Finally, my new website open today!
I had prepared for this since this summer so I'm very happy to be able to face this day.
The first time I had own website was about seven years ago.
Time flied so quick, surprisingly.
And thorough the period, pop-up opened many doors and showed me so many things.
So I decided to renewal my website to make it be match to my heart.
Anyway, web site design and top page movie are created by "GRAPHAS".
Mr. Yoshinaga did very polite and professional work as always!
Then beautiful impressive photograph on top page by my lovely friends, Fiona and Triona.
I appreciate to your all kindness.Thank you so much.
I'll put my current work, infomation and so on to here.
Congratulations on your new website Hiromi! Difficult to do justice to your amazing pop up cards and the swooshing sound they make when you open them :) Your passion shines through.More than a card: they are each a unique and collectable work of art.Every best wish.
Please do not forget that your pic made this website possible to be looked nice. And you are very important character in the story.


text:
Chapter: Chapter 7 - Boarding Disembarking and Stowing Retrieving Assistive Devices
« Previous: Chapter 6 - From Security Checkpoint to Gate and from Gate to Gate
Suggested Citation:"Chapter 7 - Boarding Disembarking and Stowing Retrieving Assistive Devices." National Academies of Sciences, Engineering, and Medicine. 2020. Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities. Washington, DC: The National Academies Press. doi: 10.17226/25728.
111 7.1 Customer Experience The current customer experience with boarding and disembarking is characterized by inconsistent policies and procedures, design obstacles, and a general lack of knowledge in how to best assist travelers with disabilities, especially those who are nonambulatory. Based on complaints to airlines and feedback from the disability community and aviation industry alike, more focus is required on boarding and disembarking procedures and the safe stowage and handling of assistive devices. Communication issues for individuals with sensory disabilities in the gate area have been addressed in Chapter 6. When preboarding is rushed, their requests for accommodation tend to be overlooked, which is a common service failure. It also may mean that individual safety briefings and orientations do not take place onboard the plane. The Air Carrier Access Act requires airlines to allow travelers with disabilities to preboard (i.e., board the aircraft before all other travelers, including first class and other priority passen- gers) (Part 382.93 and 382.123). Preboarding should always allow enough time for travelers to board in a dignified and safe manner, without a long line of other passengers behind them, and without an audience if a lift and transfer is required. Rushing the latter process is particularly unsafe. Focus group participants described this process as "unsettling," "scary," and "impossible to uphold dignity in that chair with your arms strapped across your chest and being tilted back- wards to enter the aircraft." At the destination airport, the lift and transfer process to disembark is similar to that of boarding, although more private. Travelers who require wheelchair assistance or an escort from the door of the plane are encouraged by flight crew to remain onboard until the rest of the passengers have deplaned. After mobility devices are brought up from stowage, nonambulatory passengers are assisted to disembark. This allows for more space in the jet bridge and for more privacy. This is when the timely return of an assistive device is key. With health and safety of upmost importance, travelers who require an aisle chair for boarding and deplaning should not be left in the hard-surfaced aisle chair for longer than the transition from the boarding bridge to the airplane seat and vice versa. It is crucial to return assistive devices to the boarding bridge, as close as possible to the door of the aircraft. Return of mobility devices to the gate rather than to baggage claim is mandated by Air Carrier Access Act regulations unless the passenger requests otherwise or safety or security issues preclude it. 7.2 Access to Information: Assistive Devices As a result of the 2004–2006 Open Doors Organization Airline Symposia, participants decided to create two tools to help in transporting assistive devices. First was an individual tag to be C H A P T E R 7 Boarding–Disembarking and Stowing–Retrieving Assistive Devices
112 Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities placed on the device while boarding. The purpose of the tag is to help explain how to stow the assistive device, describe key features such as the weight and location of important operational parts, identify which parts have been taken into the cabin, and explain how to reassemble the device before repatriation. American Airlines and Southwest Airlines were the first carriers to test the idea, and by 2008 every U.S. carrier had followed suit. Second was the creation of a web-based form—easily downloaded and printed—that a passenger could fill out and bring to the airport to give to airline personnel. The form has room for written descriptions and a place to attach photos. Its main purpose is to provide the passenger with a way to give a highly detailed description of how to properly stow the device. Not all U.S. carriers chose to use this form, but Continental Airlines and United Airlines were among the first, and a few others have followed. When revised in 2008, Air Carrier Access Act regulations included a new requirement that airlines accept written directions for disassembly and reassembly of wheelchairs and other assistive devices from passengers and carry them out to the greatest extent feasible. However, these two ideas have never been used to their full potential. Most often, the carrier does not fill out the individual tag, and passengers generally have no idea that there is a downloadable form available. If these methods were more widely used, research by Open Doors Organization suggests that they could help reduce damage to assistive devices and flight delays. This is discussed further in Section 7.6. 7.3 Moving to and from the Plane Many of the passengers with limited mobility brought to the gate by wheelchair or electric cart may choose to walk down the jet bridge on their own. Given the uneven and sometimes steep slopes and transitions of jet bridges, others will need a wheelchair right to the door of the plane. Service company employees usually provide this assistance. Individuals with vision loss may be escorted by airline gate personnel or by a service provider and then assisted by flight crew once onboard. For passengers who are nonambulatory, transitioning from the wheelchair to the airplane and back can be one of the most daunting tasks for them and for service personnel. For these passengers, the process is as follows: •	The passenger rolls in his or her own chair down the boarding bridge, over transitions, to the landing vestibule, either independently or with assistance. •	From the landing vestibule, the wheelchair is positioned next to the airline aisle chair for transfer. •	The passenger self-transfers or airline personnel lift the passenger from the wheelchair to a small, modified wheelchair called an aisle chair that will fit down the narrow aisle. These aisle chairs are uncomfortable, leave very little dignity to the passenger, and are often the major point of dissension among wheelchair users. Many travelers with disabilities will not travel because of the aisle chair. •	The passenger is pushed in the aisle chair onto the plane and down the narrow aisle to the seat. It is important that the passenger be strapped properly into the aisle chair to avoid injury from legs or arms bumped against seats. •	Finally, the passenger self-transfers or is lifted from the aisle chair into the aircraft seat. This can often be challenging because of how the airline personnel have to reach from behind the row of seats to get a solid grasp on the passenger for the transfer. This process is repeated in reverse upon arrival for disembarkation. The preferred method of enplaning for passengers who use wheelchairs is to roll their own chair onto the aircraft and then self-transfer or be lifted directly into the aircraft seat. This is
Boarding–Disembarking and Stowing–Retrieving Assistive Devices 113 only possible on aircraft that do not have a forward galley closet, such as those in the Southwest Airlines fleet. 7.4 Means of Access/Boarding Equipment 7.4.1 Eagle Lift A product from Australia, the Eagle Lift—along with a second model, Eagle 2—is an inno- vative device manufactured by Haycomp PTY, Ltd., a company specializing in lifting solutions for wheelchair users who are unable to self-transfer (Figure 7-1). In boarding or deplaning, a transfer assistance team helps the traveler position the sling underneath his or her body. Once the sling is connected to the Eagle Lift, the transfer team operates the lift to raise the traveler and sling and maneuvers it onto the aircraft and down the aisle to the seat, where the traveler is lowered and seated for takeoff. The Eagle Lift minimizes the amount of heavy lifting and provides the traveler with a dignified transfer, free from close physical handling by strangers. Because the lift is too large to be stored on a boarding bridge, a nearby storage location is needed that should be in close proximity to multiple gates for quick access. The Eagle Lift is not widely used, but Hartsfield–Jackson Atlanta International, Minneapolis–Saint Paul International, San Francisco International, and London Heathrow have them on site. 7.4.2 Personal Passenger Transfer Kits and Slings A passenger transfer kit typically includes at least three items: a gait belt, a transfer sling, and a slide board (Figure 7-2). Usually purchased by the air carrier, these kits are currently in use by JetBlue Airways and Alaska Airlines, both of which have custom passenger transfer kits. Figure 7-1. The Eagle Lift for airline passengers who use wheelchairs (Source: Haycomp PTY, Ltd.).
