But one of the most evocative is the comforting whine of the large box fan my parents had.
An air conditioned home was a rarity in our neighborhood back then, so the summer heat was escaped only with the air that could be circulated through the use of fans. And yes, that meant that, in the swelter of a July or August mid-afternoon, all we were doing was blowing hot air around. But it was better than nothing.
The day that the fans would be dragged up from the basement and dusted off for the season was an exciting one, indeed, for it meant that school was almost out for the summer, that our pool membership would soon kick in, and that shoes and sneakers were soon going to be ditched for bare feet.
We had a number of fans in the house. My parents had a large window fan that screwed into the casing. The placement of this unit was key: It was put in a window that not only blew air across my parents' bed but also blocked the steady, screamy noise that came from our neighbors' use of their in-ground pool. This fan was dual-action, meaning its rotation could be reversed, therefore making it suitable for both blowing cool air in but also sucking hot air out.
My bedroom had a side-by-side fan that we inherited from somewhere. It looked like a 1940s prop plane, with its two blades left and right. Dad used to sit it in my window and close the sash to keep it in place. Airflow could be directed by the pivot points that were built into each side, but for the most part, I was content to let it blow forward. I also distinctly remember that one of the blades must have bent just a centimeter or so, causing it to touch repeatedly on the metal protective grating that covered its face.
I learned very early on to ignore this soft ping-ping-ping, especially at night.
I loved sleeping with the fan on. I not only enjoyed the rush of coolness that it brought in after the sun went down, but I also let its steady drone lull me to sleep. The concept of "white noise" wasn't formally known back then -- at least to me -- but I understood at an early age its power and comfort.
The granddaddy of all our fans, however, was the green giant that occupied the kitchen.
This was a heavy-duty monster that my parents received as a wedding gift in 1957. It weighed a ton, had a motor that looked like it could drive the screws on the Titanic, and best of all, it moved a hurricane's worth of air.
The casing had gotten a little battered over the years. And one of its features -- a set of louvers that could be set to oscillate back and forth to vary the direction of its breeze -- hadn't worked in a long time. But this powerhouse served us well season after season.
The big fan had a tough job: Cooling the kitchen. My mother directed summer meals to be as least reliant on the stove as possible. And the oven was an absolute no-no in July and August. But even still, the five of us would gather at the table each evening, the roasty setting sun blasting in from the back window, and eat, relying on the big fan to make the meal bearable.
This thing was loud, too. When it would start up, you'd think a B-52 was readying for takeoff: Brrn-Brnn-BRNN-BRNN-BRNN-BRNNNNNNN... Conversations around the table were often shouted to be heard above the din: "CAN YOU PASS MORE CORN, PLEASE?" "CAN I HAVE SOME MORE ICED TEA?" "ANOTHER SLICE OF TOMATO, PLEASE!"
My mother also employed the big fan to help with that chore that is now long extinct: Defrosting the freezer. Once a summer, she would clean the refrigerator from top to bottom and then turn her attention to the large, drawer-like freezer unit below it. After unplugging the appliance, she'd remove all the contents, open the drawer, and let the mounds of accumulated frost melt away. This involved a steady emptying of the drip pan below. And to force more hot air inside, speeding the task, she'd position the big fan right in front of it and let it do its work.
This whole affair was fun for we kids because: A) we could stand nearby and enjoy "air conditioning," as the fan disbursed the cool air. B) we could wriggle off large pieces of the frosty accumulation, form them into snowballs, and pelt each other in the backyard.
Fast-forward to today. The summers are now less arduous, thanks to central air conditioning throughout our home. We flick it on without a thought, let it keep us comfortable, and pay the jump in the electric bill each month.
But we still have a couple of fans, for that late-spring and early-summer period when it's too cool to use the A.C. full-time but it's still worth moving some air around.
And as much as I appreciate air conditioned comfort on those humid nights when, without it, our sheets would be a sodden mess and sleep would be difficult to find...
I still prefer the nights when I can leave the bedroom windows open.
Nestle under a cool sheet.
And let the steady sound of the fan lull me off to sleep.


Come to Clement Ford when you need auto services in the Greater St. Louis area. We offer a myriad of services for Ford and all other makes and models. Schedule your appointment today!
At Clement Ford, we don’t do service like the other guys. We care about quality service, timeliness, and making you feel like part of the family. Here’s why you should choose Clement Ford for your auto service:
Your safety is always our top priority. We’ll make sure you drive away with the confidence that your vehicle is tuned up and ready for the road. We’re always efficient, but we never rush. You get high-quality, expert service every time.
People are often afraid to schedule service or maintenance because of the bill that sometimes comes with it. You can rest assured that we’ll do everything we can to make your service work with your budget. And we’ll never upcharge you or sell you services you don’t absolutely need.
As a Ford dealership and auto service shop, we have access to any original equipment manufacturer (OEM) part for Ford vehicles. Ensure that your Ford is running in top shape with all the right parts.
Getting lax with your vehicle maintenance is easy to do, but it can rob years and miles from your vehicle. If you want to get as much use out of your car as possible, you’ll want to make sure to bring it in regularly to keep it running in top shape. Don’t worry, we’ll always make your auto service experience enjoyable, affordable, and pain-free.
Here are the services you can schedule with Clement Ford:
Keeping up with oil changes is one of the most important things you can do for your vehicle. Your oil ensures your engine components are properly lubricated and able to run the way they should. With our oil change service, we can get you in and out quickly. We can offer conventional, full synthetic, synthetic blend, high-mileage, and any other oil you might need.
Neglecting tire rotations can lead to wearing, splitting, bald spots, and a number of other issues. Make your maintenance schedule even simpler by combining your oil changes and tire rotations into one appointment.
Many drivers are aware of the need to change their oil and rotate their tires, but timing belt changes are sometimes forgotten. A worn or faulty timing belt can wreak havoc on your motor, so make sure you schedule regular maintenance for your belts.
Everyone knows how important it is to have your brakes performing optimally. With a quick brake inspection, we can make sure you’re hitting the road safely.
The last thing you want to do is have to jump your car every morning due to a faulty battery. Don’t worry, we can get you a great replacement and install it for you.
Get the maximum life out of your tires and ensure your turning and handling are always on point with a wheel alignment.
Trust in the Hard Work and Years of Experience
Timely - We always respect your time and want to get you back on the road as soon, and as safely, as possible. We’ll always provide you with an efficient, high-quality repair.
Transparent - Many service shops will try to sell you more services, more repairs, and more things you don’t need. We’re always transparent with you and we’ll give you the cost upfront. No hidden fees or agendas here.
Trustworthy - What good is an auto service shop you can’t trust? We prefer to build a lifelong relationship with our valuable customers instead of trying to squeeze a few extra dollars out of them.
Clement Ford has every service you could need. Click below to find the right service for you.


德国斯图加特国际汽车内饰展Automotive Interiors Expo,参展商代表汽车内饰业界的A-Z，著名的汽车制造商，从法拉利，玛莎拉蒂，迈凯轮和保时捷，直至通用汽车，大众，捷豹，宝马，丰田和奇瑞！
Automotive Interiors Expo Europe exhibitors represent the A-Z of car interiors, with products being found in vehicles from just about every car manufacturer you can name, as famous as Ferrari, Maserati, McLaren and Porsche, or popular as GM, Volkswagen, Jaguar, BMW, Toyota and Chery, etc.!
The show is about quality, color, texture, touch, feel and innovation, It is one of the important events in the automotive industry, a platform for global automotive industry to exchange new designs and engineering, to share new technologies, inventions and materials, to show the flexible material automated solution of“cutting and sewing”. Sparks of new concepts and inspirations will collide from this event.
The show is a must-visit for Tier 1 suppliers as well as for interior design teams from car manufacturers wanting to keep up with the rapidly changing world of materials, finishes and technologies that contribute to ‘touch and feel’.
欢迎新老客户和各界朋友莅临富怡展位Hall 3 3200参观交流，了解更多富怡产品和最新技术成果。
Welcome customers and friends to visit Richpeace Booth in Hall 3 3200 to communicate and learn more about Richpeace machines and latest technologies.
Exhibition Date：Dec 5, 6 & 7, 2023
Richpeace Booth：Hall 3-3200
Address：Messe Stuttgart, Germany


