An Advance Auto Parts store at 516 Erie Boulevard West in Rome, NY.
Tagged: , advance , auto , parts …
…I was panning taxis as a wandered down Broadway between 125th and 108th street. I took these on two separate days, but neither day had too much sun. Out of the mass of taxi pans I like this one the best. It gives some sense of the the crowded city and the Crown Victoria is crisp. I will try to take some of these in more crowded areas of the city like Times Square…stay tuned 🙂
the rest is me ranting on about taxi choice and regulation in the taxi industry…
I like the comment below. First, there are lots of cabs here so posting lots is fitting. Also it reflects the changing vehicle choice. In 2006 90% of cabs were Ford Crown Victorias. This car is based on a 1979 design, sports an inefficient V8 engine and handles like a boat. I was surprised that Toyota Sienna minivans have captured (in 2006) 10% of the market. Now I think they have an even larger share (there are also several Honda Odesseys).
However, bigger changes are coming. By 2013 all NYC cabs need to get better than 30 mpg. That means hybrids and hybrids are especially economical in city traffic. So the last two pans are hybrids; a Toyota Highlander and a Ford Escape. I’ve also spotted a Toyota Prius.
…New York city is full of taxis. There are just about 13000 medallion cabs in all. They are all yellow (well a orange-like yellow). Ever wonder why? Bascially the industry is heavily regulated. The government restricts the numbers of medallions (cabs that can circulate). As a consequence medallions are extremely valuable.
Restricting competition (cabs charge the same rates and there is essentially only one company) helps drivers right? Acutally it doesn’t. There is a large supply of drivers (they compete and drive down cabbie wages) so the guys that benefit from the government regulation are the medallion owners. Consumers are the main losers.
I said heavily regulated. The government specifies the cars that can be used, the types of floor mats you can have, how old the car can be (not over 4 years – so most taxis are run 24-7), how much legroom the cab must have, whether the cab has a CC machine, a GPS etc. etc. Why this need to overregulate the cab industry? Is NYC a special case? No Arlington, Virginia has figured out that it needs exactly 666 cabs. How did this number come up? From a Soviet-style central planner no doubt. Even Madison is in on the game (and Madison actually has a competent local government). They restrict entry to only 3 companies. These companies in return charge significantly higher fares than NYC cabbies. Why? Go figure. Cartels are good for business.
Tagged: , taxi , cab , crown , victoria , yellow , v8 , power , car , auto , pan , panning , nyc , new , york , city …
Auto air painting line for paint body part of automobile and control by robot and PLC
Tagged: , industrial , robot , automobile , car , assembly , factory , manufacturing , robotic , production , plant , industry , paint , machine , line , automotive , robots , modern , work , metal , power , steel , control , machinery , manufacture , automatic , auto , part , coat , coated , painting , plc , body , operation , process , processing , air , arm , color , black , indoors , vehicle , engine , engineer , technology , motor , mechanical , mechanic , workers , automation , print …
Lagonda is a British car manufacturer, founded as a company in 1906 in Staines, Middlesex by the American Wilbur Gunn (1859-1920). He named the company after a river near the town of his birth Springfield, Ohio. The company was purchased and integrated into Aston Martin in 1947.
Wilbur Gunn had originally built motorcycles on a small scale in the garden of his house in Staines with reasonable success including a win on the 1905 London—Edinburgh trial. In 1907 he launched his first car, the 20-hp, 6-cylinder Torpedo, which he used to win the Moscow—St. Petersburg trial of 1910. This success produced a healthy order for exports to Russia which continued until 1914. In the pre-war period Lagonda also made an advanced small car, the 11.1 with a four-cylinder 1000 cc engine, which featured an anti-roll bar and a rivetted monocoque body and the first ever fly-off handbrake.
During World War I Lagonda made artillery shells.
After the end of the war the 11.1 continued with a larger 1400-cc engine and standard electric lighting as the 11.9 until 1923 and the updated 12 until 1926. Following Wilbur Gunn’s death in 1920, three existing directors headed by Colin Parbury took charge. The first of the company’s sports models was launched in 1925 as the 14/60 with a twin-cam 1954-cc 4-cylinder engine and hemispherical combustion chambers. The car was designed by Arthur Davidson who had come from Lea-Francis. A higher output engine came in 1927 with the 2-litre Speed Model which could be had supercharged in 1930. A lengthened chassis version, the 16/65, with 6-cylinder 2.4-litre engine, was available from 1926 to 1930. The final car of the 1920s was the 3-litre using a 2931-cc 6-cylinder engine. This continued until 1933 when the engine grew to 3181 cc and was also available with a complex 8-speed Maybach transmission as the Selector Special.
A new model for 1933 was the 16-80 using a 2-litre Crossley engine with pre-selector gearbox from 1934. A new small car, the Rapier came along in 1934 with 1104-cc engine and pre-selector gearbox. This lasted until 1935 but more were made until 1938 by a separate company, Rapier Cars of Hammersmith, London. At the other extreme was the near 100-mph, 4.5-litre M45 with Meadows 6-cylinder 4467-cc engine. An out and out sporting version the M45R Rapide, with tuned M45 engine and a shorter chassis led to a Le Mans victory in 1935. Also in 1935 the 3-litre grew to a 3.5-litre.
All was not well financially and the receiver was called in 1935 but the company was bought by Alan Good, who just outbid Rolls-Royce. He also persuaded W. O. Bentley to leave Rolls-Royce and join Lagonda as designer. The 4.5-litre range now became the LG45 with lower but heavier bodies and also available in LG45R Rapide form. The LG45 came in 3 versions known as Sanction 1,2 and 3 each with more Bentley touches to the engine. In 1938 the LG6 with independent front suspension by torsion bar and …
See more car pics on my facebook page!
The DKW Junior was a small front wheel drive saloon manufactured by Auto Union AG. The car received a positive reaction when first exhibited, initially badged as the DKW 600, at the Frankfurt Motor Show in March 1957. The ‘Junior’ name was given to the (by now) DKW 750 in 1959 when the car went into volume production, but failed to survive an upgrade in January 1963, after which the car was known as the DKW F12. In addition to the saloon, a pretty ‘F12 Roadster’ (cabriolet version) was produced in limited numbers.
The car was known for its two-stroke engine. A number of European auto-makers produced two-stroke powered cars in the 1950s, but by the time the DKW Junior came along, the market was beginning to resist two-stroke powered cars as the industry increasingly standardised on four-stroke four-cylinder units which accordingly were becoming cheaper to produce. Two-stroke-engined cars were perceived by some as rough and noisy by comparison.
Tagged: , 1959 , 1962 , DKW , Junior , alt , old , auto , automobil , automobile , autos , bild , bilder , car , cars , classic , foto , fotos , image , images , mobil , oldtimer , photo , photos , picture , pictures , vehicle , wallpaper , high , resolution …