#100-200 KW

[pettirosso1959]

QUANDO LA RAGIONE SI TRASFORMA IN FOLLIA E LA FOLLIA SUPERA IL LIMITE

La potenza impegnata per uso domestico è, di solito, 3 kWe. Un condominio di 100 famiglie impegna complessivamente una potenza di 300 kWe, che in un giorno (24 ore) diventano 7200 kWh, in un anno diventano 2628000 kWh (2628 MWh).

Se volessimo ricarica un'auto elettrica con batteria di capacità pari a 90 kWh, teorizzando un rendimento di ricarica dell'85%, avremmo di bisogno di 37.5 ore. Volendo ridurre i tempi di ricarica a poco più di 1 ora, avremmo di bisogno di una potenza impegnata di 105 kWe. Ma 105 kWe sono pari a più della metà del condominio e il tutto per una sola auto.

Facciamo finta che nel condominio di 100 famiglie tutti abbiano un'auto elettrica con batteria della capacità citata e il condominio ottiene il via libera per 100 stazioni di ricarica "media" da 105 kWe.

La potenza impegnata è pari a 105000 kWe, ovvero 105 MWe, ovvero 105 MWh di energia, ovvero quasi la potenza di un reattore nucleare modulare (SMR) come il Liong One cinese da 125 MWe!

Giusto per fare comprendere la proporzione, con 105 MWe si alimenta una città (senza industrie, naturalmente) di 35 mila abitanti! Adesso provate ad immaginare una città con, almeno, la metà del parco auto circolante di tipo elettrico e tante stazioni di ricarica dalla potenza di, almeno, 105 kWe.

Milano, inteso come Comune, conta su 1.4 milioni di abitanti, e con il 50% di 1807123 parco auto, le vetture elettriche sarebbero 903561. Volendo considerare che tutte le auto vengano ricaricate con colonnine rapide da ipotetici 105 kWe (in realtà si stanno diffondendo, insieme a quelle da 200 e oltre kWe, ma sono pochissime, la stragrande maggioranza sono da 36 kWe, ma noi agiamo ipoteticamente per consentire una ricarica in poco più di 1 ora), la potenza impegnata sarebbe di 948739605 kWe, pari a 94873,905 MWe, pari a 94,873905 GWe di potenza elettrica effettiva! Per giuste proporzioni, un reattore nucleare coreano APR-1400, dello stesso modello costruito in 4 unità negli Emirati Arabi Uniti, eroga una potenza massima netta di 1400 MWe, ovvero 1,4 GWe, e ne sarebbero necessari ben 68!

Qualcuno potrebbe obiettare: "Non è detto che tutte le auto si connettano contemporaneamente per la ricarica". Vero, ma la statistica dimostra, che la ricarica viene tendenzialmente effettuata nelle ore serali/notturne presso il proprio domicilio (in Italia per chi può permetterselo, in Germania e negli Stati Uniti è la prassi), più raramente presso le colonnine dislocate nei punti di ricarica urbani avviene di giorno. La statistica stessa ci viene incontro informandoci che ci sarà almeno una volta al giorno un momento in cui le auto possono essere collegate tutte insieme per la ricarica, e quella potenza va coperta, pena un inesorabile crollo delle linee e un prolungatissimo black-out che porterebbe dietro di sé, non la Lombardia, non l'Italia, ma l'Europa intera, date le interconnessioni transfrontaliere.

Ammesso che i cittadini si "accontentino" di ricaricare le proprie auto alla potenza massima di 3 kWe, sarebbero comunque necessari 2710683 kWe, 2710,683 MWe, 2,710683 GWe di potenza per ricaricare, in un tempo stimato di 38 ore circa, il 50% delle auto di Milano, quindi 2 reattori nucleari APR-1400.

Qualcuno afferma di volere ricaricare le auto elettriche, di giorno e con i pannelli FV. Torniamo all'esempio delle colonnine da 105 kWe, tanto il sole è gratis, giusto? I pannelli FV in condizioni standard hanno un rendimento del 13% (in termini largamente benevoli, perché raramente si arriva a superare il 10% reale...). Il 13% di rendimento è considerato come valore massimo in condizioni di perfetta perpendicolarità del pannello FV rispetto all'irraggiamento solare, alla temperatura di 25°C e al livello del mare. La variazione dell'angolo incidente, della temperatura e della pressione atmosferica riducono sensibilmente il rendimento effettivo...

Considerata la costante solare K = 1 kW * m-2, 1 metroquadrato di pannello FV erogherà una potenza massima di 130 Watt...

Per ottenere una potenza massima di uscita pari a 2,710683 GWe saranno necessari 20851407,692 m*-2 di pannelli fotovoltaici... credo le proporzioni, adesso, siano ben chiare! Continuare a fare conversazione su questi numeri, credo, sia inutile. Al netto degli impatti ambientali per la produzione delle batterie, dei pannelli FV, della loro installazione sul suolo, anche e solo parlare di elettrificare anche una parte del parco circolante di una città come Milano, figuriamoci del mondo intero, sia un qualcosa di improponibile, al netto, che senza reattori nucleari, la ricarica potrebbe essere assicurata per non più di 5,479 ore/giorno in media di irradiazione solare annue in Italia... Meditare, gente, meditare...

F. Arnò.

[valtionrautatiet-official]

An introduction to VR locomotives, part 6/7: the Sr3

So we come to our newest class of electric locomotives: the Sr3, a version of the Siemens Vectron adapted for the needs of the Finnish railway system. Aka the Vector, or as I like to call them, the Chunky Beauty.

A total of 80 hot chubbies were ordered in 2013 for delivery in 2016-26, with an option for 97 further units. And as you can see, we decided to paint them in a sexy livery of green with white highlights, rather than the other way around.