Are you looking to take your design processes to the next level? Look no further than Solid Edge! With its powerful suite of tools and features, Solid Edge is your solution for maximizing efficiency and streamlining your design processes. Whether you’re a small business or a multinational corporation, Solid Edge has the capabilities to meet your needs.
With its intuitive interface and robust functionality, Solid Edge allows you to create, edit, and manage your designs with ease. Say goodbye to complex workflows and hello to a simplified design experience. Solid Edge also offers seamless integration with other engineering software, enabling you to collaborate effectively with your team and ensure the highest quality in your designs.
Not only does Solid Edge enhance your design processes, but it also empowers you to bring your ideas to life faster than ever before. From concept to production, Solid Edge provides you with the tools you need to accelerate your design cycle and reduce time-to-market.
Don’t settle for inefficiency in your design processes. Discover how Solid Edge can revolutionize your workflow and help you achieve greater productivity and success. Take your designs to new heights with Solid Edge today.
Understanding the design process
Efficient design processes are crucial for any organization, as they directly impact productivity and time-to-market. To understand how Solid Edge can streamline your design processes, it’s important to first grasp the fundamentals of the design process itself.
The design process involves a series of steps, starting from conceptualization and ending with the final product. These steps typically include ideation, sketching, 3D modeling, prototyping, testing, and manufacturing. Each step requires careful planning, collaboration, and iteration to ensure the end result meets all requirements and specifications.
Common challenges in design processes
Design processes can be complex and time-consuming, with various challenges that can hinder efficiency. Some common challenges include:
1. Lack of collaboration: Inefficient communication and collaboration among team members can lead to misunderstandings, errors, and delays in the design process.
2. Version control issues: Keeping track of design iterations and managing multiple versions of files can be a daunting task, leading to confusion and wasted time.
3. Inefficient workflows: Cumbersome workflows, manual tasks, and redundant processes can slow down the design process and decrease productivity.
4. Limited design capabilities: Design software with limited features and tools can restrict creativity and hinder the ability to create complex designs efficiently.
Benefits of using Solid Edge for design
Solid Edge addresses these challenges and offers numerous benefits for streamlining design processes:
1. Efficient collaboration: Solid Edge provides real-time collaboration tools that enable teams to work together seamlessly. With features like multi-user editing and instant file sharing, teams can communicate effectively and avoid version control issues.
2. Streamlined workflows: Solid Edge simplifies workflows by automating repetitive tasks and providing intuitive interfaces. This allows designers to focus more on the creative aspects of their work and spend less time on manual processes.
3. Powerful design capabilities: Solid Edge offers a wide range of advanced tools for 3D modeling, simulation, and visualization. These tools enable designers to create complex designs quickly and accurately, resulting in higher-quality products.
4. Integration with other engineering software: Solid Edge seamlessly integrates with other engineering software, such as computer-aided manufacturing (CAM) and computer-aided engineering (CAE) tools. This integration ensures smooth data exchange and collaboration between different departments, reducing errors and improving efficiency.
Key features and tools of Solid Edge
Solid Edge is packed with features and tools that enhance the design process. Here are some key features:
1. Synchronous technology: Solid Edge’s synchronous technology allows designers to easily edit and modify 3D models, regardless of their design history. This flexibility saves time and enables quick design changes.
2. Simulation capabilities: Solid Edge offers simulation tools that allow designers to test and validate their designs virtually. This reduces the need for physical prototypes, saving time and costs.
3. Generative design: With generative design, Solid Edge can automatically generate multiple design options based on specified constraints and goals. This enables designers to explore new possibilities and optimize their designs for performance and efficiency.
4. Cloud-based collaboration: Solid Edge provides cloud-based collaboration tools that enable teams to work together from anywhere in the world. This promotes remote work and increases flexibility in the design process.
Streamlining the design process with Solid Edge
Now that we understand the benefits and key features of Solid Edge, let’s explore how it can streamline the design process:
1. Improved communication and collaboration: Solid Edge’s collaboration tools enable real-time communication and seamless file sharing among team members. This ensures that everyone is on the same page and reduces the risk of miscommunication and errors.
2. Faster design iterations: Solid Edge’s synchronous technology allows designers to make changes to 3D models quickly and easily. This accelerates the design iteration process, enabling designers to explore different options and make improvements more efficiently.
3. Automated workflows: Solid Edge automates repetitive tasks and provides customizable workflows, reducing the time spent on manual processes. This increases productivity and frees up designers to focus on more critical aspects of the design process.
4. Integration with other software: Solid Edge integrates with other engineering software, facilitating data exchange and collaboration across different teams and departments. This eliminates the need for manual data transfer and ensures a smooth workflow.
Tips for maximizing efficiency in Solid Edge
To get the most out of Solid Edge and maximize efficiency in your design processes, consider the following tips:
1. Invest in training: Solid Edge offers training programs and resources to help users become proficient in the software. Investing in training can significantly improve efficiency and productivity.
2. Leverage automation: Take advantage of Solid Edge’s automation capabilities to streamline repetitive tasks and workflows. This will save time and reduce the chances of errors.
3. Standardize templates and libraries: Create standardized templates and libraries of commonly used design elements to improve consistency and save time in the design process.
4. Stay updated: Keep up to date with the latest version of Solid Edge and take advantage of new features and enhancements that can further streamline your design processes.
Case studies of companies using Solid Edge for streamlined design processes
Many companies have successfully implemented Solid Edge to optimize their design processes. Let’s take a look at a couple of case studies:
1. Company A: Company A, an automotive manufacturer, implemented Solid Edge to streamline their design processes. By leveraging Solid Edge’s collaboration tools and automation capabilities, they were able to reduce design iteration time by 30% and improve overall productivity.
2. Company B: Company B, a consumer electronics company, integrated Solid Edge with their manufacturing software to enhance their design-to-production workflow. This integration eliminated manual data transfer and reduced errors, resulting in significant time and cost savings.
Training and resources for learning Solid Edge
To learn Solid Edge and improve your design processes, here are some training and resources to consider:
1. Solid Edge training programs: Solid Edge offers comprehensive training programs for beginners and advanced users. These programs cover everything from basic functionalities to advanced topics like simulation and generative design.
2. Online tutorials and forums: There are numerous online tutorials and forums where Solid Edge users share tips, tricks, and best practices. These resources can be invaluable for learning new techniques and solving design challenges.
3. Solid Edge community: Join the Solid Edge community to connect with other designers, share experiences, and learn from industry experts. The community provides a platform for networking and knowledge exchange.
Conclusion: The future of design with Solid Edge
Solid Edge is a powerful tool for maximizing efficiency and streamlining design processes. With its intuitive interface, robust features, and seamless integration with other engineering software, Solid Edge empowers designers to bring their ideas to life faster than ever before.
By addressing common challenges in design processes and providing advanced tools for collaboration, automation, and simulation, Solid Edge revolutionizes the way designs are created and manufactured. With Solid Edge, organizations can achieve greater productivity, reduce time-to-market, and stay ahead of the competition.
Don’t settle for inefficiency in your design processes. Discover how Solid Edge can transform your workflow and help you achieve success. Take your designs to new heights with Solid Edge today.


OUR EXPERTS DELIVER INNOVATIVE, EFFICIENT & VALUE-DRIVEN SOLUTIONS FOR CUSTOMERS
Legacy runs its operations from four separate facilities, strategically located within only 3 miles from one another. The locations of our aerospace, automation, and machine shops allow for our on-site installation, design-build, and integrations teams to work in unison. We staff hundreds of industry leading experts, specialists, and a seasoned management team with centuries of experience.
We are a quality-driven team focusing on automation, integration, and aerospace. Our capabilities include everything from defense and commercial aerospace tooling, shop layout and integration, to robotic welding and laser cutting- all of which are performed within our facility. When you’re ready for a system of your own, our on-site installation and support team is ready to help integrate this new process into your existing infrastructure. We provide detail tooling such as lay-up mandrels, compression molds, vacuum fixtures, and RTM molds.
Legacy combines the best of its strengths and resources to provide customers with a multitude of possibilities and solutions in multiple areas of expertise. Our aerospace tooling operations are lead by a team of some of the most experienced and trusted in the trade. We are highly skilled and motivated to provide shipping fixtures, staging systems, final assembly fixtures, drill fixtures, and more.
We are proud to help keep the heart of the aerospace and automation industries here in America. We understand that finding ways to reduce costs, without compromising quality or efficiency, plays a very vital role in keeping our country at the forefront of the industry. We also view that part of our duty is to communicate and work with our customers towards finding and creating opportunities that aid in price reduction, or that may save valuable time during fabrication.
We are honored to have served companies such as Boeing, Gulfstream, Spirit Aerosystems, Ford, and many more. These companies trust us with some of their most important tooling, machining, and automation needs. We consistently produce excellent results for our clients and welcome you to talk with us about how we can help your company.


Monday, December 14, 2009
Toyota PHEV in 2011, Finally
Toyota officially launches plug-in Prius program, retail sales in 2011:
In Japan today, Toyota officially launched its Prius Plug-in Hybrid (PHEV) lease program. Over the next six months, Toyota will be building and deploying 600 examples of the plug-in Prius for testing, primarily in Japan, the United States and Europe. The Japanese market will get 230 units, with 150 coming here and 200 going to Europe. The cars will be leased to government, commercial, and university fleets for field testing that help to gather more data on how PHEVs are used in the real world.
To accommodate plug-in charging, the Prius gets a 5.2 kWh lithium ion battery pack in place of the standard nickel metal hydride unit. The battery and associated charging hardware appear to be the only significant mechanical changes to the PHEV. The motor and other hybrid hardware are apparently carried over intact. Even with the standard motor, Toyota claims a maximum EV speed of 62 mph.
On the Japanese JC08 cycle, the Prius can run about 14.5 miles before depleting the battery. It's not clear what the performance level will be in EV mode and what sort of driving will trigger the engine to start up while the battery still has available power. Based on that driving cycle, the PHEV is rated at 72 mpg (U.S.) in post-EV hybrid mode which compares with the 50 mpg or so that we typically see in real use. Since the hybrid system is essentially unchanged, the 14-mile range is probably a bit optimistic. The combined efficiency based on a utility factor of .436 (43.6 percent of driving in EV mode) the Prius is rated at 134 mpg (U.S.). The PHEV Prius will undoubtedly get very good mileage, but triple digits are unlikely for most people. During the presentation, Toyota also announced a target of retail sales for the PHEV of late 2011 at an 'affordable' price. Video of the presentation and the press release are after the jump.


