Car dealerships in the US are likely to decline by about 900 in the current economic downturn.
The National Automobile Dealers Association has said some sales outlets are adjusting to the number of American cars being built.
The tightening of the credit markets, which dealers also rely on to purchase vehicles, has also come to a standstill, causing dealers to shed floor space and staff.
Many of the rocky dealerships are in smaller cities and towns and have been mainstays of local business.
Monday, December 1, 2008
Drugalyser legality questioned
THE effectiveness and legality of the Drugalyser - launched in the Western Cape last week - has been called into question by a local attorney and the Automobile Association.
Marius de Kock, a local attorney, said the idea that it is within the power of the police to do the testing of drugs "within the law is ludicrous".
"That MEC (Patrick) McKenzie can spend this much money without first talking to the Director of Public Prosecutions is laughable. The police have been coercing people into taking this test. It is an invasion of privacy. The fact is that they know that the test is not admissible, but expressly choose not to tell the public. If the public knew that they could refuse," De Kock said.
A drug driving report put together by the company manufacturing the device showed that a high number of Cape Town motorists pulled over at roadblocks tested positive for drugs. The tests were carried out at roadblocks between April and November.
But Automobile Association (AA) spokesperson Gary Ronald said there was no in-depth research proving that drug driving was a problem like drunk driving.
"It's because it's an illegal activity. With alcohol, we've got a good idea because of data collected over years. To properly test for drugs you need a full toxicology and this could be thousands of rands. And there's also the question of how much drugs are in your system (at the time of the screening). There might be residual, but you're not spaced out. It won't stand in court, but that might come with time," Ronald said.
He said the AA supported the idea, however.
Trimega Diagnostics managing director Avi Lasarow said the Drugalyser was very accurate and the technology was in use in nine countries.
In its drug driving report, Trimega Diagnositics said it was clear from its review of existing legislation "that urgent amendments were required to address roadside testing for drugs (as well as) alcohol".
Marius de Kock, a local attorney, said the idea that it is within the power of the police to do the testing of drugs "within the law is ludicrous".
"That MEC (Patrick) McKenzie can spend this much money without first talking to the Director of Public Prosecutions is laughable. The police have been coercing people into taking this test. It is an invasion of privacy. The fact is that they know that the test is not admissible, but expressly choose not to tell the public. If the public knew that they could refuse," De Kock said.
A drug driving report put together by the company manufacturing the device showed that a high number of Cape Town motorists pulled over at roadblocks tested positive for drugs. The tests were carried out at roadblocks between April and November.
But Automobile Association (AA) spokesperson Gary Ronald said there was no in-depth research proving that drug driving was a problem like drunk driving.
"It's because it's an illegal activity. With alcohol, we've got a good idea because of data collected over years. To properly test for drugs you need a full toxicology and this could be thousands of rands. And there's also the question of how much drugs are in your system (at the time of the screening). There might be residual, but you're not spaced out. It won't stand in court, but that might come with time," Ronald said.
He said the AA supported the idea, however.
Trimega Diagnostics managing director Avi Lasarow said the Drugalyser was very accurate and the technology was in use in nine countries.
In its drug driving report, Trimega Diagnositics said it was clear from its review of existing legislation "that urgent amendments were required to address roadside testing for drugs (as well as) alcohol".
A modern and flexible CPLD-based automobile digital dashboard
By Dave Elliott, Altera Corp.
An automobile’s dashboard serves as the center for consolidating all information pertaining to the safety and management of the vehicle, and displays the information for the driver. In today’s digital age, a vehicle’s instrumentation system must monitor all key functions and can even personalize the information needed by the driver. Industry requirements have led to many semiconductor solutions for the automotive industry ranging from ASSPs to full-custom devices. These may be fixed-function solutions with restricted or lacking product development options that designers need for operational flexibility. In comparison, a scalable solution can support multiple similar applications in a complete vehicle product line without any cost overhead. This type of custom solution enables more features at a lower price.This article provides an overview of an innovative architecture using CPLD to completely eliminate the use of microcontrollers and their drivers, thereby providing a low-cost, low-power solution for digital dashboard clusters. The analog dashboard solution (ADS) presented here effectively implements a digital car network and exploits the advantages of the digital world.