The Sr3 is, in fact, slightly slower than the older Sr2 class, with a top speed of "only" 200 km/h – but it's also more powerful, with an output of 6 400 kW (compared to 6 100 kW on the Sr2). Additionally, the Sr3's are equipped with diesel generators, which will allow them to perform shunting duties on non-electrified tracks, such as around wood terminals, doing away with the need for a separate diesel shunter. Truly a machine that is as versatile as it is attractive.

Alas, things with the chonksters didn't quite work perfectly in the beginning: the automatic train control systems of the trains, which were made to the new ETCS European standards, didn't properly communicate with the existing Finnish JKV system. This resulted in the locomotives doing emergency braking without reason at random times.

With the teething problems fixed, the Sr3 has proven a reliable workhorse – so reliable in fact, that our privately-owned competitor Fenniarail (boo! hiss!) have taken delivery of one Sr3 of their own.

We of course have 58 big... not really sure what their gender is... and counting. But I admit it does look good in Fer's blue too.

[diabolus1exmachina]

TVR T440R (1 of 1)

A true homologation special, this TVR T440R is the only one of its kind ever produced. Made to homologate an endurance race car in 2003, the car was only recently recommissioned and is up for sale.The story of the TVR T440R starts with the T400R (aka the Typhon) race cars that were built to compete in endurance racing at Spa, Sebring, in British GT, and, of course, Le Mans. In order to obtain FIA homologation, TVR had to build four road cars.The British company chose to build three Typhons and this, the T440R. The Typhons were initially supposed to feature a supercharged 4.0-liter straight-six but were instead finished with a naturally aspirated 4.0-liter engine.

The T440R, meanwhile, was fitted with a naturally aspirated, 4.2-liter straight-six that incorporated a gas-flowed cylinder head, a steel crankshaft and conrods, as well as a carbon fiber airbox with six upper injectors and bespoke exhaust headers. For road use, the engine makes 440 hp (446 PS/328 kW), down from the supercharged race car’s 585 hp (593 PS/436 kW). The underfloor is flat for better aerodynamics and is made of resin-sandwiched aluminum honeycomb. A separate carbon-fiber tub is bonded to the chassis and the carbon fiber bodywork is bonded to the tub and the floor.

Thanks to its power and lightweight construction, the car will hit 62 mph (100 km/h) in just four seconds and can go all the way up to 200 mph (320 km/h). Quite impressive numbers for 2003, and still more than respectable today.

Inside, the T440R has four seats and plenty of exposed carbon fiber, as well as Willans racing harnesses. The seats are trimmed in red and black leather and the Alcantara headliner is a surprisingly modern touch.

[f1mike28]

AMG GT63 S E PERFORMANCE „The ULTIMATE GT“.

Affalterbach. With a system output of 620 kW (843 hp) and a maximum system torque of more than 1400 Nm, the Mercedes-AMG GT 63 S E PERFORMANCE (fuel consumption weighted, combined: 7.9 l/100 km; weighted, combined CO2 emissions: 180 g/km; power consumption weighted, combined: 12.0 kWh/100 km)[1] is a new milestone in the company’s history.

The four-door coupé is the first performance hybrid and at the same time the most powerful series-production model of the brand from Affalterbach to date. The combination of 4.0-litre V8 biturbo engine and electric motor ensures superior driving performance and outstanding driving dynamics with impressive efficiency at the same time.

Mercedes-AMG is forging its own technical path to transport its hallmark brand DNA into an electrified future. To achieve this, the Affalterbach-based company uses, for example, technologies from Formula 1 in its E PERFORMANCE Hybrid strategy. The concept includes an independent drive layout with an electric motor and battery on the rear axle.

In the AMG GT 63 S E PERFORMANCE, the system consists of a 4.0‑litre V8 biturbo engine with a permanently excited synchronous electric motor, a high-performance battery developed by AMG and the fully variable AMG Performance 4MATIC+ all-wheel drive system.

The system power of 620 kW (843 hp) and the maximum system torque of more than 1400 Nm enable acceleration from a standstill to 100 km/h in just 2.9 seconds. After less than ten seconds, 200 km/h are reached. Acceleration only ends at 316 km/h.

Mercedes-AMG One man, one engine Handcrafted by Michael Kübler @f1mike28 in Germany Affalterbach.

Driving Performance is my Passion! Mercedes-AMG the Performance and Sports Car Brand from Mercedes-Benz and Exclusive Partner for Pagani Automobili. Mercedes-AMG Handcrafted by Racers.

[e-carlease]

But how will the new EV3 perform? As per below two battery options will be available to the UK customers:

EV3 Standard Range - (starting at around £34,000) the 55 kWh lithium-ion battery will offer 0 – 62 times of 7.5 seconds, 106 mph top speeds and 150 kW (or 201 hp). This model is a FWD option. Expect a combined winter range of 170 miles with warmer weather allowing for 230 miles - 200 miles combined. On charging, the 11 kW AC max will allow 6 hour 0 – 100% charging times with the 100 kW DC maximum allowing 32 minute 10 – 80% times. This has a cargo volume of 460L and vehicle fuel equivalent of 147 mpg. The EV3 will feature bidirectional charging - a 3.6kW AC Vehicle-to-Load (V2L). An indoor and outdoor port means you can power external devices too; and

EV3 Long Range - (starting at around £40,000) the 78 kWh lithium-ion battery will offer 0 – 62 times of 7.7 seconds, 106 mph top speeds and 150 kW (or 201 hp). This model is a FWD option. Expect a combined winter range of 235 miles with warmer weather allowing for 320 miles - 280 miles combined. On charging, the 11 kW AC max will allow 8 hour and 30 min 0 – 100% charging times with the 135kW DC maximum allowing 33 minute 10 – 80% times. This has a cargo volume of 460L and vehicle fuel equivalent of 145 mpg. The EV3 will feature bidirectional charging - a 3.6kW AC Vehicle-to-Load (V2L). An indoor and outdoor port means you can power external devices too.

