text:
Q: How to get error message in terminal when using Redux React I have been doing some Redux-React tutorials but hit a snag when one of the lines of code seems to cause the browser to go blank (and otherwise providing no error messages in the terminal). I'm wondering if anyone knows of a way to get some sort of error diagnostics in the terminal for Redux-React code (when running npm run dev) that would be helpful in finding the root of the issue.
The line of code is:
const numOfCakes = useSelector((state) => state.cake.numOfCakes)

Which works if I replaced it with
const numOfCakes = 3

The code is in the file CakeView.jsx (from the tutorial)
import React from 'react'
import { useSelector } from 'react-redux'

export const CakeView = () => {
    const numOfCakes = useSelector((state) => state.cake.numOfCakes)
    return (

Number of cakes - { numOfCakes }

          <button>Order cake</button>
          <button>Restock cakes</button>

    )
}

This makes reference to the code in the file , also from the same tutorial:
import { createSlice } from '@reduxjs/toolkit'
import axios from 'axios'

const initialState = {
    numOfCakes: 10
}

const cakeSlice = createSlice({
    name: 'cake',
    initialState,
    reducers: {
        ordered: (state) => {
            state.numOfCakes--
        },
        restocked: (state, action) => {
            state.numOfCakes += action.payload
        },
    },
})

export default cakeSlice.reducer
export const { ordered, restocked } = cakeSlice.actions

I'm not sure what I may doing wrong. I've gone over the video tutorials multiple times checking but they seem to be the same. Maybe I'm so caught up in it that I'm missing something obvious. If the problem is not obviously in one of these files, I'm hoping someone can suggest some sort of extension (I'm using VS Code) that would issue better diagnostics. (The link is of a tutorial that is 27th in a series of 31 videos so it's a bit of stuff to work through although the videos are short and quite well done, imo...even if I am stumbled by this particular issue.)
Any help greatly appreciated!

A: You can log from all parts of the code and modify it whenever a variable has an unexpected value.
You can use actionCreators to execute code delays or asynchronous and check the code in different modes. In the same situations as pending or success or error, and also at the end to get errors from the server, you can create a custom hook and use it in all parts of the project that you need to request and show the answer as a modal.
fetch(url)
  .then(res=> console.log(res.data))
  .catch(error=> console.log(error.message))

redpajama_set_name: RedPajamaStackExchange


text:
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redpajama_set_name: RedPajamaCommonCrawl


text:
Lone Star Racing Planning Expanded 2016 IMSA Schedule
Lone Star Racing planning expanded 2016 schedule in IMSA…
Photo: Brian Cleary/bcpix.com
Dan Knox and his Lone Star Racing No. 80 ACS Manufacturing Dodge Viper GT3-R team are currently reviewing 2016 options and making plans to compete in the IMSA WeatherTech SportsCar Championship after a successful GT Daytona debut in September at Circuit of The Americas .
Knox and co-driver Marc Goossens co-drove the No. 80 ACS Viper GT3-R to a seventh place finish at COTA in what was the first IMSA race for Knox and team.
The weekend was an encouraging home-state debut for Knox and Lone Star Racing, which is based at Motorsport Ranch in Cresson, Tex. in the greater Dallas-Fort Worth area.
"We are still a young team, and have only been racing together for two years, but our IMSA debut at Circuit of the Americas certainly gave us something to build on," said Knox, a resident of Pilot Point, Texas.
"We want to become a premier racing team in Texas and a regular fixture in the IMSA GTD class, which is shaping up to be a very competitive division for next year. We want to be in on the action and are currently evaluating several endurance and sprint race options for 2016."
Lone Star Racing team manager and engineer AJ Petersen is leading the team's 2016 planning efforts.
"2015 was definitely a year of transition for Lone Star Racing," Petersen said. "It has been another building year for this team and we transitioned our focus from solely Pirelli World Challenge to include IMSA GTD.
"We had a great debut at COTA in the series with the help of some great people, have been blessed with the opportunity to choose where to race and look forward to 2016."
Knox and his team have no doubts the WeatherTech Championship is where they want to be in 2016.
"The format is different from what we have done before, much more exciting and in line with traditional sports car racing with longer races, multi-classes and multiple drivers," Knox said.
"In-race pit stops are also a new thing for us and it all happens in front of larger crowds than what we saw in World Challenge. Our COTA debut was a great experience and we expect more of the same in 2016."
Silver-rated Knox will drive for his team again in 2016 while several potential full-season and endurance-race teammates have expressed a recent interest in Lone Star Racing.
Goossens has signed with top Prototype team VisitFlorida.com Racing, but other drivers, of various ranking levels from both the U.S. and overseas, have inquired about competing with Lone Star Racing in 2016.
Petersen attended last week's IMSA WeatherTech SportsCar Championship test session at Daytona International Speedway while the team is focusing on its own December testing schedule.
"We did not participate in the tests at Daytona and have a testing plan for December, which will include some driver evaluations," Petersen said.
"The plan currently is to run sprint events with IMSA in 2016 but we are working to put the car on the grid for the Rolex 24 Daytona event and other North American Endurance Cup events.
"All of our car and team preparation has this as our focus but we can't do it alone. We are looking for partners to join us in the effort, either drivers looking for a solid race platform or corporate partnerships."
Lone Star Racing has raced a Dodge Viper GT3-R since the model made its international competition debut in 2014.
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text:
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Coming out of the british museum, i crossed the street and found the museum pub, with a little old lady standing beside a display of her pies, made that morning with apples from. Lawrence university in canton, new york.beginning her career as a staff … Established in 1882, the portland museum of art is the largest art exhibit hall in maine, featuring works by prestigious artists like monet and picasso. The program will feature the breadth, power and journalism of rotating fox news anchors, reporters and producers. These estates were raised by the nation's industrial, financial and commercial elite, who amassed great fortunes in era of expansion of the tobacco, railroad, steel, and oil industries coinciding with a lack of both governmental regulation and the …
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The portland symphony orchestra conducts concerts throughout the year, drawing many residents and visitors alike.
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Northeastern university (nu) is a private research university with its main campus in boston.established in 1898, the university offers undergraduate and graduate programs on its main campus as well as satellite campuses in charlotte, north carolina;
Want to purchase a box of cox pippin apples or does anyone know of any orchard that does sell them and ships them. Lawrence university in canton, new york.beginning her career as a staff … William sebastian cohen (born august 28, 1940) is an american lawyer, author, and politician from the u.s. The concourse is located under the td garden arena, with the platforms extending north towards drawbridges … 11 oct 2011 gordon kelly florida, united states. Portland is revered for its unpretentious arts scene. The program will feature the breadth, power and journalism of rotating fox news anchors, reporters and producers. Born in caribou, maine, collins is a graduate of st. Gilded age mansions were lavish houses built between 1870 and the early 20th century by some of the richest people in the united states. Established in 1882, the portland museum of art is the largest art exhibit hall in maine, featuring works by prestigious artists like monet and picasso. Described as a republican moderate … Northeastern university (nu) is a private research university with its main campus in boston.established in 1898, the university offers undergraduate and graduate programs on its main campus as well as satellite campuses in charlotte, north carolina; And toronto and vancouver in canada.
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Source: images.level8ds.com
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Source: newenglandtravelplanner.com
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Source: www.bonnycrowley.com
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Portland is revered for its unpretentious arts scene.
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Source: t.realgeeks.media
Described as a republican moderate …
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Q: Active Directory distribution list inaccessible to external e-mail accounts I have created distribution lists for my organization. The members of these e-mail lists will not receive e-mails if the sender is e-mailing the list from an external e-mail.
Is there a way to allow internal distribution lists to receive e-mails from external senders?
I am using Google Apps as my mail server.