114 Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities A gait belt is commonly used in hospitals, rehabilitation facilities, and assisted living centers. The belt goes around a person's waist and is held by an assistant standing behind to help keep the person upright. It can be used onboard an aircraft to help a passenger who is semiambulatory or has balance issues walk safely to and from the restroom. The transfer sling has four handholds and can be used by two additional assistants when lifting a passenger who is too heavy for a standard two-person lift and transfer. It also provides a more dignified transfer, especially for women, since there is no need for service personnel to reach around the upper torso. Eliminating tight grasping also benefits those for whom touch is painful. The sling, which is easy to slide into position behind the traveler's back and under the legs, comes in multiple designs that are similar in concept. The slide board helps bridge the gap between the seat and aisle chair (or wheelchair and aisle chair) and is usually employed during self-transfers. It may also help flight crew when transferring passengers to and from the onboard wheelchair, since it enables the lift to be performed in stages safely. Passengers who self-transfer and use a slide board in their daily life will likely bring this assistive device with them. Adapts makes a sling designed for an emergency (Figure 7-3). While an airline could keep this sling on the aircraft, it typically is brought onboard by the passenger and placed on the seat before he or she is transferred. In the event of an incident on the flight, the sling is already in place and ready to use for a quick evacuation. The easyTravelseat from Able Move, a UK company, is another sling purchased by the traveler but meant for use in assisted transfers, as well as in emergencies. Its unique feature is a double-layered cushion to alleviate pressure on the lower back and buttocks area when seated on the aisle chair or aircraft seat. This sling addresses a major concern for travelers with paralysis: pressure sores that are hard to heal because of poor circulation and that can require lengthy hospital stays. The padding also protects the traveler during the lift and transfer to and from the wheelchair, the aisle chair, and the seat. Figure 7-2. Passenger transfer kit with sling and slide board (left) and gait belt (right).
Boarding–Disembarking and Stowing–Retrieving Assistive Devices 115 7.5 Innovations in Boarding and Disembarking 7.5.1 Boarding Bridges Boarding bridges have revolutionized the boarding and deplaning process for all travelers. But there are still major issues affecting their accessibility, such as the lack of handrails that span the entire boarding bridge, steep transitional slopes, and low lighting. Boarding bridges with telescoping handrails are uncommon but are becoming more prevalent. It is also important to have space on the boarding bridge vestibule to enable the proper lift and transfer of passengers from their wheelchair to the aisle chair. Having this vestibule out of sight of the general boarding area would also help to create a more dignified process. One modification to improve stowage of wheelchairs is the installation of elevators between gates—as at Austin–Bergstrom International—or simple lifts from the tarmac to the boarding bridge vestibule, as at Dallas Love Field Airport, Charlotte Douglas International, and Chicago O'Hare International. Customizing of boarding bridges varies from airport to airport because— in some situations—the airport will determine and procure the boarding bridge, while in others the airline is responsible. Having both groups involved with the design and procurement of boarding bridges may be preferable. The slope of the boarding bridge is a major cause of injury, especially for older adults and people with disabilities who need and should be given extra time to board. Often the carrier announces the continuation of boarding immediately after calling passengers with disabilities to preboard. This has not changed despite specific guidance from the U.S. DOT advising carriers to discontinue the practice (U.S. Department of Transportation 2013). ThyssenKrupp is a leading manufacturer of boarding bridges and considers their bridges to be highly customizable. While there is no mention of access in their airport solutions, there does appear to be space to add a lift or an elevator. The company is also a leading manufacturer of accessible platform and stair lifts, some of which could be adapted for placement on the outside or inside of a boarding bridge. ThyssenKrupp also makes state-of-the art glass bridges, but they have yet to release any universal design concepts. Tokyo Haneda Airport has 16 barrier-free passenger boarding bridges that feature the world's first completely flat tunnel corridor (Figure 7-4). This design is different from typical boarding Figure 7-3. Emergency portable transfer sling and demonstration of in-flight use (international and U.S. patent pending) (Source: Adapts).
116 Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities bridges, where uneven floors result from extending and retracting the bridge. There are no steep transition areas and little to no slope, which are major improvements. The side grooves typically placed on the outer edges of the bridge have also been removed. With the exception of Wichita Dwight D. Eisenhower National in Kansas, Huntsville Inter- national in Alabama, and Santa Barbara Municipal Airport in California, glass boarding bridges are more common outside of the United States (although regulatory changes in 2016 allowed glass to be used in the structure of boarding bridges). Previously, the National Fire Protection Association would not allow translucent materials to be used, although such materials would make it easier to locate and extract people on the boarding bridge during emergencies. It is also easier for passengers to see exactly where they are and what is going on around them, a benefit especially for people with claustrophobia and other psychological conditions. In 2013, the National Fire Protection Association issued the following statement: Current boarding bridges with glass walls/windows have been successfully tested in accordance with National Fire Protection Association Standards on Airport Terminal Buildings, Fueling Ramps, Drainage and Loading Walkways. Recent information developed for the committee suggests that use of glass will not significantly impact the probability of a successful aircraft evacuation. This data includes limitations of current bridge use, fire loss history, fuel drainage requirements, crew training in emergency evacuation procedures at the gate, and aircraft human factors studies (National Fire Protection Association 2013). 7.5.2 Boarding Ramps If there is no boarding bridge available, a hardstand operation will take place. This is when an aircraft has no available gate or boarding bridge attached to the terminal. Typically, the carrier will own a single flight of ramp stairs and will bring it to the door of the aircraft for boarding or deplaning. Hardstands in the U.S. occur most often at smaller airports where there are a limited number of boarding bridges. Research during this project revealed that many carriers are now considering use of aluminum switchback ramps as an alternative to ramp stairs. Alaska Airlines has been using this type of ramp for many years after struggling with stairs in inclement weather. These ramps are easier to navigate for all passengers, especially for older adults and those using wheeled luggage. However, in the U.S. one major question exists: Who would own these ramps and be responsible for their storage and maintenance? There are few common-use products at U.S. airports, making it difficult to determine who will purchase extra equipment. Figure 7-4. Exterior of a barrier-free passenger boarding bridge (left) and the flat surface on the interior of a barrier-free passenger boarding bridge (right) (Source: Mitsubishi Heavy Industries Transportation Equipment Engineering and Service Company).
Boarding–Disembarking and Stowing–Retrieving Assistive Devices 117 Keith Consolidated Industries (KCI) was one of the first companies to embrace the fact that people tend to prefer ramps to stairs, and the company offers custom manufacturing to enable access. KCI's lightweight aluminum ramps have various inclement weather options, including canopies and side-cover windshields (Figure 7-5). They also have wheels and can be folded for storage. KCI ramps are used in Hartsfield–Jackson Atlanta International, Seattle–Tacoma International, Ted Stevens Anchorage International, Ronald Reagan Washington National, and dozens of other airports across the United States. Aviramp offers six models of mobile jet bridges, including one model that features both stairs and a covered ramp with sideguards (Figure 7-6). A fully enclosed model is also available. Most ramps are handled by a single person and are nearly maintenance free. Motor Dolly, an electric motor attachment for wheelchairs—described in Chapter 5—can be particularly helpful on steep boarding ramp inclines. Figure 7-5. KCI boarding ramp (Source: Keith Consolidated Industries). Figure 7-6. Aviramp covered boarding ramp (left) and boarding ramp with sideguards (right) (Source: Aviramp).
118 Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities 7.5.3 High-Lift Trucks Many foreign airports have a specialized piece of equipment—commonly referred to as a "high-lift truck" or "ambulift"—that allows a person using a wheelchair to skip the boarding bridge altogether. The truck rises to the level of the aircraft, enabling the passenger to boards or disembark via the airplane galley. If deplaning, the truck can take them directly to baggage claim or other locations. Chicago O'Hare International is the only U.S. airport that has purchased a high-lift truck, an acquisition made at the request of the airport's foreign carriers as these vehicles are used in Europe, Asia, and the Middle East. Outside of North America, the airport typically pays for and manages such vehicles. In the U.S., airports have instead invested in boarding bridges so that few large planes ever have hardstands. And because of the cost, most carriers cannot justify the expense. However, if U.S. airports—or airports and airlines together—were to be responsible for the cost, care, and logistics, this equipment would be a great service enhancement for passengers who use wheel- chairs. A high-lift truck would also be invaluable in an emergency when airplanes cannot access the terminal jet bridges and there is no other means to disembark nonambulatory passengers aside from first responders carrying them from the plane. For that reason, an emergency man- agement expert at the 2018 Open Doors Organization Universal Access in Airports conference suggested that the FAA—at least, in part—should fund high-lift trucks. In many cases, the company contracted by the European airport to handle wheelchair service is also required in their bid process to procure and manage these specialized trucks. Few manufacturers build these types of vehicles, which partly contributes to their high price. Cost aside, these vehicles could eliminate a lot of the heavy lifting and transporting of both passengers and their assistive devices. They could also play a key role in limiting the amount of damage to assistive devices and improve on timeliness of their return to passengers. Bulmor offers a well-designed seating area inside their Sidebull lift with both strap-down points and seating for family members or travel companions (Figure 7-7). The cabins are also large enough to accommodate one to four wheelchairs (Figure 7-8). Bulmor has expanded the Sidebull lift system to include travelers with various physical limitations, referring to the Sidebull as a system for PRMs. The Lift-A-Loft disabled passenger lift is helpful for boarding larger jets such as the Boeing 747, 767, and 777 (Figure 7-9).This type of lift also works on narrow-body jets. The APX disabled passenger lift is slightly different in that it is enclosed (Figure 7-10). Figure 7-7. Bulmor Sidebull 2.0 (Source: Bulmor).
