Peugeot Central » Peugeot Watches

Should You Buy a Car Now

PugFan — Fri, 16 Jul 2010 01:33:59 +0000

With fuel costs still rising and many nations' economies struggling to regain their footing, it may not seem wise to buy car now. Many consumers are hesitant because of economy uncertainty. A key concern for many consumers is fuel economy and how much they're going to spend each year fueling their new car. But there are several options out there for the fuel-conscious in 2010.

In America, the most efficient cars nowadays are going to be the hybrids. Among these, the 2010 Toyota Prius stands out. It gets a staggering 50 miles per gallon (mpg). That translates to 51 mpg city and 48 mpg highway. Put yet another way, you'll pay just $1.34 (on average) to drive 25 miles.

Another outstanding hybrid this year comes from Honda. The Honda Civic is already noted as a fuel efficient and reliable car; the Honda Civic Hybrid ramps this up even more. The car gets 42 mpg (40 city, 45 highway). And Honda isn't finished there. Their 2010 Honda Insight gets 41 mpg. It too is a hybrid, and will cost you just $1.63 to drive for 25 miles.

But the Japanese are not the only people making hybrids. Ford also has a 2010 hybrid, the Ford Fusion, which gets 39 mpg. Annually, this car will cost you just over $1,000 to fuel.
Then comes the 2010 Mercury Milan Hybrid, which gets 39 mpg (41 city and 36 highway). It will cost you about the same amount as the Ford Fusion in fuel each year.

But what if a hybrid isn't an option? Hybrids, while saving money on fuel costs, tend to cost more than their non-hybrid counterparts. The Milan Hybrid, for example, costs $6,300 more than the non-hybrid Milan.

Don't worry. There are non-hybrid cars on the market in 2010 that still get great gas mileage. The 2010 Smart For Two gets 36 mpg, and stands out as the most fuel-efficient non-hybrid car on the market. The 2010 Volkswagen Jetta and Volkswagen Golf also get fantastic fuel economy, boasting 34 mpg each. And Toyota and Hybrid, leaders in fuel-efficient hybrids, also each make many non-hybrid cars that still get 30 mpg or better.

In Europe, there are several cars that get 27 kilometers per liter, or even better (this equals about 64 mpg). These vehicles include the Citroen C1, Toyota Aygo, Renault Clio, Citroen C2, Fiat New Panda and Peugeot 206. The Toyota Prius hybrid, which is also sold in America, also stands out as an extremely fuel-efficient car in Europe.

Many of these high-efficiency cars are Japanese models, a fact enjoyed both in their home country and around the world. Toyota and Honda hybrid cars are both popular choices currently in Japan with fuel costs high. Last year, the Toyota Prius Hybrid was the best-selling car in Japan.

Of course, the car itself is only part of the equation when it comes to fuel efficiency. How and where it is driven plays a large role in how efficiently it burns fuel. But if you're in the market to buy car now, holding back because of fuel economy concerns, you don't need to agonize any longer. There are plenty of 2010 vehicles out there that look great while still saving you cash at the pump.

Heres some great info you'll appreciate: http://www.youtube.com/watch?v=h7LMam_yJJk

Don Issacson offers more specific info here: http://buyingnewcarsstepbystep.com/buy-a-car-now/.
Don was an executive in the automotive industry for over twenty years. When his daughter asked for help buying a new car, he realized how few people really understand car buying.

Fuel Economy-a Beginners Guide

Bell Ross Concept Clock for Peugeot SR1 Concept Car

PugFan — Fri, 18 Jun 2010 13:03:18 +0000

Nowadays, it is very common to see perfect marriages between watches and automobiles. And these marriages are tilted in the direction of the watch manufacturers that need to express the mutual value of the relationships. There lots of cases that watch makers launch exclusive watches for certain automobile brands or specific car models. But cases in the reverse are very rare. One case I know it that the launch of the new Parmigiani watch will be accompanied by a new Bugatti Galibie. However, we do not have any watch branded cars. And I think a car having a branded clock will top at the most uncommon thing in the watch and automobile world.

It is reported that French watch maker Bell & Ross has worked with French car marker to install
a Bell & Ross concept clock inside the the Peugeot SR1 concept. It is a very cool idea to match masculine roadster with an aggressive clock which is based on Bell & Ross's BR01 Pro models. The clock has some intriguing features.For example, the dial, milled from solid piece of metal, has special texture like fingerprints. And there is a power reserve indicator on the dial as well, which indicates that the clock is powered be a mechanical movement. So it is probable that the clock need to be hand-winded or there is an specific mechanism in the car that winds the clock.

What is more, Bel & Ross has launched the pictures of the SRL Peugeot Concept Wrist Watch for lovers of both brands. The watch, in my opinion, will be launched as a limited edition. I am waiting for Geneva Auto Show where the Peugeot SR1 with Bel & Ross concept clock will make its debut.

The author is a keen fan of Bell Ross watches. View the amazing collection of replica watches at http://www.watcheslux.com/

Bell And Ross Sr1 Concept

Channel Tunnel

PugFan — Tue, 11 May 2010 03:22:39 +0000

Origins

Proposals and attempts

Key dates

1802

Albert Mathieu put forward a cross-Channel tunnel proposal.

1875

The Channel Tunnel Company Ltd began preliminary trials

1882

The Abbot's Cliff heading had reached 897 yards (820 m) and that at Shakespeare Cliff was 2,040 yards (1,870 m) in length

January 1975

A UKrance government backed scheme that started in 1974 was cancelled

February 1986

The Treaty of Canterbury was signed allowing the project to proceed

June 1988

First tunnelling commenced in France

December 1988

UK TBM commenced operation

December 1990

The service tunnel broke through under the Channel

May 1994

The tunnel was formally opened by HM The Queen and President Mitterrand

Mid 1994

Freight and passenger trains commenced operation

November 1996

A fire in a lorry shuttle severely damaged the tunnel

November 2007

High Speed 1, linking London to the tunnel, opened

September 2008

Another fire in a lorry shuttle severely damaged the tunnel

December 2009

Eurostar trains stranded in the tunnel due to condensation affecting the trains' electrical hardware

In 1802, French mining engineer Albert Mathieu put forward a proposal to tunnel under the English Channel, with illumination from oil lamps, horse-drawn coaches, and an artificial island mid-Channel for changing horses.

In the 1830s, Frenchman Aim Thom de Gamond performed the first geological and hydrographical surveys on the Channel, between Calais and Dover. Thom de Gamond explored several schemes and, in 1856, he presented a proposal to Napoleon III for a mined railway tunnel from Cap Gris-Nez to Eastwater Point with a port/airshaft on the Varne sandbank at a cost of 170 million francs, or less than GB7 million.

Thom de Gamond's 1856 plan for a cross-Channel link, with a port/airshaft on the Varne sandbank mid-Channel

In 1865, a deputation led by George Ward Hunt proposed the idea of a tunnel to the Chancellor of the Exchequer of the day, William Ewart Gladstone.

After 1867, William Low and Sir John Clarke Hawkshaw promoted ideas, but none were implemented. An official Anglo-French protocol was established in 1876 for a cross-Channel railway tunnel. In 1881, British railway entrepreneur Sir William Watkin and French Suez Canal contractor Alexandre Lavalley were in the Anglo-French Submarine Railway Company that conducted exploratory work on both sides of the Channel. On the English side a 2.13-metre (7 ft) diameter Beumont-English boring machine dug a 1,893-metre (6,211 ft) pilot tunnel from Shakespeare Cliff. On the French side, a similar machine dug 1,669 metres (5,476 ft) from Sangatte. The project was abandoned in May 1882, owing to British political and press campaigns advocating that a tunnel would compromise Britain's national defences. These early works were encountered more than a century later during the TML project.

In 1955, defence arguments were accepted to be irrelevant because of the dominance of air power; thus, both the British and French governments supported technical and geological surveys. Construction work commenced on both sides of the Channel in 1974, a government-funded project using twin tunnels on either side of a service tunnel, with capability for car shuttle wagons. In January 1975, to the dismay of the French partners, the British government cancelled the project. The government had changed to the Labour Party and there was uncertainty about EC membership, cost estimates had ballooned to 200% and the national economy was troubled. By this time the British Priestly TBM was ready and the Ministry of Transport was able to do a 300 m experimental drive. This short tunnel would however be reused as the starting and access point for tunnelling operations from the British side.

In 1979, the "Mouse-hole Project" was suggested when the Conservatives came to power in Britain. The concept was a single-track rail tunnel with a service tunnel, but without shuttle terminals. The British government took no interest in funding the project, but Prime Minister Margaret Thatcher said she had no objection to a privately funded project. In 1981 British and French leaders Margaret Thatcher and Franois Mitterrand agreed to set up a working group to look into a privately funded project, and in April 1985 promoters were formally invited to submit scheme proposals. Four submissions were shortlisted:

a rail proposal based on the 1975 scheme presented by Channel Tunnel Group/Franceanche (CTG/F),

Eurobridge: a 4.5 km span suspension bridge with a roadway in an enclosed tube

Euroroute: a 21 km tunnel between artificial islands approached by bridges, and

Channel Expressway: large diameter road tunnels with mid-channel ventilation towers.

The cross-Channel ferry industry protested under the name "Flexilink". In 1975 there was no campaign protesting a fixed link, with one of the largest ferry operators (Sealink) being state-owned. Flexilink continued rousing opposition throughout 1986 and 1987. Public opinion strongly favoured a drive-through tunnel, but ventilation issues, concerns about accident management, and fear of driver mesmerisation led to the only shortlisted rail submission, CTG/F-M, being awarded the project.

Arrangement

A block diagram describing the organisation structure used on the project. Eurotunnel is the central organisation for construction and operation (via a concession) of the tunnel

The British Channel Tunnel Group consisted of two banks and five construction companies, while their French counterparts, Franceanche, consisted of three banks and five construction companies. The role of the banks was to advise on financing and secure loan commitments. On 2 July 1985, the groups formed Channel Tunnel Group/Franceanche (CTG/F). Their submission to the British and French governments was drawn from the 1975 project, including 11 volumes and a substantial environmental impact statement.

The design and construction was done by the ten construction companies in the CTG/F-M group. The French terminal and boring from Sangatte was undertaken by the five French construction companies in the joint venture group GIE Transmanche Construction. The English Terminal and boring from Shakespeare Cliff was undertaken by the five British construction companies in the Trankslink Joint Venture. The two partnerships were linked by TransManche Link (TML), a bi- national project organisation. The Matre d'Oeuvre was a supervisory engineering body employed by Eurotunnel under the terms of the concession that monitored project activity and reported back to the governments and banks.

In France, with its long tradition of infrastructure investment, the project garnered widespread approval and in April 1987 the French National Assembly gave unanimous support and, in June 1987, after a public inquiry, the Senate gave unanimous support. In Britain, select committees examined the proposal, making history by holding hearings outside of Westminster, in Kent. In February 1987, the third reading of the Channel Tunnel Bill took place in the House of Commons, and was carried by 94 votes to 22. The Channel Tunnel Act gained Royal assent and passed into English law in July of that year.

The Channel Tunnel is a build-own-operate-transfer (BOOT) project with a concession. TML would design and build the tunnel, but financing was through a separate legal entity: Eurotunnel. Eurotunnel absorbed CTG/F-M and signed a construction contract with TML; however, the British and French governments controlled final engineering and safety decisions. The British and French governments gave Eurotunnel a 55- (later 65-) year operating concession to repay loans and pay dividends. A Railway Usage Agreement was signed between Eurotunnel, British Rail and the Socit Nationale des Chemins de fer Franais guaranteeing future revenue in exchange for the railways obtaining half of the tunnel's capacity.

Private funding for such a complex infrastructure project was of unprecedented scale. An initial equity of 45 million was raised by CTG/F-M, increased by 206 million private institutional placement, 770 million was raised in a public share offer that included press and television advertisements, a syndicated bank loan and letter of credit arranged 5 billion. Privately financed, the total investment costs at 1985 prices were 2600 million. At the 1994 completion actual costs were, in 1985 prices, 4650 million: an 80% cost overrun. The cost overrun was partly due to enhanced safety, security, and environmental demands. Financing costs were 140% higher than forecast.

Construction

Eleven tunnel boring machines, working from both sides of the Channel, cut through chalk marl to construct two rail tunnels and a service tunnel. The vehicle shuttle terminals are at Cheriton (part of Folkestone) and Coquelles, and are connected to the British and French motorways (M20 and A16 respectively).

Tunnelling commenced in 1988, and the tunnel began operating in 1994. In 1985 prices, the total construction cost was 4650 million (equivalent to 10152 million today), an 80% cost overrun. At the peak of construction 15,000 people were employed with daily expenditure over 3 million. Ten workers, eight of them British, were killed during construction between 1987 and 1993, most in the first few months of boring.

Completion

The Channel Tunnel was opened in Calais on 6 May 1994 by British Queen Elizabeth II and French President Franois Mitterrand

A small, two-inch (50-mm) diameter pilot hole allowed the service tunnel to break through without ceremony on 30 October 1990. On 1 December 1990, Englishman Graham Fagg and Frenchman Phillippe Cozette broke through the service tunnel with the media watching. Eurotunnel completed the tunnel on time, and the tunnel was officially opened by British Queen Elizabeth II and French President Franois Mitterrand in a ceremony held in Calais on 6 May 1994. The Queen travelled through the tunnel to Calais on a Eurostar train, which stopped nose to nose with the train that carried President Mitterrand from Paris. Following the ceremony President Mitterrand and the Queen travelled on Le Shuttle to a similar ceremony in Folkestone.