A: This is controlled through the Google Apps Admin Console.
Go to Admin Console -> Users -> Group (DL) -> Roles and Permissions -> Who can send an e-mail to this group -> and select anyone on the internet.


text:
About NCCER
Mission, Core Values, and Goals
Why Choose Our School?
Testimonial Archive
Heavy Now
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Agency Personnel
→ 2011 Graduates
April 2011 Graduate
Meet National Training, Inc.'s Heavy Equipment Operator School's Graduate of the Month, Michael Ellis.
Congratulations to Mr. Michael Ellis of Port St. Lucie, Florida for being selected as National Heavy Equipment Operator School's Graduate of the Month for April, 2011.
Michael is married to his lovely wife and has 3 kids, 5 grandkids, a loving and dedicated mother who never gave up on him, 2 older brothers and a sister…phew. Now that's a family. Congratulations on having such a family Michael; you're a lucky man.
Prior to becoming a Professional Heavy Equipment Operator Michael worked in construction building bridges, seawalls and boat docks. Now that sounds like hard work. Michael said he worked around heavy equipment all of his life but was never given the chance to learn how to operate it. So, he tells us he decided to take a chance and make a career change into heavy equipment and he says he has no regrets.
We think you made the right choice Michael; according to the instructors this seems to be a great fit for you. It's not easy to impress those guys. We're glad you chose us to take a chance on helping you succeed in this industry.
We asked Michael what his most memorable moments during his time with us and he said" The first day when I was put on the skid steer loader when I knew absolutely nothing. I may have been slow but with the help of National's instructors I would not have had a chance of a life time."
Thank you Michael, we appreciate the compliment.
Michael's plans now are to get started with a company and get behind the controls as soon as possible.
Michael, we want to thank you again for choosing National Training to help you with your goals.
National Training, Inc.'s Heavy Equipment Operator School
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New solar co-op forms in Miami-Dade County
By Ben Delman on June 11, 2018
Share on Twitter or Facebook
Neighbors in Miami-Dade County have formed a solar co-op to save money and make going solar easier, while building a network of solar supporters. The group is seeking participants and will host an information meeting June 23 at the University of Miami to educate the community about solar and the co-op process.
Residents of Miami-Dade County interested in joining the co-op can sign up at the co-op web page. The co-op is free to join. Joining the co-op is not a commitment to purchase panels. Once the group is large enough, Solar United Neighbors will help the co-op solicit competitive bids from area solar installers.
Co-op participants will select a single company to complete all of the installations. They will then have the option to purchase panels individually based on the installer's group rate. By going solar as a group and choosing a single installer, participants can save up off the cost of going solar and have the support of fellow group participants and solar experts at Solar United Neighbors.
The League of Women Voters Miami-Dade, Green Corridor, CLEO Institute, University of Miami Sustainability Department, Cushman School, Miami Climate Alliance, and Pinecrest Gardens are some of the partners working with and Solar United Neighbors to organize the co-op.
10:30 a.m. – 12 p.m.
University of Miami Jorge Perez Architecture Center – Glasgow Lecture Hall
1228 Theo Dickinson Drive