Figure 7-8. Traveler being loaded into Bulmor Sidebull 2.0 (Source: Bulmor). Figure 7-9. The Lift-A-Loft WBDPL3 disabled passenger lift (Source: Lift-A-Loft). Figure 7-10. The APX disabled passenger lift (Source: Lift-A-Loft).
120 Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities Mallaghan Engineering makes four versions of its passenger aid units, with the size dependent on payload requirements (Figure 7-11). The passenger cabins are equipped with air conditioning and heating, along with seating for family members. 7.5.4 Other Innovative Lift Equipment At smaller airports where regional jets are more common, advanced boarding equipment is usually unavailable, nor would many types work for the smaller aircraft. Instead, companies like Adaptive Engineering manufacture equipment such as the Mobilift AX to board a traveler over the stairs into the aircraft (Figure 7-12). Mobilifts are used in rail, as well as in aviation; hold up to 600 lbs.; and rise to a maximum height of 4 to 5 feet. These hand-cranked units are cost effective, easily portable on wheels, and built to withstand poor weather conditions. Figure 7-13 shows the Mobilift CX operated by one person. Figure 7-11. Passenger aid units (Source: Mallaghan Engineering Limited). Figure 7-12. Mobilift AX for boarding travelers in a wheelchair (Source: Adaptive Engineering, Inc.).
Boarding–Disembarking and Stowing–Retrieving Assistive Devices 121 7.6 Traveling with an Assistive Device The Air Carrier Access Act permits airlines to require travelers with powered mobility devices to check in at the airport at least one hour prior to other passengers (Part 382.127 and 382.25). This is to allow enough time for the device to be safely transported to and stowed in the aircraft. The Air Carrier Access Act requires airlines to return an assistive device to the traveler both in a timely manner and in the same condition as when it was initially stowed (Part 382.129). Meeting these requirements can be difficult because of structural and operational obstacles. According to the FAA, U.S. DOT, and U.S. Access Board, damage to assistive devices is common and has a significant financial impact on the airline industry because of the cost of repairs and replacements. To address this, the U.S. DOT in 2019 implemented a new reporting requirement whereby domestic airlines must submit data for the number of assistive devices stowed and transported in the cargo hold and the number of devices that are delayed or damaged. Wheelchairs are not manufactured with stowage in an aircraft's cargo hold in mind, nor are aircraft designed to provide for the safe transport of heavy, fragile wheelchairs and other assistive devices. Although certain procedures can reduce the chance of damage, there is little consistency in following these throughout the industry. For example, a wheelchair can be tied down in the cargo hold, but stowage procedures in the U.S. rarely encourage this. Instead, the more common practice involves surrounding a wheelchair with luggage to act as a barrier between the device and other items in the hold. From 2002 to 2006, Open Doors Organization studied how airlines handle, stow, and trans- port assistive devices. A number of deficiencies in the ground-handling process were identified, the most common being the lack of communication among involved parties, specifically the traveler, ground handler, and airline. As a result, as described in Section 7.2, a tagging system was developed to open the lines of communication between travelers and ground handlers in an efficient, accurate manner. Prior to boarding, travelers fill out a tag with information about their device, including the weight and operational instructions. This tag is attached to the device, and Figure 7-13. Mobilift CX wheelchair lift (Source: Handi-Ramp).
122 Innovative Solutions to Facilitate Accessibility for Airport Travelers with Disabilities ground handlers can quickly review the information before stowage. This system also facilitates communication with ground crew at the destination airport. Training of ground personnel was also found to be lacking. In most cases, the proper handling of assistive devices was missing entirely from training curricula. In 2011, Open Doors Organization—in partnership with Global Repair Group—conducted stowage training for ground crew at London Heathrow as the airport prepared for the 2012 Summer Paralympics. The airport initiated the training as a service add-on for carriers and, as a result, ground crew representing more than 100 airlines participated in 2 weeks of training sessions. In addition to a brief classroom training, participants received hands-on practice in handling and stowing a variety of mobility devices on the airport apron. In response to these challenges, the Rehabilitation Engineering and Assistive Technology Society of North America has formed a Standards Committee on Assistive Technology for Air Travel to study the process of handling assistive devices. Among its goals are creation of a check- list to accompany assistive technology, development of handling procedures and training for ground crew, production of design specifications for assistive technology suitable for transport on commercial aircraft, and production and dissemination of information to air travelers using assistive technology. The committee has not published a report or announced a timeline, but anyone who wishes to learn more or to become involved should visit the Assistive Technology for Air Travel page at www.resna.org. Architecture and design also play a major role in safe, efficient movement of assistive devices from passenger hold rooms and boarding bridges to the loading ramp and cargo hold. This applies to both the interior and exterior of the airport. For example, an access path from the terminal building to the apron may have a curb or similar environmental obstruction. Ground handlers will need to lift a heavy powered device—risking damage to the device or injury to themselves—or find an alternate path that could potentially cause a flight delay. U.S. DOT standards interpret the requirement for "prompt" assistance in deplaning as "personnel and boarding chairs should be available to deplane the passenger no later than as soon as other passengers have left the aircraft." A mobility device that has been stowed as cargo also must be brought to the jet bridge quickly. In airports where there is no simple or close means of connecting the gate to the apron, travelers are often faced with an extensive wait. In some cases, there are only stairs; in others, the elevator is a long distance away. Airport design strongly influences the operations of the carrier and differs widely from airport to airport. Bringing consistent outcomes could enhance the customer experience and make the entire process timelier. This is especially difficult when assistive devices are heavy or during inclement weather. 7.7 Specialized Equipment for Stowing and Retrieving Assistive Devices Over the past 15 years, there have been many attempts to find cost-effective ways to get wheelchairs and other assistive devices to and from the aircraft. Because size and weight are usually the problem, many of the devices described in this section are designed to address those two issues. Purchase of such specialized devices that are not used often is difficult to justify in a carrier's budget. There are logistical issues, such as determining where the device would be stored at the airport, who maintains and dispatches it, and whether it is needed at a large station where there is adequate labor or whether it is more suitable for a smaller station. Another major issue is whether the airport or the airline should purchase and control the devices. Many airports in Europe and the U.S. also struggle to decide who is responsible for moving the devices from
Boarding–Disembarking and Stowing–Retrieving Assistive Devices 123 the terminal or lounge area to the tarmac to prepare for loading, including filling out any tags and removing items that should be stowed in the aircraft cabin for safekeeping. Wheelchairs are often more secure in large, wide-body planes, since they are stowed in palletized containers, often with tie-downs to keep the devices in place. However, delay in retrieving the devices may occur because of the time it takes to unload the containers from the aircraft and transfer the wheelchairs to the boarding bridge. Elevators or lifts from the ground to the boarding bridge would make initial stowage more timely, as well. KCI has a wide array of products used in aviation for more than a decade. The KCI electric wheelchair trailer lift transports and lifts the chair directly onto the belt loader (Figure 7-14). On small aircraft, the lift can go directly to the cargo hold door, eliminating the need for ground crew to lift the device. The manually operated scissor lift is one of KCI's most popular lifts, which holds up in inclement weather (Figure 7-15). One major problem identified during Open Doors Organization stowage research in 2006 was that airline ground crews had no way to secure devices to the belt loader and—for safety— were not allowed to ride up the belt loader. To address this concern, Open Doors Organization designed a hinged belt loader holder. After the holder is placed on the belt loader in the open position, the wheelchair or scooter is rolled back onto the bottom plate of the holder and will travel without danger of falling off (Figure 7-16). This holder may also be transported with the mobility device. It weighs about 15 lbs. and holds up to 600 lbs. The Aviramp Mobiloader ramp loads wheelchairs into small aircraft without lifting (Figure 7-17). The slope is easy for one to two people to push the mobility device from the tarmac onto the ramp and directly onto the aircraft. These units can withstand inclement weather, and the height is adjustable. They also feature a solar recharge option. Figure 7-14. KCI electric wheelchair trailer lift (Source: Keith Consolidated Industries).
Figure 7-15. Manual wheelchair lift (Source: Keith Consolidated Industries). Figure 7-16. Belt loader holder (Source: Open Doors Organization). Figure 7-17. Mobiloader with power scooter (Source: Aviramp).
Next: Chapter 8 - From Arrival Gate to Terminal Exit and Interterminal Connections »