The Channel Tunnel Rail Link (CTRL), now called High Speed 1, runs 69 miles (111 km) from St Pancras railway station in London to the Channel Tunnel portal at Folkestone in Kent. It cost 5.8 billion. On 16 September 2003 UK Prime Minister Tony Blair opened the first section of High Speed 1, from Folkestone to north Kent. On 6 November 2007 the Queen officially opened High Speed 1 and St Pancras International station, replacing the original slower link to Waterloo International railway station. On High Speed 1 trains travelling at speeds up to 300 km/h (186 mph), the journey from London to Paris takes 2 hours 15 minutes and London to Brussels takes 1 hour 51 minutes.

In 1996, the American Society of Civil Engineers, with Popular Mechanics, selected the tunnel as one of the Seven Wonders of the Modern World.

Engineering

The Channel Tunnel exhibit at the National Railway Museum in York, England, showing the circular cross section of the tunnel with the overhead line powering a Eurostar train. Also visible is the segmented tunnel lining

Surveying undertaken in the twenty years before tunnel construction confirmed earlier speculations that a tunnel route could be bored through a chalk marl stratum. The chalk marl was conducive to tunnelling, with impermeability, ease of excavation and strength. While on the English side the chalk marl ran along the entire length of the tunnel, on the French side a length of 5 kilometres (3 mi) had variable and difficult geology. The Channel Tunnel consists of three bores: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length with a 4.8-metre (16 ft) diameter service tunnel in between. There are also cross-passages and piston relief ducts. The service tunnel was used as a pilot tunnel, boring ahead of the main tunnels to determine the conditions. English access was provided at Shakespeare Cliff, while French access came from a shaft at Sangatte. The French side used five tunnel boring machines (TBMs), the English side used six. The service tunnel uses Service Tunnel Transport System (STTS) and Light Service Tunnel Vehicles (LADOGS). Fire safety was a critical design issue.

Between the portals at Beussingue and Castle Hill the tunnel is 50.5 kilometres (31 mi) long, with 3.3 kilometres (2 mi) under land on the French side, 9.3 kilometres (6 mi) under land on the UK side and 37.9 kilometres (24 mi) under sea. This makes the Channel Tunnel the second longest rail tunnel in the world, behind the Seikan Tunnel in Japan, but with the longest under-sea section. The average depth is 45 metres (148 ft) below the seabed. On the UK side, of the expected 5 million cubic metres (6.510^6 cu yd) of spoil approximately 1 million cubic metres (1.310^6 cu yd) was used for fill at the terminal site, and the remainder was deposited at Lower Shakespeare Cliff behind a seawall, reclaiming 74 acres (30 ha) of land. This land was then made into the Samphire Hoe Country Park. Environmental impact assessment did not identify any major risks for the project, and further studies into safety, noise, and air pollution were overall positive. However, environmental objections were raised over a high-speed link to London.

Geology

Geological profile along the tunnel as constructed. For the majority of its length the tunnel bores through a chalk marl stratum (layer)

Successful tunnelling under the channel required a sound understanding of the topography and geology and the selection of the best rock strata through which to tunnel. The geology generally consists of northeasterly dipping Cretaceous strata, part of the northern limb of the Wealden-Boulonnais dome. Characteristics include:

Continuous chalk on the cliffs on either side of the Channel containing no major faulting, as observed by Verstegan in 1698

Four geological strata, marine sediments laid down 90100 million years ago; pervious upper and middle chalk above slightly pervious lower chalk and finally impermeable Gault Clay. A sandy stratum, glauconitic marl (tortia), is in between the chalk marl and gault clay

A 2530-metre (8298 ft) layer of chalk marl (French: craie bleue) in the lower third of the lower chalk appeared to present the best tunnelling medium. The chalk has a clay content of 3040% providing impermeability to groundwater yet relatively easy excavation with strength allowing minimal support. Ideally the tunnel would be bored in the bottom 15 metres (49 ft) of the chalk marl, allowing water inflow from fractures and joints to be minimised, but above the gault clay that would increase stress on the tunnel lining and swell and soften when wet.

On the English side of the channel, the strata dip less than 5, however, on the French side, this increases to 20. Jointing and faulting is present on both the English and French sides. On the English side, only minor faults of displacement less than 2 metres (7 ft) exist. On the French side, displacements of up to 15 metres (49 ft) are present owing to the Quenocs anticlinal fold. The faults are of limited width, filled with calcite, pyrite and remoulded clay. The increased dip and faulting restricted the selection of route on the French side. To avoid confusion microfossil assemblages were used to classify the chalk marl. On the French side, particularly near the coast, the chalk was harder, more brittle, and more fractured than on the English side. This led to the adoption of different tunnelling techniques on the French and English sides.

No major geological hazards were identified; however, the Quaternary undersea valley Fosse Dangaered, and Castle Hill landslip located at the English portal, caused concerns. Identified by the 196465 geophysical survey, the Fosse Dangaered is an infilled valley system extending 80 metres (262 ft) below the seabed, 500 metres (1,640 ft) south of the tunnel route, located mid-channel. A 1986 survey showed that a tributary crossed the path of the tunnel, and so the tunnel route was made as far north and deep as possible. The English terminal had to be located in the Castle Hill landslip, which consists of displaced and tipping blocks of lower chalk, glauconitic marl and gault debris. Thus the area was stabilised by buttressing and inserting drainage adits. The service tunnels were pilot tunnels preceding the main tunnels, so that the geology, areas of crushed rock, and zones of high water inflow could be predicted. Exploratory probing took place in the service tunnels, in the form of extensive forward probing, vertical downward probes and sideways probing.

Surveying

Marine soundings and samplings by Thom de Gamond were carried out during 183367, establishing the seabed depth at a maximum of 55 metres (180 ft) and the continuity of geological strata (layers). Surveying continued over many years, with 166 marine and 70 land-deep boreholes being drilled and over 4000 line kilometres of marine geophysical survey completed. Surveys were undertaken in 195859, 196465, 197274 and 198688.

The surveying in 195859 catered for immersed tube and bridge designs as well as a bored tunnel, and thus a wide area was investigated. At this time marine geophysics surveying for engineering projects was in its infancy, with poor positioning and resolution from seismic profiling. The 1964-65 surveys concentrated on a northerly route that left the English coast at Dover harbour; using 70 boreholes, an area of deeply weathered rock with high permeability was located just south of Dover harbour.

Given the previous survey results and access constraints, a more southerly route was investigated in the 197273 survey and the route was confirmed to be feasible. Information for the tunnelling project also came from work before the 1975 cancellation. On the French side at Sangatte a deep shaft with adits was made. On the English side at Shakespeare Cliff, the government allowed 250 metres (820 ft) of 4.5 metres (15 ft) diameter tunnel to be driven. The actual tunnel alignment, method of excavation and support were essentially the same as the 1975 attempt. In the 198697 survey, previous findings were reinforced and the nature of the gault clay and tunnelling medium, chalk marl that made up 85% of the route, were investigated. Geophysical techniques from the oil industry were employed.

Tunnelling

Typical tunnel cross section, with a service tunnel between twin rail tunnels. Shown linking the rail tunnels is a piston relief duct, necessary to manage pressure changes due to the movement of trains

Tunnelling between England and France was a major engineering challenge, with the only precedent being the undersea Seikan Tunnel in Japan. A serious risk with underwater tunnels is major water inflow due to the water pressure from the sea above under weak ground conditions. The Channel Tunnel also had the challenge of timeeing privately funded, early financial return was paramount.

The objective was to construct: two 7.6-metre (25 ft) diameter rail tunnels, 30 metres (98 ft) apart, 50 kilometres (31 mi) in length; a 4.8-metre (16 ft) diameter service tunnel between the two main tunnels; pairs of 3.3-metre (11 ft) diameter cross-passages linking the rail tunnels to the service tunnel at 375-metre (1,230 ft) spacing; piston relief ducts 2-metre (7 ft) diameter connecting the rail tunnels at 250-metre (820 ft) spacing; two undersea crossover caverns to connect the rail tunnels. The service tunnel always preceded the main tunnels by at least 1 kilometre (0.6 mi) to ascertain the ground conditions. There was plenty of experience with tunnelling through chalk in the mining industry. The undersea crossover caverns were a complex engineering problem. The French cavern was based on the Mount Baker Ridge freeway tunnel in the USA. The UK cavern was dug from the service tunnel ahead of the main tunnels to avoid delay.

Precast segmental linings in the main TBM drives were used, but different solutions were used on the English and French sides. On the French side, neoprene and grout sealed bolted linings made of cast iron or high-strength reinforced concrete were used. On the English side, the main requirement was for speed and bolting of cast-iron lining segments was only carried out in areas of poor geology. In the UK rail tunnels, eight lining segments plus a key segment were used; on the French side, five segments plus a key segment. On the French side, a 55-metre (180 ft) diameter 75-metre (246 ft) deep grout-curtained shaft at Sangatte was used for access. On the English side, a marshalling area was 140 metres (459 ft) below the top of Shakespeare Cliff, and the New Austrian Tunnelling method (NATM) was first applied in the chalk marl here. On the English side, the land tunnels were driven from Shakespeare Cliff, the same place as the marine tunnels, not from Folkestone. The platform at the base of the cliff was not large enough for all of the drives and, despite environmental objections, tunnel spoil was placed behind a reinforced concrete seawall, on condition of placing the chalk in an enclosed lagoon to avoid wide dispersal of chalk fines. Owing to limited space, the precast lining factory was on the Isle of Grain in the Thames estuary.

On the French side, owing to the greater permeability to water, earth pressure balance TBMs with open and closed modes were used. The TBMs were of a closed nature during the initial 5 kilometres (3 mi), but then operated as open, boring through the chalk marl stratum. This minimised the impact to the ground and allowed high water pressures to be withstood, and it also alleviated the need to grout ahead of the tunnel. The French effort required five TBMs: two main marine machines, one main land machine (the short land drives of 3 km allowed one TBM to complete the first drive then reverse direction and complete the other), and two service tunnel machines. On the English side, the simpler geology allowed faster open-faced TBMs. Six machines were used, all commenced digging from Shakespeare Cliff, three marine-bound and three for the land tunnels. Towards the completion of the undersea drives, the UK TBMs were driven steeply downwards and buried clear of the tunnel. The French TBMs then completed the tunnel and were dismantled. A 900 mm gauge railway was used on the English side during construction.

In contrast to the English machines, which were simply given alphanumeric names, the French tunnelling machines were all named after women: Brigitte, Europa, Catherine, Virginie, Pascaline, Sverine.

Railway design

Interior of Eurotunnel Shuttle, a vehicle shuttle train. The largest railway wagons in the world, the shuttle trains transport vehicles between terminals on either side of the tunnel

Communications

There are three communication systems in the tunnel: concession radio (CR) for mobile vehicles and personnel within Eurotunnel's Concession (terminals, tunnels, coastal shafts); track-to-train radio (TTR) for secure speech and data between trains and the railway control centre; Shuttle internal radio (SIR) for communication between shuttle crew and to passengers over car radios.

Power supply

All tunnel services run on electricity, shared equally from English and French sources. Power is delivered to the locomotives via an overhead line (catenary) at 25 kV 50 Hz.

A large proportion of the railway south of London uses a 750 V DC third rail to deliver electrical power; however since the opening of High Speed 1 there is no need to use the third rail system for any part of the Eurostar journey. High Speed 1, the tunnel itself and the route to Paris has power provided via overhead catenary at 25 kV 50 Hz. The railways in Brussels are also electrified by overhead catenaries, but at 3000 V DC.

Signalling

A cab signalling system is used that gives information directly to train drivers on a display. There is Automatic Train Protection (ATP) that stops the train if the speed differs from that indicated on the in-cab display. TVM430, as used on LGV Nord, is used in the tunnel. The maximum allowed speed is 160 km/h.

Track system

The American Sonneville International Corporation track system consisting of UIC60 rails on 900A grade resting on microcellular EVA pads, bolted into concrete was chosen. The larger European GB+ loading gauge was used rather that one of the smaller UK alternatives; this gauge is maintained on High Speed 1 as far as Barking in east London. ballasted track was ruled out owing to maintenance constraints and a need for geometric stability.

Rolling stock

Eurotunnel Shuttle

Main articles: Eurotunnel Shuttle and Eurotunnel Class 9

Initially 38 Le Shuttle locomotives were commissioned, working in pairs with one at each end of a shuttle train. The shuttles have two separate halves: single and double deck. Each half has two loading/unloading wagons and twelve carrier wagons. Eurotunnel's original order was for nine tourist shuttles.

HGV shuttles also have two halves, with each half containing one loading wagon, one unloading wagon and 14 carrier wagons. There is a club car behind the leading locomotive. Eurotunnel originally ordered six HGV shuttles rakes.

Freight locomotives

See also: British Rail Class 92

Forty-six Class 92 locomotives for hauling freight trains and overnight passenger trains (the Nightstar project, which was abandoned) were commissioned, which can run on both overhead AC and third-rail DC power.

International passenger

Main article: British Rail Class 373

Thirty-one Eurostar trainsased on the French TGVuilt to UK loading gauge, and with many modifications for safety within the tunnel, were commissioned, with split ownership between British Rail, French National Railway Company and National Railway Company of Belgium. British Rail ordered seven more for services north of London.

At the end of 2009, extensive fire-proofing requirements were dropped and Deutsche Bahn received permission to run German Intercity-Express (ICE) trains through the Channel Tunnel in the future.

Service locomotives

Diesel locomotives for rescue and shunting work are Eurotunnel Class 0001 and Eurotunnel Class 0031.