[imageframe lightbox=”no” lightbox_image=”” style_type=”bottomshadow” bordercolor=”” bordersize=”0px” borderradius=”0″ stylecolor=”” align=”left” link=”” linktarget=”_self” animation_type=”0″ animation_direction=”down” animation_speed=”0.1″ class=”” id=””][/imageframe]Bill is a highly-seasoned business and thought leader in the specialized field of design for Medical and Life Sciences products.
Over the past twenty years, he has led Bridge Design to perform at the forefront of the industry, invoking a highly user-centered design approach that improves customer appeal and market share for clients ranging from startup to Fortune 500. His broad and deep industry perspective has resulted in powerful cross-pollination of ideas that often anticipate consumer and medical trends, resulting in multiple industry design awards, and, more importantly, market share improvement for clients.
Bill is a sought after conference speaker on design and innovation and has written extensively for industry media. In addition, he contributed a chapter to “The Handbook of Design Management; The Japanese Corporate Approach.” He has also been a guest lecturer and student mentor at UC Berkeley and Stanford University’s industrial and product design programs.
In addition, Bill has served as a Venture Advisory Board Member for Kimberly-Clark, and for the past decade on the Editorial Advisory Board of industry-leading publication Medical Device & Diagnostic Industry (MD&DI). He has also been named among the “100 Notable People” in the medical device industry by that same organization.
Bill owns multiple patents and holds two masters degrees, awarded jointly: an MDes in Industrial Design Engineering from the UK’s Royal College of Art, and a DIC in Engineering from its sister university, Imperial College.


The global automotive supply chain is one of the largest, most complex, challenging and yet sensitive market networks. In this article we view this supply chain through the eyes of Original Equipment Manufacturers (OEMs) and their suppliers. We highlight external forces impacting the market, suggest approaches for those looking to move up the value chain, and give insight into the future of the industry.
The automotive industry can be brutal in the tightness of its margins and balance of power, with suppliers often super-reliant on a small number of high-value contracts on whose continuation the business depends. The industry, like many others, is also sensitive in its exposure to technological disruption, shifting economic forces and the political winds of change.
This is nothing new. The global vigour of the industry suggests that the market for automotives will always be with us, in one shape or form, for as long as people want to get from one place to another in relative comfort and privacy
The global automotive market has an outstanding record for adapting to change and successfully responding to the stresses and pressures upon it. But there’s equally no doubt that right now is an exceptionally testing and challenging moment for automotive suppliers as they face an unprecedented fusion of political, technological, commercial and strategic issues.
The global forces of change
First and foremost, the US administration’s 'America First' approach to foreign policy and its impacts on trading alliances – from NAFTA and the Trans-Pacific Partnership to the Korean Free Trade Agreement – are un-settling the market. Over the Atlantic, Brexit is having a similar (if not so widespread) impact.
Environmental and automation technologies are revolutionising vehicle design, manufacture and marketing to such an extent that even the concept of what a vehicle could and should be is increasingly uncertain. This changing landscape is putting OEMs in the spotlight. As the name suggests, OEMs make auto parts which are then used in the assembly and installation of a new vehicle. So, when the definition of a vehicle itself is under question, the whole supply chain feels the impact.
Manufacturers are consolidating their models onto fewer and fewer platforms, exposing suppliers working on older models and platforms to significant risk. And, as OEM strategic planning becomes increasingly global, suppliers are finding it harder to predict, adapt to and influence the decisions that will shape their future.
Time for more guidance for suppliers
A quick Google search will reveal academic and business papers on all these trends, the political ones in particular. But what seems to be broadly lacking is any guidance on what suppliers should be doing to protect and grow their business with OEMs.
We think that the time is here for that to change – so here goes.
First and foremost, it’s vital that suppliers take a little time to step back and consider the state of their OEM relationships. How much life is left in the model or models you’re working on? Is the platform you supply there for the long term? If not, are there alternatives for you to target?
Then look at your own organisation. Are you in good shape to offer the pricing and quality OEMs will be looking for? How can you simplify your business and strip out unnecessary areas of cost?
Scenarios for assured future success
Next, focus on reading the future. Follow this four-point action plan:
- Consider what future strategic direction the OEMs are most likely to take. (While you cannot necessarily influence their decision-making, you should try hard to understand the issues and influences that OEMs are most likely to consider.)
- Next, use that insight to predict and consider a range of possible future scenarios. (We recommend you aim for a five-year window.)
- Develop a series of action plans based on every scenario, so you’re well-placed to adapt to changing circumstances as they emerge.
- Then, in an environment of changing taxes and tariffs, undertake a granular analysis of the costs of doing business and how these are likely to change over the months and years ahead.
That will give you the insight needed to maximise your price-competitiveness while protecting the margins needed for growth and investment.
Climbing the value chain
In our experience of working with automotive clients, once you’ve done all this work, you’re in a position to move up the OEM value chain.
You can see examples of this happening in markets across the world. For example, suppliers in Mexico are gaining a global reputation for their R&D work on environmental technologies. This is additionally stimulated by their government’s focus on green automotive tech, which is also driving strong sales of hybrid and electric vehicles.
But you might need some help on the way. If the right direction to take involves working across multiple jurisdictions, for example, you might wish to seek partnerships with other suppliers.
Working with a consultant can also help you mitigate risk, take the pain out of contract negotiations and ultimately maximise your margins. This applies as much to working with supply partners as with OEMs.
Critically, consultants with experience of the global automotive industry often have access to levels of seniority – where the decisions get made – that are closed to many suppliers.
Above all, though, take that time out to consider your position, both today and into the years to come.
It’s at moments like today, when the industry finds itself in a complex and uncertain place, that the value of properly thinking through the options for creating a more certain future truly comes into its own.
Specialists from our network of member firms can help automotive suppliers to navigate the complex global challenges ahead. If you would like to discuss any of the points raised in this article or discuss your specific requirements further, please contact our automotive Grant Thornton specialists.


