth and Cornwall, bringing these distinctive trains through Torquay.
The railway's coastal setting also made the station part of one of Britain's most spectacular rail journeys. South of Exeter, the line travels through the difficult South Devon landscape, including the famous coastal section at Dawlish and Teignmouth. Passengers travelling to Torquay therefore experienced a railway route whose engineering history stretched back to Isambard Kingdom Brunel.
Torquay station itself is not one of Brunel's surviving station buildings, since the present structure dates from the GWR's 1878 rebuilding. Its location and railway route, however, belong directly to the network developed in the Brunelian era.
The station's importance was formally recognised when it was Grade II listed on 26 March 1986. Historic England identifies the building as being of special architectural and historic interest. The listing covers the station buildings and associated features, including the distinctive stair towers and covered footbridge.
The architectural survival is particularly valuable because so many Victorian railway stations have been altered beyond recognition or demolished. Torquay retains a substantial proportion of its historic appearance, allowing modern passengers to experience something close to the station environment created for Victorian visitors.
The station's relationship with the town has also changed. When it opened in 1859, its position near Livermead was intended to bring passengers closer to the resort's attractions. Today, the station remains close to the seafront and Abbey Sands, although modern Torquay has expanded considerably beyond the town that the Victorian railway company knew.
The station also suffered from the gradual reduction of railway facilities during the twentieth century. Goods facilities disappeared, railway staffing was reduced and some of the infrastructure associated with the steam railway ceased to be required. The essential passenger function, however, survived.
The line through Torquay remains double track, allowing trains to pass without the operational constraints of the nineteenth-century single-track railway. The modern station has two platforms, serving trains principally operated by Great Western Railway.
The present railway is generally known as the Riviera Line, running from Exeter through Dawlish, Teignmouth, Newton Abbot, Torquay and Paignton. The line remains important both to local passengers and to visitors travelling to the South Devon coast.
Torquay therefore retains a significant role in the region's railway network despite the disappearance of many of the facilities that once surrounded it. Its continuing passenger service is a direct descendant of the railway opened to the resort in 1859.
One particularly interesting feature of the station is the way its architecture reflects the Victorian railway's relationship with tourism. This was not simply infrastructure intended to move people from one place to another. The station was designed as an entrance to Torquay itself. Its grand architecture, nearby hotel and proximity to the sea all formed part of the experience offered to visitors.
The station's history is also closely connected with Torre station, and the two should not be confused. Torre is the original 1848 railway station for Torquay, while the present Torquay station dates from the 1859 extension and the 1878 rebuilding. Torre's original station buildings survive alongside the railway and are themselves Grade II listed.
This gives Torquay an unusual railway history in which the original station did not disappear when a newer station was built. Instead, the old station survived under a new name while the new station became the principal railway gateway to the resort.
The distinction also reveals how railway geography changed with the development of tourism. The first railway was positioned where engineering considerations allowed a practical connection to the town. Once the railway company recognised the importance of seaside tourism, it extended the line closer to the coast and built a station specifically to serve visitors.
The 1878 rebuilding went further, creating a station whose architecture communicated the importance of Torquay as a fashionable destination. The station effectively became part of the town's Victorian image.
During the twentieth century, Torquay continued to receive holidaymakers by rail. Special trains, excursion traffic and long-distance services contributed to the station's busy seasonal character. The railway was an important component of the mass seaside tourism that developed before the widespread use of private cars and foreign package holidays.
The later decline of traditional railway holiday traffic changed the station's role, but it did not eliminate its importance. Torquay remains a major destination in its own right, while the station continues to serve commuters, local residents, students and visitors.
The transition from British Rail to the privatised railway in the 1990s brought further changes in operating companies. Today, the station is managed by Great Western Railway, which operates most of the passenger services on the Riviera Line. The station remains unstaffed, but its Victorian buildings continue to provide the setting for modern railway operations.
The contrast between the historic architecture and modern trains is particularly striking. A modern diesel multiple unit or bi-mode train arriving at Torquay is using infrastructure whose essential purpose has remained unchanged since the nineteenth century, while the surrounding technology has evolved from broad-gauge steam locomotives through standard-gauge steam, diesel traction, HSTs and modern trains.
The station also forms part of the wider heritage of the South Devon Railway route. The line's difficult coastal alignment, including the famous Dawlish Sea Wall, was one of Brunel's greatest engineering challenges. Torquay sits at the southern end of this historically important railway landscape.
The station's Grade II listing ensures that its architectural character is protected for the future. Historic England specifically identifies the station's historic relationship with the railway extension to Paignton and its rebuilding by the GWR in 1878 as part of its significance.