DASHBOARD CLUSTER SOLUTIONS
Traditionally, the real-time outputs from instruments such as odometers, etc. were obtained mechanically and displayed using analog drivers. However, with the digitization of these data inputs, stepper motors and LEDs replaced meters and gauges. Expensive microcontrollers were used to process and display the digital output. ASSPs next appeared, leading to high non-recurring expenses (NRE), which limited upgradeability and improvements. The product life span and support for different product lines were also major factors favoring the inexpensive programmable alternative.
Stepper motors used in pointer-dial type displays convert electrical pulses into discrete mechanical movements. The stepper motor spindle rotates in discrete step increments when electrical control pulses are applied in the proper sequence. A digital instrument cluster usually employs stepper motors to emulate the performance and visual efficacy of an analog dial and pointer display, and simultaneously provides the excellent positional accuracy demanded in a digital setting. Micro-stepping these motors becomes necessary to achieve smooth and non-quantitized pointer motion. In addition, the number of measured samples that can be broadcast from the vehicle sensors to their respective meters is limited by the bandwidth of the digital link between them. The samples for each quantity displayed in the instrument cluster are made available after defined time intervals. A scheme for overcoming the absence of continuous information to the display becomes increasingly necessary in such clusters to ensure that the pointer motion makes up for the time when no data is available to the meter from the sensors. These challenges increase the processing power required and thereby the cost of a digital dashboard system, which deters their use in vehicles owing to the unfavorable price/performance ratio.
CPLD-BASED DASHBOARD CLUSTER CONTROLLER
The limitations of expensive solutions can be easily overcome by using a CPLD. The ADS offers customers more flexibility during design cycles as iterations are simply a matter of updating or changing the programming file. Additionally, it is possible to add new features or upgrade products that already are in the field, thereby deploying effective technology while meeting specific user and product requirements. Using the same basic system, slight modifications that support different devices in new product lines are easily incorporated.
A CPLD-based ADS that enables product developers and manufacturers to choose from several devices for their needs and without concern about semiconductor component obsolescence is available. It features a low-cost selling point and supports higher-end features plus a wide scope for future expansion. The architecture uses Altera’s MAX II CPLDs and includes six modules: the serial sensor data unit, the main motion control and arithmetic unit, and four PWM generators. The serial sensor data unit receives input from the sensors; the main motion control and arithmetic unit performs the required calculations; and the PWM generators provide the appropriate control signals to all phases of the stepper motor, taking in commands from the main module (Figure 1).
To fully describe this ADS architecture, the functions of different blocks and how micro-stepping is performed for the stepper motor that drives the pointer dials in a low-bandwidth vehicle data network must be understood. Because sensor data is not continuously required for all the displays in the cluster, the system holds the pointer positions when data is not available. For smooth action, the move commands sent to the pointers are a current deflection function yielding no jerky pointer step changes.
PWM GENERATORS
Four PWM generator modules drive the pointer-dial stepper motors to indicate data from different sensors (Figure 2).
Micro-stepping is used to drive the motors, creating smooth motor movement. In micro-stepping, the resulting magnetic field developed by the motor is created at positions that are not in line with either of the field coils, but at some angle to them. Thus the holding torque can be developed at more positions, allowing the rotor to be held in space between the two extreme field coil axes. When a field coil is energized, the magnetic flux produced is proportional to the current flowing through it. If both field coils are excited, the resulting direction of the current, and hence the resulting magnetic field is obtained by the vector sum of the currents in the two windings. Therefore, if the current in the stepper motor windings is changed incrementally, such that a set of equally spaced positions of the resultant magnetic field is created, the stepping resolution of the motor can be increased. Using this principle, the step of a stepper motor is divided into micro-steps over which the shaft is actually moved (Figure 3).
The four PWM modules keep a constant supply of PWM pulses of a fixed duty cycle value to the stepper motor, thus making the pointer move at a particular speed and keeping the four stepper motors in constant motion. They receive move commands plus direction input from the motion control units and apply appropriate voltages across the windings to move each motor one micro-step in the desired direction.