In the late 1960s domestic long-distance trains were added to the Trans Europ Express (TEE) network of first-class trains. Paul Arzens designed colorful TEE carriages and sharp-cut locomotives for the French national railways.
Matching posters for these SNCF carriages were created by graphic designer Philippe Foré. He played with lines and colors to express speed and strength. The posters promoted legendary trains such as the Mistral and Capitole.
In 1950 the SNCF started a fast train from Paris to Marseille with first-class seats only. It was named Le Mistral after the wind blowing from the northwest to the Mediterranean. In 1952 its route was extended to Nice. For a long time the Mistral was the fastest regular train service in the world. Originally hauled by steam, the train's speed increased further as electrification progressed. It reached Lyon in 1952 and Marseille ten years later. The 861 kilometers were covered in around 7 hours (an average of 120 kilometers per hour), almost 2 hours faster than in the early years.
The Mistral was usually hauled by a CC 7100 locomotive, which had set a speed record of 331 kilometers per hour in 1955. These locomotives were built by Alsthom between 1952 and 1955 according to a design by Paul Arzens.
'This beautiful two-toned-green locomotive, trimmed with chrome lines and splashes of red, wheels an express that typifies elegance as well as speed', Freeman Hubbard wrote about the Mistral in Railroad Magazine in 1962.
The carriages certainly contributed to the elegant appearance. In 1956 the Mistral was equipped with streamlined stainless steel carriages, called Inox (acier inoxydable) in French. These were deluxe versions of the steel DEV coaches that the SNCF was using since 1950. The French Inox carriages were inspired by American 'streamliners'. The Mistral 56 series consisted of two types: a five-compartment bar car and eight-compartment coaches. There were no Inox dining cars because Wagons-Lits carriages were added to the Mistral for this purpose.
Un nouveau Mistral
In 1965 the international criterion was abandoned for the Trans Europ Express (TEE), a network of first-class day trains linking over 100 European cities, which had started in 1957. Domestic long-distance trains were added to the TEE network, the Mistral being one of the first in France. The existing Inox coaches were fitted with a red band with a Trans Europ Express inscription.
In 1969 it was time for un nouveau Mistral with new, even more luxurious Inox coaches. These were based on the PBA type carriages that were introduced in 1964 for the TEE service on the Paris-Brussels Amsterdam (PBA) route. The new train composition also had an Inox restaurant car and a service car wit bar, kiosk, hairdressing salon and a secretary service where businessmen could dictate letters and telegrams. A characteristic detail of the carriages were the horizontal blinds between the double glazing of the windows.
Philippe Foré created a poster for the Nouveau Mistral featuring the distinctive horizontal Inox ripples. Foré later described the process of conceiving the poster: 'I was in the train, looking out of the window. All was cut into stripes. The sun projected the shape of the windows. All broke down into lines while the train was speeding ahead. The idea came to me to translate this visually into bands. That's how the Mistral poster was born.'
A few years later two additional domestic TEE trains switched to the 'style Mistral' using new Inox coaches: Le Rhodanien and Le Lyonnais. The former was the evening train from Paris to Marseille, while the Mistral ran during daytime. The Rhodanien started in 1964 as an international train between Geneva and Marseille, named after the Rhone Valley through which the railway runs. In 1971 the Rhodanien became part of the TEE network. It was fitted with Mistral 69 coaches and the northern terminus shifted from Geneva to Paris.
The Rhodanien's travel time from Paris to Marseille was only 6.5 hours. Another luxury express train ran along the first 500 kilometers of the same route, up to Lyon: the Lyonnais, named after the geographical region around Lyon. The train only stopped in Dijon on the outbound journey from Paris; passengers who wanted to return to Dijon from Lyon in the evening could use the Mistral. When introduced in 1968 the Lyonnais was using 'discarded' Mistral 56 coaches; upon becoming a TEE service it switched to the new Inox coaches.
Philippe Foré designed altered versions of his Mistral poster for the two other 'style Mistral' TEE trains. An orange-striped edition was issued for the Rhodanian and a blue-toned version for the Lyonnais. While the Mistral original was presented at the Third International Poster Biennale in Warsaw, the Lyonnais version won several awards, including a Sirène d'Or at Milan and the Prix National de l'Affiche of April 1970.
According to the jury report: 'This work of Foré has determined the choice of the jurors by the sobriety of its form and the quality of its interpretation. The jury considers it remarkable for the use of parallels without changing the perspective of the abstracted train. The designer has played with lines and colors to express speed and strength.'
The Rhodanien and Lyonnais also had a dining car and a service carriage with all kinds of facilities. An SNCF leaflet stated: 'Dans le Lyonnais vous trouverez les mêmes services que dans le Mistral: boutique, secrétariat, salon de coiffure pour hommes et dames, et bien entendu bar, restauration et aussi des hôtesses qui accompagnant le train pendant tout le voyage.' The predominant color for all these services was red: the synthetic leather chairs in the dining car, the walls of the hairdressing salon as well as the capes of the hostesses.
Philippe Fauré (1927-2018) was from the Midi-Pyrénées region and studied design at the École des Beaux-Arts in Toulouse. After moving to Paris he would become one of the most prolific French poster designers, working for cosmetics and fashion companies. For better legibility Fauré simplified his name and signed his posters with foré only. He created the first of many posters for the French Railways in 1958, cartoonishly depicting a traveling family.
By the end of the 1960s his posters became more abstract. His style, soon called 'lignisme', was based on the dynamics of parallel lines at variable spacing, sometimes combined with curves or gaps, all intended to express movement and speed. He was inspired by kinetic art and cinematographic framing. His favorite medium was gouache because it allowed easy retouching.
Another legendary French train that became a domestic TEE around 1970 was Le Capitole. This luxury express train connected Paris to Toulouse and was named after the Capitole de Toulouse, the historic heart of the city with the Opera and City Hall.
The Capitole started in 1960 with first-class Inox 56-type coaches. The 700-kilometer stretch was completed in exactly 7 hours, but travel time further decreased when special Capitole rolling stock was developed for speeds up to 200 km/h. Six BB 9200 locomotives were altered for high speed. They were equipped with a single pantograph that was more resistant to speed than regular double (diamond-shaped) pantographs. The new carriages (UIC-Y type) were also adapted for speed. Both the locomotive (nicknamed BB rouge) and the carriages were given a red livery with a white band, specific to the Capitole.
In 1967 a timetable speed of 200 km/h was actually achieved on part of the route. This speed record (for a regular train service) caused the number of passengers to increase sharply. The next year both a morning and an evening train where deployed.
In 1970 the Capitole was upgraded to a TEE service. For that occasion completely new carriages and locomotives were introduced, also suitable for 200 kilometers per hour. They had a partly red livery that referred to the 'old' Capitole, but could also be used on other trains. The new coaches were named Grand Confort and the interior was similar to the Mistral 69 type, with comparable facilities and versions (compartment and corridor coaches and bar and dining cars). The main difference was the exterior that was not constructed from stainless steel but less expensive regular steel. The carriages also had sloping sides so they could be converted to a tilting train, which would allow for faster cornering. But this conversion was never executed.
Designer Paul Arzens fitted the Grand Confort coaches with a red-grey livery and orange stripes. He also designed the matching CC 6500 locomotive with its well-known Nez Cassé (sharp nose). The Grand Confort livery of the locomotive featured the same colors as the carriages. Arzens' goal was to create a visual unity, something that was previously only achieved with trainsets. The CC 6500 locomotive was also used for other domestic TEE trains such as the Mistral, although these did not have matching Grand Confort coaches.
Aquitaine and Stanislas
More domestic TEE services existed in the southwest of France. In 1968, L'Étendard (French for banner) was introduced with Capitole rolling stock on the Paris-Bordeaux connection. This train was added to the TEE network in 1971 with Grand Confort coaches. A 'mirror train' was also introduced on the same route: l'Aquitaine (named after the region surrounding Bordeaux).
One train left Paris for Bordeaux in the morning, the other one in the afternoon and vice versa. This way businessmen could visit one of the two cities and return home on the same day. The 584 kilometer stretch was completed in 4 hours. With an average speed of 145 km/h the Aquitaine was the fastest train in the Trans Europ Express network.
The Aquitaine poster by Foré was again using parallel stripes to catch the characteristics of the carriages, but this time the lines were curved and multicolored like a rainbow. The lettering of the train's name was also filled with colors. The same design was adapted for Le Kleber (Paris-Nancy-Strasbourg), while a version with a dark background was used for the 'mirror train' in the opposite direction in the evening: Le Stanislas.
Both trains were named after historical figures from the region Alsace-Lorraine to which they connected. The Kléber bore the name of General Jean-Baptiste Kléber, Napoleon's commander of the French troops in Egypt, who was born in Strasbourg. The Stanislas was named after King Stanislaus I of Poland who became Duke of Lorraine in 1709, with Nancy as the capital. The Kleber and Stanislas were promoted to TEE trains with Grand Confort carriages in 1971.
Industrial designer Paul Arzens (1903-1990) created aerodynamically shaped experimental cars in the 1930s. From 1947 onwards he worked for the SNCF, designing the electric locomotives of the iconic BB and CC series. Besides their shape Arzens considered the livery colors of great importance, preferably matching the carriages. He conducted tests on a model railway in his workshop, painting existing model trains in different colors to get an impression of the result in a landscape.
In the early 1960s Arzens developed the CC 40100 locomotive with a tilted windshield, taking inspiration from the shape of a sprinter (runner) in a starting block. This design evolved in the slightly simplified Nez Cassé locomotives like the forementioned CC 6500.
The TEE network reached its largest extend around 1975, but soon afterwards the decline started. Aviation increased and became more affordable. TEE trains with only first class seating at a surcharge were comparatively expensive. Intercity trains with a choice between two classes were more successful. At the same time high-speed trains emerged, such as the TGV in 1981. French domestic TEEs were replaced by two-class express trains between 1976 (Le Lyonnais) and 1984 (Le Capitole). The Grand Confort carriages were partly converted into second-class coaches. They could be recognized from the outside by a green instead of orange stripe above the windows. In the end all former TEE trains in France were replaced by TGVs.
In 1975 Philippe Foré designed his last award-winning SNCF poster, titled Air Pur (clean air). It was less abstract in style, but the Grand Confort carriages were still present. In the 1970s Paul Arzens designed the Livrée Béton (light grey livery with orange trimming), but the SNCF's new flag ship - the TGV - was designed by Jacques Cooper, with the color orange prevailing.


PTE-100-C / PLUS / PRO
The PTE-100-C and the Plus and Pro versions were designed as powerful, rugged and flexible tools for the wide diversity of maintenance jobs in substations and transformation centers.
Both feature a 1000-VA voltage regulator and highly accurate digital instruments that provide the quality and effectiveness required for in-field testing of power-demanding electromechanical relays, as well as static, digital and the most sophisticated multi-functional numerical relays where precision and ease of use are essential. Digital chronometer, autorange ammeter and voltmeter, as well as four adjustable current output taps, AC and DC voltage outputs, auxiliary DC source, automatic overload an thermal protections, PC communications and a comprehensive set of external measurement functions are just a few of the most outstanding features that we have packaged for you in a compact, robust and lightweight piece of equipment that is being used by industry professionals in more than 55 countries worldwide.
Besides the 1000-VA output featured by the three models, the Plus and Pro versions include an independent AC voltage source that can be adjusted in amplitude, frequency and phase angle to further extend the comprehensive number of protection relay types that can be tested. Existing PTE-100-C units can be easily upgraded to a Plus or a Pro by just installing the optional PTE-FCL or PTE-FCN modules respectively into the unit’s lid in a few minutes.
The PTE-100-C’s design is mainly appreciated for its unbeatable manual testing characteristics. However, a number of software products for Windows® is available to attain a certain degree of automation and assistance in the testing and reporting tasks. Apart from the standard RS-232 communications port, every test set in the PTE range features the EuroSMC’s exclusive BUS-PTE® integration bus that allows them to be interconnected to further extend their applications field.
Due to their outstanding output power, comprehensive set of test functions and compact size, these products are a must-have for maintenance work in any plant, substation or transformation center. The PTE-100-C and the Plus and Pro versions are also appreciated as unbeatable instruments in laboratories and specialized training sites where the diversity of tasks require a wide range of current, voltage, frequency and phase angle control applications.
Not only is it possible to test any protective relay, but also to determine a CT’s saturation point with voltages up to 250V, and to evaluate the output quality of an autonomous oil-based power generator.
Instantaneous overcurrent protections up to 250A can be tested from the primary side, and auxiliary DC power can be supplied to small three-phase circuit breakers during the test process.
The built-in digital programmable chronometer can measure positive and negative pulses, or time the activity of a normally open or closed contact with no voltage or charged up to 250V, with a 1-millisecond accuracy.
EASY TO USE
All the controls and displays are intuitively located and ergonomically designed.
The thick regulation knob provides an accurate and smooth adjustment of the test quantities. Four current ranges deliver the available 1000 VA power regardless the working scale, and allow for fine adjustment and distortion-free injection even on the biggest electromechanical loads.
The test set is protected with automatically resettable overload and thermal trips, and the tested device can also be protected against accidental mistakes like excessive current or too long injection time.
The auxiliary DC supply provides an independent, continuous 0-250 V regulation and is short-circuitable.
The “preset” function allows the adjustment of the test current previous to the actual injection, which saves time and avoids stressing the relay’s input at high current test values.
• Single-phase testing of AC and DC current or voltage protective relays
• Testing of MCBs with two or more poles
• Knee-point (saturation) analysis on current transformers
• Directional current or voltage relay testing (Plus and Pro versions)
• Synchronization relay testing (Plus and Pro versions)
• Frequency relay testing (Plus and Pro versions)
• Reclosing relay testing (PTE-FCE option required)
• Differential and three-phase relay testing when combined with other PTE-range units