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Lunera Lighting and Lutron Electronics collaborate to offer fully integrated, EcoSystem enabled, LED fixtures
Date Announced: 08 Nov 2012
Alliance Leverages integrated EcoSystem® Enabled LED Fixtures for Greater Control,
Higher Performance and Guaranteed Compatibility
Redwood City, CA – Lunera Lighting, Inc., the lighting solutions leader in the transformation to advanced LED technology, and Lutron Electronics, the industry leader in the integration and innovation of superior lighting controls, today announced an agreement to offer embedded Lutron EcoSystem controls in Lunera's commercial interior general lighting fixture portfolio. The collaboration will yield greater benefits for customers, including lowered installation costs, simplified commissioning, guaranteed compatibility, increased energy savings, and even greater control for occupant comfort. With a fully integrated control system which includes wireless connectivity for occupancy sensing, day-lighting, and continuous dimming to 1%, property owners and facility managers will have access to a complete solution for effectively managing the lighting infrastructure in their commercial buildings.
Customer Benefit
According to Energy Star, lighting consumes close to 35 percent of the electricity used in commercial buildings in the United States. The U.S. Department of Energy estimates commercial buildings in the U.S. consume approximately $200 billion in energy each year, of which 30 percent is wasted. Together, Lunera and Lutron are creating an elegant solution for eliminating this unnecessary waste, offering up to 80 percent energy savings over a non-controlled, fluorescent lighting system. Both companies deliver significant technology advancements and associated energy savings over a traditional fluorescent lighting system. Combining Lunera's energy efficient LED technology and Lutron's sophisticated sensors, controls, and dimmers, this collaboration will deliver customers a large return on their investment through significant dollars saved in energy spend.
"We are excited to be collaborating with Lutron to bring to market a product with integrated controls, taking advantage of the greater performance and compatibility that comes by embedding Lutron's EcoSystem technology in our high performance LED fixtures," said Michael Keddington, CEO of Lunera Lighting. "Finally, an advanced LED system is less expensive than an equivalent fluorescent alternative. This is a major shift in the general lighting space, bringing us closer to a world of digital lighting systems that create real and lasting value for our customers."
The collaboration provides customers with a seamless solution for reducing energy use and costs, increasing occupant comfort and control, while offering the highest quality light engineered to most closely resemble natural daylight. Lunera will integrate Lutron's EcoSystem platform, a commercial lighting control system comprised of digitally addressable dimming control technology, while continuing to deliver improved lumens per watt efficacy through a wide variety of products. At under $200, a price point equal to or less than that of an equivalent dimmable fluorescent fixture, the new, fully integrated products further prove Lunera's ability to reduce costs for customers while still offering elegantly designed, specification grade fixtures engineered for superior quality and reliability.
The family of products will launch first with the EcoSystem enabled Lunera SERIES 22-G5 and SERIES L7-G5. The SERIES 22-G5 will come in Lunera's classic 2'x2' recessed troffer form factor and the SERIES L7-G5 in Lunera's architectural, suspended linear direct/indirect pendant form. They will become the products of choice for high performance general lighting applications, allowing LED fixtures, sensors and controls to communicate seamlessly, with layered control strategies, creating the most intelligent, reliable and energy efficient lighting system available on the market.
"We're pleased to expand the Lutron EcoSystem network in collaboration with Lunera Lighting," said Eric Lind, vice-president of specification sales at Lutron. "By combining Lunera LED technology with Lutron's complete line of wired and wireless controls, we are able to offer significant energy saving benefits to our customers and bring smarter, more flexible systems into the building through the seamless integration of digital controls."
Lutron's long-standing commitment to innovation has led to the implementation of numerous energy-saving and eco-friendly technologies. The company invented the first solid-state, electronic dimmer and pioneered the lighting control industry by offering a cost-effective solution for managing daylight and virtually any source of electrical light. Combined with Lunera's commitment to delivering only the highest quality light to increase occupant comfort and well being, the Lutron collaboration will yield the best-in-class, wirelessly integrated lighting control solution.
About Lutron Electronics (www.lutron.com)
Lutron Electronics, headquartered in Coopersburg, Pennsylvania, designs and manufactures energy-saving lighting controls, automated window treatments and appliance modules for both residential and commercial applications. Its innovative, intuitive products can be used to control everything from a single light, to every light, shade and even standby power in a home or commercial building. Lutron products make any space more versatile, while enhancing ambiance, comfort and productivity. They also save energy and make light bulbs last longer, making them an ecofriendly addition to the home and workplace. Founded in 1961, Lutron estimates that the installed base of its products saves the nation nearly 10 billion kWh of electricity, or approximately $1 billion in utility costs per year. Lutron manufactures more than 19,000 energy saving products, sold in more than 100 countries around the world.
About Lunera Lighting
Lunera® Lighting is an award-winning lighting solution provider leading the transformation of interior commercial lighting to efficient, digital LED technology. Since its founding in 2009, Lunera products have been installed in over 10 million square feet of commercial real estate. Lunera's latest generation troffer and linear pendant LED fixtures are elegantly designed and engineered for power efficiency, delivering light that closely approximates natural daylight. They can be readily integrated into third party building controls, further reducing operating and energy costs, contributing to LEED certification, and enhancing occupant controls for comfort and productivity. For more information about Lunera solutions, please visit www.lunera.com, or follow Lunera on Twitter at https://twitter.com/LuneraLighting.
EcoSystem is a registered trademark of Lutron Electronics Co., Inc.
Kristine Relja Ogilvy Public Relations 415.677.2730
E-mail:Kristine.relja@ogilvy.com
Web Site:www.lunera.com


text:
home // News // Minnesota: East metro: 3M, Met Council agree that Mississippi is not 'impaired' //
Minnesota: East metro: 3M, Met Council agree that Mississippi is not 'impaired'
Source: Pioneer Press | November 26th, 2012 | By Bob Shaw
Location: United States, Minnesota
Industry type: Perfluorinated chemicals
Two legal adversaries have found something they can agree on — the Mississippi River is clean enough.
The Metropolitan Council and 3M Co. have asked the state of Minnesota to declare that the pollution of the river by 3M's chemicals wasn't as bad as previously thought.
But at the same time, the Met Council is suing 3M for polluting the river.
The Met Council last year joined a lawsuit filed by the state attorney general, seeking compensation from 3M for pollution of the state's waters. That suit cites 3M chemicals in the Mississippi as a prime example of pollution.
In separate letters, 3M and the council have asked the Minnesota Pollution Control Agency to remove the river from the list of "impaired" waterways.
"It was 3M's position years ago, and it is today, that there was never any evidence that it should have been impaired," said Bill Brewer, partner in the 3M law firm Bickel & Brewer.
Now the Met Council has joined 3M, he said. "Both parties have reached the conclusion that this isn't right," Brewer said. "It isn't right for the people in the metro area to think Pool 2 has any reason to be impaired."
Pool 2 is a 33-mile section of the river that runs from the Ford Dam in St. Paul to Hastings.
But any change in the river's status won't happen until after April 2014, said Shannon Lotthammer, director of the environmental analysis and outcomes division for the state environmental agency.
She said the federal Environmental Protection Agency makes the final ruling about impairment of the nation's waterways. The state department will submit a recommendation by April 2014, and the federal agency's ruling is expected months after that.
Several years ago, the Minnesota Department of Health said that fish in Pool 2 were unsafe to eat more than once a month. The problem was the 3M chemical PFOS, or perfluorooctane sulfonate, found in the fish.
But recently, the PFOS levels in Minnesota have been dropping. In June, the Health Department took the only remaining species of fish — the freshwater drum — off the list of fish that should be eaten no more than once a month.
3M and the Met Council agree that the end of the fish warnings should mean the river is no longer impaired. But that's about all they agree on.
The state lawsuit says 3M should be liable for damage to the environment because it manufactured PFOS.
Traces of PFOS have been found in the drinking water of 60,000 residents from Oakdale to Hastings, as well as in several lakes in the metro area.
But in court documents, 3M has argued that since it stopped making PFOS in 2002, it is no longer a significant source of PFOS pollution. The company has spent more than $100 million cleaning the chemical out of groundwater and drinking water.
So where is the PFOS coming from? Sewage treatment plants, says 3M.
The Met Council operates plants on the Mississippi and its tributaries, and 3M says wastewater is a continuing source of the PFOS.
Filtering the traces of PFOS from wastewater would be too costly, the Met Council said.
In an emailed response to questions on Monday, Nov. 26, Bonnie Kollodge, a spokesperson for the Met Council, said it would cost $1 billion to reduce the PFOS in the river by upgrading the treatment plants.
The Met Council has pointed out that the treated wastewater is five times as clean as drinking water in terms of PFOS levels. The pollution is measured in parts per trillion — for perspective, a trillion seconds equals about 32,000 years.
The Met Council argues that the sewage plant cleanup would not have an "appreciable impact" on water quality. Instead, it says, 3M should be forced to reduce PFOS by further treatments of discharges into the river.
PFOS is one of a family of chemicals made by 3M, starting in the 1940s. They were used for making household products including Teflon, Scotchgard stain repellent and fire extinguisher foam.
3M legally dumped the chemicals in landfills in Washington County until the 1970s. In 2004, traces of the chemicals were found in groundwater in much of southwestern Washington County.
Megadoses of the chemicals have been shown to cause thyroid problems, birth defects and cancer in laboratory mice. The chemicals have been detected in animals and people around the world.
But despite hundreds of studies and tests, the chemicals have not been shown to cause health problems in people at any dose. 3M has maintained that the levels in the environment are harmless to people and animals.