Operation

Usage and services

A Channel Tunnel traffic graph showing the number of passengers and tonnes of freight. Freight vehicle shuttle numbers dropped in 1996/7 owing to closure of the service after the November 1996 fire

The British terminal at Cheriton in west Folkestone. The terminal services shuttle trains that carry vehicles, and is linked to the M20 motorway

The Folkestone White Horse is the last view of England for most passengers embarking at the Cheriton terminal

Services offered by the tunnel are:

Eurotunnel Shuttle (formerly Le Shuttle) roll-on roll-off shuttle service for road vehicles,

Eurostar passenger trains,

through freight trains.

Both the freight and passenger traffic forecasts that led to the construction of the tunnel were largely and universally overestimated. Particularly, Eurotunnel's commissioned forecasts were over-predictions. Although the captured share of Channel crossings (competing with air and sea) was forecast correctly, high competition and reduced tariffs has led to low revenue. Overall cross-Channel traffic was overestimated.

Passenger traffic volumes

Total cross-tunnel passenger traffic volumes peaked at 18.4 million in 1998, then dropped to 14.9 million in 2003, from then rising again to 16.1 million in 2008.

At the time of deciding to build the tunnel, 15.9 million passengers were predicted for Eurostar trains in the opening year. In 1995, the first full year, actual numbers were a little over 2.9 million, growing to 7.1 million in 2000, then dropping again to 6.3 million in 2003. However, Eurostar was also limited by the lack of a high-speed connection on the British side. After the completion of High Speed 1 (formerly CTRL) to London in two stages in 2003 and 2007, traffic increased. In 2008, Eurostar carried 9,113,371 passengers in cross-Channel-Tunnel traffic, a 10% increase over the previous year, despite traffic limitations due to the 2008 Channel Tunnel fire.

Year

Passengers transported...

by Eurostar[A]

(actual ticket sales)

by Eurotunnel Passenger Shuttles

(estimated, millions)

Total

(estimated, millions)

1994

~100,000

0.2

0.3

1995

2,920,309

4.4

7.3

1996

4,995,010

7.9

12.9

1997

6,004,268

8.6

14.6

1998

6,307,849

12.1

18.4

1999

6,593,247

11.0

17.6

2000

7,130,417

9.9

17.0

2001

6,947,135

9.4

16.3

2002

6,602,817

8.6

15.2

2003

6,314,795

8.6

14.9

2004

7,276,675

7.8

15.1

2005

7,454,497

8.2

15.7

2006

7,858,337

7.8

15.7

2007

8,260,980

7.9

16.2

2008

9,113,371

7.0

16.1

A only passengers taking Eurostar to cross the Channel

Freight traffic volumes

Cross-tunnel freight traffic volumes have been erratic, with a decrease during 1997 due to a closure caused by a fire in a freight shuttle. The total freight crossings increased over the period, indicating the substitutability of the tunnel by sea crossings. The tunnel has achieved a cross-Channel freight traffic market share close to or above Eurotunnel's 1980s predictions but Eurotunnel's 1990 and 1994 predictions were overestimates.

For freight transported on through freight trains, the first year freight prediction was 7.2 million gross tonnes, however, the 1995 figure was 1.3 million gross tonnes. Through freight volumes peaked in 1998 at 3.1 million tonnes. However, with continuing problems, this figure fell back to 1.21 million tonnes in 2007, increasing again slightly to 1.24 million tonnes in 2008.

However, together with that carried on freight shuttles, freight traffic growth has occurred since opening, with 6.4 million tonnes carried in 1995, 18.4 million tonnes recorded in 2003 and 19.6 million tonnes in 2007.

Year

Freight transported...

by through freight trains

(actual tonnes)

by Eurotunnel Truck Shuttles

(estimated, million tonnes)

Total

(estimated, million tonnes)

1994

0

0.8

0.8

1995

1,349,802

5.1

6.4

1996

2,783,774

6.7

9.5

1997

2,925,171

3.3

6.2

1998

3,141,438

9.2

12.3

1999

2,865,251

10.9

13.8

2000

2,947,385

14.7

17.6

2001

2,447,432

15.6

18.0

2002

1,463,580

15.6

17.1

2003

1,743,686

16.7

18.4

2004

1,889,175

16.6

18.5

2005

1,587,790

17.0

18.6

2006

1,569,429

16.9

18.5

2007

1,213,647

18.4

19.6

2008

~1,240,000[B]

14.2

15.4

B From October 2007, Eurotunnel invoices through railfreight by trains rather than tonne.

Eurotunnel's freight subsidiary is Europorte 2. In September 2006 EWS, the UK's largest rail freight operator, announced that owing to cessation of UK-French government subsidies of 52 million per annum to cover the Channel Tunnel "Minimum User Charge" (a subsidy of around 13,000 per train, at a traffic level of 4,000 trains per annum), freight trains would stop running after 30 November.

Economic performance

Shares in Eurotunnel were issued at 3.50 per share on 9 December 1987. By mid-1989 the price had risen to 11.00. Delays and cost overruns led to the share price dropping; during demonstration runs in October 1994 the share price reached an all-time low value. Eurotunnel suspended payment on its debt in September 1995 to avoid bankruptcy. In December 1997 the British and French governments extended Eurotunnel's operating concession by 34 years to 2086. Financial restructuring of Eurotunnel occurred in mid-1998, reducing debt and financial charges. Despite the restructuring The Economist reported in 1998 that to break even Eurotunnel would have to increase fares, traffic and market share for sustainability. A cost benefit analysis of the Channel Tunnel indicated that there were few impacts on the wider economy and few developments associated with the project, and that the British economy would have been better off if the tunnel had not been constructed.

Under the terms of the Concession, Eurotunnel was obliged to investigate a cross-Channel road tunnel. In December 1999 road and rail tunnel proposals were presented to the British and French governments, but it was stressed that there was not enough demand for a second tunnel. A three-way treaty between the United Kingdom, France and Belgium governs border controls, with the establishment of control zones wherein the officers of the other nation may exercise limited customs and law enforcement powers. For most purposes these are at either end of the tunnel, with the French border controls on the UK side of the tunnel and vice versa. For certain city-to-city trains, the train itself represents a control zone. A binational emergency plan coordinates UK and French emergency activities.

In 1999 Eurostar posted its first ever net profits, having previously made a loss of 925m in 1995.

Terminals

A Peugeot 807 entering a shuttle wagon at the French terminal at Coquelles near Calais in northern France

The terminals sites are at Cheriton (Folkestone in the United Kingdom) and Coquelles (Calais in France). The terminals are unique facilities designed to transfer vehicles from the motorway onto trains at a rate of 700 cars and 113 heavy vehicles per hour. The UK site uses the M20 motorway. The terminals are organised with the frontier controls juxtaposed with the entry to the system to allow travellers to go onto the motorway at the destination country immediately after leaving the shuttle. The area of the UK site was severely constrained and the design was challenging. The French layout was achieved more easily. To achieve design output, the shuttles accept cars on double-decks; for flexibility, ramps were placed inside the shuttles to provide access to the top decks. At Folkestone there is 20 kilometres (12 mi) of mainline track and 45 turnouts with eight platforms. At Calais there is 30 kilometres (19 mi) of track with 44 turnouts. At the terminals the shuttle trains traverse a figure eight to reduce uneven wear on the wheels.

Regional impact

A 1996 report from the European Commission predicted that Kent and Nord-Pas de Calais had to face increased traffic volumes due to general growth of cross-Channel traffic and traffic attracted by the tunnel. In Kent, a high-speed rail line to London would transfer traffic from road to rail. Kent's regional development would benefit from the tunnel, but being so close to London restricts the benefits. Gains are in the traditional industries and are largely dependent on the development of Ashford International passenger station, without which Kent would be totally dependent on London's expansion. Nord-Pas-de-Calais enjoys a strong internal symbolic effect of the Tunnel which results in significant gains in manufacturing.

The removal of a bottleneck by means like the Channel Tunnel does not necessarily induce economic gains in all adjacent regions, the image of a region being connected to the European high-speed transport and active political response are more important for regional economic development. Tunnel-induced regional development is small compared to general economic growth. The South East of England is likely to benefit developmentally and socially from faster and cheaper transport to continental Europe, but the benefits are unlikely to be equally distributed throughout the region. The overall environmental impact is almost certainly negative.

Five years after the opening of the tunnel, there were few and small impacts on the wider economy, and it was difficult to identify major developments associated with the tunnel. It has been postulated that the British economy would have actually been better off without the costs from the construction project, both Eurotunnel and Eurostar, companies heavily involved in the Channel Tunnel's construction and operation, have had to resort to large amounts of government aid to deal with debts amounted. Eurotunnel has been described as being in a serious situation.

Incidents

This section's representation of one or more viewpoints about a controversial issue may be unbalanced or inaccurate.

Please improve the article or discuss the issue on the talk page.

Fires

Main articles: 1996 Channel Tunnel fire and 2008 Channel Tunnel fire

There have been three fires in the Channel Tunnel that were significant enough to close the tunnelll on the heavy goods vehicle (HGV) shuttlesnd other more minor incidents.

During an "invitation only" testing phase on 9 December 1994 a fire broke out in a Ford Escort car whilst its owner had been loading it on to the upper deck of a tourist shuttle. The fire started at approximately 10:00 with the shuttle train stationary in the Folkestone terminal and was extinguished around 40 minutes later with no passenger injuries.

On 18 November 1996 a fire broke out on a heavy goods vehicle shuttle wagon in the tunnel but nobody was seriously hurt. The exact cause is unknown, although it was not a Eurotunnel equipment or rolling stock problem; it may have been due to arson of a heavy goods vehicle. It is estimated that the heart of the fire reached 1,000 C (1,800 F), with the tunnel severely damaged over 46 metres (151 ft), with some 500 metres (1,640 ft) affected to some extent. Full operation recommenced six months after the fire.

The tunnel was closed for several hours on 21 August 2006, when a truck on an HGV shuttle train caught fire. On 11 September 2008 a fire occurred in the Channel Tunnel at 13:57 GMT. The incident started on a freight-carrying vehicle train travelling towards France. The event occurred 11 kilometres (6.8 mi) from the French entrance to the tunnel. No one was killed but several people were taken to hospitals suffering from smoke inhalation, and minor cuts and bruises. The tunnel was closed to all traffic, with the undamaged South Tunnel reopening for limited services two days later. Full service resumed on 9 February 2009 after repairs costing 60 million.

Train failures

On the night of 19/20 February 1996, approximately 1,000 passengers became trapped in the Channel Tunnel when two British Rail Class 373 trains on continent-bound Eurostar service broke down owing to electronic failures caused by snow and ice.

On 3 August 2007 an electrical failure lasting six hours caused passengers to be trapped in the tunnel on a Eurotunnelshuttle crossing.

On the evening of 18 December 2009, during the December 2009 European snowfall, five London-bound trains operating Eurostar services failed inside the tunnel, trapping 2,000 passengers in the tunnel overnight. The large number of failed trains meant that both running tunnels were blocked. Five Class 373 trains had departed from Brussels and Paris and encountered cold temperatures in Northern France, the coldest for eight years. A Eurotunnel spokesperson explained that the problem had arisen because of 'fluffy snow' in France, which had evaded the 'winterisation' shields designed to stop snow getting into the electrics. Electrical failure was then caused by the transition from the cold air in France to the warm atmosphere inside the tunnel. Four of the failed trains had been carrying passengers, with the fifth being empty; one train from Brussels had been turned back to Brussels before reaching the tunnel. Two trains were hauled out of the tunnel using diesel-powered Eurotunnel Class 0001. The blocking of the Channel Tunnel led to the implementation of Operation Stack, the transformation of the M20 motorway into a linear car park.

Problems started at around 21:00, with Kent fire brigade being alerted at 21:46. The journeys of those involved took between eleven and sixteen hours. Snow that had built up on the trains then melted in the heat of the tunnel, the water causing electrical faults. Of the five Class 373 trains and two turned back:

18:59 Brusselsondon (9157); towed to London St Pancras by a Eurotunnel diesel locomotive. Delay of 3 hours 49 minutes.

18:43 Parisondon (9053); 700 passengers evacuated via service tunnel to an empty Eurotunnel shuttle train in opposite running tunnel. Passengers taken to Ashford International railway station, for conventional trains to London. Late into London by 12 hours, arriving at 08:00 the next morning.

19:13 Parisondon (9055); Coupled to adjacent 20:13 Eurostar train behind and dragged out by diesel locomotive, then continued to London. Hauled to Folkestone and picked up passengers from 20:13 Paris service behind it.

19:37 Disneylandondon (9057); 664 passengers evacuated via service tunnel to an empty Eurotunnel shuttle train in opposite running tunnel and taken via France.

20:13 Parisondon (9059); Coupled to adjacent 19:13 Eurostar train in front, passengers transferred to the earlier 19:13 train for journey to London or taken via Folkestone and transported in five coaches by road to London.

20:29 Brusselsondon (9163), held at Calais then turned back to Brussels before reaching the Channel Tunnel.

21:13 Parisondon (9063), held at Calais then turned back to Paris before reaching the Channel Tunnel.

The occasion was the first time during the fifteen years that a Eurostar train had to be evacuated inside the tunnel itself; the failing of four at once being described as "unprecedented". The Channel Tunnel reopened at 05:40 CET the following morning.

The following evening, on 19 December 2009, an extra Eurostar service from Paris broke down. The train successfully negotiated the Channel Tunnel itself, then broke down outside. A second train was sent to tow the first to London, but failed at 18:25 while trying to haul it up a steep incline crossing Thurrock Viaduct on the outskirts of London. Eurostar passenger services restarted on 22 December 2009.

