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New way of fabricating aircraft wings could enable radical new designs, such as this concept, which could be more efficient for some applications.
Image: Eli Gershenfeld, NASA Ames Research Center
Wing assembly is seen under construction, assembled from hundreds of identical subunits. The wing was tested in a NASA wind tunnel.
For testing purposes, this initial wing was hand-assembled, but future versions could be assembled by specialized miniature robots.
Image: Kenny Cheung, NASA Ames Research Center
Artists concept shows integrated wing-body aircraft, enabled by the new construction method being assembled by a group of specialized robots, shown in orange.
MIT and NASA engineers demonstrate a new kind of airplane wing
Assembled from tiny identical pieces, the wing could enable lighter, more energy-efficient aircraft designs.
David L. Chandler | MIT News Office
Karl-Lydie Jean-Baptiste
Email: kjeanbap@MIT.EDU
A team of engineers has built and tested a radically new kind of airplane wing, assembled from hundreds of tiny identical pieces. The wing can change shape to control the plane's flight, and could provide a significant boost in aircraft production, flight, and maintenance efficiency, the researchers say.
The new approach to wing construction could afford greater flexibility in the design and manufacturing of future aircraft. The new wing design was tested in a NASA wind tunnel and is described today in a paper in the journal Smart Materials and Structures, co-authored by research engineer Nicholas Cramer at NASA Ames in California; MIT alumnus Kenneth Cheung SM '07 PhD '12, now at NASA Ames; Benjamin Jenett, a graduate student in MIT's Center for Bits and Atoms; and eight others.
Instead of requiring separate movable surfaces such as ailerons to control the roll and pitch of the plane, as conventional wings do, the new assembly system makes it possible to deform the whole wing, or parts of it, by incorporating a mix of stiff and flexible components in its structure. The tiny subassemblies, which are bolted together to form an open, lightweight lattice framework, are then covered with a thin layer of similar polymer material as the framework.
The result is a wing that is much lighter, and thus much more energy efficient, than those with conventional designs, whether made from metal or composites, the researchers say. Because the structure, comprising thousands of tiny triangles of matchstick-like struts, is composed mostly of empty space, it forms a mechanical "metamaterial" that combines the structural stiffness of a rubber-like polymer and the extreme lightness and low density of an aerogel.
Jenett explains that for each of the phases of a flight — takeoff and landing, cruising, maneuvering and so on — each has its own, different set of optimal wing parameters, so a conventional wing is necessarily a compromise that is not optimized for any of these, and therefore sacrifices efficiency. A wing that is constantly deformable could provide a much better approximation of the best configuration for each stage.
While it would be possible to include motors and cables to produce the forces needed to deform the wings, the team has taken this a step further and designed a system that automatically responds to changes in its aerodynamic loading conditions by shifting its shape — a sort of self-adjusting, passive wing-reconfiguration process.
"We're able to gain efficiency by matching the shape to the loads at different angles of attack," says Cramer, the paper's lead author. "We're able to produce the exact same behavior you would do actively, but we did it passively."
This is all accomplished by the careful design of the relative positions of struts with different amounts of flexibility or stiffness, designed so that the wing, or sections of it, bend in specific ways in response to particular kinds of stresses.
Cheung and others demonstrated the basic underlying principle a few years ago, producing a wing about a meter long, comparable to the size of typical remote-controlled model aircraft. The new version, about five times as long, is comparable in size to the wing of a real single-seater plane and could be easy to manufacture.
While this version was hand-assembled by a team of graduate students, the repetitive process is designed to be easily accomplished by a swarm of small, simple autonomous assembly robots. The design and testing of the robotic assembly system is the subject of an upcoming paper, Jenett says.
The individual parts for the previous wing were cut using a waterjet system, and it took several minutes to make each part, Jenett says. The new system uses injection molding with polyethylene resin in a complex 3-D mold, and produces each part — essentially a hollow cube made up of matchstick-size struts along each edge — in just 17 seconds, he says, which brings it a long way closer to scalable production levels.
"Now we have a manufacturing method," he says. While there's an upfront investment in tooling, once that's done, "the parts are cheap," he says. "We have boxes and boxes of them, all the same."
The resulting lattice, he says, has a density of 5.6 kilograms per cubic meter. By way of comparison, rubber has a density of about 1,500 kilograms per cubic meter. "They have the same stiffness, but ours has less than roughly one-thousandth of the density," Jenett says.
Because the overall configuration of the wing or other structure is built up from tiny subunits, it really doesn't matter what the shape is. "You can make any geometry you want," he says. "The fact that most aircraft are the same shape" — essentially a tube with wings — "is because of expense. It's not always the most efficient shape." But massive investments in design, tooling, and production processes make it easier to stay with long-established configurations.
Studies have shown that an integrated body and wing structure could be far more efficient for many applications, he says, and with this system those could be easily built, tested, modified, and retested.
"The research shows promise for reducing cost and increasing the performance for large, light weight, stiff structures," says Daniel Campbell, a structures researcher at Aurora Flight Sciences, a Boeing company, who was not involved in this research. "Most promising near-term applications are structural applications for airships and space-based structures, such as antennas."
The new wing was designed to be as large as could be accommodated in NASA's high-speed wind tunnel at Langley Research Center, where it performed even a bit better than predicted, Jenett says.
The same system could be used to make other structures as well, Jenett says, including the wing-like blades of wind turbines, where the ability to do on-site assembly could avoid the problems of transporting ever-longer blades. Similar assemblies are being developed to build space structures, and could eventually be useful for bridges and other high performance structures.
The team included researchers at Cornell University, the University of California at Berkeley, the University of California at Santa Cruz, NASA Langley Research Center, Kaunas University of Technology in Lithuania, and Qualified Technical Services, Inc., in Moffett Field, California. The work was supported by NASA ARMD Convergent Aeronautics Solutions Program (MADCAT Project), and the MIT Center for Bits and Atoms.
Topics: Research, School of Architecture and Planning, Center for Bits and Atoms, Aeronautical and astronautical engineering, Aviation, Energy
Popular Science reporter Rob Verger writes that MIT and NASA researchers have developed a new design for a plane wing that can change shape mid-flight. As the plane wing is assembled from hundreds of different parts, it could be programmed in a specific way to control the "response that it has to an aerodynamic load," explains graduate student Benjamin Jenett.
MIT and NASA researchers have designed an airplane wing assembled from hundreds of identical parts that could add greater flexibility to the manufacturing process, reports Aristos Georgiou for Newsweek. "We hope that our approach improves performance, and thus saves resources, for a variety of future transport modes," explains graduate student Benjamin Jenett.
Popular Mechanics reporter Eric Limer spotlights how MIT and NASA researchers have developed a new shape-shifting airplane wing. Limer explains that the new wing, "made up of hundreds of identical pieces, is the foundation for aircraft with flexible wings that transform dynamically in flight to create the optimal shape for their moment-to-moment flight conditions."
Fast Company reporter Melissa Locker writes that researchers from MIT and NASA have developed a new kind of airplane wing made up of hundreds of tiny identical pieces that can change shape mid-flight. Locker explains that the new design "means the wing could transform to be optimal for each step, making flying much more efficient."
Paper: "Elastic shape morphing of ultralight structures by programmable assembly"
Center for Bits and Atoms
A new twist on airplane wing design
How to make big things out of small pieces
The robotic equivalent of a Swiss army knife


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Harle may refer to:

Places
 Harle (river), a river in North Germany
 Harle (gat), a gat between the East Frisian Islands of Spiekeroog and Wangeroog
 Harle (Chrono Cross), a video game character

People with the surname
 Harle Freeman-Greene (born 1934),  diplomat of New Zealand
 Danny L Harle, British music producer and composer
 David Harle (born 1963), English footballer
 Graham Harle (born 1931), Canadian politician
 John Harle (born 1956), saxophonist and composer
  (born 2005), French screenwriter
 Mark Harle, singer and drummer
 Mike Harle (born 1972), English footballer
 Sid Harle, American judge and politician
 Tamás Harle (born 1960), Hungarian journalist and author
 Teal Harle (born 1996), Canadian skier
 Vilho Harle (born 1947), Finnish academic

Other uses
 Harle Airfield, Friesland, Lower Saxony, Germany

See also
 Harle Syke, a village in England
 Harl
 Herle (disambiguation)

redpajama_set_name: RedPajamaWikipedia


Founded in 1870, the Sydney Rowing Club has a long and proud history in the sport. The project design was by KW interiors, which had the challenge to enhance the club's space through a soft-refurbishment with a modern interior design look whilst being in harmony with the natural river surroundings as well as the club's rowing community history. Modern Chairs saw the project and fell in love with it, specially the amazing black chair designs they used.
Labelled one of Sydney's best destinations to catch up with friends, family and colleagues, the space is now full of modern chairs that give that sophisticated and welcoming atmosphere people look for. The colors, the furniture design and finishes applied were all put in place having in mind water inspirations, but providing the club with an appealing modern interior design look that would accentuate the beauty of the space even at night time, when the water views can't be enjoyed in its full splendor.
The result is a space that provides a wonderful setting to enjoy the views during the day, and a strong modern interior look, with classy details, exquisite chair design and sophistication, where you can relax and enjoy a tasty meal during the evening.
The lounge provides a mix of classic high bench tables and cocktail tables with an assortment of luxurious Dalyan upholstered chairs by BRABBU that will provide you full comfort to enjoy the views.
The modern sofas and modern chairs are not overwhelming, instead giving the lounge that extra touch of class.