Industrial Automation Solutions
Advanced Integrated Tech Solution, UAE, Saudi Arabia
Advanced Integrated Tech Solution provides innovative technologies of the fourth industrial revolution. With the goals of increased productivity, performance, quality and energy efficiency, industries are evolving. AITS’s Advanced Industrial Automation and Digital Factory Solutions integrate the four levels of Automation while ensuring the Absolute Availability of those systems.
AITS headquarter is in Abu Dhabi with offices in Dubai, Saudi Arabia, and Sydney, Australia.
Our solution range focuses on:
- Advanced Automation
- Digital Factory
- Business Continuity (Absolute Availability Solutions)
We have a Vision: to make automation work for everyone.
To provide innovative, advanced automation and IT technologies of the fourth industrial revolution.
With world-class products and services, AITS has established itself as one of the prime providers of Advanced Automation and IT solutions in GCC and Australia. I am proud of what we have created and believe there is no limit to what we can achieve as a company.
We focus on what we do well — our core competencies: Advanced Automation, Digital Factory, and Continuous Availability Solutions.
We are excited about our prospects and remain confident in our ability to deliver long-term value. I invite you to learn more about AITS by reviewing the information on this website.


A+ Garage Doors installed our new garage door motors in a couple hours and they work great! Also replaced some broken springs! Thank you Emily and the accounting team for the accurate & quick work too! Would definitely recommend A+ Garage Doors.
P.S. thank you Kevin & Adam for working quietly and safely around the vehicles and gear in the garage
We are so pleased with our new doors. Easy process since initial inquiry. The installation day , they removed the old doors, cleaned the area and installed new doors with motors. Communication with Emily was excellent. Additional 10 starts for costumer servicer! thanks again!
A+ Garage Doors was excellent. They responded very quickly and were out the next day to give me a quote on the project. They followed up in a timely manner and the installation was perfect! All around great company.
I'm a Virgo who almost never posts a 5-star review. There is always a catch, right?
Not here. I'd go 6 star if possible.
Had a spring break on our 30+ yr old garage door, and Emily had the boys here in literally a few hours to diagnose and safely lower the door until the parts could arrive for the repair.
Day of install was a breeze, including replacing the 1990's motor with a unit we bought from Lowe's 2 years ago thinking We'll Get Around To DIYing It (hah!). Cost was much lower than I'd have expected.
Day after install, ran into a problem where the door would only close halfway. Spoke to Emily again as I started grocery shopping, and the guys were back to fix before I even finished shopping. I realize that the timing was lucky in that regard, but still. Problem was NOT related to their work - the original installation used cable spools too small for the size of the door.
Not once did they try to upsell me on ANYTHING.
I recommend with no reservation whatsoever, and will be using these folks for any further garage door work, no question.
Quick service. Good price. Great customer service. We knew the old founder of the company and it was fantastic to see this young group of entrepreneurs upholding the high quality mantle that was put in place by the company's founder over 20 years ago. We will continue using A+ for all our garage door system needs.
Had an amazing experience dealing with the team over at A+ Garage Doors! They were polite and, professional! Would definitely recommend to anyone who needs their garage doors fixed!
I called A+ and heck, Dale and Ken were at my house in 15 minutes to help me with a problem. Totally polite, very knowledgable, good senses of humor . . . buying new garage doors from them, and I recommend A+ highly. Support local businesses!
Been looking for a part for my old garage door system for some time now. They had the exact part I was looking for. They went completely out of their way to look for this part, which I'm sure was more hassle than the part was worth. I purchased the part from them and they had it in the mail that day. Amazing customer service, I will absolutely come here with my business. Thanks again.
I have worked with Dale for over 20 years. His commitment to quality products and superior personal service are the reasons I continue to use A+ Garage Doors for all my new, replacement and garage door service work.
I had a problem with my garage door that trapped one car in the garage and the other outside. The door wouldn't close completely nor would it open. I called A+ and they were at my home within the hour. They quickly completed the work and the price was fair.
Emily and the guys are fantastic! So nice and efficient all while providing great service. I would rate them 10 stars if I could! Thanks so much!
Dale was very honest and price was great. Most importantly, they did a wonderful job and quicky. We are impressed and very satisfied.
Thank You Adam. Kevin. Emily. On our New Garage Doors. Great Job
These guys are very responsive and efficient. Very good experience.


Considered the forerunner of the modern suspension bridge, the Manhattan Bridge is a marvel of modern engineering and design.
“Although ‘marvel’ isn’t a word you’d automatically associate with a bridge, this one truly is, “said Jennifer Li of Liberty Cruise NYC. “That’s the incredible thing about NYC–you can find gems everywhere!”
It extends 1500 feet across the East River connecting downtown Manhattan at Canal Street with the Flatbush Avenue Extension in Brooklyn. The last of three East River suspension bridges to be built, it took over eight years to complete and opened on December 31, 1909.
In 2009, the American Society of Civil Engineers named it a National Historic Civil Engineering Landmark.
With more architectural embellishments than any other bridge in the city, the Manhattan entrance features a charming baroque arch and colonnade modeled on the Porte St. Denis in Paris. It is painted in signature blue, and a hidden diamond pattern can be found beneath the walkway and on top of the towers.
At one time, two female statues representing Manhattan and Brooklyn stood at the Brooklyn entrance, but they were removed in the 1960s for ease of passage and now stand in front of the Brooklyn Art Museum.
The bridge was built to alleviate overcrowding on the Brooklyn Bridge caused by the elevated train and the trolley line, which left only one lane for horse and carriage traffic.
In 1901, Gustav Lindenthal, architect and commissioner of the New York City Department of Bridges, presented his plans for “Suspension Bridge Number 3,” which combined elements from the Brooklyn Bridge and the Williamsburg Bridge. Construction began in 1901, but Lindenthal’s plans were ultimately rejected, and he was replaced by a new chief architect, Leon Moisseiff.
The Deflection Theory
Moisseiff implemented some of Lindenthal’s ideas, such as two-dimensional towers supported by wire-spun cables. The four main cables were spun in a record four months time in 1908, and the 31 million dollar bridge finally opened in 1909. The new design incorporated a radical new theory, the deflection theory, which held that the inherent structure of suspension bridges made them stronger, thereby allowing for cost cutting measures. This was the first bridge to be built based on the deflection theory, and it became the model for others.
However, the theory failed to account for the development of subway traffic on the outer parts of the lower deck, and by the 1940s the bridge was showing signs of wear. As a result of this design flaw, when two trains crossed the bridge from opposite ends at the same time, each side would dip four feet causing a total deflection of up to eight feet.
Read More : Top Q And A’s For Biking In New York City
Repairs and Investments
In 1982, New York City Transit invested 920 million dollars to repair the bridge. It finally reopened in the early 2000s and is now structurally sound. A truss stiffening system has been added and subway tracks have been reduced. The Manhattan Plaza, arch, and colonnade have been restored, the south walkway reconstructed, and the lower roadway replaced.
The original mile-long pedestrian walkway, which offers spectacular views of the Brooklyn Bridge, downtown Manhattan, and beautiful New York sunsets, was reopened on the southside in June 2001.
A new north bikeway was added in 2004. Approximately 450,000 commuters travel across the bridge each day, over seventy-five percent of them by public transit. As of today, no tolls are charged.
One Of The Most Popular Film Locations
Films that feature the bridge include Eat Pray Love, Ghostbusters, Extremely Loud, Incredibly Close, How to Lose a Guy in 10 Days, and They all Laughed. The iconic view of the bridge from Washington Street in Brooklyn was prominently featured in the classic film, Once Upon a Time in America.
So if you are planning a trip to New York City, be sure to include a visit to this historic landmark. And don’t forget to check out the unique tours offered by Liberty Cruise NYC. Boat cruises into the New York Harbor by Liberty Cruise NYC offer excellent views of the Manhattan Bridge and many other sights of this amazing city.