Nirj Deva, Member of the European Parliament for South East England, has called on Eurostar chief executive Richard Brown to resign over the incidents.

A further Class 373 unit on Brusselsondon service broke down in the tunnel on 7 January 2010. The train had 236 passengers on board and was towed to Ashford; other trains that had not yet reached the tunnel were turned back.

An independent report on the 18/19 December 2009 incidents was issued on 12 February 2010. The report was compiled by Christopher Garnett (former CEO of Great North Eastern Railway) and Claude Gressier (a French transport expert) and made 21 recommendations.
Asylum and immigration

Immigrants and would-be asylum seekers have been known to use the tunnel to attempt to enter Britain. By 1997, the problem had already attracted international press attention, and the French Red Cross opened a refugee centre at Sangatte in 1999, using a warehouse once used for tunnel construction; by 2002 it housed up to 1500 persons at a time, most of them trying to get to the UK. At one point, large numbers came from Afghanistan, Iraq and Iran, but African and Eastern European countries are also represented.

Most migrants who got into Britain found some way to ride a freight train, but others used Eurostar. Though the facilities were fenced, airtight security was deemed impossible; refugees would even jump from bridges onto moving trains. In several incidents people were injured during the crossing; others tampered with railway equipment, causing delays and requiring repairs. Eurotunnel said it was losing 5m per month because of the problem. A dozen refugees have died in crossing attempts.

In 2001 and 2002, several riots broke out at Sangatte and groups of refugees (up to 550 in a December 2001 incident) stormed the fences and attempted to enter en masse. Immigrants have also arrived as legitimate Eurostar passengers without proper entry papers.

Local authorities in both France and the UK called for the closure of Sangatte, and Eurotunnel twice sought an injunction against the centre. The United Kingdom blamed France for allowing Sangatte to open, and France blamed the UK for its lax asylum rules and the EU for not having a uniform immigration policy. The cause clbre nature of the problem even included journalists detained as they followed refugees onto railway property.

In 2002, after the European Commission told France that it was in breach of European Union rules on the free transfer of goods, because of the delays and closures as a result of its poor security, a double fence was built at a cost of 5 million, reducing the numbers of refugees detected each week reaching Britain on goods trains from 250 to almost none. Other measures included CCTV cameras and increased police patrols. At the end of 2002, the Sangatte centre was closed after the UK agreed to take some of its refugees.

See also: asylum shopping

Safety

The service tunnel is used for access to technical equipment in cross-passages and equipment rooms, to provide fresh-air ventilation, and for emergency evacuation. The Service Tunnel Transport System (STTS) allows fast access to all areas of the tunnel. The service vehicles are rubber-tyred with a buried guidance wire system. Twenty-four STTS vehicles were made, and are used mainly for maintenance but also for firefighting and in emergencies. "Pods" with different purposes, up to a payload of 2.55 t (2.85.5 tons), are inserted into the side of the vehicles. The STTS vehicles cannot turn around within the tunnel, and are driven from either end. The maximum speed is 80 km/h (50 mph) when the steering is locked. A smaller fleet of fifteen Light Service Tunnel Vehicles (LADOGS) were introduced to supplement the STTSs. The LADOGS have a short wheelbase with a 3.4 m (11 ft) turning circle allowing two-point turns within the service tunnel. Steering cannot be locked like the STTS vehicles, and maximum speed is 50 km/h (31 mph). Pods up to 1 tonne can be loaded onto the rear of the vehicles. Drivers in the tunnel sit on the right, and the vehicles drive on the left. Owing to the risk of French personnel driving on their native right side of the road, sensors in the road vehicles alert the driver if the vehicle strays to the right side of the tunnel.

The three tunnels contain 6,000 tonnes (6,600 tons) of air that needs to be conditioned for comfort and safety. Air is supplied from ventilation buildings at Shakespeare Cliff and Sangatte, with each building capable of full duty providing 100% standby capacity. Supplementary ventilation also exists on either side of the tunnel. In the event of a fire, ventilation is used to keep smoke out of the service tunnel and move smoke in one direction in the main tunnel to give passengers clean air. The Channel Tunnel was the first mainline railway tunnel to have special cooling equipment. Heat is generated from traction equipment and drag. The design limit was set at 30 C (86 F), using a mechanical cooling system with refrigeration plants on both the English and French sides that run chilled water circulating in pipes within the tunnel.

Trains travelling at high speed create piston-effect pressure changes that can affect passenger comfort, ventilation systems, tunnel doors, fans and the structure of the trains, and drag on the trains. Piston relief ducts of 2-metre (7 ft) diameter were chosen to solve the problem, with 4 ducts per kilometre to give close to optimum results. Unfortunately this design led to unacceptable lateral forces on the trains so a reduction in train speed was required and restrictors were installed in the ducts.

The safety issue of a fire on a passenger-vehicle shuttle garnered much attention, with Eurotunnel itself noting that fire was the risk gathering the most attention in a 1994 Safety Case for three reasons: ferry companies opposed to passengers being allowed to remain with their cars; Home Office statistics indicating that car fires had doubled in ten years; and the long length of the tunnel. Eurotunnel commissioned the UK Fire Research Station to give reports of vehicle fires, as well as liaising with Kent Fire Brigade to gather vehicle fire statistics over one year. Fire tests took place at the French Mines Research Establishment with a mock wagon used to investigate how cars burned. The wagon door systems are designed to withstand fire inside the wagon for 30 minutes, longer than the transit time of 27 minutes. Wagon air conditioning units help to purge dangerous fumes from inside the wagon before travel. Each wagon has a fire detection and extinguishing system, with sensing of ions or ultraviolet radiation, smoke and gases that can trigger halon gas to quench a fire. Since the Heavy Goods Vehicle (HGV) wagons are not covered, fire sensors are located on the loading wagon and in the tunnel itself. A 10-inch (250 mm) water main in the service tunnel provides water to the main tunnels at 125-metre (410 ft) intervals. The ventilation system can control smoke movement. Special arrival sidings exist to accept a train that is on fire, as the train is not allowed to stop whilst on fire in the tunnel. Eurotunnel has banned a wide range of hazardous goods from travelling in the tunnel. Two STTS vehicles with firefighting pods are on duty at all times, with a maximum delay of 10 minutes before they reach a burning train.

See also

British Rail Class 373

Irish Sea tunnel

Japan-Korea Undersea Tunnel

List of Rail megaprojects

Samphire Hoe

Notes

^ "The Channel Tunnel". raileurope.com. http://www.raileurope.com/us/rail/eurostar/channel_tunnel.htm. Retrieved 19 July 2009.

^ a b Institute of Civil Engineers p. 95

^ "Turkey Building the World's Deepest Immersed Tube Tunnel". Popular Mechanics. http://www.popularmechanics.com/science/extreme_machines/4217338.html?series=23. Retrieved 19 July 2009.

^ a b Chisholm, Michael (1995). Britain on the edge of Europe. London: Routledge. p. 151. ISBN 0415119219.

^ a b Reynolds, Christopher (19 May 1996). "Seven Wonders of the World: The Modern List". The Plain Dealer.

^ a b Whiteside p. 17

^ "The Channel Tunnel". library.thinkquest.org. http://library.thinkquest.org/5983/pages/chunnel.htm. Retrieved 19 July 2009.

^ a b c d e f g h i j Wilson pp. 1421

^ a b Flyvbjerg et al. p. 12

^ "Four men caught in Channel Tunnel". BBC News. 4 January 2008. http://news.bbc.co.uk/1/hi/england/kent/7171985.stm. Retrieved 19 July 2009.

^ "Sangatte refugee camp". The Guardian. http://www.guardian.co.uk/uk/2002/may/23/immigration.immigrationandpublicservices1. Retrieved 19 July 2009}.

^ "Subterranea Britannica: Channel Tunnel - 1880 attempt". subbrit.org. http://www.subbrit.org.uk/sb-sites/sites/c/channel_tunnel_1880_attempt/index.shtml. Retrieved 19 July 2009.

^ Whiteside pp. 1823

^ "The Proposed Tunnel Between England and France". The New York Times. 7 August 1866. http://query.nytimes.com/mem/archive-free/pdf?res=9A00EFD9133DE53BBC4F53DFBE66838D679FDE. Retrieved 3 January 2008.

^ Gladstone, William (1902). A. W. Hutton & H.J. Cohen. ed. The Speeches Of The Right Hon. W. E. Gladstone On Home Rule, Criminal Law, Welsh And Irish Nationality, National Debt And The Queen's Reign. The Speeches And Public Addresses Of The Right Hon. W. E. Gladstone, M.P.. X. London: Methuen And Company.

^ Kirkland pp. 1011

^ a b c Flyvbjerg et al. pp. 9697

^ Flyvbjerg et al. p. 3

^ a b "On this day: Tunnel links UK and Europe". BBC News. 1 December 1990. http://news.bbc.co.uk/onthisday/hi/dates/stories/december/1/newsid_2516000/2516473.stm. Retrieved 19 July 2009.

^ a b c Anderson, pp. xvivii

^ Harlow, John (2 April 1995). "Phantom Trains Wreak Havoc in Channel Tunnel". The Times.

^ "ingenious: Navvies". ingenious. 11 March 2008. http://www.ingenious.org.uk/Read/Identity/RailwaysandIdentity/Navvies/. Retrieved 19 July 2009.

^ "Thirteen workers die as safety standards are ignored in race to build Olympic sites". The Independent. http://www.independent.co.uk/news/world/europe/thirteen-workers-die-as-safety-standards-are-ignored-in-race-to-build-olympic-sites-558698.html. Retrieved 26 September 2008.

^ Glenn Frankel (31 October 1990). "Britain and France Link Up-at Last". The Washington Post.

^ "Chunnel birthday". Evening Mail (Birmingham Post & Mail Ltd). 2 December 2000.

^ a b "On This Day - 1994: President and Queen open Chunnel". BBC News. 6 May 1994. http://news.bbc.co.uk/onthisday/hi/dates/stories/may/6/newsid_2511000/2511653.stm. Retrieved 12 January 2008.

^ Woodman, Peter (14 November 2007). "High-speed Rail Link Finally Completed". Press Association National Newswire.

^ "New high-speed rail line opens to link Britain to Europe". Channel NewsAsia (MediaCorp News). 15 November 2007.

^ Gilbert, Jane (1 December 2006). "`Chunnel' workers link France and Britain". The Daily Post (New Zealand) (APN New Zealand Ltd).

^ Kirkland p. 13

^ Institute of Civil Engineers p. 208

^ Flyvbjerg et al. p. 51

^ Harris, C.S. et al., ed (1996). Engineering Geology of the Channel Tunnel. London: Thomas Telford. p. 57. ISBN 0727720457.

^ a b c Kirkland pp. 2150

^ a b c Kirkland pp. 2226

^ a b c d Kirkland pp. 63128

^ Wilson p. 38

^ Kirkland p. 29

^ Wilson p. 44

^ Kirkland pp. 117128

^ Pierre-Jean Pompee. "Channel Tunnel: Tunnel's Construction". pagesperso-orange.fr. http://pagesperso-orange.fr/batisseurs-tunnel/3tunnels.pdf. Retrieved 19 July 2009.

^ Kirkland pp. 129132

^ Kirkland pp. 134148

^ a b Article: Railway electric traction 9 August 2009

^ Kirkland pp. 149155

^ Article-de: Eurotunnel#Betrieb 9 August 2009

^ a b Kirkland pp. 157174

^ "Strategic Freight Network: The Longer-Term Vision". Department for Transport. http://www.dft.gov.uk/pgr/rail/strategyfinance/strategy/freightnetwork/. Retrieved 17 May 2009.

^ Kirkland pp. 175211

^ Edmonds, Sam (16 December 2009). "Deutsche Bahn gets access to Channel Tunnel". Deutsche Welle. http://www.dw-world.de/dw/article/0,,5018915,00.html?maca=en-rss-en-all-1573-rdf. Retrieved 20 December 2009.

^ "Deutsche Bahn allowed through chunnel". Austin News. 16 December 2009. http://www.austinnews.net/story/578370. Retrieved 20 December 2009.

^ a b Flyvbjerg et al. p. 22

^ a b c d e f g Ricard Anguera (May 2006). "The Channel Tunneln ex post economic evaluation". Transportation Research Part A: Policy and Practice 40 (4): 291315. doi:10.1016/j.tra.2005.08.009.

^ a b "Eurotunnel 2008 traffic and revenue figures". Eurotunnel. 15 January 2009. http://www.eurotunnel.com. Retrieved 15 January 2009.

^ a b c d e "Traffic figures". Eurotunnel. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcTheGroup/ukcOperations/ukpTraffic. Retrieved 15 January 2009.

^ a b "Study Report Annex 2". Initial East Kent and Ashford Sub-Regional Study for The South East Plan. South East England Regional Assembly. June 2004. pp. Table 11. http://www.southeast-ra.gov.uk/southeastplan/key/study_areas/initial_studies/east_kent_ashford_annex 2.xls. Retrieved 21 January 2009.

^ "Eurotunnel 2003 Revenue & Traffic". Eurotunnel. 20 January 2004. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2004/ukcJanuary2004/ukpPr0401Revenue.htm. Retrieved 21 January 2009.

^ a b "Eurotunnel: 2005 Traffic and revenue figures.". Eurotunnel. 16 January 2006. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2006/ukcJanuary2006/ukpPr06012005TrafficAndRevenue.htm. Retrieved 21 January 2009.