MOTION CONTROL AND ARITHMETIC UNIT
The delta generator is the main component in the motion control and arithmetic unit. This module receives the target deflection for each of the four stepper motors from the sensors. When the target deflection is received, two signals are sent to the respective PWM modules. One signal, the trigger pulse, changes the current duty cycle value to the next value in the PWM module. So when the range to be spanned is large, the pulses are sent at a high rate and the PWM module steps through the various duty cycle values rapidly, thus turning the stepper motor at a high speed. When the pointer reaches the target deflection, the trigger pulses to the PWM module to stop while the PWM module supplies pulses of a constant duty cycle value that effectively holds the shaft in position. The other signal notifies the PWM module which direction the pointer should move.
The delta generator has second important function, where the data representing sample values is sent intermittently. If this information is represented directly on the stepper motor, the pointer produces jerky movements. To avoid such movement, the delta generator uses an update number referred to as delta δ. Each time a new target deflection value is received, the generator recalculates δ for that particular pointer. This incremental number δ is then added to the current deflection of the pointer at a rate much higher than a new target deflection is received. During the entire operation, the unit’s current deflection is continuously monitored. When it changes, a command to move the stepper motor by one micro-step in the required direction is sent. If the target deflection is greater than the current deflection, the direction is clockwise, if smaller, it is counterclockwise.
Thus in the interval between the receipt of two target deflection values, the pointer is moved at a faster rate, through smaller steps, to reach the target, thus resulting in a smooth movement. It extrapolates the value appropriately to cover the gaps and keep the motion smooth irrespective of the input variations.
SENSOR DATA INPUT UNIT
The sensor data input unit uses an SPI interface that supports communication with slow peripheral devices that are accessed intermittently. These devices communicate using a master/slave relationship, where the master initiates the data frame. When the master generates a clock and selects a slave device, data may be transferred in either or both directions simultaneously. The SPI slave module has been implemented at the back of the CPLD for system input. Sensor data is ported to the arithmetic and motion control unit and is the target deflection of a particular sensor or new LED data. The sensor data is sent along with the target address, identifying its source.
The CPLD-based ADS can be scaled up easily for even more accuracy and higher-end functionality on different platforms. It can support different assembly topologies for different classes of vehicles with minimal changes in programming and almost no additional expenditure, as the development time decreases exponentially. The ADS can be coupled with common, robust automotive digital data networks for instant induction into the manufacturing process, thus providing CPLD flexibility to easily implement add-on functionalities.
CONCLUSION
Using a low-cost, low-logic density CPLD, a complex ADS can be achieved, thus overcoming the shortcomings of traditional dashboard solutions. Because re-programmability is the inherent advantage of the ADS, the re-usability of the design means additional solutions can be developed quickly using the growing library of available IP and cores. Reconfiguration is easy, and newly developed products reach the customer faster. NREs can be recovered easily because of long product life, and manufacturers can prolong the lifecycle of an already-developed product without new NRE investments.
About the author
Dave Elliott is a senior automotive marketing manager in Altera’s consumer and automotive business unit. He has more than 25 years of semiconductor marketing and sales experience, including the past 10 years, where he has specifically focused on the automotive market. Prior to joining Altera in 2005, Elliott spent five years at Xilinx as a senior corporate account manager in its automotive unit and was Xilinx’s global supplier business manager at Avent for three years. Prior to Avent, Elliott spent 15 years at National Semiconductor in various sales and marketing roles.
An automobile’s dashboard serves as the center for consolidating all information pertaining to the safety and management of the vehicle, and displays the information for the driver. In today’s digital age, a vehicle’s instrumentation system must monitor all key functions and can even personalize the information needed by the driver. Industry requirements have led to many semiconductor solutions for the automotive industry ranging from ASSPs to full-custom devices. These may be fixed-function solutions with restricted or lacking product development options that designers need for operational flexibility. In comparison, a scalable solution can support multiple similar applications in a complete vehicle product line without any cost overhead. This type of custom solution enables more features at a lower price.This article provides an overview of an innovative architecture using CPLD to completely eliminate the use of microcontrollers and their drivers, thereby providing a low-cost, low-power solution for digital dashboard clusters. The analog dashboard solution (ADS) presented here effectively implements a digital car network and exploits the advantages of the digital world.