redpajama_set_name: RedPajamaCommonCrawl


Listen to "Episode 5: Robot (Part 2)" on Spreaker.
Back on a Thursday! In part 2 of this episode, we continue talking to our robot friend about how to have a good text game, how you can tell if you have actual feelings for someone (See? He's a robot), and we give out our favorite first date ideas.


Having accurate information about the health of Canadians is an essential part of improving health care. That's why Statistics Canada, in partnership with Health Canada and the Public Health Agency of Canada, is conducting the Canadian Health Measures Survey. Thanks to the participation of people like yourself, valuable health information has been collected.
Results of this innovative survey have revealed that the physical fitness levels of children, youth and adults have seriously declined when compared to the Canada Fitness Survey conducted in 1981.
Furthermore, 38% of adults showed high levels of cholesterol, and about 16% of the adults with high blood pressure were unaware of their condition.
We also noted that blood lead concentrations in the population have fallen dramatically over the past 30 years, in both youth and adults. As such, your participation in the survey is crucial. As a randomly-selected participant, you represent many other people in your community.
This survey is a two step process. First, a Statistics Canada interviewer will give you information about the survey, and will answer all your questions. Then, you will be asked questions about: your general health, your nutrition, your activity level and your health habits.
Second, because all physical measurements must be conducted by a fully-trained health professional, you will be asked to visit our mobile clinic located in your community. We will reimburse you for expenses related to attending the clinic. At the clinic, health professionals will measure, among other things, your height, weight and waist circumference. They will also take your blood pressure, and will conduct tests to assess your vision and musculoskeletal health. Blood and urine samples will also be collected to analyze your cardiovascular health and nutritional status, including your levels of cholesterol and vitamin B12, as well as your exposure to environmental contaminants.
In addition, you will receive free health reports that contain your test results. These tests are not designed to provide diagnoses, but they will give you important information about your health, such as: your body composition, your cardiovascular health and fitness, your musculoskeletal health and fitness, your nutritional status and your vision.
Since the Canadian Health Measures Survey is conducted under the Statistics Act, any information you provide will be kept confidential. No personal information that could identify you or a member of your family may be provided to anyone without your permission. Statistics Canada has consulted with federal and provincial privacy commissioners and the Health Canada Research Ethics Board to ensure that the survey abides by the highest ethical standards.
During the survey process, we will provide you with information on the health measures, and will ask for your consent to participate. It's our way of ensuring that you are aware of—and comfortable with—all aspects of the survey. We thank you for your participation. Your information is essential in enabling us to present a portrait of the health status of Canadians. Because health matters!


Today in Ticketbud Tidbits, we interview Richelle Ouellette, Co-founder and Head Planner of Alchemy Events. Richelle has created a lot of successful events and has even done receptions for First Ladies. You can listen to the podcast below. The topics of conversation include communication, choosing a venue, and what to look for when hiring planners for your event company.
One of the sub-themes throughout our conversation is the importance of communication. Communication with guests, with staff, with volunteers, and with venues. As an organizer, always be listening and paying attention to what people are doing and saying. Be clear about what you want, and if necessary, over-communicate.
Richelle recommends having one volunteer for every 100 people, although she does mention that she will modify this based off of how much "demand" and line she wants to have. If a decently long line is the goal to simulate demand, she will use a different ratio instead.
Never take for granted that volunteers know what to do. Go over the whole process with them. At the same time, empower volunteers to fix the situations themselves, if needed. Remember Dwight D Eisenhower's quote: "No battle plan survives contact with the enemy".
Write out an outline of what you want out of a venue, including cost. Although you can deviate from it, always do your best to stay on track. Consider whether the venue will have appropriate facilities for the size of the event that you are going to be running.
Have clear value and mission statements for your event planning company. By doing this, you'll attract the candidates that you want when you're looking to expand your business. In Richelle's case, the other planner on her team is someone that she can really depend on, all while fitting in perfectly with the culture she is trying to build.


