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It’s history much parallels that of AV which featured earlier, being also one of the last buses built in the Mallusk plant before Transbus went into administration.

It operated in Donnybrook from delivery. It last operated in Donnybrook on the 30th November , entering service in Harristown on the 29th January , operating mostly on peak hour “Euro” duties. It was withdrawn on the 15th June , initially for the summer, though the arrival of new SGs in Harristown before the end of the summer, meant it never operated again.

It should be noted that at this stage the Malahide Road routes still terminated on Eden Quay, and the flow of traffic on Eden Quay was westbound, no contra flow necessary. A contra-flow on Eden Quay was provided in when the flow of traffic reversed along the quays, ensuring that neither the routing of these routes nor the terminal location changed.

The pattern repeats itself to modern times, possibly to the greatest extent by the new Luas cross-city service, benefiting the few at the expense of the many. GT15 entered service in Donnybrook depot in September allocated to the 7 group of routes. It is still operating from Donnybrook depot though now on a more general allocation. For the 6, 6A, 7A and 8, nothing changed outbound.

Beaufield estate is located at the long-lived, though now unserved, Kilmacud terminus, though only Route 5 ever had this designation for the terminus. Following this extension, it shared with the 64s once more, though this terminus for Route 5 was short lived. In the later half of , Route 7A obtained a new early morning departure at This bus was the from Dalkey, but the 8 timetable did not label it as via Sallynoggin Church as it did with the later departure.

Given the lack of designation, it can be interpreted that the bus served Pearse Villas. It was also at this stage that buses returning to the depot from their suburban termini after some evening departures operated in service to Donnybrook Garage via Nutley Lane.

The last departures at night had always operated the full way to Ballsbridge, turning left onto Anglesea Road to get to the depot. Departure times were so similar to other timetabled departures, in some cases exactly the same, that this would seem like a scheduling requirement than a need to fill gaps in the timetable.

AV entered service in Donnybrook in May Like AV the delivery of this bus was held up due to folding of Transbus International. It didn’t originally have a luggage rack but when AV became a tour bus it obtained one, and then was principally used on Route to Dublin Airport. When this ceased operation as part of Network Direct, it went into a general allocation in Donnybrook. It operated for a number of years in Summerhill, being the only AV3xx left at one point, before finally being withdrawn on the 25th November , one of few buses these days that reached over 14 years of service.

Buses followed Kilmacud Road Upper around to the right as per the current 75 routing, Kilmacud Road extension towards Sandyford Industrial Estate then only being a modern road addition. Buses used the corner of Lakelands Avenue to do a reverse manoeuver to turn about on the Upper Kilmacud Road.

Buses terminated on this road using the T. Roundabout at the corner of Abbey Road to turnabout. Unlike when Route 4A terminated on this road, there was no terminus stop on the T. Strangely this road is still known as Link Road, noted in the names of current stops and Up to this point, the 7A had always being increasing in frequency compared to Route 8.

It was at this time that they became all but exactly the same frequency. The DART urban train system was still a number of years away and the frequencies were still high. Between the routes there were about 16 departures an hour, or one approximately every 3. The 8 also got an usual outbound departure via Donnybrook at ex City, no doubt to get drivers to work in the morning. The 7 was on a long term diversion at this time due to roadworks on the Glenageary Road Lower.

It was delivered to Donnybrook in December and has operated there since. An interesting development in saw one peak hour Route 7A departure extended to Killiney Shopping Centre from the 21st August , sharing a terminus with the 46 and The morning departure was from Killeny Shopping Centre, with a return departure at from Eden Quay. It was noted at the time that these departures was operating on a experimental basis for a period of 3 months.

It’s not known how these departures did and whether they continued longer than the 3 months stipulated. The context at the time was widespread development in the Ballybrack area, with many calls for the 7A to be extended to those areas beyond Killiney Shopping Centre. There were multiple protests at the bus service in the Ballybrack area. CIE responded to these protests by saying no new services would be provided until more money was made available to CIE. On the 5th March , CIE eventually backed down after months of protests, and a new Route 7 was introduced to serve the “Ballybrack and Wyattville” areas.

The exact terminus location however is unclear. The 13th edition shows buses continuing from Church Road to Wyatville Road terminating where Wyatville Road turns left towards Kiliney.