[awesome-casuallyfamouscollector]

Galvenie FOTON eAUMARK kravas pašizgāzēja raksturlielumi:

Paceļama kravas kaste – iespēja izgāzt kravu uz trīs pusēm, ar nolaižamiem bortiem visās trīs pusēs.

Mehāniski pārvelkams kravas kastes tents – nodrošina aizsardzību un ērtu kravas pārsegšanu.

Automašīnas pilna masa – 6 tonnas, kravnesība – 3,5 tonnas.

Efektivitāte – ar vienu uzlādi un pilnu kravu iespējams nobraukt 200 km.

CATL baterijas ietilpība 81,14 kWh. Jauda 115 KW.

Uzlādes iespējas: gan ātrā, gan lēnā uzlāde (DC/AC). No 20% līdz 100% DC uzlāde aizņems stundu, bet AC apmēram 7 stundas (atkarīgs no uzlādes stacijas).

An opportunity to try the FOTON eAUMARK electric dump truck. 100% electric, zero emissions - exactly what is needed to develop the sustainability of the company!

Main characteristics of FOTON eAUMARK cargo dump truck: Liftable cargo box - the possibility of dumping cargo on three sides, with drop-down sides on all three sides. Mechanically retractable cargo box awning - provides protection and convenient cargo covering. The full weight of the truck is 6 tons, the carrying capacity is 3.5 tons. Efficiency – with one charge and a full load it is possible to travel 200 km. CATL battery capacity 81.14 kWh. Power 115 KW. Charging options: both fast and slow charging (DC/AC). A DC charge from 20% to 100% will take an hour and AC about 7 hours (depending on the charging station).

[moodboardmix]

Davinci Motor's DC100 High-Performance Electric Motorcycle,

The DC100 rivals its 1,000cc gas-powered counterpart when it comes to performance, evidenced by outstanding technical data: acceleration 0-100 km/h in about 3 sec, top speed of 200 km/h, peak power of 100 kw, and peak torque of 850 Nm. On top of all that, the DC100 was designed using new energy vehicles (NEV) as a benchmark for range and charging method, elevating industry standards of two-wheeled electric vehicles. 

The DC100 is compatible with L3 DC Fast Chargers in the United States, Europe and China, which can deliver a full charge in about 30 minutes.

Designed with a robotic concept, the DC100 is capable of sensing, computing and executing. While riding, the DC100 has the capacity to track accurate information such as ambient temperature, battery and motor temperature, lean angle, traveling speed, wheel speed and road conditions. 

Furthermore, it combines this vehicle and environmental data and user commands to precisely control its power system. To address the difficulty of riding a heavy-duty motorcycle, the DC100 is designed with various assist features (with over 300 chips and 200 sensors) including the Hill Start Assist Control and Hill Descent Control, Reverse Assist, Combined Braking System, Traction Control System, all of which render the riding experience easier and safer. 

Hence, the DC100 is a two-wheeled dynamic robot in both appearance and performance.

Images courtesy of Davinci

[ilpianistasultetto]

Oggi, finalmente, ho ricevuto la prima bolletta elettricita' in epoca Meloni. Bim ottobre-novembre, 227 euro contro i 57 del bim agosto-settembre, a parita' di kw, 350...quattro volte tanto. Stessa sorte sara' per la bolletta gas quando arrivera'. Se ci metto 200 euro in piu' di mutuo dato dall'aumento dei tassi d'interesse e altri 100 euro per l'aumento del carrello della spesa, siamo a 500 euro di costi mensili in piu; 6000 euro l'anno. Due belle vacanze in meno tra Londra e Parigi o la retta universitaria annua per due figli, o 6 anni di ceck-sanitari o 60 super-cene al ristorante in compagnia di amici. Credo questa sia la situazione di almeno meta' paese. Ora, se questo a molti tifosi di Donna Giorgia fa dire " Quanto e' bella Giorgia, che brava mamma che e' ( visto che sbandiera la figlia sui social come un marocchino la bandiera nella semifinale di coppa del mondo), che bello seguirla mentre racconta il Diario di Giorgia" sono contento e auguro loro di cuore questa condizione e questo entusiasmo per tanti prossimi anni. Mi spiace solo per chi non batte le mani e capisce che sta vivendo un gran periodo di merda.

@ilpianistasultetto

[techniktagebuch]

17. Mai 2023

Ladestationen für E-Autos – die Oper

Wir müssen heute in Franken etwas erledigen, und da wir früh da sein müssen, fahren wir am Vorabend los und übernachten ca. 100 km vor unserem Ziel in einem Hotel an einem Rastplatz. 

Da unser Hyundai Kona nur 39 kWh an Strom tanken kann und wir bei normaler Fahrt (also nicht reine Autobahn und schon gar nicht eine Berg- und Talstrecke wie in Franken) knapp unter 13 kWh pro 100 km liegen, kommen wir bei dieser Fahrt auf reale 270–280 km Reichweite. Nach rund 200 km sucht N auf dem Navi eine auf der Strecke liegende Schnellladestation heraus. Diese befindet sich auf einem Rastplatz und gegen 20 Uhr kommen wir dort an. 

Ladestationen an Autobahnen sind in den meisten Fällen Parkplätze, an denen die massigen Schnelllader aufgebaut sind. In diesem Fall standen die Schnelllader zwischen den Parkplätzen, und alle vier waren belegt. 

