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A 5.3 mega pixel camera is approx. 1889x2835 pixels. This enables about a 6x9 print going with slightly more then 300 pixels per inch for the final print size (overly conservative). For every quadrupling of the pixel count you can double the print size. So to go up to 12x18 with the same very conservative DPI of the final print you'd need a 21.2 megapixel camera. To get a 24x36 you'd nee 82.8 megapixel. All it is is the square of the increase in the dimensions (IE if you went up 50% in size (1.5) then you'd need 2.25 times as many pixels).

Thus a billboard that on an interstate highway that is best case 300 feet away only requires a 1 pixel per inche image. If it is say a giant 12 by 48 foot billboard; that image needs to be only 144 by 576 pixels; one 13th a megapixel. ie barbie cam; ie way less than a cellphones image of 4 years ago. If one gets a flat tire right by the billboard and one has pilots eyes the image still is sharp; since it is 300 feet away.

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A photo or poster of billboards requirement for details is like as scale model in a movie; it needs to be good enough for the job; but not overly detailed to flush money down the drain with added costs and labor.

The camera's Raw shooting rate of 20 frames per second is slower than the a1 or the lower-res EOS R3, but was still enough that two afternoons of shooting left me with 3100 Raw/JPEG pairs (170 Gb) to work through. And, if the action you're shooting requires 30 fps, you can match the Sony and Canon's top speed, if JPEGs are sufficient for your needs (which is likely to be the only practicable way of shooting in some circumstances). If you don't mind 11MP JPEGs, the Z9 can even shoot at up to 120fps.

As with Nikon's pro sports DSLRs, there are essentially only two AF parameters that need to be set: 'Blocked shot AF response' time (how long the camera should wait before refocusing, if its view of your original subject is blocked: something that changes, sport-to-sport), and 'Subject motion' which determines whether your subject will approach with a consistent speed that the camera can predict or with erratic changes in pace, to which the camera should be responsive.

Photography is about creating the picture, yes you need to understand how your gear works to get the most out of it and better technology is pushing the limits of the possible, but the picture creation itself, whether it's a landscape or a portrait is done the photographers mind, completely independent from any capture device.

The device just makes it possible (or impossible) to capture it.

The R3 is a camera designed for a specific niche - high-speed photography where resolution, noise and dynamic range are secondary considerations. If this was 2015 I'd be telling people to buy one if they need the speed; but this is 2022 and we have the Z9 and A1 showing us that one can have speed without sacrificing image quality.

The same comparison could have (and was) made between Compact Flash and SD cards. [irony]That must be the reason SD failed so spectacularly.[/irony]

Personally, most of my current cards (shooting uncompressed RAW from a 24MP sensor) are 16 or 32GB and I don't tend to shoot tons of continuous shots. The internal buffers on all these top-line cameras are way beyond my (and I would suggest most people's) needs.

For me the speed and capacity are not issues - the nose-bleed cost is, but type B is hardly cheap either in comparison to SD... Hopefully that will change in time too.

For a bit of context, the first Minicomputer system I worked on back on 1987 (we were told that as a cluster of two VAX 8700 minicomputers, it was the second most powerful in the country at the time - but the guy from Digital always came over as a bit of a bulls****r), had a total storage for an organization of 4000 of 6GB - which was big for back then.

Just leave it at - the A1 uses very slow cards (1/2 the speed or less) and needs a larger buffer because the cards are so slow.

And the Sony documentation says the functionality is not available when the larger buffer is taking time to clear to the slow expensive cards.

And of course type A cards cost 3-4 times what Type B cost which is why even Sony users don't use them and go with even slower SD cards (and so the buffer takes even longer to clear).

the bottom line :

- Sony needs a larger buffer due to slow memory cards

- Sony cameras (according to Sony) lock functionality when the larger buffer is clearing to the slow cards.

- CFX-A cards have slow read/write speeds and will always be only 1/2 as fast.

- CFX-A cards today have tiny 160GB size limt

- CFX-A cards cost 3-4 times as much (close to 7-8 when considering 2TB CFX-B cards)

-CFX-A cards limit what a camera can do.

Now what's really funny is that Sony actually put in a CFExpress-A slot in the new A7IV, a camera that costs $2500. If you buy the Sony CFEx-A card and reader, you can spend about $500...which would be 25% of the cost of the A7IV itself. Imagine buying a camera and then spending 25% more on a single media card and reader. And the A7IV has a slow sensor readout speed so who needs CFEx-A? Sony should have left the CFEx-A slot out of the A7IV; it seems desperately out of place in that camera. I would bet that nearly zero users of the A7IV buy a CFExpress-A card.