You got a big multicore, or manycore machine, but do not have a clue of how to actually use it, because your application doesn't seem to scale naturally? Well, that seems to be a problem many people are facing in our new manycore age. One possible solution might be to accept less precise answers by relaxing synchronization constraints. That could allow us to circumvent Amdahl's law when Gustafson is out of reach.


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Venerdì 27 febbraio 2009 - Atlantico Live Helldorado Tour - Roma è un EP Live dei Negrita, pubblicato il 24 aprile 2009 per l'etichetta Black Out.

Il disco è stato pubblicato esclusivamente in formato MP3 su iTunes ed è stato registrato la sera dell'omonimo concerto tenutosi a Roma.

Tracce

Formazione
Gruppo
 Paolo Bruni - voce
 Enrico Salvi - chitarra
 Cesare Petricich - chitarra
 Franco Li Causi - basso
 Cristiano Dalla Pellegrina - batteria

Altri musicisti
 Itaiata De Sa - percussioni

Note

Collegamenti esterni


For a whole year Igor Grubić wrote the message "Resist the epidemics of greed" on 1,300 banknotes of different values. The message, at the core of his work Banknotes from the series "366 Liberation Rituals" (2008-2009), refers to the wave of consumerism that had a huge impact on Croatians during the transition process from socialism. Shopping malls opened and became places that generated a new way of community life, of leisure and fun, where whole families would spend their time together. One of the most visible signs of this new era was how Croatian citizens were spending more money than they earned, a gateway to another lifestyle.


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Where are the "Five Ridges and six beasts" in palace architecture sacred? Who is the little old man in charge of the team?
Therefore, it also represents a beautiful wish in the court
Even if some people have great wealth through doing business, they can't use glazed tiles, just as ordinary people can't wear yellow under the feudal social system, because the emperor's yellow robe is yellow, and people wearing yellow is equivalent to disrespect for the son of heaven, which will lead to death
The first one is that the six animals are six kinds of animals very common among ancient people, sheep, dolphin, chicken, cow, horse and dog
Therefore, this kind of glazed tiles are generally used only in the buildings of imperial palaces and the houses of noble princes and ministers, and ordinary people use black live tiles
There is no dispute about the five ridges in history, but the historical materials of the "six beasts" do not give a standard explanation
Similarly, as one of the representatives of the feudal hierarchy, "five backbone and six beasts" now have other meanings in some places in the north, such as doing nothing
The interior of the palace is mostly covered with golden glazed tiles and fine colored paintings
Although "five spines and six beasts" was a representative of feudal hierarchy in ancient times, it did reflect some of the wisdom of the ancients and the wonderful ideas of craftsmen at that time, and its fineness of workmanship also showed the craftsman spirit of the ancients, which is what we carry forward and promote today.
The five beasts in front can be placed on the palace buildings because they have their own unique meaning, which is the meaning that the ancient kings wanted to express
It highlights the majesty of imperial power under the feudal system
One of them believes that the old man is king Qi Min in the spring and Autumn period and the Warring States period
But there are two kinds of statements
* impartial people may not have heard of it
Summary: Nowadays, with the development of society, the meaning of different items has also changed
Therefore, people now default that both names refer to the old man
Because king Qi Min did not have any tools to cross the river at that time, king Qi Min was also prepared to die
Finally, in desperation, king Qi Min fled to the Weihe River with the defeated soldiers, and then his few remaining subordinates were killed by the Yan army
In addition to symbolizing some ancient hierarchical systems, the "Five Ridges and six beasts", which are both beautiful and practical, actually have some substantive functions
In addition, it can put out fire
According to the ancients, this beast can understand human nature and possess high intelligence
First of all, "five spines and six beasts" are very beautiful as a whole, so they also play a decorative role in buildings
However, ancient palaces were more to reflect the dignity of the emperor and the strict hierarchical order
King Qi Min once personally led his troops to attack the state of Yan, but the outcome surprised him
Ancient buildings can be divided into glazed tiles and black live tiles
Therefore, king Qi Min was arrested by the Yan army in addition to crossing the river
In addition, because the workmanship of the six beasts is also very fine and the materials are precious, and each divine beast has different forms, it is also very attractive
The lion dragon is said to be one of the nine sons of the dragon, but it looks like a lion, representing a kind of dignity
It has the meaning of preventing disasters
They are the animals of the town
However, the overall role of "Five Ridges and six beasts" is far better than that of a single animal species
Bullfighting is not a real species, but the legendary Qiulong, which represents the dignity of the emperor
But another theory points out that in the palace, six animals generally refer to five animals, such as Phoenix, *, Zhi, bullfight, and fish, plus the Dragon kisses on the ridge, which are six animals
In addition, the origin of the old man also has many statements
. Two Hole Anchor
So what are the "Five Ridges and six beasts" in the palace architecture? Who is the little old man in charge of the team? The "five ridges" in the word "Five Ridges and six beasts" refer to one big ridge and four vertical ridges
Later, the emperor thought that the meaning of this legend was very good, so he asked the ancient architect to put the old man representing Jiang Ziya's brother-in-law at the front of the eaves corner to warn all civil and military officials to improve their ability first if they want to ascend to the top, otherwise even if they ascend to the top in other ways, they will eventually fall miserably without corresponding ability
It also indicates the honest and honest side of the leaders at that time
These mascots are placed on the buildings, which also makes the ancients think that they have played a role in warding off evil psychologically, just as the ancients worshipped Bodhisattvas at home and prayed for peace
It is the most practical animal among the six beasts
The more they are, the more noble their status is
Compared with the fish in the six beasts introduced earlier, they have the function of fire prevention
Among them, the "five spines and six beasts" in ancient architecture are used to highlight the hierarchical order of ancient countries
Therefore, the five ridges and six beasts have the function of distinguishing grades, which is also the architectural feature of the ancient hierarchical system
Ancient palace buildings are very distinctive
Finally, "Five Ridges and six beasts" also have the function of sealing and protecting buildings
The old man is also known as "fairy riding chicken" and "Impatiens riding man"
Glazed tiles are not only expensive, but also represent a kind of dignity
Therefore, Jiang Ziya once persuaded his brother-in-law to make it clear that his ability was not enough to meet his ambition and let him stop
Different from other animals, the sacred beast of fish charge is not to show the dignity of the emperor, but has a practical role
Another view is that the old man is Jiang Ziya's brother-in-law
Among them, the Phoenix has become one of the five beasts because it is the king of birds and a bird representing good luck
Although the six beasts are only placed on the eaves from the appearance of buildings, in fact, they play the role of fixing the wood structure in ancient buildings, which will make the roof better sealed, so as to achieve the effect of preventing rainwater infiltration
He was defeated by Le Yi, a great general of the state of Yan with outstanding military ability
Secondly, the "Five Ridges and six beasts" also have the function of avoiding evil and calming evil, because the six beasts are basically mascots
When King Qimin was desperate to kill himself, a phoenix from the sky came to King Qimin, hunched him over the Weihe River and saved his life
Although there is no exact historical material to prove the authenticity of the legend, later emperors thought that this allusion had auspicious meaning, so they set up the "Impatiens riding man" on the eaves to bless misfortune
In addition, in order to reflect the supremacy of imperial power in ancient buildings, the palace buildings are mostly symmetrical layout, and generally the buildings on the central axis are more tall and gorgeous than those on both sides
The old man has special meaning like the six beasts
At first, Jiang Ziya's brother-in-law did take advantage of Jiang Ziya's position to rise step by step, but because of his limited ability, he was unable to assume the responsibilities of some positions and deal with some things of senior management
At that time, king Qi Min was in front of the Weihe River and behind him was the Yan army chasing him
Ancient imperial palaces also built Taimiao to worship their ancestors, which was a manifestation of advocating ancestors and filial piety in ancient feudal thought
The six beasts are located at the Dragon kiss and four vertical ridges at both ends of the main ridge
These changes in meaning undoubtedly represent the progress of today's society
The important thing is that it can distinguish black and white, and also impartially and unselfish, placing it in ancient palace buildings
Moreover, the construction material of the five ridges and six beasts can only be glazed tiles, which is also the representative symbol of the Imperial Palace and the families of princes and ministers
Just like the word "beauty" we often hear, it used to mean that a woman is very beautiful, but now it only means women
Historical materials do not record which of the two names is true or false
Most of the buildings are large-scale, magnificent and Golden Jade
The number of five ridges and six beasts on the buildings of royal families, princes and ministers with different levels of status is also different
At that time, Jiang Ziya's brother-in-law, who had no talent, wanted to take advantage of Jiang Ziya's position in the court
The leading old man with special meaning is the "five spine and six beasts" in the palace architecture, and there is a little old man who leads the team
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The building structure is 100000 square meters! Tongji Hospital Design of the expansion of the medical structure, officially started!The building structure is 100000 square meters! Tongji Hospital Design of the expansion of the medical structure, officially started!
In a short period of six months, the project was initiated within the year and started within the year . The scientific and compact overall layout of the regional medical
Preliminary study on fire causes of landmark buildings in Dalian! How bad is the current situation of external wall insulation?Preliminary study on fire causes of landmark buildings in Dalian! How bad is the current situation of external wall insulation?
Some netizens sighed: this kind of insulation layer is covered with gusset plate, there is a gap between gusset plate and insulation layer, and the fire spread rapidly along the
Architectural structure – unsolved problems in the world! The high-rise building is on fire for more than 15 floors and can't be saved?Architectural structure – unsolved problems in the world! The high-rise building is on fire for more than 15 floors and can't be saved?
Source: outlook think tank, author: Cui Hezhen, authorized. Solid Lifting Socket

redpajama_set_name: RedPajamaCommonCrawl


Ceece.net: Enough with the celebrity romance dreams!
So I told you guys the embarassing John Mellencamp dream story, and sure enough, I had another dream. This time about House.
The story line of this dream is even weirder. 'kay..ready?
I was at the Kroger salad bar, when this guy (house) started chatting it up. We made small talk and as I was leaving said sorry, i would have laughed a little more at your jokes if I wasn't married.
We leave for the parking lot at the same time, and as he is driving away he crashes into a telephone pole.
A few days later he shows up at our house with a contract saying that he will sue me for causing the wreck because he just couldn't get me off his mind (puh-lease I get that line everyday!) the contract also says he will pay Adam $7,000.00/month for alimony. I am like duh take it!
This has nothing to do with this particular post. Just wanted to say HI!
Hope your grandfather improves soon. I've been there done that with my mother.
Pay no attention to the SOLNA bunch. They're just fearful of fear itself.
Check out my blog if you haven't already. I need input.
Just so you know, House is my fake-life boyfriend and we may have some issues over this one. ;) Jim's hoping that House will pay for my trip to Thailand and if you come between that we will be ever-so-sad. Also, did you know that he is either English or British (I cannot remember) and has, as such, a charming accent.
Also, he was the dad in Stuart Little.