^ a b c "Eurotunnel 2007 Traffic and Revenue figures: a remarkable year". Eurotunnel. 15 January 2008. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2008/ukcJanuary2008/ukpPr0801TrafficAndRevenue2007.htm. Retrieved 21 January 2009.

^ "Eurotunnel gets backing for freight service". AFX (Agence France Presse). 28 October 2004.

^ Dominic O'Connell (3 September 2006). "Chunnel cash row threatens freight trains". London: The Times. http://business.timesonline.co.uk/tol/business/industry_sectors/transport/article626416.ece. Retrieved 3 September 2006.

^ "Megaprojects and Risk: An Anatomy of Ambition". josephcoates.com. http://www.josephcoates.com/pdf_files/268_Megaprojects_and_Risk.pdf. Retrieved 19 July 2009.

^ Flyvbjerg et al. pp. 3234

^ Flyvbjerg, B. Buzelius, N. Rothengatter, W (2003). Megaprojects and Risk. Cambridge: Cambridge University Press. ISBN 0521009464.

^ "Eurotunnel unveils plans for second link". Birmingham Post. 6 January 2000.

^ "The CPS: Channel Tunnel". Crown Prosecution Service. http://www.cps.gov.uk/legal/section2/chapter_f.html#_Toc44570638. Retrieved 11 March 2008.

^ Kirkland p. 331

^ Kirkland pp. 255270

^ European Commission pp. 220222

^ European Commission pp. 248252

^ Fayman, Sonia; Metge, Pierre (September 1995). "The regional impact of the Channel Tunnel: Qualitative and quantitative analysis". European Planning Studies 3 (3): 333.

^ Button, Kenneth (July 1990). "The Channel Tunnel: The Economic Implications for the South East of England". The Geographical Journal 156 (2): 187199. doi:10.2307/635327.

^ Flyvbjerg et al. p. 6869

^ "Coming soon: the Dome on wheels". New Statesman. http://www.newstatesman.com/200104020018. Retrieved 28 April 2009.

^ Harrison, Michael (10 February 2004). "Eurotunnel calls for government support after record 1.3bn loss". The Independent. http://www.independent.co.uk/news/business/news/eurotunnel-calls-for-government-support-after-record-acircpound13bn-loss-569459.html. Retrieved 21 July 2009.

^ "Eurotunnel has 4bn too much debt". The Telegraph. 12 January 2005. http://www.telegraph.co.uk/finance/2917255/Eurotunnel-has-4bn-too-much-debt.html. Retrieved 21 July 2009.

^ "Debt-laden Channel tunnel rail link is 'nationalised'". The Guardian. 21 February 2006. http://www.guardian.co.uk/business/2006/feb/21/transportintheuk.politics. Retrieved 21 July 2009.

^ "Facts and figures Eurotunnel 2000-2004/Forecast 2005: Commentry and a suggestion". Adacte.com. June 2005. http://www.adacte.com/economiepolitique/hollandais17062005.doc. Retrieved 21 July 2009.

^ Wolmar, Christian (10 December 1994). "Fire raises Channel Tunnel fears". The Independent. http://www.independent.co.uk/news/fire-raises-channel-tunnel-fears-1389084.html. Retrieved 25 December 2009.

^ "Inquiry into the fire on Heavy Goods Vehicle Shuttle 7539 on 18 November 1996". Channel Tunnel Safety Authority. May 1997. ISBN 0115519319. http://www.railwaysarchive.co.uk/documents/CTSA_ChanTun1996.pdf. Retrieved 21 July 2009.

^ a b C. J. Kirkland (2002). "The fire in the Channel Tunnel" (PDF). Tunnelling and Underground Space Technology 17: 129132. doi:10.1016/S0886-7798(02)00014-7. http://www.ita-aites.org/cms/fileadmin/filemounts/ovion/doc/safety/sydney/OS12.PDF.

^ "Lorry fire closes Channel Tunnel". BBC News. 21 August 2006. http://news.bbc.co.uk/2/hi/uk_news/england/5271784.stm. Retrieved 21 August 2006.

^ Rail Accident Investigation Branch (October 2007) Fire on HGV shuttle in the Channel Tunnel 21 August 2006 . Department for Transport. (Report).

^ Robert Wright (12 September 2008). "Channel tunnel fire causes further cancellations". Financial Times. http://www.ft.com/cms/s/0/ad05c7e6-8062-11dd-99a9-000077b07658.html. Retrieved 21 July 2009.

^ "Channel Tunnel Fire Evacuation". Sky News. 11 September 2008. http://news.sky.com/skynews/Home/UK-News/Channel-Tunnel-Closed-Due-To-A-Fire/Article/200809215097705?lpos=UK+News_0&lid=ARTICLE_15097705_Channel+Tunnel+Closed+Due+To+A+Fire. Retrieved 9 March 2009.

^ "Eurotunnel fully open to traffic". Eurotunnel.com. http://www.eurotunnel.com/ukcP3Main/ukcCorporate/ukcMediaCentre/ukcNewsReleases/ukcNews2009/ukcFebruary2009/ukpPr0902Eurotunnel-back-to-full-capacity.htm. Retrieved 14 January 2010.

^ Wolmar, Christian (22 February 1996). "Wrong kind of snow in tunnel...". The Independent. http://www.independent.co.uk/news/wrong-kind-of-snow-in-tunnel-1320248.html. Retrieved 21 December 2009.

^ "Delays after Channel Tunnel fault". BBC News. 3 August 2007. http://news.bbc.co.uk/1/hi/england/kent/6929713.stm. Retrieved 14 January 2010.

^ a b c "Severe Weather Brings Eurostar To A Halt". Sky News. 19 December 2009. http://news.sky.com/skynews/Home/UK-News/Eurostar-Says-All-Scheduled-Services-Tomorrow-Have-Been-Cancelled/Article/200912315504284. Retrieved 19 December 2009.

^ Eurostar blames 'fluffy' snow for weekend chaos The Times 21 December 09

^ Eurostar cancels trains over snow - Press Association (21 December 09)

^ Cole, Rob (18 December 2009). "'Nightmare' Over For Stranded Passengers". Sky News. http://news.sky.com/skynews/Home/UK-News/Eurostar-Trains-Trapped-In-Channel-Tunnel-As-Snow-And-Ice-Brings-Services-To-A-Halt/Article/20091...

I am a professional editor from China Product, and my work is to promote a free online trade platform.
http://www.himfr.com/ contain a great deal of information about
federated auto parts , locking lug nuts
welcome to visit!

No related posts.

Subaru Impreza ? Best used car on the road

PugFan — Sun, 02 May 2010 19:17:48 +0000

I've always felt a need for speed, ever since I was child when I used to play on computer games that let you drive insanely fast. This need has grown with me and when I passed my driving test it continued - with much more caution, of course! I have driven so many cars trying to find the one for me. I started with Vauxhall Novas and Peugeots, then moved onto Astra GSIs and Honda Type Rs as I got older. But they just weren't enough. Then I found it - the Subaru Impreza!

Nothing I have ever driven matches the performance, handling and speed of the Subaru. I can easily say it is the best car on the road! A used Subaru is even better than a brand new one (yes, really), because it's been 'broken in'. Just be careful who you buy from - Impreza enthusiasts like me will treat them nicely, but a boy racer might not... If you're lucky like I was, get one with a superchip already in place to increase the speed!

The body of an Impreza is just like a woman; sexy, sleek and curvaceous with all the right bits in the right places! The interior is just as good with comfy seats and a streamlined dash. With a used Subaru, watch out for tell-tale signs of wear - you don't want stains or tears in the fabric, as little things like that can dent your pride when you have passengers! However, remember that ultimately it's the driving experience that's important and nothing can compare to the Subaru.

To top it all off, I am of course the envy of all of my friends who drive the usual Picassos, Kias and Vectras because they're 'practical'. Who says the Impreza isn't practical?! I've never struggled getting about with the wife and kids in tow. The wife even wants to take it out on her own - not sure about that though...

The Impreza is my pride and joy and when I let her fly she really flies, holding on to the road as if on rails. It's perfect to match my need for speed. On a more serious note, the Impreza was specifically designed to handle high speeds - which makes it so much more safe to drive. Definitely a step up from some of the modified Novas I had in the past!

No related posts.

Bell And Ross Sr1 Concept

PugFan — Tue, 13 Apr 2010 13:03:07 +0000

Created in 1992, be two enthusiast French designers – Carlos A. Rosillo and Bruno Belamich, Bell & Ross soon travelled the long distance between a watch making no name up to the top of the Swiss fine horology, becoming a respected name in this highly exclusive world. The brand acquired its international prestige for designing bold innovative wristwatches for men confronted with challenging missions such as bomb-disposal experts, professional divers or pilots.

Bell and Ross SR1 Concept

Nevertheless, the brand also experienced a fruitful intertwinement with the exciting world of automotives, and recently, in order to celebrate this partnership, Bell & Ross released another surprising addition to its watch collection. An interesting interpretation of the brand's iconic Bell & Ross BR 01-97 Power Reserve watch, the timepiece was custom made for a new Peugeot Concept Car and will be presented at 2010 Geneva Auto Show.

Created to match perfectly the new Peugeot SR1's dashboard, the remarkable Bell & Ross SR1 Concept Watch is an outstanding timekeeping companion, bound to enhance the luxurious sophistication of the automotive, and to provide the optimal timekeeping accuracy and reliability for its driver.

The timepiece features the brand's square, slightly oversized signature case measuring 46 mm in diameter, nicely sculpted in stainless steel, fitted with a round bezel, and a screw-down knurled crown.

Moreover, the watch features a revolutionary three-dimensional dial, which confers the timepiece a sophisticated flair of novelty due to its crystalline snowflake patterns, which appear on the watch's metal face, and which required complex technological processes. The dial features four oversized Arabic numeral hour markers, and an engraved power reserve scale positioned between 6 and 8 o'clock positions. The timepiece also features nicely faceted hour hands manufactured from nickel-plated steel that perfectly fit into the overall design of the timepiece, creating an incredibly attractive look.

At the heart of this eye-catching Peugeot SR1 Concept watch bats an ETA 2897 self-winding mechanical movement, which ensures, asides from power reserve indicator, central hours, minutes, and seconds functions, the date function presented through a small aperture at 3 o'clock position.

Especially designed for a charismatic contemporary man who shares a deep passion for luxury cars, the remarkable Bell & Ross SR1 Concept Watch comes coupled with a cream grained leather strap manufactured from the material that has been used for the upholstery of the Peugeot Concept Car.

Bell and Ross SR1 Concept10.0101

see mroe welcome to our web :

http://www.topareplica.com

M S N: replicatop@hotmail.com

GMAIL: 002REPLICA@Gmail.com

We supply perfect luxury replica watches , our web :

Bell Ross Concept Clock for Peugeot SR1 Concept Car

Beginners Guide to Motorhome Ownership ? Types of Motorhomes

PugFan — Fri, 12 Mar 2010 22:05:24 +0000

Campervans (VW Campers)
These iconic Volkswagen campervans are still being produced today and have a dedicated following, with a range of clubs and magazines available to enthusiasts.

Campers will generally sleep between 2 and 4 comfortably but are small enough to be driven in cities as well as on the open road, making them famously popular for touring around Europe.

They are available with a huge range of features including raising roofs, windscreen sun visors, surfboard roof racks and chrome trims and fittings - either direct from Volkswagen or through a number of specialist converters.

When it comes to insurance for older models, you may have to consider a ‘classic’ vehicle policy as many specialist motorhome policies have a vehicle age limit

Van conversions
Often referred to as panel van conversions, these medium to large sized motorhomes are built using well known commercial vehicles as a base unit and nearly always feature a sliding side door.

They offer a good amount of space inside and many come with roomy wash rooms and better equipped kitchens than the smaller or micro-sized van conversions.

Many have a double bed at the rear, running across the width of the van, so taller motorhomers may struggle to fit. For this reason it’s important to check the layout and dimensions of the van before buying.

Popular manufacturers of van conversions include: Autosleepers, Bilbo, IH Motorhomes and Murvi

Conventional coachbuilt motorhomes
These are possibly the most common type of motorhome on British roads, and are characterised by their large over-cab hump which often houses a bed or spacious storage area.

These motorhomes are popular as they offer a practical solution for small families or couples wanting to travel throughout the UK and Europe. They typically have a washroom and kitchen fitted as standard, along with room to sleep between 2 and 6 people.

The front end cabs of coachbuilt motorhomes may look familiar – that’s because the ‘base vehicle’ of such motorhomes are popular vans such as Ford Transits, Peugeot Boxers, Fiat Ducatos and Mercedes Spinters.

Popular manufacturers of conventional coachbuilt motorhomes include: Autocruise, Autosleeper, Elddis and Swift

Low profile coachbuilt motorhomes
Very similar in style and features to the above ‘conventional coachbuilt motorhome’ the low profile design does away with the over cab bed in favour of a lower roof and streamlined shape, this gives better clearance and more car like handling.

Tag axle (twin axle) motorhomes
Some very large coachbuilt motorhomes require a third set of wheels to support the weight and length of the unit in a similar way to a ‘twin axle’ caravan, this third axle is know as a ‘tag axle’.

Tag axle motorhomes allow even more space inside but the twin rear axle means that driving them may take a little adjusting to.

A-class motorhomes
These often very large motorhomes are recognizable by having no separate cab area as common with conventional coachbuilt motorhomes, as well as a ‘bus like’ large front windscreen, and are usually imported from Europe or further afield.

Built from scratch on a bare chassis by the motorhome manufacturer you can expect bags of room and home comforts including domestic style washrooms and kitchen fixtures, as well as full sized beds and spacious living areas.