I'm not sure TXFutbal understands how a tournament works. You can have only one winner. Just one.
Finally...this age group needs a few rivalries to light up this board and some of the games.
ColtMcVince wrote: I'm not sure TXFutbal understands how a tournament works. You can have only one winner. Just one.


Seeding into warm, moist and fertile soil is currently the best recommended weed control option there is for hemp production.
Limited herbicides are registered for use for weed control in hemp.
Assure II, a product of Dupont Canada, is now registered (2015) for industrial hemp grown for fibre, seed and oil production. Use of Assure II allows for control of grassy weeds such as wheat that are problematic to maintain quality (gluten free).
No herbicides are presently registered for broadleaf weed control.
It is recommended that producers check with their contracting company to ensure their contract allows for use of herbicides.
Crop rotation is important to avoid unwanted weed problems from volunteer crops. Grassy crops such as wheat, barley, oats and weeds such as wild buckwheat are difficult to remove during grain cleaning. The use of gravity tables and/or colour sorters may remove some grassy crops and weeds from hemp but this also results in greater hemp grain loss.
When planted under ideal conditions, hemp will germinate very quickly. It can reach 25 to 30 cm (~ 12 inches) in height two to four weeks after planting. At this stage, hemp enters the vegetative and elongation stage. This stage can provide about 90% ground cover to outcompete and suppress the growth of weeds. The first out of the ground wins!
Plant population is also a good weed control management practice. Hemp grain crops can produce the same grain yield under a wide range of plant populations. For example a plant population of 5 plants per square foot could yield the same as a 25 plant per square foot population due to branching.
Height and branching due to lack of competition.
However with lower populations the plant does not create enough shade to prevent or suppress weed growth. The crop will be more difficult to harvest as the grain would be lower on the plant, there will be additional plant materials being combined and the yield could be compromised.
The higher plant population would provide a canopy for weed control and would have the grain seed set higher on the plant requiring less material to be combined.
Experience has found a target seeding rate of 100 seeds per sq. metre (approx. 20 to 25 pounds per acre) provides a plant population that will compete very well with the weeds under most conditions.
Good fertility is key for a crop's ability to be healthy, grow quickly and help provide adequate competition for weed control.
Hemp is sensitive to most herbicides residues. It is important to be aware of previous herbicides used on a field that is designated for hemp production. Herbicides used for spring burn off of volunteer glyphosate tolerant crops may have a soil residue that would be harmful to hemp.
Sanitation is also an important consideration to keep out contaminants such as weeds and volunteer crop from a hemp crop at harvest. Clean handling equipment, such as bins, trucks, augers and any piece of equipment coming in contact with the grain.
Note: See "Storage Conditioning" for more details.


Slope triggering provides the oscilloscope pulse edge triggering, the pulse goes through two adjustable thresholds for the time which is more than, less than or equal to the specified interval. There is an opportunity to setup the oscilloscope for rising slope or falling slope triggering.
The inamated image below shows the sine signal oscillogram at the rising edge record triggering, the width is 30µs. The edge width under measurement is limited with low and high thresholds.


We're open 7 days to serve you! We've been serving our area since 1974.
In addition to meeting all your pharmacy needs, we're your one stop diabetic shop. We have Hallmark gifts and greeting cards, books, special gifts, and more!
We're locally owned and operated! Learn more about us and how we can help serve you with exceptional personal service!
We are your One Stop Diabetic Shop! We have an assortment of testing strips, lancets and much more!
At Four Way Pharmacy, we're the people you know! Have a question for our pharmacists? We're here to help!


Sphaeropsis sapinea is an opportunistic pathogen causing serious damage to conifers, pre-disposed by adverse environmental conditions or mechanical damage. Three different morphological forms of the fungus have been described and are commonly referred to as the A, B and C morphotypes. Isolates of the different morphotypes have also been separated based on differences in pathogenicity and molecular characteristics. These differences, however, overlap and have not been considered sufficiently robust to justify the description of separate taxa. The aim of this study was to consider relationships between isolates representing different S. sapinea morphotypes, using multiple gene genealogies inferred from partial sequences of six protein-coding genes and six microsatellite loci. Genealogies generated for the protein-coding genes and microsatellite loci were not congruent but both consistently grouped isolates representing the A and C morphotypes in separate but closely related clades. In contrast, isolates of the B morphotype grouped together in a clade that was equally different to the A and C morphotypes as it was to the clade encompassing isolates of Botryosphaeria obtusa. These results provide strong evidence to show that the B morphotype isolates are distantly related to S. sapinea and represent a discrete taxon, which we describe here as Diplodia scrobiculata sp. nov.


KICKBOY 2 VST- for registered Users free to download!
VST Kick Instrument synth with 2 oscillators with noise and colour and 32 waveforms, also 2 oscillators with wavedraw. 4 kick envelopes and 4 multi envelopes and octaves for each kick, 2 filter envelopes also 2 amp envelopes and it got 2 filters with env control, and also there is an porta, very handy for fast sounds, 64 Presets.
Equalizer, Chorus. Double Overdrive, Double Distortion, Double Decimator.


2006 marks the fifth anniversary of Switchstance Recordings, the renowned German label for all things funky and dope. Five years of Switchstance means five years of continuous producing, DJing, promoting and putting out fine records, led through the troubled waters of the post-2000s international music business by the label's founder and managing director Tom Strauch, his partner and label manager Bernd "Kinski" Roesler and their longtime fellow producers, DJs, networkers and, last not least, friends.
Five years of Switchstance also means THE NEXT CHAPTER in the FANTASTIC FREERIDING legacy, the label's own regular artist showcase albums that have become a major staple in the crates of some of the world's most beloved HipHop, Downtempo, Broken Beat and NuJazz DJs and producers - and who will no doubt be delighted by this exclusive appetizer for the forthcoming FANTASTIC FREERIDING double album.
The FANTASTIC FREERIDING - THE NEXT CHAPTER - EP contains four flamin' new tracks by all Switchstance heads, painting the by now trademark collage of the label's various styles all anew in bright and shiny colours. Opening the EP is GYPSY SOUL by KABANJAK - a dreamy yet percussive reflection that takes you right back to a campfire near the mediterranean shore. NEW MARCH is pure PROTASSOV: Beats, way fatter than his own bum, plus sounds, melodies and samples that go their own ways but always right forward. DEELA here makes a glorious return (were they ever gone?) with GHOST SONG, a fine specimen of Broken Beats that is sure to rock the more advanced dancefloors. Closing the EP is an uptempo funk track that was conceived right after ANCIENT ASTRONAUTS survived their first DJ trip to beautiful Greece - involving hardly any sleep, a near plane crash and totalling at a hectic 36 HOURS.