text:
By GCSadmin
In Green Card Stories
Two of the four collaborators for Green Card Stories, Laura Danielson and Stephen Yale-Loehr, are prominent immigration lawyers who are often consulted on current immigration topics. The writer, Saundra Amrhein and the photographer, Ariana Lindquist are also recognized by the media.
Stephen Yale-Loehr was quoted in the Gannett News Service article, "Latino Votes a Call for Immigration Reform". He noted that pro-immigration organizations, in addition to immigrants themselves, are expecting immigration reform in President Obama's second term. He also noted that while a large reform may not be feasible, smaller immigration bills could be passed in the next year, potentially including the Dream Act.
Stephen Yale-Loehr spoke on the role of newly naturalized citizens in this year's election on WHCU on October 23, 2012.
Maria Popova described Green Card Stories as a "poignant portrait of a system caught between hope and despair" in her blog Brain Pickings on July 16, 2012. She also stated, "The project is in some ways a beautiful celebration of the triumph of hope embedded in the promise of the American Dream, and in others a poignant glimpse of a brutal system of struggle that can, if allowed to, eat away at one's deepest sense of dignity."
Green Card Stories has been featured on multiple immigration blogs. Angelo Paparelli dedicated a post on Nation of Immigrators to the importance of telling immigrant stories. Referring to the book, he stated, "These stories, like all well-told immigration biographies, humanize the demonized and prove that they are worthy of welcome. These dramatically revealed tales of truth and hardship, often extreme and exceptional, unmask the lies of the nativists and the naïve, who make or believe the make-believe memes about immigration, legal and illegal." Cyrus Mehta also published a blog entry on The Insightful Immigration Blog highlighting the humanizing factor of telling these immigrant stories. He states, "Putting a human face to immigration is the best way to convince others about who they are and the benefits they bring to this country through their struggles, inspiration, ambition and successes." The Immigration Direct blog gave a description of Green Card Stories on February 8, 2012. Greg Siskind also included the book in his blog post on ILW.com on June 29, 2012. The GC Immigration Working Group, a student organization housed at the Graduate Center of the City University of New York featured Green Card Stories on their blog on June 30, 2012.
In the CRI article "Straightening out the Country's Immigration Laws" published June 29, 2012, Laura Danielson commented on the proposed changes in China's immigration system. The changes are to crack down on visitors who enter and overstay visas or enter or exit illegally. These would be the first changes to the immigration law since 1985. Ms. Danielson noted that "[o]ne impact it might have of course is that more people are likely to apply for work permits. And multinational companies sending employees to China on temporary business trips will need to either limit their stays or apply for work permits."
Stephen Yale-Loehr served as a primary source for the media on the Supreme Court's ruling on Arizona's immigration law on June 25, 2012. This will impede other states from imposing restrictive immigration policies. See his interviews on Voice of America, WNYC, La Opinion, Contra Costa Times, BBC International News and NPR's All Things Considered.
Mary Apick was interviewed in a full article in the May/June 2012 issue of Zan Magazine, a publication dedicated to modern Iranian American women. Mary spoke of her experience of being included in the book and what it's meant to be an immigrant in the United States.
Stephen Yale-Loehr was quoted in the USA Today article, "Illegal Immigrants Find Paths to College, Careers." Finding a grey area in the immigration law, many undocumented immigrants are working as independent contractors. Hiring a contractor does not require the proof of immigration status. Mr. Yale-Loehr stated, "while self-employed illegal immigrants still violate immigration law, they may avoid additional grounds for deportation if they don't present counterfeit documents."
The Hennepin Lawyer, the Hennepin County Bar Association publication in Minneapolis, MN, published a full-length article by Laura Danielson. She discussed the changing evolution of U.S. immigration law and policy. Also, Ms. Danilson outlined the various manners in which to obtain a green card and the difficulties in gaining permanent residency.
The Minneapolis Star Tribune covered the reunion of one of Laura Danielson's pro bono clients that had to make the decision to leave their 3-year-old son, Ramzi, in Togo to come to the US six years ago. After an error with his visa lottery application, the family couldn't admit to having another son in Togo when applying for their own visas. This was considered a fraudulent act and prevented them from applying for Ramzi's reunion. The truth was finally revealed when his father applied for citizenship risking the possibility of deportation. Laura Danielson stated, "There really has to be some kind of intent to defraud when there's fraud, and in this case, I think the immigration service felt he's paid enough." Ramzi arrived in Minneapolis/St. Paul on Saturday, January 7, 2012.
The Dallas Morning News published an article on January 4 covering the U.S. citizen 14-year-old who was mistakenly deported to Colombia. When arrested for theft, Jakadrien Larise Turner claimed a false identity that belonged to a 21-year-old immigrant. After being turned over to Immigration and Customs Enforcement, her identification was run through the the Secure Communities program that flagged the individual as not legally residing in the U.S. Stephen Yale-Loehr commented, "This case is just one of hundreds where immigration officials have wrongly detained or deported U.S. citizens. The problem will get worse when the Secure Communities program goes nationwide."
Stephen Yale-Loehr was quoted in the NAFSA January/February 2012 International Educator article covering the DREAM Act. Mr. Yale-Loehr compared the Dream Act to the civil rights movement and environmental movement. He stated, "The Dream Act students have been very good at mobilizing and marching and advocating and doing sit-ins. Although it's a painful process that takes a long time, I think that is their best chance of making significant changes, rather than just sitting back and hoping that somebody's going to do it on their behalf."
Green Card Stories (19)


(LOUISIANA)—An SUV crash on Pike County Route Y-Y at 10:40 Sunday night results in minor injuries for a Pittsfield woman. The Missouri Highway Patrol says an SUV driven by 18-year-old Ashley Sidwell went off the road and overturned. Sidwell was taken to Pike County Memorial Hospital for treatment of minor injuries.


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redpajama_set_name: RedPajamaGithub


The Wild Inside is an excellent debut novel with a unique and very sympathetic protagonist.
As a fourteen-year-old boy in the Fall of 1987, Ted Systead went camping with his father in Glacier National Park in northwestern Montana. While the two of them slept that night, a large grizzly bear attacked their tent, dragged Systead's father away and mauled him to death. Fortunately, the bear did not return to attack Ted, but the boy, though physically safe, was very badly traumatized by the episode.
Twenty years later, Ted Systead is still haunted by the events of that night. He now lives in Denver and works as a Special Agent for the Department of the Interior, investigating crimes that occur in the national park system. But when he's assigned to lead a death investigation in Glacier National Park, he's forced to confront not only a complex criminal case, but the personal demons he still harbors inside as well.
The victim of the crime is a low-life meth addict named Victor Lance. Lance was found duct-taped to a tree in the park and shot. While he was still alive and unable to defend himself, a grizzly bear found him and finished off the job that the killer had left undone.
The fact that the death was so horrific, that it occurred in Glacier, and that a grizzly was involved, all hit a bit too close to home for Systead, and at times seem to compromise his ability to function effectively. He's also hampered by a lack of evidence, by uncooperative witnesses, and by a park supervisor who's more concerned about avoiding bad publicity than he is in assisting the investigation. But Systead forges ahead, determined to see justice done, no matter the personal and other obstacles that confront him.
Carbo, who lives in Whitefish, Montana, obviously knows the park, the surrounding area and the people of the region very well. She's at her best in describing the great scenic beauty of the park as well as the small and sometimes not-so-scenic communities that surround it. Many of the people of the area are loners, suspicious of outsiders, and are especially wary of federal authorities. Sad to say, there is an ongoing problem with meth and other drugs in northwestern Montana, and Carbo doesn't shy away from showing us the toll that drug abuse is taking on these people and their communities. The end result is a gripping story that explores both the wilderness of the natural world and that of the human psyche. Readers will finish the book looking forward eagerly to Carbo's next effort.


The drug driving law changed on 2nd March 2015 in England and Wales. The legislation aims to make it easier for the police to catch and convict drug drivers. It is now an offence to drive with certain drugs above a specified level in the blood stream. Legal and illegal drugs are covered by the law and taking a small amount of an illegal drug could put you over the limit.
Anyone who drives a vehicle and are found to be above the legal limit could be convicted, which may result in a 12 month driving ban, a fine of up to £5,000 or up to six months imprisonment or both. A conviction could result in job loss and financial problems, as well as gaining a criminal record.