Popular manufacturers of A-class motorhomes include: Frankia, Pilote and Hymer

American ‘Recreational Vehicles’ (RVs)
Coming from the USA these units are typically big, bold and brash – but can offer massive amounts of space, comfort and features including full sized refrigerators and ovens as well as king sized beds and washrooms with domestic spec fittings. Many even feature ‘slide outs’ - which mean certain sections of the motorhome can be extended to create extra floor space.

Typically used for long tours or full timing around Europe or the US these huge units are unrivalled when it comes to luxury and comfort.

Popular manufacturers of American RV motorhomes include: Georgie Bay and Winnebago

Home built motorhomes
Some enthusiasts design and build a motorhome themselves to suit their needs. These can range from simple van conversions up to impressive custom builds and there are a range of websites and clubs dedicated to self builds that provide helpful info for any would be DIYers.

Watch out though as many insurance companies cannot provide cover for home built motorhomes.

Micro motorhomes
These tiny motorhomes are usually conversions of small van style cars and offer limited space for one or two people to sleep, as well as basic cooking equipment and space for a small cassette toilet.

Their diminutive size makes them a breeze to drive, particularly in typically crowded European towns where narrow streets and busy roads make the city centre a no go area for all but these nippy little motorhomes.

Popular manufacturers of micro motorhomes include: Romahome and Drivelodge

Neil Walker of Caravan Guard Limited. Caravan Guard limited specialise in insuring all kinds of motorhomes in the UK. If you've invested your savings in the motorhome of your dreams, make sure you insure it under a specialist motorhome insurance policy. For more information visit http://www.caravanguard.co.uk

Car Modification ? Modifying Your Car: A Global Trend

PugFan — Wed, 10 Mar 2010 04:52:27 +0000

Modifying your car has been a popular pastime for many years. By modifying your car you are able to put your own unique personal touches on the vehicle to make it stand out from the rest. There are many cosmetic modifications that don’t make the car run any different, but then that’s not the point 90 percent of the time! More often car modification is done just to make your car look better or give it a more aggressive race like appearance. These types of modification are simple and will make your car stand out from the rest with very little work. As for the cost of car modifications, that is an altogether different story. Parts are freely available off the shelf from companies such as Spareco, Koni and Spax. For example you can buy Spax suspension, Janspeed exhausts, Momo rims and steering wheels, body kits, light alloy pedals, leather or led lit gear knobs, Corbeau race seats and even race harnesses.

Getting a new set of wheels for your vehicle is a popular choice. There are many alloy wheel styles to choose from. Another popular modification is having your windows tinted. Tinted windows can help keep the glare from the sun out and also makes it harder for others to see into the car. I.C.E or In Car Entertainment is vital to any car modification project. Enhancing your cars audio is extremely popular and the range of products and options available provide DIY car modifiers with a world of choices. Products to choose from include the popular iPod Car Adapter kits, USB, CD & MP3 Stereos and , multi CD changers, front and rear parking sensors (some have video), plus the leads, tv screens and tools required to fit everything. Leading brands include: JVC, Dension, Panasonic, Connects2, Dashmount, Parrot, Alpine, Autoleads, Kenwood, Pioneer & Sony.

Today car navigation systems such as Motevo, TomTom, Garmin and Pioneer navigation systems are key ingredients when modifying a car. Even satellite or GPS Navigation systems come in hundreds of shapes and sizes. The main types of in-car navigation systems are in-dash mounted navigation systems, portable GPS systems, hand held systems, motorcycle and marine systems and finally the remote navigation systems where the GPS system is plugged in to your car radio for instance. When buying a new GPS system its often better to opt for higher resolution screens as they make the map information easier to see. Large memory and a decent control chip make for smooth and efficient operating, the last thing you need is slow loading and in accurate positioning. Most GPS systems have large touch screens, working with a stylus can be tricky so it does help and lastly pay particular attention to how visible and mobile you wish your model to be. If it’s a permanent fixture in your car then bigger models are great, but if you need to take it in doors after use, a smaller model may be the answer. Car security is a factor not only when modifying your vehicle but also when insuring a car with lots of expensive audio equipment in it. Phone you current car insurance company and find out what you can do before your insurance starts costing you more. They will no doubt also require an upgrade to your car security system and there are simply so many companies out there the likes of Viper, Tracker and Clifford. They all sell various systems such as standard car alarms, remote car start systems and GPS tracking systems. GPS stands for Global Positioning Systems. Professional fitment is recommended and car security shoppers should always insist on a certificate of fitment from the dealer fitting the car security system.

If you want to give your car a sporty look without spending a fortune you can have racing mesh fitted for the front bumper of your car. This looks good and can also improve the airflow around the engine compartment. “Eyebrow extensions” is another way to customise your car. These extensions are usually plastic and are fitted to your car’s head lamps. You can get these in a variety of colours and are relatively inexpensive. Car engine mapping is also relatively cheap to have done and performance gains can be substantial. It is recommended that you have engine mapping performed by competent, well known companies as they are best able to advise you of other crucial safety features you should improve when doing so. Up-rated brakes being one of them and more expensive tyres make for better high speed performance and traction to handle the additional engine power. Consider upgrading the oil you use in your engine when you have this done and use an high quality performance air filter, fuel filter and also replace all perished water and oil hoses frequently, if you haven’t already done so. Engine mapping or chipping is basically re-programming your cars CPU and it is given new instructions on how to fuel your engine. The more power you ask for the more gas / petrol your mapping will request along with other parameters such as increasing the airflow to the engine by tricking the motor into thinking the air is colder, this produces more power. All this power comes at a cost though. Most cars that have upgraded their engine management systems do so for more power, not efficiency and in doing so use more fuel and rev higher too. Cam belts should be replaced more frequently and if you plan any engine modifications have a word with the manufacturers about what you plan to do.

There are many things that can be done to modify a car. An entire industry has been created by the need for body styling, engine tuning, lowered suspension and big bore exhausts. Any part of a car can be modified and making modifications is a statement of individuality and personal style. The most popular cars for modifying are usually small, low insurance group hatches. Always update your car insurance company with the latest modifications to ensure your cover is not withdrawn due to something you thought may be ok which they do not. Other insurances like car breakdown cover and Gap insurance cover should not be affected by modifying your car, unlike your Car Warranty policy which will almost certainly be affected. Give your car warranty company a call and make sure your cover will still be provided before you make any changes.

Popular Cars to Modify

Peugeot
All of the cars from Peugeot are popular cars to modify. You can even modify the 106, 206, and 306 pugs. The Peugeot 306 GTi is one of the most popular hatches to modify and tune. You can find a wide range of 306 body kits and tuning parts. Second hand Peugeot vehicles are reasonable and can be found almost everywhere. The insurance group starts off low so it makes it affordable for most. These cars have the potential to make a street racer that you can be proud of.

Citroen Saxo
The Citroen Saxo is one of the most modified cars because there is loads of modifying parts available. You can find everything from body kits to suspension. A popular choice for modifying is the Saxo VTR because it can go from 0 to 60 in less than ten seconds. It also is very fuel efficient and takes corners well. There are plenty of places to get parts and garages that work on them. You can modify a Citroen Saxo to be a real head turner.

Vauxhall Corsa
The Vauxhall Corsa is one of the cheapest and easiest cars to modify. They are also very cheap to insure even when they have been modified. Parts are readily available and they are reasonably priced. The Corsa B is a definite favourite for modifying.

Honda Civic
The Honda Civic has always been a popular car to modify. It has grown in popularity due to the film, “The Fast and The Furious.” The Honda Civic EK is one of the more popular hatches to modify. You can find a wide variety of Honda Civic body kits and tuning parts.

VW Golf
The VW Golf can be modified to look cool and there are plenty of parts available for the later Golf’s. Volkswagen Golf VR6 is a poplar car to modify and there are plenty of body kits and tuning parts available.

Famous Cars

Some modified cars have become popular because of being in a film or on a TV show. Some are noted for their superior performance and some are known for the celebrity driving them. Below are a few of the cars that are considered icons today.

1967 Ford Mustang Shelby GT500 Fastback was the star of the 2000 film “Gone in 60 Seconds.” In this film the car does some unbelievable stunts, including jumping over 15 feet of cars.

1963 Volkswagen Beetle became famous in the “Herbie” series films. Herbie was a little Beetle with a Porsche 356 engine who gave the big boys a run for their money.

1969 Dodge Charger became a muscle car icon through the television series, “The Dukes of Hazzard.” It had a confederate flag painted on the roof and the doors were welded shut. The modified Charger R/T, called the General Lee seemed to be always airborn.

1982 Pontiac Firebird Trans Am was made popular by the television series, “Knight Rider.” The modified Trans Am known as KITT was a hyper intelligent crime fighting automobile. This car could do everything including, see, hear and smell.

1974 Ford Gran Torino was made famous in the television series, “Starsky and Hutch.” It was a powerful muscle car with a 351 Cleveland and 4 barrel Holley carburetor. It was driven hard by two California detectives in the series.

1977 Pontiac Firebird Trans Am was made famous in the series of “Smokey and the Bandit” films. It was a powerful 6.6 liter 200hp muscle car that everyone wants to own.

1970 Dodge Charger was just one of the many fast modified cars in the film, “The Fast and The Furious.” This is a classic move that all gear heads love to watch over and over.

2003 Mini Cooper S-R53 was made famous in the 2003 film, “The Italian Job.” This little mite packed a supercharged 1.6L Tritect engines and was involved in some intense chase scenes.

1979 Ferrari 308 GTS was made into an icon by the television series, “Magnum PI.” The mid-engine V8Ferrari was featured in the original series. The show and the amazing performance of the 255hp GTS made people flock to the nearest dealer to buy one in the 1980’s.

There is a downside to modifying your car. If you don’t have a specialist or someone experienced in modifying your particular make and model of car, you may be wasting your money. You need to select the right combination of modification to gain the most out of your car. If you select the wrong combination you will have spent a lot of money for nothing. Another thing you should remember is modifications to your car may affect the warranty. It will also make your insurance premiums higher. You also have to be aware that some engine modifications can violate regulations and emission laws. You have to make sure that any modifications to your car are safe and won’t disrupt the reliability and stability of the vehicle. Sometimes modified engines are often touchy and require premium fuel.

It is easy to get caught up in the whole modification process and end up modifying the car too much. The rule of thumb should be; less is more. Otherwise you will spend huge amounts of money, which could add up to more than the car is worth. Also, if it is over modified it can be hard to sell and most dealers won’t offer a deal to do a trade in for the car. Just keep these factors in mind when you are going to modify your car to express your style and personality.

Click4Gap Insurance and click4Car Warranty are part of the Click4Group and sell Car warranties and Gap insurance direct to the public.

Car Modification – Modifying Your Car: A Global Trend

Car Rental ? Why You Should Book Before You Go

PugFan — Mon, 08 Mar 2010 18:58:37 +0000

A few days ago, I came across an online discussion about whether you should prepay your car rental before you travel or wait until you get to your destination. I found a comment that I just had to respond to, but since the conversation ended back in 2006, I decided to reply via this blog instead.

So what exactly was said to make me feel this way, I hear you ask? Brace yourselves!

"Under no circumstances should you prepay (if you make a change or cancel it will be a real hassle and will probably cost you quite a bit of money)"

I gasped. Oh the misconceptions and myths out there!

So I'm setting the record straight. Here's why you should prepay your car rental before you go.

No Cancellation or Amendment Fees
Firstly, if you cancel it will not cost you hassle or money! At DriveAway Holidays, we do not charge amendment or cancellation fees. Very occasionally, suppliers will charge fees (and we will pass it on to the consumer) but generally this only happens if you cancel within a 72 hour period and applies to selected suppliers in selected destinations only.

Purchasing Power
With 20 years experience in the car rental industry, DriveAway Holidays' relationship with reputable suppliers means we can offer you lower prices on car rental overseas than if you were to walk in off the street. Plus, we have a Price Beat Guarantee, so if you happen to find a cheaper rate, we'll beat it!^

No Foreign Exchange Worries
Prepaying your car rental in Australian dollars before you go means that you don't have to worry about exchange rate fluctuations. If you book your car hire when you arrive at a destination, changes in the exchange rate may mean you pay more than you would have at home in Australia.

Availability
By booking your car rental in advance, you can get the vehicle size you want. Whilst car rental suppliers do not guarantee a specific model, you will get the car class you reserved. If you wait until you are at the airport in a foreign country, especially in peak season, availability may be limited and so prices will be driven up. Avoid disappointment and save money by booking early!

Peace of Mind
Booking your car rental in Australia before you travel means there are no language barriers to consider and it is easy and convenient. You have time to consider your options and read the small print as opposed to being "up sold" to on the spot at a car rental counter in a foreign country. Plus, DriveAway Holidays has a 24/7 Toll Free Customer Service line, accessible from around the world, so if you do run into problems, there is someone here to help.

Added Value
We can offer added value to your trip on top of your car rental. We offer GPS rental, for instance, which is an invaluable travel accessory, as well as sightseeing packages and accommodation. Also, at certain times of the year there will be various special offers in different areas so you can pick up a bargain! Earlybird season (which is fast approaching in November) is a great time to book your car rental for next year, with lots of special offers and free upgrades when you book early. Watch this space for more information!

^Conditions apply. Visit www.driveaway.com.au for details.

Car Guru writes for DriveAway Holidays and DriveAway Holidays Blog

From Paris with Love??