text:
2020 election over young people believe continued engagement
The 2020 Election Is Over, But Young People Believe in Continued Engagement
Youth electoral participation in 2020 was high and could be even higher if we support young people, who have varied priorities for the new administration.
Young people made their mark on the 2020 presidential election with a likely historic level of youth voter turnout and impact on key races that helped decide the outcome. According to an exclusive new post-election survey from CIRCLE, far from being satisfied with the election results and content with having done their part, the new data being released today reveals that young people remain interested in engaging in civic life and are poised to continue pushing for political and social change.
Our major findings include:
More than three quarters of young people believe that they have the power and responsibility to change the country and that this work goes beyond elections.
Youth who voted for President-elect Joe Biden are more engaged and more confident in their civic power than those who supported President Trump
Young people participated in 2020: about 1 in 4 donated to a campaign (24%) or registered others to vote (23%), close to half (45%) tried to convince their peers to vote, and two thirds spoke with friends about the election and politics
Racial justice motivated many young people to engage and vote: 68% said they saw voting as a way to stop violence against people of color, 56% talked to peers about how racism affects society, and 57% say they took action for racial justice in their communities.
Young people who voted for Biden want his administration to prioritize the COVID-19 vaccination (80%), combating violence against people of color (82%), and leading the transition to renewable energy (78%). Youth who supported Trump are more focused on restoring law and order (72%) and enforcing immigration laws (59%). Both want a focus on creating jobs, cutting middle-class taxes, and uniting Americans.
About the Poll: The CIRCLE/Tisch College Post-Election Poll was a web survey fielded from November 3 to December 2, 2020 By Gallup, Inc. The survey covered adults between the ages of 18 and 29 who were eligible to vote in the United Stated in the 2020 General Election. Sample was drawn from the Gallup Panel, a probability-based panel that is representative of the U.S. adult population, and from the Dynata Panel, a non-probability panel. A total of 2,645 eligible adults completed the survey. Of the total completes, 1,138 were from the Gallup Panel and 1,507 were from the Dynata Panel. Unless stated otherwise, for the sake of this analysis, 'youth' refers to those ages 18- to 29-years old. The margin of sampling error, taking into account the design effect from weighting, is ± 3.7 percentage points at the 95% confidence level. Margins of error for racial and ethnic subgroups range from +/-7.6 to 9.4 percentage points.
Youth Political Power and Engagement in Elections and Beyond
Overwhelming majorities of youth, ages 18-29, say they believe in their power to change the country (84%) and they recognize that work to improve communities goes beyond elections and voting (84%). Three in four youth believe that "people like them" should participate in the political decisions that shape the country (76%) and, in fact, that they have the responsibility to do so (80%). Our polling also reveals that youth engaged in—and remain interested in pursuing—a number of actions and strategies to achieve change, ranging from electoral participation to protests and issue-based advocacy.
These levels of political interest and efficacy are high, but they are far from uniform, with young people who voted for President Trump in 2020 less convinced about their generation's ability and responsibility to engage in civic life. For example, about three-quarters of young Trump voters say people like them should participate in political decision-making (75%), that they have a responsibility to do so (73%) or that as a group youth have the power to change things (76%). By contrast, close to 90% of youth who voted for President-elect Biden answered those questions affirmatively. This follows a trend from 2016; that year, our pre-election polling also found that youth who voted for Trump were less interested or confident in the power of civic engagement, but also perceived less access to traditional civic institutions. Further analysis is needed to understand the complex question of whether and how these levels of trust in institutions, and of their perceived role within them, could translate into some young Trump supporters' participation in events like the assault on the U.S. Capitol.
Young people played a major role in the 2020 election; our early estimate of youth turnout suggests that 52%-55% of eligible 18- to 29-year-olds cast ballots—much higher than in 2016 and likely one of the highest youth participation rates in decades. But even before the election, our pre-election polling revealed that a substantial number of young people were making their voices heard and acting on issues they care about; whether registering their peers to vote or marching for racial justice. Our post-election data suggests that work continued and likely even intensified throughout 2020.
We find that two-thirds of young people have talked to friends about political issues or elections, 45% have tried to convince other youth to vote, and 23% have actually worked to register others to vote. For many youth, their civic and political action has been motivated by concerns about racial issues: 56% say they have talked to friends, family, or coworkers about how racism affects our society; 45% report taking concrete action for racial justice in 2020. Though young supporters of both major presidential candidates reported strong levels of participation, as with measures of political interest and efficacy, engagement was higher among young Biden voters. For example, 76% of youth who voted for Biden have talked to friends about political issues or elections and 55% have tried to convince their peers to vote, compared to 61% and 45%, respectively, of youth who supported Trump. In one area, there was a major difference: 66% of young Biden voters said they had talked to others about racism, compared to just 34% of Trump voters.
Importantly, engagement among youth could be even higher if opportunities were more visible, accessible, and meaningful. There are also many young people who are interested in participating in civic life but have not found the right opportunity. On many indicators of electoral engagement that we asked about, in addition to the young people who said they had done it, a substantial percentage of youth said they might do in the future if they see an opportunity. That includes registering peers to vote (38% said they might if they see an opportunity), volunteering for a political campaign (35%), donating money to a campaign (29%), and participating in a march or demonstration (31%).
It's clear that young people remain interested in engaging and working on issues that they care about; elected officials, advocacy groups, and political parties should take note and not wait for 2022 to reach youth.
Youth Motivated to Continue Activism on Racial Justice
Activism related to racism and police brutality appeared to motivate many young people to make their voices heard at the polls and advocate for change in the streets. Indeed, the youth-led activism of Black Lives Matter and others organizing for racial justice were one of the defining elements of the 2020 election cycle. According to our post-election survey, 7 in 10 young people say they feel the urgency to do something to fight racism. And while nearly two-thirds of youth (64%) of youth report feeling "overwhelmed or paralyzed" by how much racism impacts society, that has not deterred them: 57% say they have taken action in their schools or communities to "reduce the unfair treatment of people of color."
Both our pre-election polling and election-week analyses suggested that racial justice issues were one of the main factors driving youth to the polls and shaping their vote choice, especially among youth of color and Black youth in particular. Our post-election poll confirms that young people saw the election as a lever for change: 68% of youth said that "voting and elections play a role in stopping violence against people of color." Young people also expressed a desire for the next president to focus on racial justice. Two-thirds of young people said that combating violence against people of color should be a somewhat or very high priority for the next presidential administration, though the gap was unsurprisingly wide between young supporters of Biden (78%) and Trump supporters (44%). Almost half of young Biden voters (46%) and 39% of young Trump voters believe that, in the next year, people will talk less about violence against Black people; and, if that occurred, 63% of Biden voters (compared to just 28% of Trump voters) would consider it a negative change.
There was also a predictable partisan split in ongoing trust in democracy: 50% of young Trump voters and 32% of young Biden voters saying it was "somewhat" or "very" likely that the U.S. would no longer hold "free and fair elections."
Young People Have Numerous and Diverse Priorities for Biden Administration
While young people had a strong preference for Joe Biden, millions of youth voted for President Trump as well, and supporters of both candidates have very different ideas of what the next presidential administration should prioritize. For instance, 80% of young Biden voters said that making a vaccine for COVID-19 widely available was a "somewhat" or "very" high priority, compared to 59% of youth who supported Trump. Almost three quarters of Biden-voting youth (71%) said raising taxes for wealthy individuals and corporations should be a somewhat or very high priority, compared to just 30% of Trump-voting youth. On the other hand, young Trump supporters were more likely than youth who voted for Biden to say that "reducing gun regulations" (19 percentage points more likely), "restoring law and order" (23 points more likely) and "enforcing immigration laws" (31 points more likely) should be somewhat or very high priorities.
On economic issues there were more similarities between young Trump and Biden voters—or at least potential for common ground. Even though, according to CIRCLE analysis of the AP VoteCast exit poll, young Trump supporters were more likely to name the economy as their top issue, in our new post-election survey there's basic agreement on developing job training opportunities and creating jobs should be "somewhat" or "very" high priorities for President-elect Biden as well as reducing taxes for middle and low income Americans. Another key area of agreement is not related to policy: a majority of young supporters of both candidates said they believe the next President should prioritize "unifying American people with different backgrounds and experiences."
Authors: Kristian Lundberg, Abby Kiesa, Alberto Medina
2020 poll