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Congestion Free Network
Regional Rapid Rail
RCG Development Tracker
Why is street innovation so hard?
Guest Post | November 29, 2021 | 56 Comments
This is a guest post by Hamish Mackie.
We need to do things differently in the transport system. The strategic ambition for road safety, mode shift, and climate change are all clear in documents like Road to Zero, Keeping Cities Moving, and the Emissions Reduction Plan consultation document. But the pace of change in these areas has been inadequate to date, and progress is not matching the strategic needs that have been laid out. We need a pretty rapid turnaround in how we plan, invest, and deliver transport. Some trends are heading in the wrong direction – such as the number of school students walking and biking to school, or the nature of vehicles we import.
Many Greater Auckland readers have first-hand experience in some kind of street or road safety project intended to try something that isn't business as usual. There's an increasing number of people motivated, one way or another, by the notion that our transport system could be safer, more user-friendly, less carbon producing, fairer, and less expensive.
In recent months many Innovating Streets projects were completed. Really successful ones included Emily Place, Māngere West/East, and Thames. The logic is sound – faster and cheaper roll out of street changes that make walking and cycling safer and easier; ideally, also reflecting local identity and desires.
Innovating Streets project in Emily Place. Image credit: Hamish Mackie
But there were also, as expected, a string of casualties. Working on these projects can seem like walking through thick mud with someone beating you with a stick at the same time! People will be nursing battle scars, experiences of failure, immense frustration that the 'system' doesn't seem capable of responding to the now well set out transport needs of our planet and country.
Importantly, whether the project itself was completed or not, all have contributed to the programme. Both successes and challenges have been recorded and there has been significant learning. This will allow changes to how things are done, so the next round of investment, whatever that looks like, will be more effective. It's one of the few nationwide innovation delivery programmes. Change in the transport system needs it, and we need other programmes like it.
It's interesting speaking more deeply with folk who have been involved with innovative, 'niche', or demonstration projects in an attempt to design and test something better. They can all point to parts of the 'system' that have stopped projects in their tracks. Commonly cited barriers include:
"we have no leadership"
"the community isn't ready"
"engagement wasn't right"
"there's no funding for this"
"the regulations won't let us", or
"we are just not very good at this yet"
In most cases the conversation stops there – a sense of resignation – "perhaps it's time for that trans-America bike ride". But there is a choice beyond needing extra doses of optimism bias or resignation that things will just take time.
We can systematically and robustly identify the parts of the 'system' that are failing us, daylight them, and then ruthlessly address these things until they are delivering what is needed.
To this end, our research team has been working through the 'why' of success or failure as part of our MBIE funded research Healthy Mobility Solutions. First, we established a framework to help identify barriers and enablers, using our own experience from earlier innovative street projects and projects such as the Model Communities and Urban Cycleway Programmes. Then, using these frameworks we reviewed project documents, evaluations, and interviewed key people, and were able to pinpoint some successful and unsuccessful aspects of project or programme planning, design and delivery.
Innovating Streets project in Thames. Image credit: Hamish Mackie.
As always in research, there is some theory that underpins all this (see Geels 2012) and here is a basic summary: Change in the transport system can be facilitated by 'niche' innovations, which are small demonstrations of how things can be done differently. These niche innovations can originate in the transport sector or from members of the community; either way they start with someone's articulation of the need for change or an innovative idea for improving a situation. If there are sufficient numbers of these demonstrations of new ideas, they start to influence two things:
the wider system (or regime) so that day to day transport planning and delivery is fundamentally altered, and
the everyday experience of people in the community.
This can create a positive feedback loop that influences progress, in which improved "transport norms" lead to more positive every-day experiences for people, and a higher expectation in the community that the sector will respond to their needs and suggestions for innovation.
Adapted from Geels et al (2012).
A current problem we face in New Zealand is that the transport sector is struggling to make progress under the weight of an inefficient and expensive business case process. Our urgent need to find an alternative approach means programmes that test innovative ideas and implementation using sound theory and evidence should be a priority. In areas that are as yet unproven, it's sensible to put a toe in the water, evaluate success, and if outcomes are favourable, make the necessary tweaks, and invest further at a greater scale.
Through our research we've found that there are six key areas in the 'Socio-technical system' that need a health-check in most projects or programmes:
Leadership – across the system from central and local government to delivery
Funding – allocated in the RLTP and also made available for the project
Policies and procedures – the rules and regulations that a project must align with
Organisational norms – the ways of working by people and groups in delivery organisations
Community and delivery tensions – how project teams engage with communities and their respective priorities
Social environment – the wider societal and media landscape that supports or challenges projects
And if we summarise how the transport planning and delivery system has performed over the past decade or so in delivering on progressive road safety and walking and cycling policies, the following diagram summarises the key areas of the planning and delivery system:
With a focus on road safety and led by Adrian Field from Dovetail, we gathered lessons about innovation in transport systems from various projects: Behind the Wheel, Te Ara Mua – Future Streets, Visiting drivers, Eastern Bay of Plenty rural road safety). We identified key elements of successful innovation within "human capital": collaborative partnerships, people-centric approaches, communities of practice, and building innovation capacity.
However, the biggest single finding from our research over the years is that:
Innovation doesn't have a home in New Zealand's transport planning system.
We've been stuck in a cycle of delivering business as usual programmes and projects because that's what we know how to deliver.
This is why programmes like Innovating Streets are so important. There needs to be a place in the system where innovation can happen, and can chip away at the 'baked in' way of doing things. A great example of 'working on the system' was from Auckland's recent innovating streets programme where special effort was made by AT to rapidly address various regulatory and approval processes given the timeframes of the projects.
But this is not only about tactical street changes. Innovation initiatives in transport need to reach equitable bike access, road safety, use of road space generally, more efficient freight, public transport, and decarbonisation.
If successful, we can then scale the promising things up. In a recent webinar hosted by Waka Kotahi, Dan Hill – Director Strategic Design at Sweden's Innovation Design Agency, Vinnova – elegantly compared this process with a snowball: Prototypes, Prototypes in multiple places, and then Prototypes across the country with convincing evidence.
The best example of this 'snowballing' that I know of in New Zealand is the development, prototyping, robust evaluation, and then nationwide roll-out of the rural Intersection Speed Zones (below). These lower the speed limit when the potential for an intersection collision exists. Strong leadership, a commitment to evidence and evaluation, and procedures for developing capability across New Zealand were key elements. Where Intersection Speed Zones have been installed they have led to a 69% reduction in fatal and serious injury crashes and a 28% reduction in total crashes since installation at the original sites years ago.
Intersection Speed Zone in Brynderwyn. Image credit: Hamish Mackie
But innovative projects don't always survive the experimental stage. In these instances, the projects are still "successful" because they enable us to learn about specific areas of the transport planning and delivery system. Projects can reveal how processes, rules, funding mechanisms, and even people in the system are enabling or preventing important niche projects or programmes from happening.
And we do need to aim for projects that build stronger communities, and lead to a greater general understanding of the case for change. Ideally, people with the most need for improved safety and public spaces will feel empowered, not burnt by unfriendly community discussions or by local disgruntlement that project management and delivery are still adjusting to the new approach. And for community members with an anti-social response to the suggestion of change, a successful project could be seen as one with opportunities to realise their opinions are not commonly held or at least to observe more respectful community discussion in action.
Below is a diagram we've created to illustrate our findings about the "conceptual" difficulties for delivering a pocket park on a main street.
This approach can cause a bit of defensiveness by those who 'own' aspects of the system. Yet it will be for everyone's benefit if there is more objective, open, and transparent analysis of the parts of the transport planning and delivery system which is letting us down – or alternatively, making things happen. More often than not, we find that individuals in the transport planning and delivery system (mostly) want the progressive strategies to be realised, and some staff put themselves at risk in pushing the boundaries. But if the focus is more on the system mechanics and how it operates and there is work to fix the broken parts in a systematic way, then there will be a much greater chance of transport goals being achieved.
The context of COVID-19 has added a further angle to all of this. More than ever, there is a need for safe places to exercise, travel, and maintain physical and mental wellbeing in our communities and on our streets. Overseas, some countries have been very proactive in carving off street space for physically distanced walking and cycling and they've found the recipe for making it happen. Here in New Zealand our less successful response has been well documented in a recent evaluation.
Popup Cyclelane on Tamaki Drive. Image credit: Hamish Mackie.
We've also learned that disruptions such as COVID-19 rarely lead to lasting system change unless there are prior plans to springboard from, and very conscious efforts to learn and lever the disruption. Without this focus, things return to 'normal' or go backwards. There can also be a 'goldilocks' period following disruptions where immediate risks have waned, but the memory of how things might be different are still present. For now the government's COVID-19 focus is likely to remain on infection control, vaccination, and keeping hospitals from being over-run. But soon there will be a time when it makes sense to more boldly use some of the transport lessons from COVID-19 from overseas and New Zealand, particularly as the measures are an excellent pathway to establish a more low carbon system.
The size of the climate change, road safety, and other transport challenges, requires an appropriately sized innovation programme. We don't have all the answers. Indeed it's arrogant to think we do when the transport sector is frequently missing goals and deadlines. Only by being bold, testing promising ideas, robustly learning, and scaling up in a considered way, will we really make progress. But there needs to be a place, structure, and serious funding for this to happen.
Waka Kotahi now has a multimodal innovation team and there are a range of initiatives aimed at modifying how the transport planning and delivery system works, how transport is funded, the levers that will accelerate local investment, and how rules and regulations can support better outcomes. These initiatives will need to be innovative and lever a scale of transformation if they are to be successful agents of change.
The tactical nature of Innovating Streets offers the opportunity to 'learn by doing' – and with a strong national 'why' story and competent delivery, the techniques and approaches that show promise will help accelerate change. But how many other innovation programmes are needed, in what areas, and at what scale to put Aotearoa on a path towards actually achieving our transport goals?