Als wir am Reisebus vorbeifuhren, der vor den Ladestationen halb auf einigen freien normalen Parkplätzen stand, sprach der Busfahrer uns an. Vor uns sei der Tesla an der Reihe, der gegenüber den Ladestationen parkt, er selber müsse seinen Bus auch laden und würde die erste der Ladesäulen dafür ca. 1 Stunde nutzen, wenn sie frei wird. Andere Säulen kann er nicht nutzen, weil er dann alle Ladeplätze blockieren würde. Der Bus war tatsächlich von ebusco, einer Firma, die E-Busse betreibt.

Der Tesla übernahm den Platz eines VW ID4, als dieser fertig geladen hatte, ein Hyundai Ionic fuhr kurz darauf auch fort und wir nahmen dessen Ladesäule. Als ich gerade den Ladevorgang gestartet hatte, konnte der Bus auch an seine Ladesäule – und diese stürzte nach dem Start des Ladevorgangs ab und reagierte nicht mehr.

Als wir von der Toilette zurück kamen, telefonierte der Busfahrer gerade mit dem Säulenbetreiber.

Das mit den Ladesäulen funktioniert in Deutschland so:

Die Ladesäulen werden von Firmen betrieben, mit denen ich einen Vertrag abschließe, um sie zu nutzen. Es gibt Verträge mit Grundgebühr und Gebühren für den Ladevorgang, mit pauschalen monatlichen Gebühren oder ohne monatliche Zahlung nur auf Basis des Verbrauchs. Zu den Verträgen gehört meist eine Chipkarte oder ein Chipanhänger für den Schlüsselbund, um die Ladesäulen freizuschalten.

Die meisten der Verträge unterstützen bei Reisen auch ein Roaming, also die Nutzung von Ladesäulen anderer Betreiber. Aber die Preise sind mitunter nicht vorhersehbar. 

Wir haben zwei solche Chips, einen von den örtlichen Stadtwerken, den NEW, und einen von EnBW, der nach den Berichten in den Foren die wenigsten Zicken beim Roaming macht.

Zu beiden gehören Apps, in denen man die jeweiligen Preise an den Ladestationen ablesen kann, ob diese gerade belegt sind und einiges mehr. Die heimischen Ladestationen kosten über den NEW-Vertrag aktuell 45 ct pro kWh bei bis zu 22 kW. 65 ct pro kWh zuzüglich einer Blockiergebühr von 12 ct pro Minute nach Abschluss des Ladevorgangs will EnBW derzeit an denselben Säulen haben. 

Die Schnelllader an Autobahnen, die bis 240 kW Ladeleistung haben (unser Wagen kann bis zu 50 davon nutzen), sind in der Regel teurer.

An manchen Autobahnraststätten sind auch Ladestationen mehrerer verschiedener Anbieter, die bei demselben Roaminganbieter verschiedene Preise haben. Manche Säulen, besonders oft die des pöttisch “E.off” genannten Anbieters, sind mitunter nicht aktiv oder reagieren nicht oder sind nicht mehr geeicht und funktionieren trotzdem, was ein Glücksfall ist, weil sie dann nicht abgerechnet werden dürfen.

Dass die meisten Ladestationen umfunktionierte Parkplätze sind, ist suboptimal. Es gibt keine Warteschlangen, man muss sich verständigen, wer als nächstes dran ist, und dass ein bestimmter Typus des homo sapiens dieselnasensis sich gelegentlich mit seinem Verbrennerfahrzeug vor dem E-Auto auf den Ladeplatz stellt, dort natürlich nicht lädt und über Beschwerden nur lacht, wird in den Foren auch schon mal berichtet. 

Einzelne neu gebaute Ladestationen sind hingegen groß wie eine Tankstelle und ähnlich gestaltet. Jede Ladesäule kann zwei Fahrzeuge gleichzeitig laden, die Fahrzeuge stehen links und rechts parallel neben der Ladesäule und es gibt ein Dach aus Solarzellen darüber, das vor Regen schützt. Außerdem gibt es meist einen Fahrstreifen, auf dem sich eine Warteschlange bilden kann.

“Die Dächer sind für meinen Bus aber meistens zu niedrig”, meinte der Busfahrer, als wir darüber sprachen. Unser Auto war auf 80% geladen und wir fuhren weiter.

Das Hotel am Rastplatz Spessart Süd erreichten wir mit 55 km Restreichweite. 

Heute früh suchte ich in den einschlägigen Apps die Ladestationen, mit denen auf der bekannten Buchungs-Website geworben wurde. “280 m entfernt” stand da. Ich fand sie jenseits der Autobahn auf dem Rastplatz der anderen Fahrtrichtung. 

Die Navi-Apps kamen auf rund 35 km Fahrtstrecke dorthin – einmal die Autobahn von unserem Rastplatz aus zur nächsten Ausfahrt fahren, dort in Gegenrichtung auffahren und zurück.

Die Dame an der Rezeption sprach davon, dass man auch vom Rastplatz auf die Landstraße käme, unter der Autobahn auf die andere Seite fahren und dort zum Rasthaus der Gegenrichtung gelangen könne und von dort “irgendwie auch auf den Rastplatz”. 

Das hatte ich auf den Satellitenbildern von Google Maps auch schon gesehen, aber es sah so aus, als ob die Straße auf der falschen Seite des Rasthauses endete. Den Rastplatz selber schien man mit dem Auto nur über die Terrasse des Rasthauses erreichen zu können, was ich nicht versuchen wollte.