In the timetable, the terminus was listed as “Ballybrack Wyattville Road “, which doesn’t answer the location. My understanding is that the 12th edition of the OS map is incorrect, and that Route 7 buses from inception continued from Church Road to Wyattville Road, terminating at the wide junction where Wyattville Road diverts towards Killiney, but I have no conclusive proof of this. Otherwise, the Ballybrack Cross Road terminus was short lived. There were initally 22 services daily, which tipped the balance with more buses now serving Sallynoggin Routes 7 and 7A than Dalkey Route 8.

With this new timetable introduction, the services to Donnybrook garage via Nutley Lane were redesignated as operating to Ballsbridge, same as the last night services. AX was delivered to Donnybrook in September It initally operated Ryder Cup Shuttles at the K-club in Kildare before entering regular service at the end of September. It was withdrawn from service in Donnybrook in February , last operating on the 18th.

On the 4th June , Clare Street reverted to being two-way as per the current arrangements to facilitate road-works on Lincoln Place. Sandyford Industrial Estate was a development undertaken by Sisk building contractors in the mids, the estate being officially opened in mid The 6A was the first bus service to serve Sandyford Industrial Estate. This extension was Monday-Saturday only, with Granville Park continuing as the terminus for Sunday services.

This bus entered service in Donnybrook in August as D It operated its full career in Donnybrook before becoming a driver trainer in December , technically still on loan from Donnybrook to the Driving School. At this time there had been mass conversions of routes to one person operation and the Dublin Bus Driving School needed extra vehicles to train the conductors in bus driving, having been displaced from their duties.

DF was withdrawn in December An unfortunate trend throughout the 80s and 90s was attacks on operating staff and vandalism to buses. This trend was Dublin wide, but is interesting that one of the first curtailments of service with regard to this was to Route 8 at Dalkey. Dalkey, today, is the height of affluence in Dublin terms, with many celebrities and wealthy individuals living in the locality. Yet in December , Dalkey was a hot point of bus problems.

Reports of the time speak of “drug crazed” teenagers who frequented McDonagh’s Bar in the town. The issue eventually reached a head on the 11th December when unions instructed staff not to operate late night services from Dalkey. A number of assualts had occured on bus crews over the previous few weeks, and buses were being vandalised. The unions dictated that the last bus would be pm from city, pm from Dalkey. The issue continued along for a number of months, a bizarre occurance being a bus pulled over by An Garda Siochana for not picking up passengers in the locality.

The crew was advised they were breaking the law by not picking up passengers. Though technically true under the Road Transport Act, it is strange given the Guards awareness of a wider issue in the area. Buses would eventually return to late night services in Dalkey, but this incident, being an early event, was a precursor to an increasing trend of assaults on staff that would last over two decades.

The 7 increased in frequency quite rapidly. By there were 42 departures each way Monday-Friday, though Saturday and Sunday service remained as per previous levels. This was at the expense of Route 7A which reduced in service levels correspondingly by about 20 departures a day Monday-Friday. By this stage the first 8 Monday-Friday was brought back by 20mins to ex Dalkey, ex Sallynoggin. The Saturday service remained the same.

The 7A had a departure from Sallynoggin in its timetable, but its not believed these were the same. The ex Dalkey on Saturday retained its via Sallynoggin Church designation.

Map showing the bus services from to , with Route 7X omitted. It was clear that the bus routes would be affected by the competition. CIEs solution was feeder buses, a series of routes that would feed suburban areas with the local train station.

This was a way to increase the catchment area of the rail system. Under the DART feeder proposal this would be cut to 15 buses. These buses were bigger than the existing buses C-class used on OPO services, especially with regards to the number of standing passengers allowed.

For this reason, the DART feeder services were placed in a wider, and much more complicated negotiation, with regards to one-person operation of large buses principally double-deckers. This meant the DART feeders were significantly delayed, affecting the success of the concept of the feeder network.

Before the introduction of DART feeder services, a sensible change took place on the 25th November when Route 7 was rerouted via Churchview Road, as per the current routing. It thus got much closer to Ballybrack Shopping Centre, and to the wider housing estates built in Ballybrack. Given this road had existed prior to the launch of Route 7 in , it was interesting it didn’t serve this road to begin with.