The key references that support this blog can be found here:
Geels, F. W. (2012) 'A socio-technical analysis of low-carbon transitions: Introducing the multi-level perspective into transport studies', Journal of Transport Geography. Elsevier, 24, pp. 471–482. doi: 10.1016/j.jtrangeo.2012.01.021
Mackie, H., Hirsch, L., Thorne, R., Witten, K., & Field, A. (2021). Creating the Circuit Breakers: An Examination of the Sociotechnical System Factors Which Impede and Enable the Delivery of Safe and Healthy Neighbourhood Street Design in Aotearoa New Zealand. In S. Coxon, R. Napper (Eds.), Advancing a Design Approach to Enriching Public Mobility (1st ed., pp. 249-274). Cham, Switzerland: Springer.
Field A, Garden E, Davies N, King J, McKegg K, Mackie H. 2019. Innovating Road Safety: lessons for transport systems. Auckland: Dovetail and Kinnect Group.
Thorne, R. & Mackie, H. (2020). Intersection Speed Zones: Long-term operational and safety performance. Prepared by Mackie Research for Waka Kotahi NZ Transport Agency, Auckland, New Zealand.
Wild, K., Hawley, G., Woodward, A., Thorne, R., Mackie H. (2020). Street space reallocation to fight COVID-19: Opportunities and challenges for New Zealand. A report prepared for Waka Kotahi NZ Transport Agency by Mackie Research and the University of Auckland.
Hawley, G., Hirsch, L., & Mackie, H. (2020). Leveraging transport disruption to influence change (Waka Kotahi NZ Transport Agency research report 672).
Acknowledgements to MBIE and Waka Kotahi who have funded this work.
Caitlin W says:
Thanks for this research. After the "daylighting" comes the "ruthlessly addressing". Waka Kotahi seem to be changing legislation and producing guidelines, which is serving other parts of the country well.
AT's problems are bigger than this will resolve. They record "greater general understanding" – like majority public support for removing parking to create Covid lanes (wider footpaths or cycle lanes) – but then bury the research, "test" to see if it can be negated somehow, and ignore it through pointing at other, louder messages.
Peter H says:
Hello Hamish, always find your research interesting – if you are get talking to people about Hamilton's innovating streets please move the conversation to Rostrevor St. By all measures this was a success, yet all innovating projects were removed because all the focus was on Ward St.
https://www.hamiltonurbanblog.co.nz/2021/08/innovating-streets-%e2%80%93-rostrevor-street-success/
Your Illustration showing 'Council resistance to removing parking' is so true.
JimboJones says:
My issue with this stuff is it always needs to be done on the cheap as some kind of proof of concept and it tends to look pretty bad. In a lot of cases there is no proof of concept needed, all that is needed is for the council to back it and not back down.
They really need to spend that bit more to make it look proper and permanent. That Thames one above for example looks a lot better than most. In fact all of the ones that have survived look pretty good.
Intersection Speed Zones: do these actually work? I always thought they make things worse: finding a gap in these intersections is hard enough, but now you have to also judge whether the oncoming cars are obeying the sign and doing 60, or not obeying it and doing 100, or somewhere in between.
Robert McLachlan says:
Couldn't find the study online, but this summary https://www.nzta.govt.nz/assets/Safety/docs/road-to-zero/case-study-intersection-speed-zones.pdf says they do reduce crashes. But speed only reduces by 3-10 km/h and they cost $200K each. There is no comparison to simply reducing the speed limit and installing a speed camera, only to doing nothing. Certainly I often see drivers failing to slow down when the signs are flashing. The paper says the ISZ is preparatory to installing a much more expensive roundabout…
Yes surely reducing the speed limit to say 80km/hr and installing a speed camera would result in a ~20km/hr speed reduction and provide a more consistent speed for people pulling out. On top of that the speed camera would provide revenue probably in excess of the cost so they could roll it out everywhere for less than free.
Depends on what you mean by "work", I don't find myself slowing down by much, but I'm certainly more alert when I'm breaking the law. And they tend to mean an exceptionally bad intersection is coming up.
Maybe we just need a new special sign like" Warning: A really bad intersection is coming up. We would fix it but we spent all the money on a few km of expressway"
Herein lies the problem with many drivers in NZ.
I know better than the clear data around lower speeds making these intersections safer, so I just don't bother trying to adhere to the law.
Driver education? Arrogance? Wilful disregard for the law and others' safety?
PhewPhew says:
Don't forget got young drunk drivers at night and thinking their living life while crashing.
Sailor Boy says:
"Where Intersection Speed Zones have been installed they have led to a 69% reduction in fatal and serious injury crashes and a 28% reduction in total crashes since installation at the original sites years ago."
Yes, they actually work
Paulc says:
Last week we had a protest in Kapiti about an unsafe crossing. Already there is push back from local council. The sort of response we get is "do submissions to get this into the long term plan, then it can go into the short term plan, then it will be considered by the transport group, then we need consultation locally, and if changes are recommended it can go into a district wide list and see what priority it has" And we need to increase cycling by 170% by 2030. At our glacial speed of change we wont even have a safe crossing by 2030! https://www.nzherald.co.nz/kapiti-news/news/kapiti-residents-petition-council-for-safe-crossing-in-poplar-ave/FGJMB52XRQXLQBI2CBFSWEZQGI/
Just got off the phone to AT to yet again complain about the state of the footpath that goes to my daughters school. I asked why I even need to complain; this footpath has been in need of replacement for at least a decade, surely if it was a road it would be replaced on a schedule or at least inspected every so often.
The road culture is way too entrenched in these organisations, they really just couldn't give a crap. They need a shake up from central government just like the council planners needed it. Maybe their entire government transport funding should be threatened.
Roger Loveless says:
There lies a major problem. How to deal with legacy infrastructure that is no longer fit for purpose. Even a 7 year old on a scooter can travel downhill pretty fast. Our council maintains its footpaths, if I recall correctly, so that 95% are condition 4 or better. That's a 5 step measure with 1 being excellent and 5 in need of repair. What they don't acknowledge is that excellent is in the state to which they were originally constructed, sometimes decades ago. But we now have more cars, larger schools, rubbish bins blocking them every week, electric personal transport devices, pressure for cyclists to use footpaths and often increasingly limited public transport. So we must consider whole journeys and how to remove all the barriers. Having to use an electric wheelchair has really opened my eyes as to how far we have to go.
roeland says:
Footpaths are like this vestigial feature, where kids have to ask their grandparents what the purpose of it used to be. We're mainly making sure they don't get in the way of car traffic.
For example the way we do kerb cuts. Well actually we don't, we dig up the entire footpath to create a smooth ramp for cars to drive onto their driveways. This introduces crossfall on the footpath and causes anything with wheels to roll into the road. If you try to pull back onto the footpath you'll find there is actually still this small edge of maybe 5 cm, not enough to feel in a car, but enough to catch small wheels. It seems someone felt especially spiteful towards people with pushchairs or wheelchairs when designing that.
Tatjana Buklijas says:
It's great to see this research. One thing I'd like to add to your schematic representations is politics: Transport transformation gets captured as an organizing question by a political party. We had that in Onehunga where C&R (who initially signed up to the project) hitched on the opposition to the LTA to strengthen its political support against an increasingly visible and popular Labour local politician. A kind of urban equivalent of Groundswell I guess. I'm really worried about this, especially as we get closer to local elections.
Zippo says:
Very little leadership shown by councillors who use these trials as an opportunity to grandstand about cars and parking. In Hamilton they even waterblasted the paint off planter boxes in their determination to get rid of colour.
I still wonder how you could make a small scale trial work in Auckland. What would be the minimal viable product?
Most people have no independent mobility without driving a car. There are too many other barriers to alternatives like riding a bicycle. If your neighbourhood gets some experimental treatment you will still just need to drive through it to get anywhere.
If you look at Onehunga for instance, you could argue for 'leadership' but it appeared that this would just lead to open rebellion.
miffy says:
The diagram of how to get a pocket park looks relatively straight forward compared to trying to get a resource consent for anything on private property near an arterial road or bus route. Auckland Transport has a policy of opposing everything. Opposing consents seems to be their primary mission these days.
roj taggbert says:
Council are elected, and as such are meant to listen to community. When they have gone against the community and installed "improvements" without realistic consultation there have been backlashes. Onehunga and Henderson are two prime examples. Glen Eden residents are angry also. Silly painted areas that are goint to degrade, and end up in the harbour. Silly painted boxes over parking is unfairly targeting shop owners etc etc.
Dangerous bike separation lanes etc etc And a big issue is the amount of noise and emissions raised crossings can emit. Anywhere up to 500% in extreme cases.
Your photo of Emily place is somewhat misleading, as about twenty steps away is the truly beautiful Emily Reserve, as opposed to the piece of crap council put in against the wishes of Emily Place residents which serves no real purpose.
A better step forward , and more agreeable to the majority of peeps would perhaps be smaller vehicles. Best selling vehicles in NZ are silly big SUVs and Utes.
Mass removal of roadside parking, which is a public asset, is not the answer.
Council are elected, correct. None of them are voted on the platform of "I support an inequitable transport system that kills people, restricts people's access and mobility, and makes others sick."
Representative democracy means you get to vote them out three years later if you don't like what they've done.
The loud minority turn up when change to create a better system is mooted, and it looks like you've been taken in by them, and think they somehow represent the majority.
What we've seen overseas is that strong leadership to push through this resistance to the implementation of child- and elderly-friendly street environments has been rewarded at the ballot box.
And the coolest thing of all is that as the environments are improved, people see the light, and the resistance shrivels up until only a few unreachables remain.
Definitely smaller vehicles. And cheaper too. Maybe like, 2 wheels instead of four and somehow opening up you up to nice community interactions. We could call it a 'bicycle'
Not entirely sure where you get "mass removal". On arterials or high use areas you mean?
Regardless, you're right, the land that this parking occupies is a public asset. If it can be used for almost any other use apart from parking, it will generate far more value for the public than being used as parking. The old K-road parking spaces for example, they were used by ~2% of customers, the wider sidewalks, trees and bike lanes easily bring in more than 2% more people.
Parking is an exceptionally low value use of that space, almost anything else would provide more benefit for the businesses. Especially if its transport projects like bike or bus lanes, that actually have a hope of expanding capacity and customer delivery over the maxed out car system. Using public assets for their least efficient possible use, is not the answer.
I agree on the smaller vehicle front. I was thinking some kind of parking spot size regulation? Make x% of the closer parks designed for smaller cars. People are less likely to buy a giant SUV if everywhere you go is really damn inconvenient to park.
Bryan R says:
Roj,in the Bingo game,I give you 90 out of 100
Adam Parkinson says:
'as opposed to the piece of crap council put in against the wishes of Emily Place residents which serves no real purpose".
What's your actual evidence for that statement?
'Piece of crap' – it's a trial. The CCTR project next year will build on that with much better quality.
'against the wishes' is simply not true, unless you are one of the people opposed that is. Perhaps bring your own personal experience rather extreme (and erroneous) claims. I'm focussed on the results that I think will be beneficial on very many levels for the 1000+ residents living on or near Emily Place and that I believe will be great for community and create more of a neighbourhood.