Inzwischen hatte ich einen Tesla Supercharger in Weibersbrunn in der Tesla-App gefunden. 3,5 km Luftlinie, 7 km über die Straße. 

Tesla hat die meisten Supercharger inzwischen für alle Marken freigegeben, und wenn man sie nutzen will, braucht man keinen Chip, sondern lediglich die Tesla-App und eine Kreditkarte, die dort hinterlegt wird. Man stellt sich an die Ladesäule, stöpselt das Auto ein und sagt der App, an welcher Säule man jetzt laden will. Tesla bucht zumindest bei Debitkarten zu Beginn des Ladevorgangs 25 € ab und erstattet den nicht verbrauchten Betrag unmittelbar nach dem Laden.

Allerdings hat Tesla die Ladebuchsen bei den Autos immer hinten über dem Kotflügel links. Die Supercharger sind auch Parkplätze, an deren Kopfende rechts die stylische Ladesäle steht. Fährt man einen Tesla rückwärts auf den Platz, reicht das Ladekabel der Säule exakt, die Ladebuchse befindet sich ja direkt neben der Säule.

Unser Hyundai hat die Ladebuchse aber vorne links. Ich musste ihn also wieder schräg und sehr nah an der Säule abstellen. Außerdem scheinen der Hyundai und die Supercharger sich nicht zu 100% zu verstehen, der Ladestrom ging nicht über 36 kW hinaus.

Aber Hauptsache Strom und in der Wartezeit ein hübsches Ambiente.

(Volker König)

[tozettastone]

Thinking about populations in Thedas and specifically in Ferelden for a little story I'm thinking about. Long self indulgent thoughts extrapolating from what we know about thedosian cities, real life medieval castles, current small towns, etc. beneath the cut.

Denerim having around 70,000 people in 9:30 (presumably before the archdemon, which is I think either 9:30 or 9:31?) is a statistc people cite coming from Searle, Mike. "Traveler's Guide: Ferelden Details", Dragon Age: Origins Collector's Edition: Prima Official Game Guide. I don't have that but I also don't have any reason to think that those people are making this citation up. It's the biggest city in Ferelden.

The same Prima Official Game Guide is the citation used for Redcliffe village having 200-odd people in it. I think that number has to be separate and distinct from the castle, and that together the village and the castle should be at least (at least) 300 people, but probably more.

Even the amount of castle you see in inquisition and origins could support a staff so large that there'd be nobody to actually run or support the other stuff.

In the village, they've got the pub (Village Tavern, in origins, which is I assume the Gull and Lantern in Inquisition—unless they're separate, because I guess the map expands in Inquisition..? Let's assume they're the same for now), the chantry, the big mill, a general goods store, a blacksmith and a bunch of salespeople like that dwarven bookseller in the village.

By comparison, there's a 150 person modern town in Australia in my mind right now. It had one cop, one nurse and two teachers for a primary school that served about ten kids. You got all your goods at the same place, from tyres to fuel to fresh produce to frozen meats shipped from another state. It had a hotel, but pretty much only because it's often the last tourist stop before people hit their "outback adventure". And that's with the tourism floating it, and all sorts of modern engineering. (Wikipedia says it has an 80 kW geothermal power station as of 2012, the only one of its type in Australia. Who knew.)

Castles are designed to be able to garrison men at arms, and Redcliffe Castle has been a key part of Ferelden's defences for a long time, as well as being considered pretty formidable, which is something you talk about in both DAI and DAO. It's on the route through the frostback mountains and down past Lake Calenhad to the rest of the country: an Orlesian army comes down out of the mountains, hit the plains, and now has to either deal with Redcliffe or leave a live, fortified and angry enemy behind them, right?

A skeleton staff in a large fortified castle might be enough men at arms and whoever their military leader in residence is to just operate the place: raise and lower the bridges, open the gates, defend the place from looters. This did happen in medieval castles when nobody important was in residence and when no violence was expected, is my understanding. The opposite is when the family was at home, and violence was expected, which meant they'd cram hundreds and hundreds of combatants into a castle. Even in peace time, a family in residence also needed servants because every task was done laboriously and by hand.

Numbers for this kind of thing given by English Heritage (a conservation non-profit which looks after many historical castles and buildings in the UK) range from "140 knights and perhaps a thousand fully equipped soldiers" at Dover Castle in 1216, to "in peacetime, a small castle might have a garrison of only a dozen soldiers." One of the owners of Goodrich Castle is said to have "nearly 100 servants" when they were in residence.

I don't think there are in excess of 1200 people at Redcliffe Castle, either, to be honest. But they did have Dennet working there with "his herd" the whole of his life, so I think we can assume that there were enough men and horses there to require dedicated servants and facilities at all times.

It sounds like the Arl is kind of a homebody from the games, though—he's usually found there, except when Alexius (and Fiona I guess) kick him out of the place, or some massive drama is going on and he has to go to his Denerim estate. As far as I can tell, Redcliffe is a prosperous but pretty small area to govern, and there are definitely forts and manors but nothing to rival Redcliffe Castle.

(Aside: I think Redcliffe Castle, being the home of relatively wealthy nobility, might have *some* advantages over regular medieval castles in terms of work, because they're also between Orzammar and Denerim and on that trade route, and near the Circle at Kinloch: they'd have access to whatever enchantments could make their lives easier, which could definitely help with the labour of servants if they took advantage of it—frost runes, for example, could take a lot of the worry out of preserving the harvest for those late winter and early spring months.)

So on this basis, I think there's probably at *least* a hundred or so extra people living in Redcliffe Castle itself, and probably more depending on how that generation feels about Orlais. (The Ferelden rebellion was only like a generation ago though, like, Loghain is still alive and in active service, so... yeah. Probably more.)