DASHBOARD CLUSTER SOLUTIONS
Traditionally, the real-time outputs from instruments such as odometers, etc. were obtained mechanically and displayed using analog drivers. However, with the digitization of these data inputs, stepper motors and LEDs replaced meters and gauges. Expensive microcontrollers were used to process and display the digital output. ASSPs next appeared, leading to high non-recurring expenses (NRE), which limited upgradeability and improvements. The product life span and support for different product lines were also major factors favoring the inexpensive programmable alternative.
Stepper motors used in pointer-dial type displays convert electrical pulses into discrete mechanical movements. The stepper motor spindle rotates in discrete step increments when electrical control pulses are applied in the proper sequence. A digital instrument cluster usually employs stepper motors to emulate the performance and visual efficacy of an analog dial and pointer display, and simultaneously provides the excellent positional accuracy demanded in a digital setting. Micro-stepping these motors becomes necessary to achieve smooth and non-quantitized pointer motion. In addition, the number of measured samples that can be broadcast from the vehicle sensors to their respective meters is limited by the bandwidth of the digital link between them. The samples for each quantity displayed in the instrument cluster are made available after defined time intervals. A scheme for overcoming the absence of continuous information to the display becomes increasingly necessary in such clusters to ensure that the pointer motion makes up for the time when no data is available to the meter from the sensors. These challenges increase the processing power required and thereby the cost of a digital dashboard system, which deters their use in vehicles owing to the unfavorable price/performance ratio.
CPLD-BASED DASHBOARD CLUSTER CONTROLLER
The limitations of expensive solutions can be easily overcome by using a CPLD. The ADS offers customers more flexibility during design cycles as iterations are simply a matter of updating or changing the programming file. Additionally, it is possible to add new features or upgrade products that already are in the field, thereby deploying effective technology while meeting specific user and product requirements. Using the same basic system, slight modifications that support different devices in new product lines are easily incorporated.
A CPLD-based ADS that enables product developers and manufacturers to choose from several devices for their needs and without concern about semiconductor component obsolescence is available. It features a low-cost selling point and supports higher-end features plus a wide scope for future expansion. The architecture uses Altera’s MAX II CPLDs and includes six modules: the serial sensor data unit, the main motion control and arithmetic unit, and four PWM generators. The serial sensor data unit receives input from the sensors; the main motion control and arithmetic unit performs the required calculations; and the PWM generators provide the appropriate control signals to all phases of the stepper motor, taking in commands from the main module (Figure 1).
To fully describe this ADS architecture, the functions of different blocks and how micro-stepping is performed for the stepper motor that drives the pointer dials in a low-bandwidth vehicle data network must be understood. Because sensor data is not continuously required for all the displays in the cluster, the system holds the pointer positions when data is not available. For smooth action, the move commands sent to the pointers are a current deflection function yielding no jerky pointer step changes.
PWM GENERATORS
Four PWM generator modules drive the pointer-dial stepper motors to indicate data from different sensors (Figure 2).
Micro-stepping is used to drive the motors, creating smooth motor movement. In micro-stepping, the resulting magnetic field developed by the motor is created at positions that are not in line with either of the field coils, but at some angle to them. Thus the holding torque can be developed at more positions, allowing the rotor to be held in space between the two extreme field coil axes. When a field coil is energized, the magnetic flux produced is proportional to the current flowing through it. If both field coils are excited, the resulting direction of the current, and hence the resulting magnetic field is obtained by the vector sum of the currents in the two windings. Therefore, if the current in the stepper motor windings is changed incrementally, such that a set of equally spaced positions of the resultant magnetic field is created, the stepping resolution of the motor can be increased. Using this principle, the step of a stepper motor is divided into micro-steps over which the shaft is actually moved (Figure 3).
The four PWM modules keep a constant supply of PWM pulses of a fixed duty cycle value to the stepper motor, thus making the pointer move at a particular speed and keeping the four stepper motors in constant motion. They receive move commands plus direction input from the motion control units and apply appropriate voltages across the windings to move each motor one micro-step in the desired direction.
MOTION CONTROL AND ARITHMETIC UNIT
The delta generator is the main component in the motion control and arithmetic unit. This module receives the target deflection for each of the four stepper motors from the sensors. When the target deflection is received, two signals are sent to the respective PWM modules. One signal, the trigger pulse, changes the current duty cycle value to the next value in the PWM module. So when the range to be spanned is large, the pulses are sent at a high rate and the PWM module steps through the various duty cycle values rapidly, thus turning the stepper motor at a high speed. When the pointer reaches the target deflection, the trigger pulses to the PWM module to stop while the PWM module supplies pulses of a constant duty cycle value that effectively holds the shaft in position. The other signal notifies the PWM module which direction the pointer should move.