text:
+ HUNTSMAN COMMUNICATIONS
+Huntsman Blog
Pleased to have been accepted as a Fellow of the CIM
"Its a bus Jim, but not as we know it"
I have just listened to the podcast 'Lunch with Leon', (Leon Daniels and Paul Saint House from Dawson Rentals). I really like these short interviews; in this case we hear insightful views of two of the UK's most experienced logistics specialists.
I agree with many of Leon and Pauls observations, especially views on the collateral damage caused to public transport by the war against Covid-19 (C-19).
I am not experienced in transport logistics and have never been an operator, but in specialist vehicle 'product' and 'market' development. However, their opinions resonate with my own understanding of what's happened, happening, and is likely to happen in the future.
The idea that this virus will compress the time afforded to some current but outmoded transport systems is well observed. Before C-19, the survival battle for buses was already well underway; we live in a time when compared to other road users; traditional bus use continued to fall without any help. Given the likely continued blurring of private-hire vehicles, demand-responsive transport and taxis, we expect a future that combines both the old and new transport options.
One such hybrid is Demand Responsive Transportation (DRT) which is currently growing in European cities as shared ride-pooling services. These new on-demand services can support hub-and-spoke services.
C-19 precipitated economic decline seems inevitable; DRT's adaptability might bring other market opportunities, beneficial to cities and metropolitan areas, some research suggests that this is so.
In Hamburg where MOIA's ride-sharing service has been introduced with a specially designed futuristic looking electric vehicle to ensure MOIA's brand experience during the whole customer journey, passenger numbers and operating vehicles are growing. In Hanover, MOIA's first operating area, introduced case studies identify leisure trips, as a significant intention for the use of facilities in suburban areas, this behaviour is new, it recognises a younger demographic and increased frequency, different from buses.
To quote Leon "The young, and those of you who have teenage children will know this. They leave home with a debit card and a mobile phone – that's their transport, their food, and their drink, and that's what they carry with them. Those people will grow to become the mainstream adults in our society; those will be the mainstream of our economic activity."
In the UK, we rusticate DRT's true potential, together with the acceptance of its service requirement. Instead, we rely on carriage systems that are effectively unchanged for over 100 years, but our current circumstances deserve new thinking.
"MOIA is a global lighthouse project" it is a Hamburg based shared-ride service ultimately owned by Volkswagen Group, the Berlin-based manufacturer that makes the customised electric vehicles. The company has been successful, partly because of its user experience and partly because of its partnership with Hamburg PTA. It is difficult to say "NO" to a solution that tackles two major societal issues, the right to clean air and economic and social costs of congestion. To make DRT a more natural 'fit' alliances have been formed with the public transit provider and taxi services were appeased with a less aggressive rollout than planned.
One important point. Taxi operators in Hamburg (along with colleagues in other European cities Berlin, for example) see PTA's as being complicit in the introduction of disruption. PTA's have learnt from costly engagement exercises with disruptors that have cost a lot and changed little, why is this? If we think about disruptive change has happening because a social 'want' becomes satisfied by emerging technology which combine to create a 'novel' service or product that disrupts incumbent 'players' with sunk cost and legacy issues. Like smartphones and hail riding enabled Uber and the elevator enabled the skyscraper.
The UK Government is moving swiftly to legitimise e-scooters. Transport Secretary Grant Shapps announced a £2bn fund for green transport to combat overcrowding on public transport amid the coronavirus pandemic. Logistics managers should be disappointed that (unlike the data transparency demanded in the bus bill) we have not requested open data from e-scooter service providers in support of integration.
Government actions have circumvented the normal disruptive process by rapidly moving the popular mico-transit system into the mainstream. However, by their efforts, they may marginalise the less ambulatory by reducing the financial potential of another services patronage. Today this may not appear to be a problem, after all the Government is advising us to stay off public transport services.
Over 98% of UK buses offer single step and bridged access for passengers, some of which are in wheelchairs. The majority of the single step need comes from people with mobility, breathing and dexterity issues, not forgetting mums with strollers.
If we are to have a genuinely integrated working transport system, we must consider it to be for 'everyone'. High floor minibus platforms may appear inclusive because they borrow their look and feel from platform buses, but they are not all-inclusive. Micro-scooters are fun, fast and cheap but they are not for everyone, cycling and walking is better - but not for everyone.
Buses are for everyone but are failing because they don't meet the needs of a new travelling public, they are accessible but not accessed.
We need a brave Government to evoke change, but it would be a mistake to disrupt the UK transport market by allowing transport brokers and aggregators to enter without a commitment to maintain hard fought social access gains. In exchange for market access, they must recognise societal responsibilities currently delivered by buses.
When studied it becomes clear that there is a gap in the vehicle platforms available to adapt to acceptable, accessible transport. OEM's such as VW naturally want to customise a standard van platform because when it comes to manufacturing - more is better!
Taking a nudge from Leon and Pauls comments about the integration of dial-a-ride services we should look at minibuses like the Mellor Tucana for inspiration.
I have to declare an interest here; I work with Mellor product and market development teams, I have not worked on the M2 classification Tucana, which is a mature product. Mellor build the Tucana minibus using big-bus technology with the user in mind; it has a single step and low flat floor, yet with no little imagination this vehicle could provide all of the experience characteristics associated with products like MOIA with the added benefit of full DDA access.
To have real impact we must deliver shared accessible transport in the 'normal driving license' or M1 3.5T space. Only by doing this will be able to blend private hire vehicles with truly shared transport, whether that replacement comes through license restrictions or market forces – it makes sense for this to happen.
Importantly, an M1 fully accessible taxi bus is inclusive, and because it is inclusive it should be sponsored by PTA's that genuinely want to drive change towards a modern flexible share riding service. A few demand responsive buses working without public support is just a business not infrastructure.
State-sponsored Disruptive legislation could encourage the replacement of PHV with low floor M1 electric taxi-buses. Data should be shared and open, the employment status of drivers guaranteed and PHV non-compliant licenses constrained. Doing this will radically improve the quality of public transport for everyone. The capital cost of electric taxi-buses will be high; low-floor customisation will be comparatively expensive in the early adopter phases and so; initially, subsidies will be needed- possibly taken from the £2bn green fund mentioned above?