So, options:

Redcliffe village itself has less than a hundred people and the population is counted with the castle's, but there's a lot of labour happening in its very immediate surrounds that is technically not defined as "the village"

Redcliffe village itself has 200 people and the castle's population is counted separately

I think option 2 is more likely, so now that I've worked that out for myself, I have a better basis to think about what kind of population the greater Redcliffe area, and the Hinterlands agricultural regions, are supporting—and how much grain, meat, wool, skin and other produce it takes to do that, and how much havoc the Blight wreaked upon their manpower, and if famine immediately followed, or if the population was depleted enough for that to be less of a problem...

Having done all that work thinking about Redcliffe, I'm just slapping an arbitrary 40,000 people in Amaranthine. It's smaller than Denerim, it's larger than Highever. But it's where the Chant was revealed and it's a large port city in Ferelden, and frequently a last stop before goods (or refugees lbr) sail to the Free Marches. 40k in 9:31 Dragon, done, and whether or not it's still that big by 9:41 Dragon depends entirely on if I decide to let the Warden Commander leave it for the darkspawn during their civil war. Bangs gavel.

(You may be able to tell, but the thing I was working on is set in and around Redcliffe, and only briefly touches on Amaranthine and Denerim.)

[daocongtuyens1]

Tôi có nhu cầu mua máy rửa xe JETTA cho tiệm rửa xe vừa và nhỏ thì mua máy rửa công suất bao nhiêu ?

máy rửa xe

Để lựa chọn công suất phù hợp cho máy rửa xe JETTA của bạn, bạn cần xác định nhu cầu của tiệm rửa xe của mình. Nhu cầu này bao gồm kích thước của xe, mức độ bẩn của xe và số lượng xe bạn dự định rửa mỗi ngày.

Nếu bạn có một tiệm rửa xe nhỏ với nhu cầu rửa xe không quá nhiều, bạn có thể chọn máy rửa xe có công suất 1.8kw hoặc áp lực nước 100 bar. Máy có công suất này sẽ đáp ứng được nhu cầu rửa xe của bạn một cách hiệu quả và tiết kiệm điện năng và nước.

Nếu bạn có một tiệm rửa xe vừa vừa phải, với nhu cầu rửa xe mức trung bình, bạn nên chọn máy rửa xe có công suất 3 kw hoặc áp lực nước 150 bar. Máy có công suất này sẽ đảm bảo rằng bạn có thể rửa xe một cách nhanh chóng và hiệu quả hơn, đồng thời giảm thiểu thời gian chờ đợi của khách hàng.

Nếu bạn có một tiệm rửa xe lớn, với nhu cầu rửa xe cao và thường xuyên, bạn nên chọn máy xịt rửa xe có công suất 5.5 kw hoặc áp lực nước 200 bar. Máy có công suất này sẽ giúp bạn rửa xe một cách nhanh chóng và hiệu quả hơn, đồng thời đáp ứng nhu cầu rửa xe của bạn.

Ngoài ra, bạn cũng nên lưu ý rằng các yếu tố khác cũng ảnh hưởng đến hiệu quả của máy rửa xe, chẳng hạn như lưu lượng nước, áp lực nước, loại béc phun và độ bền của máy. Do đó, trước khi quyết định mua máy rửa xe JETTA, hãy tìm hiểu kỹ về các yếu tố này để có thể chọn được máy rửa xe phù hợp nhất

Tìm hiểu thêm về thanh lý cầu nâng ô tô cũ

[lu-inlondon]

I posted 2,284 times in 2022

That's 2,165 more posts than 2021!

200 posts created (9%)

2,084 posts reblogged (91%)

Blogs I reblogged the most:

@falleraatje

@neverland-in-space

@spatort-spaetzchen

@queenofcrabs

@apfelhalm

I tagged 873 of my posts in 2022

#spatort - 224 posts

#tatort saarbrücken - 215 posts

#hörk - 100 posts

#adam schürk - 86 posts

#leo hölzer - 81 posts

#tatort fanfiction - 57 posts

#my stuff - 48 posts

#writing - 43 posts

#vladimir burlakov - 35 posts

#fanfiction - 30 posts

Longest Tag: 136 characters

#but has anyone rubbed two braincells together to consider what this does to the trust he - or other bi kids - places into the community?

My Top Posts in 2022:

#5

Looks like someone partied too hard for their birthday

141 notes - Posted November 15, 2022

#4

"Ne, mach das nicht. Da zahlt keine Versicherung."

Ich fürchte, der Englischdozent hat die deutsche Kultur gerade in einem Satz zusammengefasst.

141 notes - Posted September 9, 2022

#3

Hörk Timeline

Da ich ja jetzt scheinbar Tatort Fanfiction schreibe, habe ich mir mal eine Timeline gebastelt. Ich kann es so gar nicht leiden wenn ich nicht weiß, was wann so in etwa passiert ist damit ich darauf aufbauen kann. 