AX was painted into Coastal Tour livery for the summer season. In recent years it would primarily be on early duties on Routes 17 and 18, but since these routes have moved to Go Ahead, AX has found a home on the 1st 7 bus, which pulls back into the depot at about 8am. In typical Dublin fashion, CIE didn’t really implement any coherent form of operation in the Ballybrack area.

The issue was the DART wasn’t that frequent, pretty much every 15mins. No joined up thinking existed whereby buses could be guaranteed to meet trains, so for passengers, especially outside the peaks, the concept of transferring modes and waiting up the 15mins again didn’t really work.

Marked-in crews did not want to lose their routes, residents did not want to lose their direct bus service to the city. So what resulted was a hybrid approach that didn’t suit any one group, an unfortunate outcome from a state operator which had to please everyone. Overall the service level on the Rock Road was much reduced.

The 7 was the only one to increase from 41 outbound journeys M-F to Sunday service on the 6A was cut back significantly however. Likewise the very high-frequency feeder buses didn’t materialise either, with the being approximately every 15mins on weekdays.

The 7 and were not interlaced to provide a joined up service, and buses often ran in tandem reducing the service quality further. AV was delivered to Donnybrook in July It was originally in CitySwift livery allocated to Route 46A. It transferred to Harristown in October , and operated there for a year, last operating on the 18th October The completed Blackrock by-pass, as we know it today, from Temple Road all the way to the Rock Road was opened on the 16th October The flow of traffic on Newtown Avenue was reversed to its current form.

Thus outbound buses operated as normal to Main Street Blackrock, before continuing along Temple Road to rejoin the by-pass. The 5 slightly increased in frequency with this new timetable, going from 8 weekday departures to 9, however the 6 was decimated.

There were two principle changes, with Route 7 extended to its current Loughlinstown Park terminus. The formation of Dublin Bus in , and the wider split of CIE into three seperate entities under one holding company, was to allow for “efficient and profitable enterprises”.

Route withdrawals and cross-city service reductions were the order of the day. Dublin Bus needed to cut costs, the late 80s being an economically difficult time. As part of this process Route 6 was withdrawn on the 18th March cutting a link from much of Blackrock to the city centre.

One departure was provided each way. A formal ceremony was undertaken at the Victor Hotel on Rochestown Avenue when one of the first passengers cut a tape for a publicity shot. Such was the success, the service was soon extended to two departures in each direction on the 8th October At the same time a further stop at the Frascati Centre was added. AX was delivered to Donnybrook in May It was initially allocated to Route 7 group to convert these services to low-floor operation.

It is still in service in Donnybrook, though is one of the oldest buses still in service there in May The s brought a period of relative stability. In early the 7 was the dominant service as it had been by the late s. The 7 had 76 services to Loughlinstown Park, the 8 had exactly half the number of services to Dalkey.

The 5 had 12 services to Sandyford Industrial Estate, and finally the 7X had two departures each way. Friday 6th December brought the introduction of a late night service on 12 routes, departing at 12am, 1am, 2am and 3am.

Buses only picked up at the city terminus, but passengers could alite at all stops along the route. Buses received letters desingating the routes instead of numbers, the Sallynoggin service being L, alphabetically the last further routes up to P were added in time which did not follow the sequence. The reason it was last was because of an anti-clockwise numbering scheme starting with the A service to Howth.

This was opposite to the clockwise route numbering schemes introduced by the DUTC. This resulted in signficant congestion on Eden Quay, with Tallaght routes moving due to an increased number of departures. Combined with the Rock Road services, there were too many buses. As traffic deteriorated in the mids the morning 7X services were brought forward by 15mins each at the end of It entered service on Ryder Cup duties in September , then entering regular service in Donnybrook.

It transferred to Ringsend in November and is still in service there. On the 29th October the 7A was issued with a new timetable. From this timetable the first morning service, formely noted as 6am from Pearse Villas was then designated from Shankhill Church at This was in fact the Route 8 service from Dalkey via Donnybrook Garage to the city.

It then followed the Dublin Road to the N11 and then onto the Wyattville Road following Route 7 via Pearse Villas from which it had previously been listed as to St. The change in the orbital period will be measured by telescopes on Earth. The minimum change for the mission to be considered a success is 73 seconds.