BGC0000295, acinetoferrin biosynthetic gene cluster from Acinetobacter haemolyticus. Locus 1. Partial MIBiG entry.
acinetoferrin (BGC0000295). Gene Cluster 1. Biosynthetic class = NRP. GenBank AB661448. Click on genes for more information.


text:
2019 Heisman Watch
Home /Sports/Fall Sports/Football/2019 Heisman Watch
Alex Aidonidis
Fall Sports,Football,Sports |
The Heisman race this season has been clear cut between three top candidates, Alabama's Tua Tagovailoa, Oklahoma's Jalen Hurts, and Louisiana State University's Joe Burrow. Additionally, candidates such as Ohio State's quarterback Justin Fields and Wisconsin's running back Johnathan Taylor.
In week eight's matchup between Alabama and Texas, Tagovailoa, Alabama's quarterback, exited the game with an injury after starting the game 11/12 with 155 yards. The only incompletion was an interception. Tagovailoa has been near perfect for the Crimson tide this season, completing almost 75% of his passes with 2166 yards, 27 touchdowns and only two interceptions on the season for the country's first-place team. Head coach Nick Saban says there is not a definite timetable for the projected number one pick in this year's NFL draft to return.
This week, Alabama faces 2-5 Arkansas which should be a layup for them, despite Tagovailoa's absence. The following week is a bye week before Alabama will face off against No. 2 LSU and Burrow. Saban and the rest of the country will hope Tagovailoa can return for this clash, which will likely be the best game of this college football regular season. LSU's offense has been the second-best in the country this year, averaging 50.1 points per game, behind Burrow, who only needed seven games to set the school's single-season record for touchdown passes when he tossed his 29th in last Saturday's win over Mississippi State. LSU will be busy this week when they take on ninth-ranked Auburn, who they are favored to beat; this would essentially eliminate Auburn from college football playoff contention.
The highly anticipated matchup between Alabama and LSU will certainly be a shootout to the very end, similar to the matchup we saw in 2016 when Oklahoma and Texas Tech clashed and then future NFL quarterbacks Patrick Mahomes and Baker Mayfield combined for 1,279 passing yards and nine touchdowns. Mayfield was the Heisman winner the following year in 2017, and his successor, Arizona Cardinals' quarterback Kyler Murray, won it last year, giving Oklahoma back-to-back Heisman winners. Oklahoma could potentially have a Heisman quarterback for three consecutive years as former Alabama quarterback Jalen Hurts has been dominant this year, leading Oklahoma to a 7-0 record, and giving them a clear path to winning their fifth consecutive Big 12 championship. Oklahoma is currently ranked fifth in the country. If they are able to remain undefeated and win the Big 12, they would almost certainly land a spot in the top four and give the Sooners' their fourth appearance in the sixth year of the new college football playoff format.
Oklahoma is 0-3 overall in the college football playoffs, failing to make the national championship in each of their three appearances. This year could be different when you consider that Hurts wants revenge on the school that benched him in the 2017 national championship against Georgia in favor of Tagovailoa, who took over and commanded the Crimson Tide to the title. Hurts took the backseat to Tagovailoa for most of last season before transferring to Oklahoma where he has thrived in head coach Lincoln Riley's system, similar to Mayfield.
Another name to look at is Ohio State's Fields, who transferred over from Georgia after last season. Fields took over the starting job left by Washington Redskins' quarterback Dwayne Haskins and lead Ohio State to a third-place ranking in the country, leapfrogging the defending champions in Clemson. Fields has thrown for 22 touchdowns and rushed for eight as well. His next test will be a matchup against the Wisconsin Badgers, who were ranked sixth last week before being stunned by unranked Illinois, but they've since fallen to the 13th seed in the country.
This game is huge for Wisconsin and Taylor, who hope to remain in college football playoff contention, as a second loss would likely put them too far out. Taylor rushed for 132 yards and a touchdown against Illinois, which is certainly a great game stat line, but they were below his season averages in both categories. Taylor also coughed up the ball in a crucial fourth-quarter situation that essentially put Wisconsin out of the game and hurt their chances for the school's first college football playoff appearance. A win this weekend over Ohio State could put the Badgers back in the conversation, but Wisconsin has not defeated the Buckeyes since 2010.
UMaine's newly hired food science innovation coordinator speaks to Maine Campus
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text:
/**
 * Author: ninemilli.song
 */
import * as React from 'react';
import { Tree, Input, Button } from 'antd';
const TreeNode = Tree.TreeNode;
const Search = Input.Search;

interface CategoryProps {
    data?: Array<any>;
}

export default class Category extends React.Component<CategoryProps, any> {
    static defaultProps = {
        data: [
            {
                parentId: '0',
                id: '1',
                name: 'a',
            },
            {
                parentId: '0',
                id: '2',
                name: 'b',
            },
            {
                parentId: '0',
                id: '3',
                name: 'c',
            },
            {
                parentId: '1',
                id: '4',
                name: 'aa',
            },
            {
                parentId: '2',
                id: '5',
                name: 'ba',
            },
        ],
    }

    gData: any

    constructor(props, context) {
        super(props, context);

        this.state = {
            expandedKeys: [],
            searchValue: '',
            autoExpandParent: true,
        }

        this.gData = this.preprocessData();
    }

    componentWillReceiveProps(nextProps) {
        this.gData = this.preprocessData();
    }

    render() {
        const gData = this.gData;

        const { searchValue, expandedKeys, autoExpandParent } = this.state;

        const loop = data => data.map((item) => {
            const index = item.name.search(searchValue);
            const beforeStr = item.name.substr(0, index);
            const afterStr = item.name.substr(index + searchValue.length);
            const title = index > -1 ? (

                    { beforeStr }

                            { searchValue }

                    { afterStr }

            ) : { item.name };
            if (item.child) {
                return (
                    <TreeNode
                        key={ item.id }
                        title={ title }>
                        { loop(item.child) }
                    </TreeNode>
                );
            }
            return <TreeNode key={ item.name } title={ title } />;
        });

        return (

                <Search
                    placeholder="Search"
                    onChange={ this.onChange } />
                <Tree
                  onExpand={ this.onExpand }
                  expandedKeys={ expandedKeys }
                  autoExpandParent={ autoExpandParent }
                >
                    { loop(gData) }
                </Tree>
                <Button
                    type="primary"
                    onClick={ this.createCategory }
                >创建分类</Button>

        );
    }

    private onChange = (e) => {
        const { data } = this.props;
        const value = e.target.value;
        const gData = this.gData;

        const expandedKeys = data.map((item, index) => {
            if (item.name.indexOf(value) > -1) {
                return this.getParentKey(item.id, gData);
            }
            return null;
        }).filter((item, i, self) => item && self.indexOf(item) === i);

        this.setState({
            expandedKeys,
            searchValue: value,
            autoExpandParent: true,
        });
    }

    private onExpand = (expandedKeys) => {
        this.setState({
            expandedKeys,
            autoExpandParent: false,
        });
    }

    private preprocessData = () => {
        const { data } = this.props;
        const treeData = [];