The delta generator has second important function, where the data representing sample values is sent intermittently. If this information is represented directly on the stepper motor, the pointer produces jerky movements. To avoid such movement, the delta generator uses an update number referred to as delta δ. Each time a new target deflection value is received, the generator recalculates δ for that particular pointer. This incremental number δ is then added to the current deflection of the pointer at a rate much higher than a new target deflection is received. During the entire operation, the unit’s current deflection is continuously monitored. When it changes, a command to move the stepper motor by one micro-step in the required direction is sent. If the target deflection is greater than the current deflection, the direction is clockwise, if smaller, it is counterclockwise.
Thus in the interval between the receipt of two target deflection values, the pointer is moved at a faster rate, through smaller steps, to reach the target, thus resulting in a smooth movement. It extrapolates the value appropriately to cover the gaps and keep the motion smooth irrespective of the input variations.
SENSOR DATA INPUT UNIT
The sensor data input unit uses an SPI interface that supports communication with slow peripheral devices that are accessed intermittently. These devices communicate using a master/slave relationship, where the master initiates the data frame. When the master generates a clock and selects a slave device, data may be transferred in either or both directions simultaneously. The SPI slave module has been implemented at the back of the CPLD for system input. Sensor data is ported to the arithmetic and motion control unit and is the target deflection of a particular sensor or new LED data. The sensor data is sent along with the target address, identifying its source.
The CPLD-based ADS can be scaled up easily for even more accuracy and higher-end functionality on different platforms. It can support different assembly topologies for different classes of vehicles with minimal changes in programming and almost no additional expenditure, as the development time decreases exponentially. The ADS can be coupled with common, robust automotive digital data networks for instant induction into the manufacturing process, thus providing CPLD flexibility to easily implement add-on functionalities.
CONCLUSION
Using a low-cost, low-logic density CPLD, a complex ADS can be achieved, thus overcoming the shortcomings of traditional dashboard solutions. Because re-programmability is the inherent advantage of the ADS, the re-usability of the design means additional solutions can be developed quickly using the growing library of available IP and cores. Reconfiguration is easy, and newly developed products reach the customer faster. NREs can be recovered easily because of long product life, and manufacturers can prolong the lifecycle of an already-developed product without new NRE investments.
About the author
Dave Elliott is a senior automotive marketing manager in Altera’s consumer and automotive business unit. He has more than 25 years of semiconductor marketing and sales experience, including the past 10 years, where he has specifically focused on the automotive market. Prior to joining Altera in 2005, Elliott spent five years at Xilinx as a senior corporate account manager in its automotive unit and was Xilinx’s global supplier business manager at Avent for three years. Prior to Avent, Elliott spent 15 years at National Semiconductor in various sales and marketing roles.
Insight view on Turkish Automobile Sector
The report provides key information relating to market share by sector and country. The report examines company’s business structure and operations, history and products, and provides an analysis of its key revenue lines.
Insight view on Turkish Automobile Sector
Automobile sector plays a vital role in the Turkish economy as it has taken an important place in the export mix of the country. Automobile exports from Turkey made up nearly 75% of its total auto production in 2007, a straight growth of 18% from the previous year. Increasing export volumes are making Turkey the next export hub for automobile, says the research report – “Turkey Automobile Sector Forecast (2008-2012)”.
The emergence of Turkey as an export center is attracting major players from across the world to invest in the auto sector. In fact, FDI inflow in the sector has been continuously increasing from past few years on account of the country’s strategic location and proximity with both European and the Middle East countries. And taking the benefits of government incentives, various automobile giants have made Turkey a gateway to enter the European auto markets.
This report comprehensively studies the Turkish automobile market, comprising of passenger cars, commercial vehicles, tractors, and automotive component market. It also evaluates the export market and opportunities for the automobile and its associated industries.
Key Findings
• Free Trade Zones (FTZs) are designed to encourage trade to and from Turkey, boosting the automobile sector in the country.
• Passenger car segment has the largest share in all aspects of the automobile industry i.e. exports, production, imports, and sales.