Agreed Roj on Emily Place.
It's steep and why on earth would one wants to hang out in the middle of that road? As you said the park is just metres from it. The loss of parking was idiotic and serves no practical purpose but that is the way the council rolls, they seem to be out to stop Aucklanders from accessing anything to please I don't know who!
Emily park would eventually be extended properly. The trial is to convince people that the world wont fall apart when it's changed and to test out the transport side of things.
The trial provides a significant upgrade to most users transport in the area, uni students walking up from Britomart. The cars, despite being given by far the most space, are not the heaviest transport users of the area.
Thats the way the council rolls (or at least should), making sure Aucklanders can safely access everything.
It's a 45° angle of a road. Emily Place is useful for getting to or from downtown to Shortland St and for a grueling hill challenge to run up, or parking but not much else. Hanging out on a slope may suit Ed Hillary and the odd Sherpa but few others. And the revenue lost for this pointless exercise just seems mindless.
This "temporary" creation of a pedestrian wonderland in the middle of a street like this one is ridiculous but you can see it was to appease the anything but cars fraternity because it sure has no logic to it otherwise!
Keith, what steps have you taken to listen to the needs of others in the community? How did you get involved so you could contribute to collaboratively find a solution? Have you done any research into why parking needs to reduce and give up the space it occupies to more important uses?
People like hilly parks so much that they expressly make new ones have hills in them. The new Wynyard ones for example. https://www.reddit.com/r/auckland/comments/qo9wqo/wynyard_quarter_is_busy_but_try_amey_daldy_park/
In the photos everyone there is on lying on the hilly sections.
This also doesn't preclude them from making it a bit flatter with a retaining wall etc. I'm not sure where you get the idea that people only like flat parks?
It should be a pedestrian wonderland, it's one of the most densely built up areas in the country, and sits between the busiest rail station and the largest university precinct in the country. Practically any other use than storing vehicles (inefficiently) would contribute more to the economy and "liveability" of the downtown area than what it was.
It would only be revenue "lost" if they don't continue and actually use the designs they've come up with to make something permanent.
Heidi, I use it regularly. It's a steep street, that's it and definitely not a place to just hang out and be seen in, cars or not. And I managed to traverse it using the footpaths. I'm lost as to how liberating it from cars makes it attractive or somehow makes Emily Place more important, it isn't and it never will be.
Honestly, apart from getting one over evil cars and their drivers and passengers, this is an utter waste of money.
Keith, can you tell me more about your use of Emily Place during the Innovating Streets trial. Did you talk with other people?
"and definitely not a place to just hang out and be seen in, cars or not"
People literally said the exact same things about Fort Street and Elliot Street
Nice passive bullying Heidi, and yes a number of people I know cannot reconcile why short term parking is lost to this pointless excercise.
But no I don't tend to talk to passers by or strangers when walking Emily Place but when did you last use it and how often? And do you hang out there?
You do realise it's a public road for all people so it's pretty hard to consult with all potential users, and I know you haven't, not that I am a consultancy.
What I was trying to point out, in real practical terms of usage is what a waste of space it is now, and money!
That is not the end result. Pleasing those of us who live there? Like myself and plenty of others who enjoy the quiet safer central space – with more to come – picnic tables, community library etc. Pleasing the great majority of us residents who don't own cars. Pleasing some of the residents who are now growing veges and herbs there? Pleasing those who have made it a distanced meeting space during lockdown? Pleasing residents who can wait there for deliveries?
The use of 90% of public street space for storing peoples' cars is patently more inequitable and unfair, and serves no practical purpose.
Luckily we have people now who are aware of providing accessibility safety, and neighbourhood interest and amenity to more people than just those looking to use our square as a place to park, and have started prioritising others including those who actually live in the area. The amount of parking removed was small, yet some reactions are akin to drug addicts having their fix taken away.
One thing that strikes me with Auckland street innovation is how often planners do this:
(1) Roll out a design that assumes that drivers will choose to refrain from acting badly.
This is followed by: (2) a period of drivers acting badly.
This is followed much later by: (3) a rollout of A New Version Of The Design which puts barriers in place so that drivers are physically prevented from acting badly.
There are a number of street innovations that are stuck at (2), which is great if you're a shopper who wants free parking with very little enforcement or a courier driver who wants to park 10 metres closer to their destination.
I can't help but feel that (1) and (2) could be skipped entirely if planners were a little more realistic about the "if I fits, I sits" nature of Auckland drivers.
The problem is a total lack of enforcement. This can't be worked around with infrastructure. There is a widespread assumption that if you park over footpaths or bike lanes it is not a problem because nobody uses these things anyway.
An ounce of prevention is worth a ton of cure, especially when it comes to fast-moving targets like delivery vehicles whose activities make them less likely to get enough enforcement to change their behaviour.
Enforcement isn't needed in places where infringement is physically impossible.
Yes, but enforcement is a type of prevention, too.
The latest Safety Review has a good section on deterrence, and the role of enforcement in creating a safe driving culture.
In general you can't make infringement physically impossible. If you try you often have to compromise legit road users.
For example, a proper bike lane is about the right width to just fit a car. You can prevent cars from getting in at intersections with bollards. But these bollards are dangerous for cyclists.
You could look at the Netherlands, they have almost no physical barriers to parking in bike lanes.
Another example are the concrete dividers like the ones on the bike lane on Nelson Street. They keep most cars out, but are also a barrier for people wanting to join or leave the bike lane from across the street. In general crossing these barriers in a ute is easier than doing so with a bicycle or a pushchair.
The same is true for almost all low speed street designs. The aim is to make it obvious to drivers that this is in fact a low speed area. They make driving fast more difficult or awkward, but not physically impossible.
If you have no enforcement you get a situation where following the rules is for suckers. Eventually you get something known as normalisation of deviance, a social norm of ignoring rules. In such a situation most investment in infrastructure is wasted.
A good city for demonstration purposes of this concept is Auckland. It's not just in transport either. Council has had a "minimal enforcement" philosophy that spans a whole lot of human activity.
Agree and with the Henderson example complete lack of enforcement meant the trial never actually was a trial. Since those driving to destinations other than Henderson avoided the bypass and continued to drive through the town centre in the supposedly Bus only lane we will never actually know if it could have worked.
See the new widened footpaths on Emily Place which are now routinely filled with parked vehicles.
Planters arriving soon to sort that illegal parking out.
Don R says:
Drink driving was always illegal. But with minimal enforcement, generally mostly following an accident event, drink driving was suprisingly socially acceptable.
But once enforcement was massively increased largely with drink driving check points, the social acceptance of drink driving also took a dive.
A similar change happened to smoking once non smoking mandates were actually enforced. Smoking in cars is about to become a lot less socially acceptable following law changes.
Why do we need to "innovate"? There are many countries and cities that are decades ahead of us, so why aren't we not just copying them.
Yeah totally agree. Same thing with all of this hydrogen powered hype, autonomous electric cars, hyperloops, trackless trams, etc. mostly designed to distract people from actually making simple iterative changes based on proven methods.
If we actually just copied the good parts of what other cities have been doing for years/centuries we would make good progress (efficient rail, density where it matters, properly built housing, cycling infrastructure)
Dave B (Wellington) says:
Jerry, +1
TYSO says:
There's a reason why we won't follow them, firstly it will be too expensive, secondly it won't improve equality and thirdly its won't bring more economic value if we follow them, we'll look too generic and look too boring.
Herein lies the issue, what do we really want, l guess people want free and easy access to where they want to go,but only for them,not anybody else. Enforcement, if applied,should be for others and not for them.
Traffic management is the one thing, where you cannot have it all,widen the road, induces more driving, infill housing,less off street parking, everyone else should catch the bus/train,don't take my parking for PT/bike lanes, don't let your kids walk to school,it's "safer" in the car,that's" my" park,right by the school gate.
Traffic has worked "fine" for years,why can't it just keep working " fine" when we double the volume,just double the lanes,and double the carparks,problem solved,right,who said Traffic management was difficult,just keep adding infrastructure, it will all be" fine"
kiwi_overseas says:
1) We need a mandatory new nationwide vision zero/zero carbon transport infrastructure standard for new roads and retrofits. Our narrow 20m road corridors simply aren't fit for purpose where there are higher traffic volumes to ensure sufficient space for walk/cycle/micromobility.
2) This standard has to deal with intersections where the major conflicts between modes occurs – road sections are generally much easier to deal with.
3) Innovation can be via a formal exception signoff.
Ari says:
The problem is that innovation only seems to come in the form of slapping people in the face and saying "This is good for you." and then being surprised that most people don't like being slapped in the face.
I feel like most of the people coming up with these ideas have had a few too many visits to cycling conferences in Copenhagen and have lost touch with the reality that most kiwis are ignorant, stubborn hobbits who never want to change.
I don't think those cycling conferences get the basics wrong though. Planning for 100% car mode share in a city is dumb. Stop doing it.
Keep an open mind, Ari. Some Councils supported the projects much better than Auckland Transport and Council did. I'm hoping some of the smaller towns could come and give some workshops up here.
Boopsie Maran says:
This is a great article
After trying multiple avenues regarding walking pathways to schools
This is what a local student and I could come up with to hopefully give other human the perspective of the most vulnerable road user .. a walking child .
https://youtu.be/-0s_AOu3Gl8
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text:
Category: EMS
Kloud recognised as winner for 2015 Microsoft Cloud Productivity Partner of the Year and Finalist for Microsoft Enterprise Mobility Partner of the Year!
Great to be a part of this team, and what a great recognition for everyone's efforts!
Kloud Blog
MELBOURNE, Victoria, Australia — 03 June, 2015 — Kloud Solutions today announced it has won the 2015 Microsoft Cloud Productivity Partner Award. The company was honoured among a global field of top Microsoft partners for demonstrating excellence in innovation and implementation of customer solutions based on Microsoft technology.
"We are thrilled to be recognised at a global level for our ongoing work with Office 365! This award is testament to our hard working team and all of our customers who entrust us with ensuring a safe and prosperous journey to the cloud," said Nicki Bowers, managing director, Kloud Solutions.
Awards were presented in several categories, with winners chosen from a set of more than 2,300 entrants from 108 different countries worldwide.
The Cloud Productivity Partner of the Year Award honours a partner that has seen substantial and sustainable growth in deploying Office 365 cloud and hybrid solutions as well…
Simon	EMS, Mobility, Office 365	Leave a comment June 4, 2015 June 4, 2015 0 Minutes