        // 过滤出一级节点
        const childData = [];
        data.forEach((item) => {
            if (!item.parentId || item.parentId === '0') {
                treeData.push(item);
            } else {
                childData.push(item);
            }
        });

        const loopLeaf = (rootData, childData) => {
            const nRootData = [], nChildData = [];

            rootData.forEach((rootDataItem) => {
                childData.forEach((childDataItem) => {
                    if (childDataItem.parentId === rootDataItem.id) {
                        if (rootDataItem.child) {
                            rootDataItem.child.push(childDataItem);
                        } else {
                            rootDataItem.child = [childDataItem];
                        }
                        nRootData.push(childDataItem);
                    } else if (nChildData.indexOf(childDataItem) !== -1) {
                        nChildData.push(childDataItem);
                    }
                });
            });

            if (nChildData.length > 0) {
                loopLeaf(nRootData, nChildData);
            }
        }

        loopLeaf(treeData, childData);

        return treeData;
    }

    private getParentKey = (key, tree) => {
        let parentKey;
        for (let i = 0; i < tree.length; i++) {
            const node = tree[i];
            if (node.child) {
                if (node.child.some(item => item.id === key)) {
                    parentKey = node.id;
                } else if (this.getParentKey(key, node.child)) {
                    parentKey = this.getParentKey(key, node.child);
                }
            }
        }
        return parentKey;
    }

    // 创建分类
    private createCategory = () => {
        // todo: 跳转通用分类编辑页面
    }

    // 编辑分类
    private editCategory = () => {
        // todo: 跳转通用分类编辑页面
    }
}

redpajama_set_name: RedPajamaGithub


text:
BBNaija: Emmanuel reveals why he wants Angel
Big Brother Naija season 6 housemate, Emmanuel has revealed that he wants Angel because she's a smart girl.
Emmanuel said this while having a conversation with Angel.
Angel had asked why it's hard for him to look her in the eye anytime they are having a conversation.
In response, Emmanuel told her she knew why, adding that he cannot say much because of his current situation in the house.
"You know you have a very interesting personality and I want you because you're smart. I'm usually attracted to smart girls.
"I've got an eye on you trust me but I can't say much for now," he said.
BBNaija: You cannot bully me, we'll meet outside – Angel blasts Boma
Angel while responding, told him to be clear with what he wants, adding that she knows why he doesn't want to come clear with his intentions.
"You have to tell me why you've got an eye on me or I won't stop asking you," she said.
Meanwhile, Liquorose and Emmanuel seemed to be in a ship and are being considered as the most serious pair in the house.
They are the only couple in Biggy's house who seems to have a serious relationship as they have continuously professed their love to each other.
BBNaija 2020: Prince reacts as Tolanibaj accuses him of using her as 'strategy'
They also do everything that couples who are intimate do and are practically seen everywhere together.
However, to the shock of viewers at home, Liquorose told Biggy that she wasn't in any relationship with Emmanuel.
It's still not clear what Emmanuel wants with Angel as the duo seem to have an awkward relationship in the house
How Waje and Omawunmi snubbed Tiwa Savage father's burial after receiving Aso Ebi
Enugu APC Crisis: Aggrieved members drag Ken Nnamani to Buni


PURCHASE, N.Y.--(BUSINESS WIRE)--Dec 20, 2018--On January 31, 2019, Mastercard Incorporated (NYSE: MA) will release its fourth-quarter and full-year 2018 financial results. The company will host a conference call to discuss these results at 9:00 a.m. Eastern Time.
The dial-in information for this call is 833-236-5755 (within the U.S.) and 647-689-4183 (outside the U.S.). A replay of the call will be available for 30 days and can be accessed by dialing 800-585-8367 (within the U.S.) and 416-621-4642 (outside the U.S.), using passcode 4187924.
About Mastercard Incorporated Mastercard (NYSE: MA), www.mastercard.com, is a technology company in the global payments industry. Our global payments processing network connects consumers, financial institutions, merchants, governments and businesses in more than 210 countries and territories. Mastercard products and solutions make everyday commerce activities - such as shopping, traveling, running a business and managing finances - easier, more secure and more efficient for everyone. Follow us on Twitter @MastercardNews, join the discussion on the Beyond the Transaction Blog and subscribe for the latest news on the Engagement Bureau.


text:
La Ford Galaxie est une voiture de tourisme "Full-size" produite par le constructeur automobile américain Ford de 1958 à 1974, en quatre générations. Chaque génération comportait les versions berline, station wagon, coupé et cabriolet.

Le nom Galaxie qui, à l'époque, désignait la course dite à l'espace, fut utilisé pour les modèles phares de la gamme Ford de 1958 à 1961.

Il s'agissait initialement de la version luxe de la Ford Fairlane, puis commercialisée en tant que modèle autonome à partir de 1960.

La Galaxie, après l'introduction sur le marché en 1965 de sa remplaçante, la Ford LTD, a continué à être produite jusqu'en fin d'année 1974. Sa production a continué au Brésil jusqu'en 1983.

La Galaxie était en concurrence avec d'autres voitures américaines dans le segment "pleine grandeur", comme la Chevrolet Impala et la Plymouth Belvedere.

La gamme Ford Galaxie a connu  générations aux États-Unis :
 1ère génération : 1958-59
 2ème génération : 1960-64
 3ème génération : 1965-68
 4ème génération : 1969-74

Production de la gamme Ford Galaxie aux États-Unis

(*) La production totale de la gamme comprend les versions Custom, Custom 500, Seven Litre, Station Wagon, LTD et tous les modèles Galaxie. La production du modèle Galaxie comprend les versions Galaxie, Galaxie 500, Galaxie 500XL, XL et Galaxie 500 LTD jusqu'en 1967.

La version australienne

La Ford Galaxie a été produite en Australie entre fin d'année 1964 et 1968. Le modèle de 1965, qui a été baptisé Galaxie GE par Ford Australia, a été assemblé dans l'usine Ford de Homebush West à Sydney et a été proposé en berline 4 portes avec un choix de moteurs V8 de 4,7 litres ou 6,4 litres. Les modèles de 1966, 1967 et 1968 ont également été assemblés à Homebush. À partir du MY 1969, le modèle a été importé des USA et la modification du poste de conduite de gauche à droite était réalisée dans l'usine Ford de Broadmeadows à Melbourne. Le MY 1969 a été commercialisé sous le nom de Galaxie LTD, comme les modèles suivants jusqu'à l'introduction de la Ford LTD développée localement en 1973.

L'assemblage en Australie des modèles Galaxie, de 1965 à 1968, a été réalisé à partir de kits CKD importés des USA. Au total, 3.124 véhicules ont été assemblés localement. Entre 1969 et 1972, 1.766 modèles Galaxie ont été convertis en conduite à droite.

La version brésilienne

La version berline quatre portes de 1966 de la Galaxie a également été produite au Brésil sous les noms de Galaxie, Galaxie 500, LTD et Landau de 1967 à 1983. Deux exemplaires ont été utilisés comme voiture présidentielle jusqu'en 1990. Certaines d'entre elles fonctionnaient à l'éthanol pur E100.

La production brésilienne a commencé en 1967 et s'est terminée en 1983. La berline 4 portes était la seule version de carrosserie disponible sur ce marché. La Ford Galaxie brésilienne de 1967 était identique à l'original américain de 1966. Le seul moteur disponible était le bloc Y, un V8 de 4,5 litres de cylindrée, avec un carburateur double corps.

Le principal lifting a eu lieu en 1976. Les phares sont devenus horizontaux et l'avant ressemblait à la Lincoln Continental de 1965. À partir de 1976, le moteur V8 Windsor de 4,9 litres avec un carburateur double corps a remplacé le bloc Y. La production du modèle s'est arrêtée en 1983.

Notes et références

Annexes

Article connexe
 Ford Fairlane

Galaxie
Automobile des années 1950
Automobile des années 1960
Automobile des années 1970
Automobile des années 1980
Berline
Break
Cabriolet

redpajama_set_name: RedPajamaWikipedia


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