This well-managed firm has a 12 year reputation for quality & integrity with a consistent earnings record and steady revenue growth.
Thanks to constant innovation, top-level customer service, and leading-edge technology, they have become the northwest suburban leader in HVAC sales and service, both residential and light commercial.
An innovative, well-run marketing plan keeps the company’s name and image in front of prospective customers. A devotion to quality service keeps customers coming back for all their heating and air conditioning needs.
Trained, courteous employees insure satisfied customers, continued growth, and a strong referral program.
USA, Chicago Northwest Suburbs, Illinois
Sold – HVAC Contractor Sales & Service
– Businesss Split Evenly-Sales/Service
– 12 years customer base build-up
– Experienced Employees
– Hundreds of Maint. Contracts In Place


BMH SUPPLIES LTD
We are an independent distributor of plastic pressure and non-pressure pipeline systems.
We have built our reputation as one of the North's leading pipeline suppliers utilising our 30+ years sales and technical experience which has enabled us to identify the needs of our customers and adopt new products and technologies to enable us to offer one of the most comprehensive product ranges for today's market.
Our company was created with the attitude that service is as important as price. Our customers needs are our number one priority as we know how important a reliable supplier is when working to tight deadlines.
Our product range caters for a wide range of sectors including, but not limited to, Industrial, Mechanical & Electrical, Civil Engineering, Air Conditioning, Swimming Pools.
- ABS Pressure Pipes and Fittings
- PVC-U Pressure Pipes and Fittings
- MDPE Pipes and Fittings
- Polypropylene Pressure Pipes and Fittings
- PVDF Pressure Pipes and Fittings
- Underground Drainage
- Above Ground Drainage


3d printed PLA is notoriously difficult to glue, but I have discovered an easy-to-handle, non-toxic glue that works really well with it: Polycaprolactone. I get mine in pellet form for about $20/lb — a search on Amazon for polycaprolactone will turn up several different brands, and you can also find it at makershed.com.
Here, you can see a 3d-printed bracket that cracked due to poor layer orientation. No big deal — I just heated up a couple of pellets of PCL in hot water, pressed them into the gap like plumber’s putty, and squeezed the parts together. 2 minute fix, vs a couple of hours to re-print…
The color even matches pretty well! I didn’t bother to clean up the squeeze-out, but that would have been easy enough to scrape off while the glue was still warm.
As another example, I used a single pellet of PCL to carefully glue each gear shaft of this elliptical gear set.
It wasn’t hard to keep the gears from locking up — I just spun the gears for the 30 seconds or so that it takes the glue to cool off.


Typical Vehicle Repair Service Issues and How to avoid Them
Trucks are an important part of lots of industries, from transportation and logistics to building and farming. To maintain these workhorses running smoothly and efficiently, routine vehicle maintenance and repair are essential. Neglecting truck fixing can cause breakdowns, pricey downtime, and even safety risks. In this post, we will certainly explore some typical truck fixing problems and offer ideas on how to prevent them.
The engine is the heart of any automobile, and trucks are no exemption. Engine issues can range from small issues like a faulty sensor to significant concerns like a blown head gasket. To stop engine troubles, it is crucial to follow a strict maintenance routine. Consistently check and change the oil, air filters, gas filters, and various other elements as suggested by the supplier. In addition, visit truck repair when you see any type of warning signs such as unusual noises, lowered power, or excessive exhaust smoke immediately.
A truck's braking system plays a crucial function in avoiding accidents and making sure the security of the chauffeur, freight, and others when driving. Brake system failure can result in disastrous effects. Regularly evaluate the brake pads, rotors, and brake liquid levels. Look out for warning signs such as squealing or grinding sounds, soft brake pedals, or vibrations while stopping. If you notice any kind of concerns, have the brake system checked and fixed by a certified mechanic immediately.
The truck's transmission is responsible for moving power from the engine to the wheels. Transmission troubles can show up as equipment slippage, postponed changing, or complete failing to engage gears. To stop transmission issues, comply with the maker's upkeep recommendations regarding liquid modifications and assessments. Prevent sudden velocities or slowdowns and ensure that the transmission fluid goes to the right degree and free from any kind of pollutants.
Modern trucks rely greatly on electric systems to regulate numerous functions. From the ignition system and lights to the control panel assesses and GPS, electrical malfunctions can trigger considerable inconveniences and threaten safety and security. Consistently examine the battery, integrates, and electrical wiring for any type of indications of wear or deterioration. Resolve any kind of electrical problems promptly to prevent additional difficulties. It's frequently best to seek advice from a professional for intricate electrical problems to ensure proper diagnosis and repair work. For these services on truck repair services, view here.
Finally, routine upkeep and timely interest to any indicators of trouble are vital to preventing vehicle repair work concerns. By following the supplier's recommendations and dealing with certified mechanics, you can maintain your vehicle running efficiently, minimize downtime, and optimize its life expectancy. Keep in mind, caring for your truck is an investment in its reliability, safety and security, and total efficiency. For better understanding of this topic, please click here: https://en.wikipedia.org/wiki/Mechanic.


FAP Marine Terminal is Pakistan’s first and only state of the art fully automated dry cargo handling terminal. From discharging to dispatching, it has been facilitating clients with one window operation since 2010.
FAP offers a complete handling solution with secured facility that caters all requirements of both importers and exporters.
The terminal discharges cargo through pneumatic and mechanical un-loaders, with a combined capacity of up to 1,600 metric tons per hours. The product is conveyed to either steel silos or flat warehouses for onward automated bagging. FAP also loads conventional dry cargo for export.
The Terminal has a capacity to handle four million tons per annum with transit storage in silos or warehouse within the Terminal perimeter. Operations are automated with computerized management, maintenance, inventory and accounting control.
FAP is a Customs declared landing area for handling of import and export cargoes. After completion of regulatory and Customs formalities, gate passes issued at the FAP exit are the final document required for inland movement of handled product.


Ross Racing BMW PCV Adapter
The Ross Racing PCV Adapter is 100% plug and play!
I designed this specifically for the Gen1 B58 but based on the design of other BMW valve covers, this PCV Adapter should fit just fine.
Designed with 2 orings, this will create a perfect seal that will only allow air/oil to pass through the adapter. From there this can either be coupled with a catch can, breather hose, or whatever you decide.
- Ross Racing B58/N55/S55 PCV Adapter
- 90-Day warranty