The DART technique could prove useful for altering the course of an asteroid years or decades before it bears down on Earth with the potential for catastrophe. Scientists constantly search for asteroids and plot their courses to determine whether they could hit the planet. Target Short. The Pro Grip shafts are specially shaped to provide a smooth entry and provide fantastic power on grab flights to reduce dropouts. The Pro Grip shaft also has a point at the shaft blocks to make it easier to slide your flights down the shaft.

The clam shell housing 90 is inserted into the toy launch apparatus adjacent a gear train linked to the pusher motor and is pivotably coupled to the housing 12 assembly.

Axel 96 is seen in FIG. A sliding lock 98 is disposed at the clam shell housing and is in a locked position to maintain the housing 90 and contained feeding mechanism in proper engagement with the dart magazine and other presently described mechanisms of the toy launch apparatus. The two opposed rotatable flywheels, engage and advanced darts therebetween with the flywheel motors creating a launching force frictionally applied to the dart 28 as the dart engages a wheel surface on each of the opposed rotatable wheels.

The rotating wheels impart sufficient energy to the dart to launch the dart from the toy launch apparatus. The torsion booster spring engages the flywheels through a flywheel gear train and a pusher mechanism is disposed adjacent the flywheels for advancing projectiles into the flywheels one at a time.

A barrel gear for mounting the torsion booster spring and engaging with the spring winding gear train is included, and the barrel gear includes one or more priming stops. A spring barrel pawl is biased toward the barrel gear and coupled to the trigger assembly for catching one or more stops of the barrel to retain the torsion booster spring in a primed position until the trigger is pulled. Additionally, a first swing gear is coupled to the torsion booster spring and operable to swing between first and second positions, including a first position with the swing gear engaging with the spring winding gear train to prime the torsion spring to a charged disposition when the priming mechanism is manually cocked, and a second position shifting the swing gear away from the spring winding gear train and into engagement with the flywheel gear train for transferring the stored energy of the primed torsion spring into the flywheels when the trigger is pulled.

Further, a second swing gear is linked to the trigger assembly and operable between a first and second position, with the first position including the second swing gear swinging into engagement with the pusher mechanism causing back and forth motion of the pusher mechanism advancing projectiles into the flywheels when the trigger is pulled, and the second position including the second swing gear disengaging from the pusher mechanism when the trigger is released.

In alternative described embodiments, as seen in FIGS. The output of the centrifugal-clutch is meshed to the input of the compound-gear engaged to transfer power from the motor to projectile feeder. As the centrifugal-clutch mechanism spins with its expansion therein provides speed sensing for an achieved clutching delay. The centrifugal-clutch is configured such that it is normally-disengaged and self-engages when the flywheels and have achieved a desired rotational speed allowing for the transfer of mechanical power from the motor to the projectile-feeder via the idler-gears and , compound-gear , and follower-gear for launching the dart in the usual way.

The projectile-feeder is biased into a retracted-position toward the end of the housing , distal to the flywheel assembly by a spring such that the projectile-feeder can freely engage and shuttle a dart from the chamber The centrifugal-clutch is also arranged such that the projectile-feeder returns to and remains in its retracted-position when the centrifugal-clutch is disengaged.

The present described embodiment, as seen in FIG. The centrifugal clutch is located between the flywheel-drive system and the projectile-feed mechanism. In comparing the present described embodiment to a projectile launching apparatus not employing a clutch to achieve a desired delay the clutch of the present described embodiment initiates the feeding of projectiles only after the desired rotational speed of the flywheels has been achieved, thereby building in a desired delay while employing only a single motor driving both the flywheel drive system and projectile feed mechanism.

In use, a trigger is pulled by a user, initiating a five-part cycle that repeats while the trigger is activated. First, electrical power is provided to the single-motor, second, the flywheels are rotated through a gear-train to a desired projectile-launching rotational speed, third, a centrifugal-clutch self-activates and initiates the projectile-feeding mechanism to inject projectile into launch-channel, fourth, a projectile engages the flywheels and is launched, and fifth, the projectile-feeder returns to a retracted-position and engages another projectile for launching.

When the trigger is released by a user, five-part cycle will initiate. First, the motor will continue to receive electrical power, second the system waits for the projectile-feeding mechanism to complete injection of a projectile into flywheels sensor or other detection element monitors position of projectile-feeder , third, electrical power is cut to the motor or motor is braked or motor is reversed, forth, the centrifugal-clutch self-deactivates, fifth, the projectile-feeder returns to a retracted-position to engage another projectile for transfer.