• Production of automobiles in Turkey grew by 11% in 2007 over 2006.
• Automotive component production grew at a CAGR of 21.55% during 2003–2007; therefore, the annual automobile production is estimated to increase to 1.8 Million by 2012.
• Exports by the Turkish automobile industry are projected to surge at a CAGR of 11.49% during 2008-2012.
Key Issues and Facts Analyzed
• What are the driving factors for the Turkish automobile industry?
• What are the trends in automobile component industry?
• What are the opportunities for the automobile industry and its associated industries?
• Which segment of the automobile sector holds major share?
• What would be the projected growth of automobile industry in various aspects?
• Who are the major players in the Turkish automobile industry in terms of production, exports and sales?
Research Methodology Used
Information Sources
The information has been taken from authentic and reliable sources like books, newspapers, trade journals, and white papers, industry portals, government agencies, trade associations, monitoring industry news and developments, and through access to more than 3000 paid databases.
Analysis Method
Methods, like historical trend analysis, linear regression analysis using software tools, judgmental forecasting, and cause and effect analysis, have been used for a prudent analysis.
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FOR IMMEDIATE RELEASE
PRLog (Press Release) – Dec 01, 2008 – IIHSIndia.com is proud to announce the new report "Insight view on Turkish Automobile Sector" from its vast collection of informative market research reports.Insight view on Turkish Automobile Sector
Automobile sector plays a vital role in the Turkish economy as it has taken an important place in the export mix of the country. Automobile exports from Turkey made up nearly 75% of its total auto production in 2007, a straight growth of 18% from the previous year. Increasing export volumes are making Turkey the next export hub for automobile, says the research report – “Turkey Automobile Sector Forecast (2008-2012)”.
The emergence of Turkey as an export center is attracting major players from across the world to invest in the auto sector. In fact, FDI inflow in the sector has been continuously increasing from past few years on account of the country’s strategic location and proximity with both European and the Middle East countries. And taking the benefits of government incentives, various automobile giants have made Turkey a gateway to enter the European auto markets.
This report comprehensively studies the Turkish automobile market, comprising of passenger cars, commercial vehicles, tractors, and automotive component market. It also evaluates the export market and opportunities for the automobile and its associated industries.
Key Findings
• Free Trade Zones (FTZs) are designed to encourage trade to and from Turkey, boosting the automobile sector in the country.
• Passenger car segment has the largest share in all aspects of the automobile industry i.e. exports, production, imports, and sales.
• Production of automobiles in Turkey grew by 11% in 2007 over 2006.
• Automotive component production grew at a CAGR of 21.55% during 2003–2007;
• Exports by the Turkish automobile industry are projected to surge at a CAGR of 11.49% during 2008-2012.
Key Issues and Facts Analyzed
• What are the driving factors for the Turkish automobile industry?
• What are the trends in automobile component industry?
• What are the opportunities for the automobile industry and its associated industries?
• Which segment of the automobile sector holds major share?
• What would be the projected growth of automobile industry in various aspects?
• Who are the major players in the Turkish automobile industry in terms of production, exports and sales?
Research Methodology Used
Information Sources
The information has been taken from authentic and reliable sources like books, newspapers, trade journals, and white papers, industry portals, government agencies, trade associations, monitoring industry news and developments, and through access to more than 3000 paid databases.
Analysis Method
Methods, like historical trend analysis, linear regression analysis using software tools, judgmental forecasting, and cause and effect analysis, have been used for a prudent analysis.
Or contact us at:
International Information Handling Services India
207, Hermes Atrium, Sector 11, PO Box.54,
CBD Belapur, Navi Mumbai - 400 614, India.
Phone : +91 22 2757 8668 / 2757 9438
Fax : +91 22 2757 9131
For further information, kindly visit:
http://www.iihsindia.com/
Contact us at:
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E-mail : iihsindiaseo@
Website : www.iihsindia.com
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International information handling service India is a market research aggregator which can offer you a solution to the insecure market of today. With our broad range of topics and our wide variety of research reports International information handling service India can help you making your decisions easy. Our reports contain in-dept market analyses and insights that will keep you up to date in your field of expertise.