text:
Macromia irina är en trollsländeart som beskrevs av Maurits Anne Lieftinck 1950. Macromia irina ingår i släktet Macromia och familjen skimmertrollsländor. IUCN kategoriserar arten globalt som sårbar. Inga underarter finns listade i Catalogue of Life.

Källor

Skimmertrollsländor
irina


From Marc Jacobs, the Editor 29 Tote makes for a sophisticated addition to an array of line-ups. A sleek choice for carrying everyday essentials, the bag is designed with a grained leather finish, while the compartmentalised interior makes it a practical fit for everyday use. Carry it with ease via the slender top handles.


[WATCH] Could This Speech Cost Maxine Waters Her Job?
It's clear Maxine Waters isn't right for the new role she's in... or she's just out of her mind.
These days the washed-up Congresswoman can't seem to do much but humiliate herself.
And her latest stunt is no different and blew right up in her face.
As first reported by RedState, House Financial Services Committee Member Rep. Maxine Waters clearly isn't ready for her new job or the industry her committee oversees.
According to the report, Waters questioned a group of big bank CEO's about the student loan crisis, in hopes of faulting them for the crisis itself.
But what Maxine Waters got in return, was a humiliating retaliation that left her speechless.
The best part? It was all caught on camera.
Waters: Today, there are more than 44 million Americans that owe $1.56 trillion in student loan debt. Last year, more than one million student loan borrowers defaulted which is on top of the one million borrowers who defaulted the year before. What are you guys doing to help us with the student loan debt?
Who would like to answer first? Mr. Monahan, big bank?
Bank of America CEO Brian Monahan: We stopped making student loans in 2007 or so.
Citigroup CEO Michael Corbat: We exited student lending in 2009.
J.P. Morgan CEO Jamie Dimon: When the government took over student lending in 2010 or so, we stopped doing all student lending.


text:
Q: How to get DirectoryInfo and/or FileInfo of specifiek directories? For an exercise I have to put the path of all the directories on my I:\ disk, the amount of files in those directories (and in their subfolders) and the size of the directory
in a CSV-file.
I've been able to write small pieces of code that give me a part of the solution.
With this code I'm able to get all the names of the directories.
static void Main(string[] args)
{
    string importPath = string.Empty;
    importPath = @"I:\";

    foreach (string directory in Directory.EnumerateDirectories(importPath, "*.*",     SearchOption.TopDirectoryOnly))
    {
        Console.WriteLine(directory);
    }

    Console.ReadLine();
}

And with this code I get all the info that I need to put in the CSV-file, but only from the I:\ disk and not it's directories.
static void Main(string[] args)
{
    string importPath = string.Empty;
    importPath = @"I:\";

    DirectoryInfo dInfo = new DirectoryInfo(importPath);
    double sizeOfDir = DirectorySize(dInfo, true);

    DirectoryInfo d = new DirectoryInfo(importPath);
    FileInfo[] f = d.GetFiles("*", SearchOption.AllDirectories);

    System.Console.WriteLine(dInfo.FullName + "; " + f.Length.ToString() + "; " +
            string.Format("{0:0.00}", ((double)sizeOfDir) / (1024 * 1024 * 1024)) + "GB");
    System.Console.ReadLine();
}

private static double DirectorySize(DirectoryInfo dInfo, bool includeSubDir)
{
    double totalSize = dInfo.EnumerateFiles()
                 .Sum(file => file.Length);
    if (includeSubDir)
    {
        totalSize += dInfo.EnumerateDirectories()
                 .Sum(dir => DirectorySize(dir, true));
    }
    return totalSize;
}

I don't know how I can combine these 2 or if I have to do something totally different.
An example of what I should get in the end is:
I:\Scanner; 1543; 100GB
I:\Printer; 296; 22GB
I:\SysDeploy; 935; 66GB
I:\Intern; 4256; 30GB

A: Use Directory.GetDirectories to get all directories including sub directories
https://learn.microsoft.com/en-us/dotnet/api/system.io.directory.getdirectories?view=net-7.0
 string[] dirs = Directory.GetDirectories(@"i:\", "*", SearchOption.AllDirectories);

You can then loop through the paths getting the DirectoryInfo for each directory:
DirectoryInfo di = new DirectoryInfo(path);

However be carfull running this on the root of a big drive (e.g. c:\) as this could take a while.

redpajama_set_name: RedPajamaStackExchange


"Precedent decisions" are administrative decisions of the Administrative Appeals Office (AAO), the Board of Immigration Appeals (BIA), and the Attorney General, which are selected and designated as precedent by the Secretary of the Department of Homeland Security (DHS), the BIA, and the Attorney General, respectively. The Department of Justice Executive Office for Immigration Review (EOIR) publishes precedent decisions in bound volumes entitled "Administrative Decisions Under Immigration and Nationality Laws of the United States."
The AAO and the BIA are not Federal courts, but their decisions are subject to judicial review in the Federal courts. Federal courts give greater deference to precedent decisions as well as to unpublished decisions in which the same legal reasoning of a precedent decision was followed.
The AAO adjudicates appeals under authority delegated to the Director of USCIS by the Secretary of DHS. Prior to the AAO's formation in 1983, denied applications and petitions were appealed to one of four regional commissioners. For more information on the AAO, please visit the AAO's About Us page.
The BIA is part of EOIR - a separate federal agency that is a component of the Department of Justice. The BIA has jurisdiction to hear appeals from certain decisions rendered by Immigration Judges and by DHS component offices in a wide variety of proceedings.
You can view AAO and BIA precedent decisions online at the EOIR Virtual Law Library. If you are looking for information regarding the AAO's non-precedent decisions, click here.


text:
Int J Technol Assess Health Care. 2000 Autumn;16(4):1003-12.
The development of evidence-based clinical practice guidelines. Integrating medical science and practice.
Connis RT1, Nickinovich DG, Caplan RA, Arens JF.
University of Washington, USA.
Practice guidelines are rapidly becoming preferred decision-making resources in medicine, as advances in technology and pharmaceutics continue to expand. An evidence-based approach to the development of practice guidelines serves to anchor healthcare policy to scientific documentation, and in conjunction with practitioner opinion can provide a powerful and practical clinical tool. Three sources of information are essential to an evidence-based approach: a) an exhaustive literature synthesis; b) meta-analysis; and c) consensus opinion. The systematic merging of evidence from these sources offers healthcare providers a scientifically supportable document that is flexible enough to deal with clinically complex problems. Evidence-based practice guidelines, in conjunction with practice standards and practice advisories, are invaluable resources for clinical decision making. The judicious use of these documents by practitioners will serve to improve the efficiency and safety of health care well.
Anesthesiology/standards
Data Collection/methods
Evidence-Based Medicine*
Policy Making*
Practice Guidelines as Topic*
Societies, Medical*


text:
Ion Pas (Geburtsname: Ioan Pascu; * 6. Oktober 1895 in Bukarest; † 20. Mai 1974 ebenda) war ein Kinder- und Jugendbuchautor und Politiker der Rumänischen Kommunistischen Partei PCR (Partidul Comunist Român), der unter anderem zwischen 1946 und 1948 Kunstminister war.