The present described embodiment employs a centrifugal clutch located between the flywheel-drive system and the projectile-feed mechanism. A centrifugal clutch is essentially a simple mechanical speed sensor, which in this case allows gear FIG. The centrifugal clutch ensures that the projectile-feed system is not activated until the flywheels have reached their full speed.

This facilitates the speed of the projectile-feed system as being no longer limited by the start-up speed of the flywheels. For example, if it is determined that the motor can bring the flywheels fully up to speed from a standing start in 0.

In effect, the present described embodiment allows the system to launch darts at a higher rate-of-fire, which may enhance the play-value. It is also contemplated that the present described embodiment, as seem in FIG.

In use, First, a flywheel-button is activated by a user initiating electrical power to the single-motor and rotating the flywheels through a gear-train to a desired projectile-launching rotational speed.

First, a clutch is engaged and transmits mechanical power to the projectile-feeding mechanism to inject projectile into launch-channel, second, a projectile engages the flywheels and is launched, third, the projectile-feeder returns to a retracted-position to engage another projectile for transfer. When the trigger is released by the user, a four-part cycle is initiated. First, the motor continues to receive electrical power, second, the system waits for the projectile-feeding mechanism to complete injection of a projectile into the flywheels through a sensor or detection element, third, electrical power is cut to the motor and the clutch is de-activated, and forth, the projectile-feeder returns to a retracted-position to engage another projectile for transfer.

Next, de-activation of the flywheel-button causes, first, the motor continues to receive electrical power, second, the system waits for the projectile-feeding mechanism to complete injection of a projectile into the flywheels through a sensor or detection element, third, electrical power is cut to the motor or motor is braked or motor is reversed and clutch is de-activated, and forth, the projectile-feeder returns to retracted-position to engage another projectile for launching.

Employing a mechanically actuated-clutch to initiate the projectile-feeding mechanism creates a system similar-to the present described embodiment, as seen in FIG. This approach provides the same benefit as the centrifugal clutch, in that it’s possible to have a time-between-shots or rate-of-fire that’s faster than the initial start-up time of the flywheels.

However, it provides the added advantage of allowing the user to start the flywheels and maintain them at full speed indefinitely without the dart-feeder system being activated. With this arrangement, the launcher can be made to fire the first dart on much shorter notice, since the flywheels may already up to speed when the projectile-feed system is activated.

To give a practical example, imagine that the user is aware that a target might be appearing at any moment, and they wish to be prepared to launch a projectile with the shortest possible delay. In such a case, the user might elect to energize the flywheels and bring them up to full operating speed, and then leave the system running in that state. Then, when a target subsequently appears, the user simply needs to actuate the clutch, which immediately activates the projectile-feed system.

This approach allows for a much quicker first shot than if the user had to wait for the flywheels to first come up to speed before they were able to fire. The disadvantage of this embodiment is that a separate actuator is required to drive the clutch, which increases the overall cost and weight of the system. In the alternative described embodiment, as seen in FIG.

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C Cartridges can be aligned using the anti-rotation screw incorporated in the tool. Sleep lowers tip temperature below solder melting point, preventing Tip iron dissolution into solder.

Hibernation cuts off power supply, making the tip reach room temperature thus preventing oxidation and saving energy. User-friendly menu Take advantage of all the JBC Station benefits such as station customization, full control of soldering processes and remote work management. Fast, more intuitive and top-performing upgraded display.


Carbomaxx Feeder / Fishing Rod


JavaScript seems to be disabled in your browser. For the best experience on our site, be sure to turn on Javascript in страница browser. On lakes like Barston, Larford, Clattercote and JCB and on many dart feeder 330 free lakes it is still necessary dart feeder 330 free have a rod capable of casting in excess of 60m but where the quarry may be carp, bream, F1s or other silvers.

This rod aims to cover these applications and is also suitable for bomb, method, hybrid, cage and rocket feeders. We are currently developing dart feeder 330 free range of lighter glass quiver tips especially suited for the Power Feeder Specials for targeting roach and other smaller silvers and anticipate these will be available shortly.

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