When operating costs for small electric buses are analysed, we find that operational running and environmental costs are low. Running an M1 taxi bus should be as viable from a passenger perspective as a PHV, without the added advantage the aggregation opportunities. There is nothing new about taxi-bus, legislation for it exists in the 'act' however, free unencumbered use of the service for first and last-mile needs revision.
Because of the UK break from European directives we can also consider a driving license derogation that (subject to approved mass and dimension acceptance) M1 certified accessible taxi-buses could run at 4.2T in line with changes introduced for N1 commercial vans. Additional driver training is accepted; again, this should be in line with the N1 proposed changes.
"Buses bundles and brokers"
A sad report and yet another example of potential failures in rural community service due to central funding issues.
Over many years we have seen growing Government interest in how to identify quality and measure efficiency using both commercial and CTO operators. The policy has been to focus on modality 'trials' which continue to fall short in terms of sustainability, partly because the return on investment calculations exclude social value and impact. The integration of disparate agencies is the current prescription to solve our ills.
Somewhere in the middle sits a community of individual users who have their own needs and in many cases are; disconnected, lonely and vulnerable. They are unrepresented as a cohort. With society adopting new forms transport service delivery such as Uber, RATP Dev Slide, Arriva Click and Stagecoach little&often perhaps its time to revisit the personal transport plan by considering a social enterprising brokerage approach that could involve 'bundles' of services organised on the behalf?
Enterprises with the right social capital could put their stakeholders (the passengers) first, and aggregate opportunities, manage, service provision and unearth innovative solutions drawn from all forms of modality which may also include community-based lift share schemes. This may be an idea worthy of research?
('Buses Bundles and David A. Hensher 2007)
Charity Chips at Chippings
We were delighted to be part of a movement to raise money in memory or our wonderful friend Carol who we lost to Adenoid Cystic Carcinoma (ACC) late in 2016. This cancer is relatively unknown. However, like all forms of the disease the impact is devastating. More research needs to be done. Because of the generosity of 60 friends and benefactors the evening raised over £4000 which will be added to money raised by other friends of Carol. The evening started at the Dunham Park Christmas illuminated trail followed by amazing fish and chips and plenty of Christmas cheer at home in Bowdon. A special thanks to Jenny Armstead, The Coachhouse Brewery and Craig at The Fish Bar Crew who helped to make this a special evening and one to be repeated.
If you would like to donate or to know more about the charity please click the links opposite and to donate complete the contact form, Jenny or I will be in touch.
Sit Down and Shut-Up.
Revenue retention has become Bus Operators number one priority as passenger numbers in England continue to fall. Have market disruptors changed passenger expectation so significantly that only a major rethink will bring people back to constrained bus services? Steve Reeves gives a personal view of current and changing market challenges .
David Begg's summation at the 2017 UK Bus Summit made an interesting point. Bus Companies do not know their customers! In a battle for passenger retention, this is a significant disadvantage.
Capturing passenger data is an element of the smart-ticketing process. Fitting buses with Wi-Fi also supports data collection where free access requires a log-in so, it can be done, but why is it so important?
By 2020 68% of adults will be daily users of the mobile internet and 60% of those, will use mobile social networking apps.
At the same time; 50 billion 'things' will have connected to the web. Through smart technology our synthesis with products and services is changing elastically- we cannot predict its scale or shape.
To mitigate the risk of uncertainty and leverage the opportunity brought by enhanced communication disruptive businesses invest in two things. Firstly, software that integrates third party entities into a single brand combined with payment and customer data platform singularity and secondly; through the provision of excellent and cost-effective user experiences. By publicising the user experience, new customers are tempted to download the App and try the service.
A recent PwC passenger trends report states that over half of bus riders surveyed in the 18-35 age group want to see WiFi on buses. A similar US survey found that 97% of passengers who have smartphones, planned to use them on and while waiting for the bus.
A word now exists that describes the feeling smartphone users experience when disconnected; that word is nomophobia. Students are found to be most susceptible to this condition; it is no surprise therefore that access to free Wi-Fi is an essential component in many buying decisions.
Bus design experts will be challenged to create bus layouts that are attractive homogeneous and relevant to the way in which we behave in this interconnected world.
Significant change may not be possible on large transit buses meeting peak hour demands. Smaller Direct Responsive Transport (DRT)' usually associated with dial-a-ride type services, share-ride and rural buses can benefit from more radical changes as they reach for markets needing new mobility solutions. Seating comfort, light pollution management, climate systems (removing fogged-up windows) and a smoother ride come to mind. There is nothing more frustrating (and possibly more dangerous) than using a touch screen while standing on a bus, the balance between seating and standing may need to change.
Smartphones integrated with textually rich and compelling new passenger information signage (on the bus and at each stage) may encourage people to use buses. Even without integration smart signage has a positive impact; Experts are pushing for the publication of information related to connecting intermodal services. This is only possible if Bus Companies can work more closely with other forms of transport, this should be encouraged.
Mobility as a Service (MaaS) is an idea that extols the end-to-end journey using shared transport systems; to work it requires integration between different modes; this may include share rides and car clubs. Single ticketing helps make MaaS possible; it can also improve the passenger's journey experience. Evidence suggests that the promotion of end-to-end services is the next step for the disruptive business like Uber.
The 'single-ticketing' of multimodal journeys works for service providers because total control of the supply chain ultimately results in lower fixed costs. Selling prices can be calculated on a 'firm and fixed' or dynamic model particularly when bundles of trips have been purchased wholesale.
Service providers with the ability to apply cost pressure on even a single trip component can create lower than current market value solutions where each trip segment is purchased separately. With private hire operators forming the backbone of App-driven transport networks it is not difficult to understand how this can be made to work.
This strategy can leverage share riding and even social entrepreneurial services in the push to change mobility into an end to end service controlled by the ticket provider.
TfL has already delivered similar services using the Oyster platform; TfGM will sight single ticketing as a primary reason for the introduction of a bus franchising model.
The ultimate enemy of the Bus must be the car in whatever form it takes!
Figures quoted by TfgM in their future planning literature, state that; half of all trips made are under 2Km and that 38% of those trips or made by car. 50% of all adults do not get the recommended minimum amount of physical activity. When asked why people use their cars for journeys that could otherwise be managed using other forms of transport they give extraneous answers that correlate with their perception of individual status and their need to be in control. "Those with most share least".