Die Timeline basiert auf Aussagen aus den Folgen mit einigen Annahmen und Vernachlässigung (von einzelnen Wiedersprüchen) meinerseits. Auflistung der verwendeten Szenen nach dem Bruch :) 

1990 - Adam und Leo werden geboren (+/- ein paar Monate; Annahme basierend auf Jahrbuch aus HdW und dass Adam und Leo in der 11. Klasse etwa 16/17 waren) 

2001 - Roland Schürk wird wegen unerlaubten Waffenbesitzes verurteilt 

2003 - Boris Barns kommt im Frühling 2003 wegen Raubmord ins Gefängnis  - Roland und Heide Schürk ziehen mit Adam in das Haus am Waldrand (meine HC ist hier, dass das ein Neubau ist und das Leos Baumhaus schon vorher das leere Grundstück überschaut hat)  - Leo beobachtet Adam und seinen Vater das erste Mal beim Training 

2006  - 23. April: Roland Schürk fällt ins Koma  - 4. Mai: eine Leiche minus Oberschenkelknochen wird gefunden, 12 Tage nachdem Roland Schürk seinen Unfall hat  - August: Peter Lausch wird Lehrer an Leos und Adams Schule; Leo und Adam kommen in die 11. Klasse  - Oktober - Dezember: Leo gewinnt Vorlesewettbewerb und fährt danach zum Bundesausscheid 

2007  - Adam verschwindet (guesstimate weil er noch im Jahrbuch 2006/2007 mehrfach aufgeführt wird und in der 11. den Philo-Kurs von Lausch besucht)

2020 - Frühling/Mitte Mai: Adam taucht wieder in Saarbrücken auf; Roland Schürk wacht auf nach (knapp) 15 Jahren -> DfL  - Mitte Juli: Roland Schürk wird aus dem Krankenhaus entlassen und sitzt im Rollstuhl -> HdW

2021  - Frühsommer: Roland Schürk stirbt, der König ist tot -> HdS (guesstimate basierend auf: - Heides Aussage dass vor drei Monaten bei ihnen eingebrochen wurde und das Roland danach in der Tür stand (also kein Rollstuhl mehr, trotz Muskelrückbildug im Koma und zerschnittener Sehne) - 10 Sekunden Google Suche nach Achillessehnen Riss und wie lange die Nachbehandlung dauert da er ja wieder laufen kann - dem Fakt, dass Leo und Adam vor der JVA nur im T-Shirt rumspringen, ansonsten aber Jacke tragen)

Kommentare und Anmerkungen höre ich gerne :) 

Das fleißige Lieschen 

~min. 8 Adam ist wieder da (Juhu!)

~min. 9 Leo wird verprügelt (im gestreiften Shirt) und Adam kommt ihm zur Hilfe  (glaube es nicht, aber sie könnten sich da schon kennen) 

~min. 11.45  Leo: “Du bist also einfach abgehauen. Wir dachten du wärst tot.” 

~min. 28.30 Liste beim Pförtner im Büro: KW 12-22 (Mitte März/Ende Mai)

~min. 31.20  Leo: “Du hast hier alles stehen und liegen lassen und jetzt kommst du nach 15 Jahren wieder und wunderst dich, dass dir der Hass hochkocht.”

~min. 32:20 Leo zeigt Adam das Baumhaus (im schwarzen Hoodie; Adam etwas schockiert dass Leo beim ihn in den Hinterhof schauen kann?) 

~min. 38.20  Heide Schürk: “Hast du Leo schon gesehen?”

~min. 39.45  Adam: “Dann machst du bis ‘45 und ich ab ‘45. Jeder 75 Jahre.” (Falls das genau zu verstehen ist, ist es also 2020, Jahr der Ausstrahlung)

~min. 1:26.50  Heide Schürk: “Adam. Vater ist aufgewacht.” 

Der Herr des Waldes 

EDIT ~min. 01.47 Jessicas Tagebuch geöffnet auf Seite des 1. Juli  Lesezeichen ist mehrere Seiten dahinter eingeklemmt 

~min. 15.55 Leo: “Dein Vater ist aufgewacht.” Adam: “Ja.” Leo: “Wann?”  Adam: “Vor zwei Monaten.” ... Adam: “Das ist 15 Jahre her.” Leo: “Ja. 15 Jahre Koma.”

~min. 20.26 Gespräch mit dem Lehrer Lausch: “Kennen wir uns irgendwoher?” Adam: “Ja. Elfte Klasse. Philosophie.” (11. Klasse also so um die 16/17) ... Lausch: “Ihr Vater hatte damals so ‘nen schlimmen Unfall, richtig? Und Sie sind dann einfach verschwunden.” 

~min. 23.20 “Du bist verliebt in sie.” Adam schaut weg und um seine Mundwinkel zuckt es ALS WÜRDE IHN DIE SITUATION AN WAS ERINNERN

~min. 25.25  Reporter (im off): “15 Jahre Dunkelheit” Frag mich übrigens immer noch wann aus den zwei Mercedes ein Peugeot und ein hübscher Skoda geworden sind.

~min. 27.08 Pia im Archiv “Mutilated murdered woman found in forest” April 14th, 2003 Bone missing

EDIT ~min. 28.00  Auszug aus Jessicas Tagebuch, Seite des 23. Mai

~min. 29.10 Pia: “E. Morel wurde am 4. Mai 2006 gefunden, lag wohl schon ein paar Tage... Der Leiche fehlte außerdem der rechte Oberschenkelknochen. Ja, und die beiden Leichen in Italien wurden am 15. März 2013 nach einem großen Waldbrand gefunden.”

See the full post

177 notes - Posted February 8, 2022

#2

Netflix recommendation categories are so unnecessary. I don’t need to know what shows are trending in my country. That doesn’t get me to watch anything.

But consider:

„All Your mutuals are going crazy about this“

„Miserable meow meow alert“

„Your favourite mutual watched this an unhealthy amount of times“

„Very sad, very gay“

„Was binged by at least two of your mutuals in the middle of the night while they should have been asleep“

… now those would be helpful.