PugFan — Sun, 07 Mar 2010 09:51:35 +0000

I visited Paris for the first time in 2005 and after only a few hours I had fallen in love - what an amazing city. I headed straight for the Sacré Coeur Basilica in Montmartre which is just magnificent and has the best views across Paris - great to get your bearings too!!

From the wide tree-lined avenues to the quaint little back streets that ooze history and charm, the city is so easy to navigate using the Metro and simply walking. The iconic landmarks that we all want to tick off our ‘seen that' lists are so easy to find and they are even more stunning when viewed in person. I highly recommend a Paris Museum Pass and a Paris Visite Transport card as all that you would want to visit is near a Metro station and the Museum Pass gets you in to the best Parisian museums free without having to stand in line with the masses for a ticket.

Some people may say that Paris is expensive and that the people are unfriendly, I have not found this to be the case. Of course if you want to spend up big then there is every opportunity to do so; shops along the Champs Elysees and Rue du Faubourg St. Honore are designer heaven, but the back streets of the Latin Quarter and the Montmartre are much more fun, cheaper and there are great cafes and brasseries in which to stop and recharge....the patisseries are to die for. Whilst visiting the Latin Quarter you can visit the Notre Dame Cathedral and don't miss the riverside art stalls either - they are really fascinating.

Another typically Parisian thing to do is to go to the local market and buy a baguette, some fresh tomatoes and a hunk of camembert and head to the closest ‘Gardin' (garden or park) for a picnic. Wine is optional and the parks are just beautiful - they usually have water features and plenty of benches and grassy areas to sit and watch the locals go by.

I went back to Paris again this year and I have to say that the highlight of both trips was visiting the Louve - you don't have to be a connoisseur of art to appreciate the exhibitions and everyone should visit the Louve at least once in their lifetime.

DriveAway Holidays offer car hire in Paris and throughout France.

Car Guru writes for DriveAway Holidays, DriveAway Holidays New Zealand and DriveAway Holidays Blog.

You Never Know With Women

PugFan — Wed, 03 Mar 2010 06:56:37 +0000

You Never Know With Women

I left the second church service that Sunday afternoon feeling good. The Praise and Worship session really ushered us into God s presence. The songs were melodious and soul searching. And the message of the Pastor was clear - be your brothers/sisters keeper, and always help others whenever you can. I left the service that day with the peace and joy of God in my heart. Having made Jesus Christ the Lord of my life, I made up my mind to always apply biblical teachings.

That was my frame of mind that Sunday afternoon when I headed home, at Okota, Lagos. The road was clear and my car air conditioner was on. I raced down Western Avenue into Ikorodu road, turned off right at Anthony Village and connected the Oshodi-Apapa expressway. This is the day the Lord has made and I shall be glad and rejoice in it. So I thought. I never knew what was waiting for me in front of Berliet Motors, after Ilasa bus stop.

As I coasted down the expressway, I saw a shabbily dressed girl, early 20s, standing beside the service and express lanes of the highway. She waved frantically at the car in front of mine but the driver zoomed past her. As I approached her, she waved again.

A lot of thoughts raced through my mind that moment. This could be an emergency. This girl might just be a lucky victim of ritualists who were terrorizing Lagosians then. Or she might just be in serious trouble and needed urgent help. Besides, the Pastor s message was still ringing in my head. I wanted to play the good Samaritan and help the poor girl. How wrong I was, as I was to find out 30 minutes later.

I stepped on the brakes and anchored my Peugeot 504 saloon car by the road curb a few metres from where the haggard looking girl stood. What must be the problem? I thought, as she ran towards my car. "Mile 2," she blurted out. "Oh no, I am turning off at Cele bus stop," I replied. "If you can drop there and continue your journey, you can hop in." She bounced in. I engaged gear and drove into the expressway.

We had only driven a few metres when she fired her first salvo.

Her left hand shifted and began to caress my right thigh. "Can I keep you company?" she asked in her husky voice. I was disappointed though not startled. I took her for a cheap commercial sex worker (prostitute), and under rated her. Again, how wrong I was as I was to find out later.

I sighed and rebuked her. "Why do you do this kind of business? Is that the best you can do with your life?"

She retorted that it was not her fault and blamed her trade on the bad economy. She reeled out other vague reasons. But I was no longer interested. Highly disgusted, I raced towards Cele bus stop, eager to drop her and go home.

A few passengers stood at Cele that afternoon waiting for buses going to Mile 2. My girl urged me to turn into Okota Road before she drops. I obliged. As I did so, part two of my bizarre encounter started. She began to curse me, rained abuses on me and used unimaginable foul language for daring to, according to her, treat her with disrespect.

Then the first surprise. Still cursing and now visibly angry, her left hand shot out and grabbed my shirt collar, squeezing my throat. Sensing trouble, I kept my cool and pleaded with her to let go. She vehemently refused with vigorous shaking of her head and threw the bombshell, "Settle me!"

"Settle what?" I asked in amazement.

She demanded money, claiming that after making love to her, I must pay her before she can let me go. That was when it dawned on me what my generosity had brought on me.

I was a victim of the settle-me vice, a ploy used by wayward and frustrated loose girls to extort money from supposedly gullible and unsuspecting men. I had heard so many of such stories, and each time I had a good laugh and thought I would never be a victim. And here I was in the clutches of a raw girl, who in normal circumstances, should not be seen with me, let alone have anything to do with her.

Then the alarm! What will neighbors, friends, and colleagues say if they see me in this mess? What will they think of me? What will be my wife’s reaction? Nobody will believe my story.

These "settle me" girls have perfected their art of money extortion. They surprisingly grab a man, raise alarm in a crowded place while demanding a fee for a supposed good time. Trapped in that set up, the male victim wishes that the earth opens and swallows him.

I tried to reason with my angry girl, but she got worse and banged her clenched fist on my car windscreen threatening hell and brimstone. An idea hit me. Drive to the nearest police station and hand this girl over. As I made to drive, she grabbed the steering.

Going further would land us in accident. She was really ready for a showdown.

I still kept my cool hoping she would listen to my wise counsel.

No way. I tried to trick her to leave, she was too smart for that. Then an uncontrollable anger gripped me, driving me to pull her out of the car, beat her up and dump her in the bush. That was a ready option given that nearby Cele bus stop was almost deserted that Sunday afternoon. But a voice in my spirit warned me: No violence! No violence!

In exasperation, I thought, what next? But my girl was not yet finished. In a jiffy, she pulled off her gown and sat beside me in the car stark naked, no panties, no bra. Her left hand was still gripping my collar, her right hand clutching her dirty gown. You needed to see us. We were like a couple acting a movie.

But it was real. I was shocked by her nudity.

Should a girl go to the extent of stripping just to extort money?

I blamed myself. Why on earth did you pick this girl? So many blames. It was then that I remembered God. I prayed to the almighty to bail me out. I spoke in tongues.

Hearing this, she was startled and mocked me saying, "You can continue saying that thing, I will not let you go."

I continued to blast in Tongues. As I did so, her rage slowly began to ebb. I noticed the impact and continued to speak in Tongues. Gradually, she calmed down but continued to hold my collar and was still naked.

Then a young man walked past, saw us and stopped. What is the problem , he asked. I narrated my story, but the tart interrupted, "Did I force you to stop? Did I force you to stop?

You stopped on your own and picked me. I did not force you to stop."

I agreed with her but did not say so. Another passerby intervened. It was difficult getting her to speak. She finally agreed and mumbled an incoherent story. The men pleaded with her to let me go declaring me innocent based on our submissions. And I was determined not to give her any money, for what?

How she wore her dress again, I do not know. As our mediators pleaded with her, she let go my shirt, and still cursing, her eyes darted across the road. I reasoned she was looking for a stone to smash my windscreen since she could not extort any money from me. “Please, leave him and go,” the men pleaded. Frustrated, she continued to rain abuses on me. All this while, my car engine was running, and my hands on the steering. As her right hand swerved to the door handle to open it, I quickly grabbed the gear knob pretending I was lost in thought. I was still praying that this girl should just leave with her trouble.

Suddenly, she jerked the door open and dashed out leaving the door ajar. Simultaneously,. I engaged gear and sped down Okota Road towards the roundabout. The front door slammed shut. I quickly looked through my rear view mirror with an expression of great relief and saw my erstwhile captor with a piece of rock in her hand glaring at my car as I sped away.

I got to my apartment two hours behind schedule. My wife was out of town and my junior brother who lived with me was not in. So this is it, I thought as I settled down on the settee in my living room. I thanked God for my escape. I was particularly happy that we did not attract a crowd of on lookers who would have jeered at me. I played the drama over in mind like a home video. Again, I thanked God. But I swore never to give ladies rides again.

For two weeks, I could not tell anybody the story, not even my brother. When I summoned courage and told my colleagues in the office, they laughed uncontrollably. I did not blame them. I laughed like that when other victims narrated the stories of their encounter with settle me girls.

So what do you think dear reader? I was naïve. You may be correct. I acted with zeal without knowledge. That’s more like it. But I vowed never to be a victim again.

And so men watch how you give ladies rides on the highway. The "settle me" wolves may be on the prowl. You never know with women

--------------------------------------------------------------------------------------------

Eric Okeke is a consultant storyteller, author and editor who is using brand storytelling to improve business returns in Nigeria. You can reach on ericosamba@yahoo.com

Eric Okeke received MBA (Marketing) from ESUT Business School, Enugu, Nigeria. He is an editor, storyteller and media consultant.
He started journalism at The Guardian, Lagos, Nigeria. He is author of ?I Want A Husband?, a self-help book for single women searching for Mr. Right. Email him at, ericosamba@yahoo.com

????????????????????????????????????

No related posts.

The pro and contras of new and used cars

PugFan — Mon, 01 Mar 2010 21:52:46 +0000

New car loses almost 40 percent of the total value within 3 years, and the depreciation started to slow down afterward. The previous car owner will have absorbed the steepest part of this depreciation cycle.Â Another benefit of getting the used car is the lower cost, and you will pay a lot less than what you pay for the new one. You will also save more on financing costs, car insurance, or auto insurance cost, insurance premiums, registration and licensing fees. So why not go for the used car?

No, there is also a downside of getting the used car. The used cars mean the greater chances of costly unwarranted repairs. You may also need a major maintenance for the car, including tires replacement, battery, brakes, muffler, and even perhaps the transmission. The used car is usually less reliable as you do not know what exactly wrong with it, how the previous owner treated the car. However, the situation may be different if some used models may actually be far reliable the some new ones.

So which one will you probably choose? If you have extra money and able to pay cash, then go for new one and enjoy the full feeling of original owner in mint and virgin condition. Otherwise, do not target higher than you able to reach if you can not. Make a practice of financial prudence, save your money and comfort yourself know that you will afford to have a purchase of a dream car when one day money is no object.

Some popular car manufacturer are Audi, Alfa Romeo, Bmw, Citroen, Ford, Fiat, Honda, Hyundai, Jaguar, Jeep, Kia, Land Rover, Lexus,Mazda, Mercedes-Benz, Mg, Mini and Mitsubishi, Proton, Perodua, Hicom, Naza and Inokom, Nissan, Peugeot, Renault, Rover, Seat, Subaru, Skoda, Suzuki, Toyota, Vauxhall and Volkswagen.Â Consider the auto insurance you will be getting, the cash advance you are able to get prepared and then you can select which car will you take. Whichever of these manufacturer have the vehicle that you want, and with the world wide web at your fingertip, it can be a great place to start with. Ideally you should list your requirements in order of importance, such as :

Auto Insurance Cost Economy of the car owner Vehicle size and types Price range Colour detail Specification, features and advantages

Do not get all carried away or otherwise everything will not be an enjoyable experience than it should be. Find the combination of what you ever dream. Happy searching and watch out for your next car instalment. Till then, and do not forget to subscribe with our blog, okay!

Hanep is a blogger, free writer who wrotes thoughts, technology, internet, design and much more. He is also a writer of Hanep Blog, blog at AutoMagazined, the automotive blog, and Ohmobiles, the technology blog.

Beginners Guide to Motorhome Ownership – Types of Motorhomes

PugFan — Sun, 28 Feb 2010 12:54:25 +0000

Campervans (VW Campers)
These iconic Volkswagen campervans are still being produced today and have a dedicated following, with a range of clubs and magazines available to enthusiasts.

Campers will generally sleep between 2 and 4 comfortably but are small enough to be driven in cities as well as on the open road, making them famously popular for touring around Europe.

When it comes to insurance for older models, you may have to consider a âclassicâ vehicle policy as many specialist motorhome policies have a vehicle age limit

They offer a good amount of space inside and many come with roomy wash rooms and better equipped kitchens than the smaller or micro-sized van conversions.

Many have a double bed at the rear, running across the width of the van, so taller motorhomers may struggle to fit. For this reason itâs important to check the layout and dimensions of the van before buying.

Popular manufacturers of van conversions include: Autosleepers, Bilbo, IH Motorhomes and Murvi

The front end cabs of coachbuilt motorhomes may look familiar â thatâs because the âbase vehicleâ of such motorhomes are popular vans such as Ford Transits, Peugeot Boxers, Fiat Ducatos and Mercedes Spinters.

Popular manufacturers of conventional coachbuilt motorhomes include: Autocruise, Autosleeper, Elddis and Swift

Low profile coachbuilt motorhomes
Very similar in style and features to the above âconventional coachbuilt motorhomeâ the low profile design does away with the over cab bed in favour of a lower roof and streamlined shape, this gives better clearance and more car like handling.

Tag axle (twin axle) motorhomes
Some very large coachbuilt motorhomes require a third set of wheels to support the weight and length of the unit in a similar way to a âtwin axleâ caravan, this third axle is know as a âtag axleâ.