Many drivers with a personal car option believe that buses are, for them, the transport system of last resort. People that have no 'better' option use buses, "those with least share most". These attitudes do not help city planners with congestion, and clean air challenges.
How do we change these attitudes?
Adobe's 2017 report into digital trends deals with keeping up with customer expectations; it is an excellent reference piece for company development people trying to draw on current marketing trends to grow their businesses. Adobe has an insight into real world changes; it validates the reports finding through its understanding of how people use Adobe products and services.
In their report, Adobe highlights the challenge in keeping up with customer expectations driven in many cases by industry disruptors such as Uber; this is because market disrupters have made their services, simple to use, relevant, flexible and importantly, they provide a level of personal control and choice.
Uber has succeeded in changing passenger mindsets by engaging with them through simple to download and use applications. The Adobe report goes on to explain that 23 % of companies surveyed will in now place their greatest effort into selling 'valuable' experiences ahead of cost, efficiency and service".
Bus Companies are experimenting. Trailblazing services such as Stage Coaches 'Little and Often' and TransDevs Bristol based 'Slide' project have come from bus backgrounds. There are also council services such as Simply Connects new DRT Service experiment in Exeter. Stage Coach is utilising low-floor Mercedes van conversions to provide high-frequency scheduling, almost no need for a timetable, the TransDev project is a Direct Responsive Service (DRT), the 'bus' is a VW T6 minibus.
Have these services been delivered with customer experience at the centre of the strategy and if so will that be enough to achieve commercial viability? Or; have the operators created a service model based on the traditional bus values of reliability above experience?
Are the vehicles selected going to deliver something people will enjoy?
When we look at the evolving changes highlighted above, we might assume that the one size fits all bus model won't survive in its current format because 'big-bus' on its own won't (can't) meet the 'control', and 'personalisation' experiences users may be seeking.
Those with 'least' may want to stick with the bus. Those with 'more' may be enticed from their cars, but will it be for the bus? We doubt it!
To affect positive market change, Bus Companies need to become increasingly involved in the integrated transport agenda.
As trusted public service providers, Bus Operators maintain a unique 'special' status. However, it is the IOT leveraging businesses who are starting to factor intermodal services such as coach and train travel into their selling proposition. Added to this they are also growing incrementally with additional services such as Uber Access and Uber Hop, increasing the level choice feeds the interoperable model because these shifts in service provision help to maintain customer strategic data growth.
Today Bus business will continue with the heavy lifting; only they have the resources to provide mass road transit at peak times. During the remainder of the day buses are running under capacity, how long will society accept that large buses are running nearly empty on congested roads? Can bus size appropriation be part of better service provision?
Could a new type of vehicle that is smaller, responsive in service delivery, connected and offering car-like interiors be the saviour of shared public transport? This product doesn't currently exist. It needs to be DDA compliant and will cost more than a minivan, however, its conception is not hard to envisage.
Smaller custom built DRT buses can challenge bus and journey time reliability prejudices putting slick bus operators in a favourable position from where they can leverage their strength in the battle for customer patronage. Bus Company run, DRT service could be customised to offer personalisation and user control, but they can also be used to feed integrated fixed-route services inside and outside their product offering.
It is true that this is not a new idea and that bus company have attempted DRT private hire type services before and fallen short. Today there are key environmental and technological changes affecting the landscape that may make further analysis of the Private Hire DRT and ride sharing idea worthwhile,
Uber uses that data to create new services such as integrated single tickets driving targeted multi-modal end to end services.
When a market fails - Regulate?
Road congestion has aligned the stars for Disruptive Transport and Train companies alike.
We stand witness to the increasing number of private hire vehicles carrying single occupants in a variety of vehicles some hardly fit for purpose but all taking the risk for their operators. Taxi companies struggle to compete with the dynamic pricing model, while the bus is losing out because its service (outside of London) appears to become outmoded.
When a market fails to the detriment of its societies needs and ambitions, regulation is an accessible alternative. Before this can happen, the choices must be understood. Simply regulating to maintain the status quo doesn't make sense, we would lose an opportunity for real improvement and a better commuting experience.
Is it possible that Bus Companies could underpin an intermodal public transit system? What's needed is a system that provides an open source of ticketing and transport data this way we all share in a multimodal transport network that provides a selection of travel and experience options? Regulation and funding will be needed to deliver fast changes and to encourage service providers to invest in new methods of service provision. If the cost of the driver remains the primary cost of the service then
The 'one size fits all' solution combined with disruptive competition, public service cuts and congestion is 'doing' for bus services especially outside of London. Only a laggard would hold onto what is failing by relying on regulation for its maintenance. If nothing changes the risk of a future chaotic transport solution growing organically and serviced by those with low rate qualifications will ultimately fall victim to the harsh rules of supply and demand; that collapse will probably come too late for operators that failed to diversify.
The North needs transport focus
Read this interesting article about transport spending and where priorities should be placed post Brexit. https://inews.co.uk/essentials/news/uk/londoners-get-1500-transport-northerners/
There is more than One Single Market - One North. Where the service economy is called aftersales..
UK Bus Summit
Today at the UK Bus Summit. Andrew Jones gave the keynote speech. "The buses bill will help operators enter into partnerships to attract customers". The Bill has been sluggish; ambitions remain the same despite concerns from the Lords. Objectives: More passengers, cleaner air, reduced congestion Standards will be agreed locally. Integration of services through mandatory open data planning systems will be delivered Where partnerships don't apply franchises will be available to directly elected Mayors. Other areas can franchise with the permission of the Secretary of State. A consultation has been released and its available on the departments website.
Gobotix Vision of the Horizontal Elevator Concept
See full article http://travelspirit.io/news/boltonian-firm-take-on-leadership-role-in-shared-ecav-opportunity/
With 30 Years experience in the Specialist Vehicle Industry Huntsman communications deliver growth into new markets using market and product development tools made affordable by unique results-driven sales and business value proposition.
Chippings House, Hall Road, Bowdon, Cheshire WA 14 3AN
Telephone +44 (161) 818 9608
VAT: 195 6826 55