This and that and the automobile
As I See It
Ralph Ayers
Ralph Ayers
Ye gads, it's December already, and I'm in my third month of being cold. Being the last month on our calendar, how was your year? Personally, I lost many life-long friends through death and one through a disagreement, but life goes on, and we all make the most of our pluses and minuses. The Bosox are out of our system 'till 09, and we'll see how the Pats, Celtics, Revolution and Bruins fare! Getting ready for Thanksgiving and Christmas, but don't max out your credit cards, as times may (I hope not, as I lived, as you, in a depression) get tougher. Well, on with my story for December, and it's about the automobile. You know, the wheels you drive, that has tripled in gas prices, and you wished you had bought that six-cylinder, not the eight. Rev. Bob McGlew called me, a columnist in his own right, and asked me to do a column on car agencies in our city way back when, so I'll give it a try. Remember buying your first car, perhaps in the range of $100 to $600, depending on your pocketbook, and what Dad thought best for you. You probably bought it in Newburyport, as back in the '30s, '40s and '50s, you didn't have to go far. Here are the firms you dealt with in walking distance. I hope I have them all, but if not, I'm sure I'll hear from you. Here goes ... Cashman-Condon, Bridge Road, next to Gillis Bridge, (Fords). Walters Agency, State Street, (Buicks). Volpone Motors, Merrimac Street, (Fords). Yeaton Motor, State Street, (Cadillacs). Ryan Motors, Harris Street, (Plymouths). Collis Chevrolet, State Street (Chevys). Bradford Motors, Market Square (Hudson-Essex). Hoyt's Garage, Titcomb Street, (Oldsmobile). Shaheen's, Bridge Road (Terraplanes). Donahue, (formerly Bolles), Winter Street, (Dodge). Maurice Barenboim, Traffic Circle (?). Well, Bob, I listed 11 of them, and yes, I had to tax my brain! These dealers were honest, low pressured, and stood by their promises. Their mechanics were craftsmen, and (body) men could fix a dent back, especially when the gauge of steel was evident in all vehicles. My first car, if you want to know, was a '29 Ford (Model A), and the roof leaked, so I tarred the top and fixed the leak. My second was a '33 Plymouth, then a '39 Plymouth (convertible), then a '52 Buick (straight 8), then on and on, as time and financing permitted. Yes, sit back and recall that car you always dreamed of buying, and the day arrived when you purchased it, and the day it was paid in full. What a feeling! To all you nice people that read my column, and even those who don't, I hope all of you have wonderful holidays, and why not invite some lonely person you know to join you for Thanksgiving and Christmas. Your reward will be priceless! Don't forget the Salvation Army, my favorite group, as they are God's gift to the needy. ¢¢¢ Ralph J. Ayers of Newburyport calls himself a "local yokel."
Automobile engineering course at Changzamtog
The newly inaugurated Institute for Automobile Engineering at Changzamtog, Thimphu, is expected to absorb Class X dropouts, while also offering quality auto repairs.
Located at the old government workshop, the institute will offer a two-year long course on a modular basis in auto repairing and specialisation. The institute will produce quality auto mechanics in auto electric and panel electric, commonly known as denting and painting. It will also conduct skills upgradation and refresher course for in-service auto mechanics from private and government agencies on normal fees.
Located at the old government workshop, the institute will offer a two-year long course on a modular basis in auto repairing and specialisation. The institute will produce quality auto mechanics in auto electric and panel electric, commonly known as denting and painting. It will also conduct skills upgradation and refresher course for in-service auto mechanics from private and government agencies on normal fees.
The principal of the institute, Sangye Wangchuk, said that it was the vision of the fourth Druk Gyalpo to establish a highly mechanised auto repair centre, which could act as a role model to all the auto repair workshops.
Sangye Wangchuk said that graduate students would have to look for their own jobs, while the government will absorb only about two percent. 27 students are already enrolled and being trained. However, the finance minister Lyonpo Wangdi Norbu, who inaugurated the institute on November 27, said that, with increasing number of vehicles in the country, the automobile institute would make it easier for trainees to find jobs more easily.
Built at a cost of Nu 20 million, funded by the Asian Development Bank and the government, the institute can train 60 students at a time. At present there are ten instructors and twenty-seven students, including five girls.
By Sonam Dechen
www.auto.pdniaga.com - Fw: ReSpeKs : Amaran dari PDRM
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