DDR4 memory is the latest generation of memory for computing applications and offers many benefits over previous generations of memory including lower latencies, higher speeds, and more. One thing to keep in mind is that memory needs to be the same type - memory modules are not forward or backward compatible in terms of generation types so DDR3 will not work in DDR2 or DDR4.

In July 2023 the Infrastructure Projects Authority annual report gave Phases 1 and 2A project a "red" rating, meaning "Successful delivery of the project appears to be unachievable. There are major issues with project definition, schedule, budget, quality and/or benefits delivery, which at this stage do not appear to be manageable or resolvable. The project may need re-scoping and/or its overall viability reassessed." Measures such as reducing the speed of trains and their frequency, and general cost-cutting predominately affecting Phase 2b, would be assessed.

Birmingham Interchange Station will be on the outskirts of Solihull, close to the strategic road network, including the M42, M6, M6 toll, and A45. These roads will be crossed on viaducts. The station is adjacent to Birmingham Airport and the National Exhibition Centre. North of the station a complex triangular branch junction, with six tracks at one section, west of Coleshill, will link the HS2 Birmingham city centre spur with the main spine. The spine continues north from the branch to the northerly limit of the high speed track which is a connection onto the WCML at Handsacre. The London to Handsacre section of the track will be operated by trains capable of high-speed and WCML operation. The Birmingham city centre spur will be routed along the Water Orton rail corridor, the Birmingham to Derby line through Castle Bromwich, and through a tunnel past Bromford.[citation needed]

HS2 track would have continued north from Crewe. As the line passed through Cheshire at Millington, it would have branched to Manchester using a triangular junction. At this junction, the line would also have branched to Warrington on Northern Powerhouse Rail (NPR) track.[citation needed] The Manchester branch was intended to veer east and proceed through a station at Manchester Airport, with the line then entering a 10-mile (16 km) tunnel under the suburbs of south Manchester. It was proposed that the tunnel would be served by four large ventilation shafts, to be built along the route.[51] Trains would have emerged from the tunnel at Ardwick, where the line would have continued to its terminus at Manchester Piccadilly.[52] Manchester Piccadilly High Speed station would have accommodated HS2 and NPR high-speed trains.

HS2 will carry up to 26,000 people per hour,[8] with anticipated annual passenger numbers of 85 million.[163] The line will be used intensively, with up to 17 trains per hour travelling to and from Euston. As all trains will be capable of the same speed, capacity is increased as faster trains will not need to reduce speed for slower freight and commuter trains. By diverting the fastest services to run on HS2, capacity is released on the West Coast Main Line, East Coast Main Line, and Midland Main Line, allowing for more slow freight trains and local, regional, and commuter services.[164] Andrew McNaughton, Chief Technical Director, said, "Basically, as a dedicated passenger railway, we can carry more people per hour than two motorways. It's phenomenal capacity. It pretty much triples the number of seats long-distance to the North of England".[165]

Signalling will be based on the European Rail Traffic Management System (ERTMS) with in-cab signalling, in order to resolve the visibility issues associated with lineside signals at speeds over 200 km/h (125 mph). ETCS Level 2 will be used on the line, with automatic train operation (ATO) operating at GoA2 (Grade of Automation 2), where trains will be semi-automatic (on the HS2 line alone, with drivers operating the doors, driving the train if needed and handling emergencies). GSM-R will be used for operational communications. [170]

The 2006 Eddington Report cautioned against the common argument of modal shift from aviation to high-speed rail as a carbon-emissions benefit since only 1.2% of UK carbon emissions are due to domestic commercial aviation, and since rail transport energy efficiency is reduced as speed increases.[275] The 2007 government white paper "Delivering a Sustainable Railway" stated that trains that travel at a speed of 350 km/h (220 mph) used 90% more energy than at 200 km/h (125 mph),[276] which would result in carbon emissions for a London to Edinburgh journey of approximately 14 kilograms (31 lb) per passenger for high-speed rail compared to 7 kilograms (15 lb) per passenger for conventional rail. Air travel emits 26 kilograms (57 lb) per passenger for the same journey. The paper questioned the value-for-money of high-speed rail as a method of reducing carbon emissions, but noted that with a switch to carbon-free or carbon-neutral electricity production the case becomes much more favourable.[276] be457b7860