text:
Q: JUnit 5 vintage not running tests in nested static classes I have JUnit 4 tests I am trying to run with JUnit 5 Vintage.
I have many tests in nested static classes. Tests in top level classes run fine, but tests in the nested classes don't run.
For example:
public class SomeOuterClass {
    @Test
    public void outerTest() {
        // test runs
    }

    public static class SomeInnerTests {
        @Test
        public void someTest() {
            // test doesn't run
        }
    }

    public static class OtherInnerTests {
        @Test
        public void otherTest() {
            // test doesn't run
        }
    }
}

I tried setting junitPlatform.filters.includeClassNamePatterns to '^.*Tests?$', '^.*Tests?\$.*$' but it didn't work.

A: You can execute JUnit 4 with JUnit 5 using JUnit 5 Vintage,
Use it by importing the JUnit Vintage Engine:
<dependency>
    <groupId>org.junit.vintage</groupId>
    <artifactId>junit-vintage-engine</artifactId>
    <version>${junit5.vintage.version}</version>
    <scope>test</scope>
</dependency>

A: JUnit 5 Vintage added support for running nested static classes in the final release.
By default it only finds classes whose names end in "Test(s)". To include nested static classes that aren't named like that, set the following in your build file.
junitPlatform.filters.includeClassNamePatterns '^.*Tests?$', '^.*Tests?\\$.*$'


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text:
$LOAD_PATH.unshift File.expand_path('../../lib', __FILE__)
require 'ello/kinesis_consumer'
require 'fakeredis/rspec'
require 'pry'
require 'stream_reader'

require 'dotenv'
Dotenv.load

require 'vcr'
VCR.configure do |c|
  c.cassette_library_dir = 'spec/support/fixtures/vcr_cassettes'
  c.hook_into :webmock
  c.configure_rspec_metadata!
  c.filter_sensitive_data('<AWS_ACCESS_KEY_ID>') { ENV['AWS_ACCESS_KEY_ID'] }
  c.filter_sensitive_data('<AWS_SECRET_ACCESS_KEY>') { ENV['AWS_SECRET_ACCESS_KEY'] }
  c.filter_sensitive_data('<MAILCHIMP_API_KEY>') { ENV['MAILCHIMP_API_KEY'] }
  c.filter_sensitive_data('<MAILCHIMP_USERS_LIST_ID>') { ENV['MAILCHIMP_USERS_LIST_ID'] }
end

require 'timecop'
RSpec.configure do |c|
  c.around(:each, freeze_time: true) do |example|
    Timecop.freeze(Date.today) do
      example.run
    end
  end
end

redpajama_set_name: RedPajamaGithub


Creating an attractive garden with your newly built home is a top priority for many homeowners. Like many Australians, the outside areas of your home are just as important as the indoor ones when it comes to lifestyle and enjoyment of the home. As well as creating an attractive and functional garden, you might also be eager to ensure that your garden is relatively easy to care for.
The core elements of the garden, the lawn and the garden beds are generally the first things to be completed when landscaping the blank canvas of a newly built home site. With some simple planning, these elements can give you the foundation for a low-maintenance and hardy garden. Here are two things that you're wise to consider during the initial stages.
Laying turf is the fastest and easiest way to get a garden lawn. Unlike growing grass from seed, turf can be laid in a day, saving you months of watering and not using the lawn as you wait for the grass to be robust enough to walk on. However, it's important to choose the right turf and turf supplies to begin with if you want a durable and fuss-free lawn.
One of the best options for a robust lawn is a buffalo turf variety. Buffalo turf has been developed with the sometimes harsh Australian climate in mind. It is drought tolerant, resists wear and tolerates both wet and cool weather as well. Buffalo turf is also slow growing, so it will require mowing less frequently than other turf varieties.
The other core element of the garden is the garden beds. If the lawn is the foundation, then the garden beds are the frame for the plants and flowers that will give your garden character and colour. As well as the location, size and shape of the garden beds, you'll need to consider what type of covering you'll put on the surface.
Bare garden beds don't provide an optimal environment for plant growth, particularly when you're growing seedlings or saplings that aren't mature. Adding a layer of organic mulch to your garden beds means less watering, better protection from extremes of hot and cold and better weed control. As the mulch decomposes, it also adds important nutrients and compost to the soil.
Once you have these elements in place, you'll have the beginning of a healthy, resilient garden. The next step will be to add the plants, trees and flowers that will give your garden its shape and beauty.