Theatre Clock Project
by Cathy Saxton
Our local theatre contacted us to see if we could help with controlling the accelerated movement of a clock's hands during a scene in an upcoming production. They had been working on this, but hadn't yet been able to create a system that worked reliably. The small DC motor they had been using would just whine when a low voltage was applied, then start spinning wildly once it got enough voltage.
We proposed using a stepper motor. Steppers work great for tasks where a specific angle needs to be moved, and I had experience with controlling them from a previous robotics project.
By the time we got involved, it was just a few days (mostly over a weekend) before "tech" needed to be complete. This added additional challenge to the project since not only did we need to create a final working product in just a few days, we could only use parts that we had or could get locally (no time for mail order).
Fortunately, we had several stepper motors and various other parts that we knew would be necessary for the project, so we dove right in!
Additional technical details will appear in the sections below.
They will appear in this format, indented with a teal bar on the left.
There were two basic things to do: (1) demonstrate a stepper motor moving a specified amount, and (2) figure out how to get notification from the theatre's control system when it's time to run the motor.
Running the stepper motor
Getting a stepper rotating was pretty easy. I had the necessary parts in my stash and wired up a circuit. For the software, I wrote some simple code to spin the motor when a button was pressed.
The picture below shows this test setup. Next to the batteries (on the left) is a
breadboard which has a controller (the brains; this is what runs my program) and the
pushbutton that starts the motor running. In the lower right of the picture is a board
that I had from a prior robot project. Most of the contents of that board are
irrelevant for this project, but it was a useful way to connect to the chip that
helps control the stepper motor. That board gets power and control signals via the blue wires.
The other four wires connect to the motor. Mounted on the motor is a wheel that has
a silver dot to make it easy to track motion when it spins.
For MCUs, I like using the Atmel AVR series. The green PCB in the breadboard is a custom board that I designed a while ago. It has an ATmega644 and a voltage regulator (plus a power switch, power-indicator LED, and headers for programming and serial I/O). All of the MCU's pins are available on the breadboard, plus regulated and battery power. The breadboard has a variety of capacitors to help keep the voltage stable.
The yellow-brown PCB is also a custom board, designed when I was building a robot that used stepper motors. It doesn't have a solder mask over it, which is why its coloring is different. The IC you can see in the photo is a stepper motor driver. It takes care of sending the appropriate sequence of power and ground signals to each of the coils in the motor. To control it, I just need to pulse a clock line. Another input line indicates whether to rotate clockwise or counterclockwise. The unpopulated DIP socket on the right side is for another stepper driver IC since the robot had two motors.
The software waits for a press of the button, then outputs pulses to have the motor spin. I wanted an easy way to be able to show different speeds and numbers of steps without having to change parameters and recompile, so I ended up outputting different pulses on several lines. The wire connected to the breadboard PCB's upper right pin is the clock input to the stepper driver. I could connect it to any of the first four pins to show different speeds and angles of rotation.
The motor is a small stepper that I got for a robotics project several years ago. At that time, I got it running with a setup similar to this one, spinning the wheels in the air. Unfortunately, when I put the weight of the robot on the wheels, the motors weren't powerful enough to move the robot; disappointing considering that its weight was primarily comprised of the motors and some batteries. So, one concern that we had about this was whether the motor would be powerful enough to move the clock mechanism and hands. The motors I got to replace these in the robot are much larger, heavier, and noisier when running, but were also available for this project if necessary.
I got the stepper surplus somewhere, so I'm not sure about its specs. It seems OK running at 7.2 V, which is the minimum that the stepper driver allows, so that's what we're using. The one downside of this motor is that there are just 20 steps per revolution. The larger ones are 200 steps, but their considerable noise and weight made them less appealing for this project.
Once we had the sample motor demo working, we showed it to the theatre staff. They seemed excited by its potential!
We got a chance to see the clock mechanism at this point and were pleased to see that it was small and that the hands were very lightweight. I figured that the small, lightweight stepper motor would be able to handle it without any problems.
We left a motor with the theatre crew so they could mount it to the mechanism (along with another gearing stage). We still had the second one to use for testing at home.
Interfacing with the control system
The theatre's lighting system, in addition to controlling brightness levels, colors, and movements of lights, also triggers a wide variety of other actions, such as running motors to move scenery. The clock mechanism needs to get its cue from this system.
From conversations with theatre staff, we knew that the light board communicates via "DMX," but we weren't familiar with that protocol. We discussed options with them and decided that the simplest plan would likely be to use an existing LED-control module designed to work with the lighting control system. The module would handle receiving the DMX communications and detecting the appropriate triggers from the light board, and we'd watch the module's outputs to determine when to run the motor.
We hooked up the output from the LED module to an oscilloscope to determine what its output looked like. Unfortunately, it wasn't at all what we expected. After a couple hours of experiments and head-scratching, Tom finally suggested that we should abandon the LED module plan and just listen to the lighting board signal directly. I realized that was an excellent idea, so Tom did some research on that system and we both took a little break to watch some of the rehearsals.
The LED module is designed to control red, green, and blue LEDs in a strip, reportedly outputting up to 12 V based on the level specified by the light board. We expected that for dimmed values this wouldn't actually be a steady voltage level, but would be a PWM signal -- a pulse from 0 to 12 V with a duty cycle corresponding to the desired brightness level. We had also expected to be able to use one of the colors to provide power to our board and then use the other two colors as triggers.
The output was nothing like the square wave we expected, and not conducive to being used as an input trigger. We also had problems with the plan to use one color as power. The three LED outputs share a common power, and asking for an LED to be fully on gave us the expected 12V drop to that color's output, providing what we intended to use as ground. But, we were unable to reliably measure voltage between this "ground" and the other color outputs. We experimented with pull-up and pull-down resistors to no avail.
This process was of course an ongoing series of attempts to understand or overcome a problem, with the answer appearing to be just within reach. I became so engrossed in this process that I needed Tom's outside observation to break me out of the cycle of trying just one more thing! The reality was that there were too many problems and we really didn't have any solutions.
Tom found some good information on the DMX protocol and we decided that we'd be able to handle listening to the light board directly, so we officially abandoned the LED-module plan. Our next step involved some more work at home, so we borrowed a device that sends a signal that we could use to test our DMX-listening code.
Revised plan for interfacing with the control system
The data sent from the light board turns out to be very easy to interpret. The issue was that the signal is at a voltage that is outside the range that our controller can handle. As you might imagine, there are chips that can do the conversion; there are a wide variety available online, but it's not a common enough consumer-level part to be carried at local retailers. We needed this on a Saturday, which effectively ruled out mail-order.
The DMX protocol runs on an RS-485 bus, which has three signal wires: ground, DATA+, and DATA-. The two data lines basically mirror each other as something like +1.5V and -1.5V, with a '1' indicated by DATA+ higher than DATA-, and a '0' for the flip state. The MCU can't tolerate negative voltages, so can't read the data lines directly. Standard RS-485 transceivers do the conversion, so would be the ideal solution.
We looked online to see if we could get an RS-485 transceiver locally at Vetco, Supertronix, Fry's, or Radio Shack, but couldn't find one. Local friends also didn't have any.
I asked for advice from friends in an online robotics chat, and got a suggestion from Richard for a solution for which I had parts. I was quite elated, as the main component was something I had purchased because it seemed like a useful part to have on hand!
Richard suggested using an op amp and also provided information on the resistors to use in that circuit.
We wired this circuit on a breadboard and tested it; it seemed to work fine. We had now done proof-of-concept tests for all the parts of this project and were ready to build the final device.
Building our Device
I made a list of all the items that needed to be on the board, then planned out where to put things on a perf board. I even had a little extra room for some LEDs and a button; they are useful for testing. After I had a layout, I started soldering.
I used EAGLE CAD to enter the schematic and also to lay out the board. Even for perf boards I'll be wiring manually, it helps me visualize the component placements and connections. (I don't bother routing traces, but do use the "air wires" to identify connections that will need to be made.)
Getting Messages from the Light Board
While I was working on soldering the board, Tom researched the DMX protocol and wrote code to interpret the DMX communication, watching for the "channels" that convey the triggers to which we need to respond. His code collects and stores the values for our channels, then supplies those values to the code that runs the motor.
It turns out that the DMX protocol is fairly straightforward: the input is idle high, a low on the line for a minimum specified period indicates the start of a packet, which is followed by a string of 512 bytes, one for each channel. Format is 1 low start bit, 8 bits of data, then 2 high stop bits.
The MCU has built-in support for serial communications. After setting up the USART to indicate the baud rate, number of bits, etc, we can just instruct the MCU to watch for data. It watches the input line and provides notification when a full byte has been received.
But, we have to detect the low start-of-packet signal manually and then wait for the transition back to high before asking the USART to receive bytes. And of course, we need to ensure that we've seen the low signal for a long enough period to indicate that it's the start of a packet.
Tom's code watches for the signal that a packet is starting, asks the USART to start receiving, counts bytes until the first channel in our series, then caches the received values in an array. At that point, we stop watching the DMX bus and execute the code to run the motor. When that is done, we go back to watching the bus, waiting for the start-of-packet signal.
One challenge with receiving the DMX signal is that it is sending data very quickly relative to the speed at which the controller runs. It was an interesting problem to make sure that the code was fast enough to handle all the issues that arise as a result of this.
The DMX bus runs at a zippy 250 kHz, so the whole 512-byte sequence can be sent over 40 times per second. This is why we don't bother watching while we're running the motor; as soon as we're done with the motor and ready to process another command, we'll get another packet nearly immediately.
When we need to time something (e.g. the low signal), we typically use one of the MCU's counters: we record the beginning state, loop until the terminating condition is satisfied, then look up the current counter value and calculate the elapsed time. The counter runs at a steady rate, so this is a convenient, reliable way to measure time.
In the case of timing the duration of the low input from DMX, we were concerned about the number of MCU clock cycles that this process would take. Once the end condition is detected, we have just two bits before the data is allowed to start. For a 250 kHz signal processed by an 8 MHz MCU, that's just 64 clock cycles. In that short time, we need to detect the input's change to a high state, exit the loop, read the current counter bytes, calculate the corresponding elapsed time, compare it to the required minimum, and start watching for bytes if we saw the low input for long enough.
We realized that the data transmission could start before we were ready if we waited until the signal had transitioned to high before spending the time to calculate the duration of the low signal we'd seen. So, we decided to do the timing check during the low period. This meant that the instructions required to check the counter and calculate elapsed time happened before we got to the short two-bit period before data starts, leaving us plenty of time to get ready to receive data.
When testing this code, we found that we correctly picked up the values on the channels we were watching, but we also erroneously picked up values from other channels, acting as if these were our channels.
Much head-scratching and thrashing on code ensued. We finally realized exactly what was causing this problem, but still needed to devise a solution.
We eventually hooked up the oscilloscope to see what was happening. That didn't really shed much light since it looked as we expected, but in discussing our observations, we had a revelation: during the low period, we were spending so many clock cycles checking the counter and calculating elapsed time (in addition to watching for a high signal) that we missed the brief high stop-bit period between sequences of 0 values; this caused us to believe that the low period had continued uninterrupted, which could cause us to falsely detect a start-of-packet signal. This meant that we would randomly start reading in the middle of the channel sequence.
So, we found ourselves once again considering how to minimize the clock cycles spent detecting and reacting to the low start-of-packet signal. Our current code made sure that we could react quickly when the signal transitioned to high, but in return it caused us to spend too much time distracted during the low period.
At this point we went to get dinner, because I always think better when I'm not hungry! That worked quite well: by the end of dinner we had a plan. A little more work in the code, and things appeared to be working better.
We concluded that we had to minimize our activities during the low period while watching for the transition to high. That meant deferring the check of elapsed time until the high was detected. This of course brought us back to the original issue of having so few clock cycles before the data started. Fortunately, we came up with two solutions to this.
Our first change was to tell the MCU to start receiving serial data as soon as we detect the high input. This ensures that we don't miss any data. We then have the duration of the first byte (which is conveyed in 11 bits -- 1 start + 8 data + 2 stop) to check to see whether we saw the low input for long enough to indicate that we've got the start of a new DMX packet. If it was too short a time, we just turn off the MCU receiver and go back to looking for a long low input.
With this change alone, it is possible that we would have had enough time to check a counter and calculate elapsed time, but it seemed like we were still running the risk of taking too long, so we decided that we should also speed up the calculation of how much time had elapsed during the low signal.
So, our second optimization was to time using MCU clock cycles. This can be a risky strategy since any interrupts that happen will not be accounted for, and you can't count clock cycles directly from C++ code. In this case, we have disabled interrupts, and we can look at the generated assembly code to see exactly how the compiler translated our C++ code to machine code.
During the low period, we loop to check the input pin and simply increment a counter each time through the loop. We can look at the compiled code to see the assembly instructions executed while in the loop, then calculate how many clock cycles are used for each iteration. Since interrupts are disabled when this code is running, we have a very accurate measure of the amount of time we spent in the loop. Once we see the transition, it's just a simple compare to see if we've looped enough times.
The code uses a 32-bit variable to count iterations of the loop. (A 16-bit variable would wrap back to 0 after just 41 ms.) The input signal is checked by looking at the low bit (bit 0) in register PIND.
This is the C++ code:
ulong c = 0;
while (!(PIND & 0x01))
This is the assembly code generated (with our comments added for explanation here):
ldi r24, 0x00 ; initialize counter variable to 0
ldi r25, 0x00
ldi r26, 0x00
ldi r27, 0x00
rjmp .+6 ; jump to check (sbis)
; the following instructions are executed
; each time through the loop
adiw r24, 0x01 ; increment of 2 low bytes of 4-byte counter
adc r26, r1 ; handle carry to upper bytes from increment
adc r27, r1
sbis 0x10, 0 ; skip next inst. if D0 is set (exit loop)
rjmp .-10 ; loop to check again
Knowing how many clock cycles are used each time through the loop (7), we can calculate the number of loops corresponding to the minimum time required to indicate that a new packet is starting.
Here's the final result of the code speed-up:
When a low signal is detected, we enter the 7-clock-cycle loop that watches for the transition to high and counts iterations of the loop. This is fast enough that we won't miss the brief high stop-bit pulses between 0-value channel values.
Once the signal goes high, we start the USART so it can catch any data that appears.
After starting the USART, we check to see if the low signal was a long enough duration to indicate the start of a packet. This is a simple comparison of the loop count with a pre-determined minimum number of loops required (based on the MCU clock speed and the clock cycles per loop).
If the low was long enough, we start processing the bytes collected by the USART. If not, we just turn off the USART (no harm done in running it briefly and ignoring anything it might have seen) and start watching for another low signal.
Running the Motor
The demonstration code used a somewhat brute-force approach to generate the signal that goes to the chip that controls the stepper motor. I decided to make the code a bit more robust and flexible, so I re-wrote the main part of the motor-movement code. The new code uses a feature of the controller that I've used many times before, so creating the code was a fairly quick, but this did of course mean that I had new code that needed to be tested.
The motor rotates one step each time the clock input to the stepper motor driver goes high. I set up the 16-bit timer/counter to toggle the output line (OC1A) when the counter value reaches a specified value. Changing that target value controls the speed of the rotation. (I knew I wanted to make this change, so I took this into account when designing the board and made sure that the clock input to the stepper driver was coming from one of the counter output pins.)
The motor rotation code looks at values from three channels. It uses values on the "clockwise" and "counterclockwise" channels as the number of steps to make (which correlates to a distance to move), and the value on the "speed" channel sets the rate at which the movement happens.
Testing and Troubleshooting
Since the DMX testing device we'd borrowed was easiest to use with low channels, we set our code to collect values starting at channel 1. We tried running clockwise and counterclockwise at various speeds, and things seemed to work great.
But, we were getting indications (via the LEDs) that sometimes errors were detected when reading the DMX data. Of even more concern, watching for data at channel 200 was very unreliable, and we got communication errors consistently. Our assigned channel was over 200, so this presented a problem.
We had one of the LEDs set up to indicate frame errors. It would flicker a bit when we used low channels, but was on nearly solid when we were trying to read from high channels.
We spent quite a bit of time trying to track down this problem. We both looked at code and tried many experiments to diagnose what was happening. Tom finally requested that we hook the circuit up to the oscilloscope to see what the signal looked like.
Here is an oscilloscope reading of the original signal (red) and the corresponding output
from our conversion circuit (yellow). The slight shift isn't a problem, but the shape of the
waves is. In our circuit, the transitions between high and low are not instantaneous, and
shorter pulses don't achieve full voltage before dropping back to zero. This "sloppy"
wave means that the controller sees high values for a shorter time (50-75% of the original),
which ends up corrupting the data.
The red trace is the RS-485 signal; it's a calculation of DATA+ minus DATA-. The yellow trace is the output of the op amp. Indicators on the left side show the 0 mark for each trace. Vertical scale is 1 V per gridline; horizontal is 5 μs.
The spec sheet for the ATtiny2313 shows that when powered at 5V, it will transition to high at around 3 V, then back to low around 1.5 V (inputs have hysteresis). The MCU's USART will sample the wave several times per bit, so the slow rise time may cause it to erroneously conclude that a bit is 0 when 1 is intended, and also to adjust its interpretation of when a frame starts. This error accumulates as bytes go by and we get frame errors after a number of bytes.
It was clear that we truly needed the right part for this job, that our replacement circuit, while seeming to work in simple cases, was not up to the task. By this time, is was Monday evening, too late to order for overnight delivery on Tuesday, and our deadline was Tuesday at 2:00. We considered asking the theatre whether we could get a different (low-number) channel assignment, but were unhappy with the fact that our device was clearly not working correctly.
Revising the Hardware
I returned to the online robotics chat and got more advice. David suggested a part that was designed to do the voltage conversion we needed. It's not the specialized chip that I originally looked for, but is an appropriate tool for this job.
I found a local electronic store that indicated they had it in stock. Tom planned to get up early the next morning to arrive there when they opened. I proposed waiting until we could call and confirm that they actually had it, but Tom wanted to give me maximal time with the part and the store was 30 minutes away. Of course, Tom got there and the peg was empty. Turns out there's a little notice on the site that mentioned that they don't actually have the parts they're showing, they're just in hundreds of warehouses around the country. Gee, that's useful... Fortunately, Tom noticed that the parts were grouped by functionality, so he read me part numbers from nearby pegs. I looked up spec sheets and was delighted to find a couple that looked like they would work; Tom got them both.
While Tom was driving home, I looked at the spec sheets in more detail and selected the part I wanted to use. Both of the new parts were larger than would fit on the existing board, so I grabbed another small board and worked on mounting it to the original board and making the connections for the new chip.
Online searching at Supertronix leaves something to be desired, but I'm glad we have a store with specialized parts in the area.
David suggested using 75176, which is a transceiver in a nice little 8-pin DIP. We ended up getting 75173 and 75175, which are 16-pin packages. They are nearly identical, just have slightly different enable options. I ended up using the 75175.
Here is the completed, updated board:
The final board has the controller (an ATtiny2313), stepper motor driver and connection headers, transceiver for RS-485 / DMX communications, a voltage regulator to convert from the input 12 V to 5 V for the controller, another regulator for 7.2 V to the motors, a programming header, various capacitors, a diode for reverse voltage protection, and the LEDs and pushbutton.
With the new part wired up, the board worked beautifully! We were cleanly reading our channels, not picking up any extraneous values, and no longer seeing any indication of communication errors.
After the clock was installed, we were ready for the final test: checking to see whether it worked correctly with the actual system. The cue would come from the light board instead of the test device, and the signal had to travel over a much longer wire.
It worked great! It responded as expected to all the commands it was supposed to handle and didn't react to commands on other channels. It seemed to move consistently, and as we left, the master electrician was experimenting with the different movements and speeds. Later that evening, the crew would work on getting the light board programmed to move the hands the correct amount at the designated time and would work with the directors on selecting an appropriate speed for the motion.
We left to go home and catch up on sleep. We didn't hear anything from the theatre after that, and hoped that no news was good news, but did wonder a little whether they had encountered problems and scrapped it. On opening night, we saw the set designer before the show and mentioned our apprehension about whether the clock had continued to perform correctly. He assured us that it had, and we were elated to see it work during the show.
Although the clock is only briefly featured in the show, it is the center of attention for those few seconds. Even on our second viewing of the show, I felt a bit nervous wondering if it would perform correctly. I've never been a stage mother before! By my third time, I was able to relax and just enjoy the scene.
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Officials investigating the ongoing gas leak in Wheatley have made progress in bringing an abandoned well to the surface.
On Monday, January 10, the casing stub for the abandoned well identified as APEC 2 (Area of Potential Environmental Concern) was exposed. Work continues today to bring the well casing (located in a municipal parking lot) to surface.
Bringing the abandoned well to surface level will enable the team to monitor the well which will assist with identifying future activities and mitigation options.
Once that Is accomplished officials plan to conduct tests with pressurized water to determine if an underground connection exists between the two wells.
APEC 2 is approximately 50 metres from APEC 1, a well located at the scene of an explosion in August.
No gas release has taken place since November 21 and given the interval between events officials are expecting a release soon. The test separator and venting system remain in place connected to APEC 1 which improves the overall safety of the site.
Homeowner access will resume when appropriate to do so.