Tag axle motorhomes allow even more space inside but the twin rear axle means that driving them may take a little adjusting to.

A-class motorhomes
These often very large motorhomes are recognizable by having no separate cab area as common with conventional coachbuilt motorhomes, as well as a âbus likeâ large front windscreen, and are usually imported from Europe or further afield.

Popular manufacturers of A-class motorhomes include: Frankia, Pilote and Hymer

American âRecreational Vehiclesâ (RVs)
Coming from the USA these units are typically big, bold and brash â but can offer massive amounts of space, comfort and features including full sized refrigerators and ovens as well as king sized beds and washrooms with domestic spec fittings. Many even feature âslide outsâ - which mean certain sections of the motorhome can be extended to create extra floor space.

Typically used for long tours or full timing around Europe or the US these huge units are unrivalled when it comes to luxury and comfort.

Popular manufacturers of American RV motorhomes include: Georgie Bay and Winnebago

Watch out though as many insurance companies cannot provide cover for home built motorhomes.

Popular manufacturers of micro motorhomes include: Romahome and Drivelodge

The History of the Indianapolis 500

PugFan — Sat, 27 Feb 2010 03:56:49 +0000

Many events in automotive history can be attributed to the creative dream and obsession of a single man to realize his dreams. The Ford and the Jaguar were examples of this. The Indianapolis 500 also began as one man's dream. Carl Fisher of Indianapolis, Indiana conceived the idea of building a racetrack for car manufacturers to test their equipment against that of other manufacturers. And he believed that the general public would be willing to pay to watch these events.

Carl had some friends who were also interested in his dream. Together they searched for and found land, which they were able to buy for $72,000. They then incorporated under the name of Indianapolis Motor Speedway Company.

Although scheduled to open on June 5, 1909, there were several construction delays so the first race was not held until August 19, 1909. Unfortunately, this event was marked by tragedy. Three competitors and two spectators were killed while several other people were injured.

Following these sad occurrences, Fisher announced that the track would be made safer. After paving the track, and installing guardrails, Fisher re-opened the track on December 17, 1909. Many successful events were now held and plans were soon in the works for a new, bigger and better track, which was completed in 1911.

The first Indianapolis 500 was held on May 30, 1911. The winning prize was $17,550. Ray Haroun, driving a Marmon Wasp, won.

However, the race did not arouse any interest in Europe until 1913. That year, in addition to cars from the United States, drivers entered from France, England, Germany and Italy. A European driver, Jules Goux, won, driving a 1913 Peugeot. He was the first European winner. Now the American Indy 500 had earned international status. It continued to grow until World War I; during which time all racing activities were suspended. The track served the war effort as a landing field and was also used as an aviation repair depot.

Following the end of World War I, the first race was held on May 31. The winner's prize was $50,000. But tragedy struck again, the first time since 1911, and three people were killed.

In 1920, Gaston Chevrolet, in a Monroe, was the first driver across the finish line. He was the first American winner since 1912.

In 1927 Carl Fisher sold the Speedway to Eddie Rickenbacker. Over the following years, many changes took place. Then during World War II, the Speedway was left idle. Races were discontinued and it was not needed in the war effort.

After repairs and renovation, it re-opened in 1946. That year, George Robson won.

Many traditions have developed around the race. At the end the Purdue Marching Band plays "Back Home Again in Indiana." When the line "the new mown hay" begins, thousands of multicolored balloons are released into the air.

Since the race occurs on Memorial Day, the band plays "Taps" and a US military aircraft performs a fly-by.

There is a more recent tradition, which began in 1996, of the winning driver and crew kissing the yard of bricks that indicate the start/finish line. It is also traditional that the winner drinks a bottle of milk right after the race.

Over the years, Carl Fisher's dream has probably exceeded his wildest expectations. The winning purse has gone from $27,550 in 1911 to $9,047,150 in 1999. Cars enter and people attend from around the world. Carl Fisher would be happy.

Myrtle Beach Rental Car Rental SC

Cuba Classic Cars A Strange Combination

PugFan — Thu, 25 Feb 2010 18:52:21 +0000

HAVANA, CUBA- Cuba is a world of its own often compared with a walk into a time machine.
An interesting example of this is that unbeknown to the rest of the world, Cuba even has its own unique system of branding your license plate to quickly identify to the world who you are and what rights you have and don't have in Cuba.

The spectrum of color coordinated license plates and special codes tell the ever watching eye of authority how important you are in the Cuban political and Economic system, your nationality, where you work and your rank.

In short your Cuban license plate say it all as you drive in posh 5th avenue or along the seaside Malecon.

Cuba's system of colored license plates was copied directly from the KGB in former Soviet Union. This coding system is yet another way Cuban authorities have kept control on their people and foreigners for decades.

Cuba Government Owned Cars
To be fair the fact is that the Cuban government owns most 95% of all the cars in Cuba. Cuban Government vehicles have blue plates with letters and numbers that indicate when and where the vehicle can operate.
Blue Cuban Cars cannot be used for personal use and can only be used for official government or professional purposes.

The risk to take your car to the beach is that there are many Traffic Inspectors strategically planted along most highways out of town and other high-traffic areas, stopping official cars to check their routes and to make sure they aren't being used for taking your family to the beach.

Top Cuban executives at government firms have light brown colored plates that allow more leeway yet they still may only be allowed to use their vehicles to travel to and from work.

Yet another form of control is what it really is said Emilio Perez, a chauffeur who is driving a Black Mercedes to escort elite foreign officials around Havana.

Russian Cars in Cuba
Since 1960's the Soviet Union was Cuba's God father and benefactor. For decades all Cuban license plates were boring black and white, and the first two letters specified the province where the car was registered.
The third letter determined the state or private ownership depending on the status.

The Soviets also had a very special Code of numbers for embassy license plates determined by country's recognition of the Russian Revolution: Plates for Britain, which is the first foreign country to accept the czar's ouster are still 001.

Cuba fashioned its own similar system with the first letter in the license plate indicating the 14 provinces the car originates, H is from Havana.
The letter K is "Particular" or "privately owned" car by a person or by a foreign firm.

Military Cars in Cuba
The powerful Military vehicles have mint-green with no front and only rear plates. Olive-green plates are for vehicles of the Ministry of the Interior, including El Comendante, Fidel Castro's fleet of armored black Mercedes 280s, which were built in the early 80's.

The most valuable seem to be the black plates are for reserved exclusively for foreign diplomats who don't have to adhere to traffic laws.
White plated cars of Cuban government ministers or heads of state organizations also drive as if they have diplomatic immunity but with reserved caution in case they are in danger of being replaced.

Diplomatic Cars in Cuba
Ironically its the last 3 numbers on diplomatic plates that show the professional rank of the driver. If you're behind a Mercedes with black license plate 179-002, that means the car belongs to the second most-important officer from the Russian embassy.
Even though everyone's supposed to be equal under Cuban socialism most everyone in Cuba knows that that is not true especially when a modern shiny black sedan with black license plates speeds along 5th Avenue in Miramar, Havana as if to show "I'm more important than you"

Decades ago Cuban officials' cars were Soviet imports, as the Cubans were encouraged to drive Russian Ladas or other square slow cars. Now many Cuban vehicles are imported from China or bought from Havana's Peugeot, Fiat and Mercedes dealerships, adding variety to the white-plated fleet.

Tourist Rental Cars in Cuba
Even the Toursit rental cars get maroon plates and foreign journalists, religious leaders and Cubans managers for overseas firms have orange plates.

If you see Red then its provisional plates that allow vehicles to circulate while Cuban authorities sort out just what color category is required.

American Classic Cars in Cuba
Best of all the countless 50year old American Classic roadsters that create a living moving museum along the island's potholed streets have bright yellow license plates, meaning they are normal vehicles owned by ordinary Cubans.

These dinosaurs from the good old days of Detroit's chrome-and-tail-fin era are still dominant on most Cuban roads because ordinary Cubans can not own new cars. Cubans can buy and sell only cars manufactured before the Castro's took power in 1959.

As yet another form of Control the buying of any newer vehicles requires Cuban government permission - including justifying how you can afford a car when the communist state controls well over 90 percent of the economy and pays employees an average of about $10 to $20 a month.

All this maybe confusing for a foreigner, but for Cubans it's normal. As they say in Cuba "No es Facil"

RENT CUBAN CLASSIC 1950's ANTIQUE CARS

toyota used cars,used cars pricing,used cars bc,used bikes

Online Advertising With Gingerly Precision

PugFan — Wed, 24 Feb 2010 10:23:27 +0000

The system tracks the Internet user, remembers his every click and query typed in the browser. As soon as it has gathered all information about the person, it gets to work. That is e-advertising of the future.

Everything happens automatically, without the potential client even noticing it. Every single access to the website is recorded and saved in a cookie file on the hard drive of the Website visitor. From that moment the Internet user is under constant observation meant to help answer the question who the user is and what they are interested in. The system will store information of the visitor. Even if the Internet user doesn't visit the Website for a couple of days, the system will recognize the user when they come back.

Using the proper terminology, the aim is to target an advertisement properly. It means, to deliver ads exactly to those people who are most important to advertisers. The Internet has lifted the art of targeting to a new level, probably known from the beginning of advertisement's history, which is unobtainable for traditional media. It's a fight for a huge market. According to PricewaterhouseCoopers company, the global advertising business was worth as much as 407 billion US dollars last year. The Internet input to this business is growing from year to year.

The Internet mechanisms of targeting are getting better and better from year to year as technology is developing and knowledge resources of Internet companies of their customers -actually of every single customer - are bigger and bigger. The latter issue is considered by many independent non-governmental organizations to be a serious threat to the privacy of Internet users.

We know where you are The simplest and the oldest method of targeting the advertisement (so-called contextual targeting) is to issue ads only on chosen parts of the website, e.g. only on economic Portals. It is nothing interesting. But so-called geo targeting, which means the delivering of ads dependent on the place the Internet user connects to the Internet, is a method unavailable for traditional media. Local companies are also issuing their own ads on the global Internet - e.g. language schools use the above mentioned method by directing their ads to only those students living in the cities they have branches in. Some ads are delivered only to people connecting to the Internet from abroad. This is the favoured way of self promotion for example airlines - says Mr MichaB Tober from Wirtualna Polska Web Portal.

How does it work? Adserver portals and services recognize the location of the Internet user by their computer's IP-number and it selects the most proper medium. They can be very exact.

We know how you connect to the Internet Web portals can also adjust the ads issued in the portal depending on the technology applied by the user while surfing the Internet - we can, for instance, deliver the selected ads only to those users who use a particular Internet connection, e.g. Microsoft, Google or Audi.

The ad can also be issued in a way that will deliver it directly to the computer which has a particular operating system (in favour of e.g. the Windows version). Its issuing depends on the Internet browser's net type used by the visitor (with accuracy to the number of its version) or on the display resolution.

We know what you like The newest and the most sophisticated method is so-called behavioural targeting. The system tracks the moves of a person in the Net, analyzes them, draws conclusions about the observed user and his/her interests. When its gathered knowledge is sufficient, it starts delivering the ads.

-This kind of process takes months in our company, it is based mainly on summing up the Internet user's visits on a particular thematic Website. The users who act according to a determined algorithm get a special profile, e.g. 'culture', 'travels', 'parents', 'investments' or 'health'. Of course the users are followed anonymously and we don't know who they are personally.

Next time they visit the portal, they will see the ads destined specially for their profile. Therefore, a person who ranks among people with the profile 'parents' will see ads for some magazines for parents, toys or baby accessories while reading sports news. Once their interests change, the system will record it.

Another example is a campaign conducted for Peugeot cars on Gazeta.pl Website. With the approval of the company, the portal has been checking automatically which users visit the Peugeot website and issued its advertisements only to them. In this way, people who were considering the purchase of a car, were additional encouraged to select this French brand.

We will make a fortune "Just two-three years ago, IT- companies have begun more serious experiments with behavioural targeting. It is estimated that the behavioural targeted ads expenses will continue to increase in the next half of the decade up to some several dozen per cent", an analysts from the InternetResearche company writes in their June report. According to the InternetResearches report, in 2011 the biggest Internet advertisers will be targeting almost half of their ads using the behavioural targeting method.

Where is your privacy? In the opinion of a professional colleague from online advertising business - who, as we know, hates an excess of Internet ads - an Internet user should be satisfied with new methods. Why? Because thanks to behavioural targeting, the user will see ads which may be helpful to him, instead of getting through the ads jungle.

Mentioned takeovers - especially an investment of Google in DoubleClick company - developed great concerns. Discussing the privacy problem, Human Rights Defenders complain that Google would soon be able not only to gather information about who was looking for what in the Internet, but also who visited which Websites, what movies and clips they watched on the Internet, on which ads they clicked, etc. - too much personal information about everyone of us starts to be in the hands of one firm - says Jeff Chester, the Executive Director of a non-governmental organization Center for Digital Democracy in the portal News.com. The company's aim is, among others, a protection of privacy on the Internet. In June the British organization Privacy International (PI) which also protects privacy, took Google among the biggest Internet concerns for the main enemy of privacy. Yahoo! Portal was only a little better in the rankings.

For now, the only solace to those who don't want to be followed and don't want their every move in the Internet to be recorded, can only be the fact that all the above mentioned methods of identification work with the help of cookie files. When the user deletes these files, the system goes blind and has to gather information from scratch.

This article was translated by mLingua Worldwide Translations, Ltd. mLingua provides professional language translations in all major Western and Asian languages, software localization and web site translation services. Please visit http://mlingua.pl

No related posts.