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When you talk about luxury a few images come up before your eyes that are a reflection of what your idea of luxury is. But there are some things that are universally appealing and irresistible. Everyone wants to be a part of it and experience the lifestyle that it...
The Greens is an apartment community consisting of 3,500 apartments spread over 36 blocks across an area of 65 acres. The blocks are built in a clustered manner with 4 of the blocks in one cluster and each cluster has a separate entrance, parking space, private courtyards, and shared...
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The Meadows, a fully established residential community, is set in a verdant green landscape with tree-lined streets. The highly sought-after community, home to over 1,800 villas in 20 different architectural styles, comprises several clusters of villas set in distinct precincts, each with a dedicated entry point. The Meadows offers...
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Conservative leader David Cameron has added the finishing touches to his frontbench team, with David Willetts and Alan Duncan changing jobs.
The 39-year-old Old Etonian only entered Parliament in 2001. Before becoming leader he was Tory campaign co-ordinator in the 2005 general election and shadow education secretary. He was special adviser to Home Secretary Michael Howard and Chancellor Norman Lamont in the 1990s.
Managed Cameron's leadership election campaign. The 34-year-old entered the shadow cabinet as chief secretary of the Treasury and has kept the shadow chancellor job given to him by Michael Howard in May. Before becoming an MP in 2001, he was an adviser to William Hague.
Mr Hague was the youngest leader since William Pitt when he took over the party in 1997 at the tender age of 36. But the Tories gained only one seat overall at the 2001 election and Mr Hague promptly resigned. Since then, he has enjoyed a lucrative business career and built up credit with his back bench speeches.
Defeated in the leadership run-off by a margin of more than two-to-one, Mr Davis has nonetheless kept one of the top shadow cabinet jobs. The former soldier in the Territorial Army's SAS was a Europe minister in John Major's government. In opposition, he has also served as Tory chairman and shadow to Deputy Prime Minister John Prescott.
The arch moderniser keeps the post he has held since May. He will take charge of efforts to change the party, including recruiting more women candidates. Mr Maude was Michael Portillo's campaign manager in the 2001 leadership race. He was a Foreign Office, Treasury and trade minister in the 1990s.
The former GP came third in the leadership race, presenting himself as a candidate of the Right who wanted to mend Britain's "broken society". He was Tory co-chairman during the general election but moved to shadow foreign secretary in May. Under both William Hague and Iain Duncan Smith, he served as shadow health secretary.
The former miner has been MP for West Derbyshire since 1986. When the Conservatives were in power, he was a minister at the departments of transport, employment, trade and industry and the whips' office. In opposition, he became deputy chief whip in 1998.
In opposition, Mr Letwin has held two of the highest profile posts – shadow home secretary and shadow chancellor. After this year's election he decided to take the environment, food and rural affairs brief but now will be reviewing policy across the board.
Nicknamed "two brains", Mr Willetts has played a core role in shaping previous Tory manifestos. In past shadow cabinets he has served as policy coordinator, shadow work and pensions secretary and most recently as shadow trade and industry secretary. He is seen as a moderniser, but backed David Davis in the leadership race.
Mr Mitchell ran David Davis' leadership campaign and keeps his shadow cabinet job under the new regime. A former social security minister and whip, Mr Mitchell has also served as shadow minister for police.
Since becoming an MP in 2001, the former BBC journalist has served as a whip, education and then health spokesman. He became shadow leader of the House of Commons in 2005 and now takes the transport brief. He was at the forefront of Tory attacks on David Blunkett before his Cabinet resignation.
Mr Heald, who backed Liam Fox's leadership campaign, keeps the role he has held since September 2004. In the 1990s, he was parliamentary aide to agriculture minister William Waldegrave before becoming a junior social security minister. In opposition, he was a health and home affairs spokesman and in 2002 took the work and pensions brief.
Mr Lidington, who backed Sir Malcolm Rifkind before the early rounds of the leadership election, keeps the Northern Ireland brief. He was parliamentary aide to Cabinet minister Michael Howard and, in opposition, to leader William Hague. Later, he was promoted to shadow environment, food and rural affairs secretary. He took the Northern Ireland post in November 2003.
The former oil broker moves from transport to trade in the reshuffle. Mr Duncan briefly entered the leadership election, but did not have enough support among MPs to continue. A keen moderniser, he warned that Tory "moralising" could consign the party to oblivion. The first openly gay Tory MP, he has also previously held the international development and constitutional affairs posts.
Mr Lansley keeps the high-profile health job. The ex-civil servant had spell as private secretary to Norman Tebbit in the 1980s before becoming head of the Conservative Research Department. He helped devise the Tories' surprise 1992 election victory, but was criticised for the disastrous 2001 poll campaign.
Ms Villiers has only been an MP since May but has already earned a place, albeit junior, at the top table. She is no novice in the world of politics having served as an MEP from 1999 to 2005, including a stint as the party's deputy leader in the European Parliament. A Eurosceptic, she is a former barrister and lecturer at King's College, London.
Ms Gillan moves from being a shadow home affairs minister to a place in the shadow cabinet. When the Tories were in power she was a junior education minister. In opposition, her frontbench jobs have covered trade and industry, the Foreign Office and a period as a party whip.
Mr Hammond moves up a step from his previous role as shadow chief secretary to the Treasury. He entered the Commons in 1997 after a business career and joined the front bench a year later. His briefs have included trade and industry and local government, including helping to shape Tory policy on the council tax.
The only Scottish Tory MP, Mr Mundell quickly lands a shadow cabinet job after entering Parliament in May. But his political experience goes back further. He was elected as a member of the Scottish Parliament for the south of Scotland in 1999, and re-elected in 2003.
Ms Spelman has been at the head of Tory attacks on the council tax as the issue shot up the political agenda in recent months. She entered the shadow cabinet in March 2004 as shadow local government secretary. She was previously a shadow minister for the environment and for women, and served a shadow international development secretary when Iain Duncan Smith was leader.
A former soldier, Mr Swire has also worked at the National Gallery and as a director of auction house Sotheby's. He became an MP in 2001 and joined the Tory frontbench two years later as an opposition whip. He was promoted in 2004 to be a shadow culture minister and now rises further up the ladder.
Mr Ainsworth returns to the shadow cabinet after a three-year absence – he stood down in 2002 for family reasons. He became an MP in 1992 after a career as a banker and soon became parliamentary aide to ministers Jonathan Aitken and Virginia Bottomley. Later, he was a government whip and in opposition became shadow culture secretary. He now returns to the environment post he held under Iain Duncan Smith.


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Home 2023 January 12 Woman in difficult labour gave birth after screaming "Wike" three times— Rivers lawmaker tells Gov. Wike
Woman in difficult labour gave birth after screaming "Wike" three times— Rivers lawmaker tells Gov. Wike
Rivers Deputy Speaker, Ehie Ogerenye Edison, has said a woman who was experiencing difficult labour gave birth after calling Governor Nyesom Wike's name.
Edison, who represents Ahoada east II constituency in the assembly,
made the claim while speaking on Wednesday, January 11, when Wike visited his constituency Ahoada.
According to him, "As of yesterday night, there was a lady in labour. The lady tried but she couldn't put to bed. They had already prepared the theatre for her to be operated on this morning.
But because the nurses knew that you are coming to Ahodia today, they were discussing that 'our executive governor is coming to Ahodia today; this man likes Ahoada people'.
At the hearing of your name, the woman shouted 'the God of Nyesom Wike, let me deliver safely'. Three times, the woman mentioned your name; she delivered a bouncing baby boy.
Your excellency, that was your name. They came this morning, saying they want to name the boy in your name. I said 'no, don't do that until I hear confirmation from his excellency'."
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