Leben
Der als Ioan Pascu geborene Ion Pas arbeitete als linksgerichteter Journalist und debütierte 1910 mit der Skizze "Barbu" in der Zeitschrift "Dumineca". Das Verlagsdebüt erfolgte 1912 mit dem Band Din lumea celor obidiți und im Anschluss war er ab 1913 Redakteur der Kinder- und Jugend-Zeitschrift Din lumea copiilor și a tinerimii. Später arbeitete er zwischen 1933 und 1937 als Redakteur für die Zeitschrift Șantier. Er wurde 1946 Präsident der Journalistengewerkschaft (Sindicatul Ziariștilor) und wurde am 21. März 1946 Direktor des Nationaltheaters Bukarest. Er war außerdem für den Wahlkreis Prahova zwischen 1946 und 1948 Mitglied der Abgeordnetenkammer (Adunarea Deputaților).

Am 29. November 1946 übernahm Pas im zweiten Kabinett Groza das Amt als Kunstminister (Ministrul artelor) und bekleidete dieses im Anschluss zwischen dem 30. Dezember 1947 und dem 14. April 1948 auch im dritten Kabinett Groza.  Er trat nach dem Zusammenschluss der Sozialdemokratischen Partei PSD (Partidul Social Democrat) mit der damaligen Kommunistischen Partei PCdR (Partidul Comunist din România) zur Rumänischen Arbeiterpartei PMR (Partidul Muncitoresc Român) am 21. Februar 1948 der PMR bei. Auf dem Gründungsparteitag, der in der Zählung der PCdR der Sechste Parteitag der PMR (21. bis 23. Februar 1948) war, wurde er erstmals Mitglied des Zentralkomitees (ZK) und gehörte diesem Gremium bis zum 12. August 1969 an. Zugleich wurde er 1948 erstmals Mitglied der Großen Nationalversammlung (Marea Adunare Națională) und gehörte dieser bis 1969 an.

Ion Pas wurde am 4. Juli 1955 Erster Vize-Minister für Kultur und fungierte zudem zwischen 1959 und dem 22. Januar 1965 als Vorsitzender des Komitees für Rundfunk und Fernsehen (Comitetul de Radiodifuziune și Televiziune) beim Ministerrat. Im Anschluss fungierte er von 1965 bis zu seinem Tode 1974 noch als Präsident des Instituts für kulturelle Beziehungen im Ausland IRRCS (Institutul român pentru relaţiile culturale cu străinătatea). Für seine Verdienste wurde er mehrfach ausgezeichnet und erhielt unter anderem 1955 den Orden der Arbeit Erster Klasse (Ordinul Muncii), 1964 den Stern der Volksrepublik Rumänien Erster Klasse (Ordinul Steaua Republicii Populare Române) sowie 1965 den Orden 23. August Dritter Klasse (Ordinul 23. August).

Veröffentlichungen
Er verfasste zahlreiche Kinder- und Jugendbücher. Zu seinen eigenen Werken gehören:
 Jurnalul lui Nicușor și alte istorioare pentru copii, 1922
 Familia Chiț-Chiț. În seara de Crăciun. Noaptea Învierii, 1930
 Veșnicul învins, Roman, 1931
 Păsărică, draga mea…, 1932
 Familia Chiț-Chiț, 1938
 Simple întâmplări, 1943
 Noi în furtună, Editura Forum, Bukarest, 1946
 Noi în UR.S.S. Kiev, Moscova, Leningrad, Editura Socec, Bucureºti, 1947
 Va veni o zi…, Editura Tineretului, 1954
 Zilele vieții tale (2 Bände), Editura de stat pt. literatură și artă, 1955
 Lanțuri, 2 Bände, Editura pentru Literatură, 1961
 Carte despre oameni, locuri, întâmplări, Editura pentru Literatură, 1961
 Întâmplări cu Bălcescu, Editura Tineretului, 1963
 Carte despre vremuri multe, Editura pentru Literatură, 1963
 Carte despre drumuri lungi, Editura pentru Literatură, 1965
 Trecut întunecat, Editura de stat pentru literatură și artă, 1957
 Aducere aminte, Erinnerungen, Editura Eminescu, Bukarest, 1972
 Scrieri, I-VIII, Editura Eminescu, Bukarest, 1973
 in deutscher Sprache
 Wie ein mächtiger Strom…. Aufzeichnungen über die russische Kultur, Original: Ca un fluviu puternic…, Staatsverlag für politische Literatur, Bukarest 1957

Daneben übersetzte Pas auch die Werke anderer Autoren ins Rumänische wie Der Glöckner von Notre-Dame von Victor Hugo, Schuld und Sühne von Fjodor Michailowitsch Dostojewski sowie Das Karpatenschloss und Fünf Wochen im Ballon von Jules Verne.

Weblinks
 Biografie in Consiliul Național pentru Studiera Arhivelor Securității. Membrii C.C. al P.C.R. 1945–1989. Dicționar, S. 451

Einzelnachweise

Minister (Rumänien)
Mitglied der Großen Nationalversammlung (Rumänien)
Mitglied der Rumänischen Kommunistischen Partei
Journalist (Rumänien)
Autor
Kinder- und Jugendliteratur
Literatur (Rumänisch)
Übersetzer ins Rumänische
Rumäne
Geboren 1895
Gestorben 1974
Mann


This easy light salad is great for all cauliflower fans. Serving four, this recipe is effortless and is perfect for vegetarians and vegans. It is gluten-free, low carb, sugar-free, and low fat! This recipe is definitely one to try. Enjoy!
1.Remove the green leaves from the cauliflower. Cut it in half from top to bottom and them crosswise into quarters. There are various ways to grate cauliflower: You can use the largest holes on a box grater, a Microplane grater with large holes or the grating blade of a food processor. Place cauliflower in a large bowl.
2. Add the chickpeas, almonds, herbs, and raisins.
3. Finely grate the zest of one lemon over the tabbouleh and then squeeze in the juice while tossing the salad lightly with a fork.
4. Season with salt and pepper. Drizzle over the olive oil and toss.
5. Taste the salad and add more salt, pepper, lemon zest/juice, or oil to taste.
6. Serve the salad or cover and refrigerate for at least an hour.


text:
SPECS Safety Cameras - M1 J6a-10 Widening
The M1 in Hertfordshire is one of the most congested sections of the UK motorway network with daily traffic volumes of 160,000 vehicles.
SPECS average speed cameras were specified for the M1 widening because it was believed that safety could be maintained during the roadworks, whilst potentially benefiting from the improved traffic flow conditions that had been noticed when using SPECS cameras elsewhere.
Download M1 J6a-10 Case Study
SPECS Safety Cameras - M4 J10-12 Technology Upgrade
The M4 10-12 NMIS scheme was a Highways Agency project to upgrade the communications infrastructure between junctions 10 and 12 of the M4. The project was innovative in its use of narrow lanes with a 50mph limit over a long length of traffic management, which moved along the carriageway in three phases.
SPECS average speed enforcement cameras were specified because it was believed that safety, traffic flows and vehicle throughput would all be maintained, despite the presence of the Traffic Management. Following the completion of the SPECS controlled period, all of these objectives were satisfactorily achieved.
Download M4 J10-12 Case Study
SPECS and Journey Time in Roadworks - M4 / M5 Managed Motorways
With major roadworks in place for the installation of Managed Motorways on the M4 Junctions 19-20 & M5 Junctions 15-17, the Highways Agency required drivers to be informed of any delays in advance of the works area.
Vysionics installed a journey time monitoring and information system alongside the SPECS average speed enforcement system, displaying journey times through the works to drivers via portable Variable Message Signs (VMS) at key decision points on the network.
Download M4 Junctions 19-20 & M5 Junctions 15-17 Case Study


text:
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Welcome to RockResidue.com!
Do you miss the good old days before house payments, career burnout and raising a family? Do you have fond memories of the sophomore hop dancing to Orbison, Presley, and Chuck Berry? Remember fraternity parties gatoring to Louie Louie, partying All Day and All Night with the Kinks while Steppenwolf made you feel Born to be Wild?
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Rock Residue has played vintage rock 'n roll in Portland since 1982, performing in public night spots and for corporate groups like Intel, Shilo Inns, Greenbrier, Cray Computers, and area class reunions. In addition, they have shared the stage with smash acts such as The Kingsmen and Johnny Limbo and the Lugnuts.
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Looking for information on my "HummingBird Custom" folk guitar. According to the label inside the body it was made by Tokai Gakki, serial number 9090xx, and it looks like W-300 may be the model number. I got this guitar in the late '70s or early '80s from a guy who said it was in his closet for years. It's one of the best sounding acoustic guitars I've ever played. Any information as to year of manufacture, present value, links to more information, etc. would be greatly appreciated. Thanks in advance.
Great website! After posting the above message, I combed through the catalogs in the registry and found the W-300 model in the 1973 catalog, listed at 30k Yen. The picture in the catalog matches my guitar. Anyone have an idea what it's value would be today? Thanks.
I'd say that one's a keeper. Chances are it might have Brazilian rosewood also. It's hard to put a price on it - I don't follow acoustics all that much, but Ebay helps with ballpark figures - but how I'd value it is: what would a new acoustic of this sound and quality cost you? My old Love Rock may only be worth around $700, but I'd have to spend thousands to get an axe of similar quality.
And welcome to the Tokai Forum!


Here's How You Can Use The Same Profit-Boosting Strategy As Many Of The Big Companies, By Offering Your Visitors 24/7 Live Chat Support on Your Websites, Even While You're Sleeping! Do you know what the majority of your visitors will do when they see something on your website that they are unsure about? The answer is actually quite simple, but may surprise you. In most cases, the visitor will just leave your site.


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