Walter Alessandrini is the former CEO of Ometric Corporation, an optical process control provider, where he led the company from start-up to a successful sale to a Fortune 100 company.
Previously, Mr. Alessandrini served as the CEO of Avanex Corporation, a photonics leader, where he led the company from start-up to a record IPO and multinational expansion.
Earlier in his career, Mr. Alessandrini served as the CEO of Pirelli Cables and Systems North America, a leader in telecom infrastructure, and the CEO of Union Switch & Signal, a leader in rail transport automation.
Mr. Alessandrini began his storied career with Varian Associates, one of the world’s largest manufacturers of life science analytical equipment and semiconductor manufacturing equipment, where he joined the executive team in Turin, Italy and then moved to Palo Alto, California. Mr. Alessandrini is currently an investor and board member of Green Cloud Technologies, a fast-growing, cloud storage provider, and he also serves as a co-founder, investor and board member of Zverse, a 3-D printing software start-up.
A native of Italy, Mr. Alessandrini holds a doctorate degree in mechanical engineering from the University of Genoa.


We build steam turbines for industrial applications From 5 up to approx. 100 MW.
Live steam:Pressure up to 140 bar
Temperature of saturated steam up to 540 °C
Technology: Multi-stage reaction turbines with impulse wheel as control stage at the turbine entry and after controlled extractions.
Bleedings and / or controlled extractions can be arranged in all cases. This technology is used both for back pressure and for condensing turbines.
Range approx. 5 to 40 MW
- Turbine is connected to the generator via a gearbox
- Design in 4 sizes (up to approx. 40 MW)
- The turbine is fully assembled with the gearbox on a joint base frame
Range approx. 30 to 100 MW
- Partially standardised
- Delivered unassembled in transport units
- Design with exhaust steam to the bottom or axial outlet (mostly in combined gas and steam turbine plants)


Manfrotto statief zonder kop 190 CX3 carbon
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