482 notes - Posted June 27, 2022

My #1 post of 2022

1,054 notes - Posted September 29, 2022

Get your Tumblr 2022 Year in Review →

[davorkuhelj]

1978 Mercedes-Benz C111-III - Mercedes-Benz Museum Stuttgart The C111 was a series of experimental automobiles produced by Mercedes-Benz in the 1960s and 1970s. The company was experimenting with new engine technologies, including Wankel engines, diesel engines, and turbochargers, and used the basic C111 platform as a testbed. Other experimental features included multi-link rear suspension, gull-wing doors and a luxurious interior with leather trim and air conditioning. The company decided not to adopt the Wankel engine and turned to diesel experiments for the second and third C111s. The C111-III was powered by a 170 kW (228 hp) at 4,500 rpm straight-five OM617 turbocharged diesel that broke nine diesel and gasoline speed records. With more aerodynamic bodywork that gave it an air drag coefficient of 0.191, the C111 eventually reached 322 km/h (200 mph) at the Nardò Ring in 1978, and averaged 16.0 liters/100 km at 316 km/h (14.7 mpg at 195.4 mph) over a 12-hour cruise. #mercedes #mercedesbenz #mercedesc111 #dieselengine #speedrecords #experimental #mercedeslife #mercedeslifestyle #mercedesheritage #classiccars #classiccar #racing #traveling #travelgram #travel #enjoyinglife #carmuseum #museum #raremercedes #mercedesmuseum #c111 #racingcars #rarecars #vintagecars #sportcars #supercars #photooftheday #history #carhistory #prototype (at Mercedes-Benz Museum) https://www.instagram.com/p/Cn-FMxToSp-/?igshid=NGJjMDIxMWI=

[diabolus1exmachina]

Alfa Romeo Giulietta Sprint Speciale

The first prototype of the Giulietta SS was presented in 1957 at the Turin Motor Show. After two more prototypes were presented in car shows, the official presentation of the production version for the press was on 24 June 1959 on the Monza race track. The first 101 cars produced had "low nose" and 750 SS designation. 100 cars minimum were needed to homologate a car in FIA regulations. While there were some all-aluminium cars produced, the majority of these cars had steel bodies with aluminium doors, engine bonnet and boot lid. Also first cars were equipped with Weber 40 DCO3 carburettors, later changed to 40 DCOE2. The drag coefficient of the Sprint Speciale is 0.28, the same as a Chevrolet Corvette, and was not surpassed for more than twenty years. Cars used the 1,290 cc Alfa Romeo Twin Cam engine, a design with hemispheric combustion chambers and valves controlled directly by twin overhead camshafts. 

Small changes to a production version included steel doors, Weber 40 DCOE2 carburetors, higher front nose, removal of plexiglas windows. Bumpers were fitted front and rear, also cars had some minimal sound-proofing. With the 1290 cc engine and 100 hp (75 kW) of power the maximum speed was around 200 km/h (124 mph). The 1.3 litre engine and gearbox was the same as used in race-oriented Giulietta Sprint Zagato. All Giuliettas SS had three-shoe drum brakes at front wheels and drum brakes at the rear. Side badges had "Giulietta Sprint Speciale" script.

The bigger engine 1.6 L Giulia series replaced the Giulietta and was introduced at the March 1963 Geneva Motor Show. As Giulietta is the diminutive for Giulia in Italian, the new Giulia name was a wordplay hinting that the new car was a grown-up version of the Giulietta. In spite of a Giulia SS prototype, Alfa Romeo decided to retain the Giulietta-shaped SS in production. The 1,570cc engine made up to 200 km/h (120 mph) possible. The 1,570cc engine with Weber 40 DCOE2 carburetors was taken from Giulia Sprint Veloce and delivered 112 hp (84 kW) of power. Most Giulia SS had disc brakes at front wheels. An easy way to distinguish the Giulia SS from the Giulietta SS is by the dashboard. The Giulia has a leather underside with the glovebox at a different angle than the main fascia. The dashboard in the Giulietta is sloping and painted in one colour without a leather underside. Side badges carried "Giulia SS" scripts. Production ended in 1965, with a last single Sprint Speciale completed in 1966

[f1mike28]

AMG GT63 S E PERFORMANCE „The ULTIMATE GT“.

Affalterbach. With a system output of 620 kW (843 hp) and a maximum system torque of more than 1400 Nm, the Mercedes-AMG GT 63 S E PERFORMANCE (fuel consumption weighted, combined: 7.9 l/100 km; weighted, combined CO2 emissions: 180 g/km; power consumption weighted, combined: 12.0 kWh/100 km)[1] is a new milestone in the company’s history.

The four-door coupé is the first performance hybrid and at the same time the most powerful series-production model of the brand from Affalterbach to date. The combination of 4.0-litre V8 biturbo engine and electric motor ensures superior driving performance and outstanding driving dynamics with impressive efficiency at the same time.

Mercedes-AMG is forging its own technical path to transport its hallmark brand DNA into an electrified future. To achieve this, the Affalterbach-based company uses, for example, technologies from Formula 1 in its E PERFORMANCE Hybrid strategy. The concept includes an independent drive layout with an electric motor and battery on the rear axle.

In the AMG GT 63 S E PERFORMANCE, the system consists of a 4.0‑litre V8 biturbo engine with a permanently excited synchronous electric motor, a high-performance battery developed by AMG and the fully variable AMG Performance 4MATIC+ all-wheel drive system.

The system power of 620 kW (843 hp) and the maximum system torque of more than 1400 Nm enable acceleration from a standstill to 100 km/h in just 2.9 seconds. After less than ten seconds, 200 km/h are reached. Acceleration only ends at 316 km/h.

Mercedes-AMG One man, one engine Handcrafted by Michael Kübler @f1mike28 in Germany Affalterbach.

Driving Performance is my Passion! Mercedes-AMG the Performance and Sports Car Brand from Mercedes-Benz and Exclusive Partner for Pagani Automobili. Mercedes-AMG Handcrafted by Racers.