The history of Torquay railway station can therefore be divided into several distinct stages.
The first stage was the arrival of the railway in 1848 at what is now Torre station. This established Torquay's connection with the national railway system.
The second stage was the extension towards Paignton in 1859 and the opening of the first station at the present site. This brought the railway much closer to the resort and seafront.
The third stage was the GWR's grand rebuilding of the station in 1878, creating the architecturally distinctive building that survives today.
The fourth stage was the expansion of the railway in the late nineteenth and early twentieth centuries, including doubling of the line and the development of Torquay's role as a major tourist destination.
The fifth stage was the transition through steam, diesel and HST operation during the twentieth century.
The sixth stage is the modern railway, in which the Grade II-listed Victorian station continues to serve the Riviera Line and remains an important gateway to South Devon.
What makes Torquay particularly interesting is that the station is both a railway monument and a monument to the development of British seaside tourism. Its history cannot really be separated from the growth of Torquay as a resort. The railway made the town much more accessible, while the town's growing popularity encouraged the railway company to build increasingly impressive facilities.
The station therefore represents the point at which two Victorian developments met: the expansion of the railway network and the emergence of mass tourism.
Today, when a train arrives at Torquay, passengers are still using the same basic railway connection created in 1859, although the station they enter is the substantially grander 1878 GWR building. The historic structure, its distinctive stonework, steep roofs, canopies and footbridge remain tangible reminders of the age when arriving by train was an important part of the seaside holiday experience.
Torquay railway station is consequently more than a Victorian station that happens to have survived. It is a physical record of the transformation of Torquay from a relatively inaccessible coastal settlement into one of Britain's best-known resorts, and of the railway's continuing role in connecting South Devon with the rest of the country.
Its survival is particularly valuable because the station still performs the function for which its Victorian builders intended it: welcoming visitors to Torquay by rail. Nearly 170 years after the first station opened at the site, modern trains continue to arrive beneath the historic canopies, preserving an unusually direct connection between the railway age of Queen Victoria and the railway of the twenty-first century.
The station is particularly memorable to me, as back in 1999, my school year group went on a week-long holiday to Torquay, and we used the station footbridge many times during the week to pass between the hotel (which was just behind the station) and the beach.
Date: Nov 13 2020 | By:LC Rapid
Tag:Sheet Metal Fabrication,
1. Development of aerospace sheet metal fabrication (ASMF)
Among the aerospace equipment, sheet metal components are accounted for over 20% out of the total number of manufacturing workload. In contrast, high-strength aluminium, magnesium, titanium and other lightweight alloys of sheet metal components are prone to wrinkling and cracking during formation due to their low plasticity. This issue has always been plaguing the aerospace industry and hindering the light-weighting and integral development.
In particular, the manufacture of alley-complex-shaped thin-walled sheet metal components made of aluminium, magnesium, titanium with the boss, reinforcing ribs and small rounded corners has become an important issue to improve the skill level of aircraft aerospace sheet metal fabrication industry.
2. The formation of new technologies in aerospace sheet metal fabrication
In the process of ASMF operations, the correct and scientific selection of ASMF technologies can ensure the quality of the product processing, in addition to effectively regulate and guide the aerospace sheet metal fabrication working process. This is the reason that it is necessary to carry out a compelling and in-depth study of the product processing to ensure that the ASMF technology can meet the needs of sheet metal processing.
The combination of fluid-filled deep-draw forming technology and high-speed impact forming technology resulted in a new impact hydroforming technology, and a sheet impact hydraulic forming limit tester was designed from this. Through extensive experiments, it has been proven that this technology and device are also suitable for the formation of aluminium alloys, aluminium-lithium alloys, magnesium alloys, titanium alloys and other materials.
3. The role of the new technology of aerospace sheet metal fabrication
The impacting hydroforming technology enables the formation of complex thin-walled buccal-frame components in ASMF, and the world's first production-ready impacting hydroforming device has been successfully developed based on this new principle.
This technology can change the traditional aluminium alloy sheet forming process of more than eight times of manual-assisted manufacturing process to two times of automatic production process, without intermediate process heat treatment, which can increase the production efficiency by four times, and is expected to promote and enhance the development level of aerospace sheet metal manufacture industry. Previously, the drop–weight forming technology of the Soviet Union had been inherited, which required a combination of mould pressing and manual operation, but the formed parts had defects such as scratches on the surface, low yield and poor precision and consistency.
www.lcrapid.com/impact-hydroforming-technology-no-more-ma...
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