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India General Service Medal (1936)
Era: 1936 - 39
The India General Service Medal (IGSM) was instituted on 3rd August, 1938 and was a campaign medal for officers and men of the British and Indian armies, authorised public, police and other civilian personnel who had full time active service employed in military operations in or around the frontier of India. The IGSM 1936 replaced the IGSM 1908 award which used during the reigns of King Edward VII and King George V and had three different designs of obverse.
The 1936 IGSM was awarded for various minor military campaigns in India, during 1936 to 1939. Each action covered by the medal was represented by a clasp on the ribbon, the medal could not be awarded without a clasp.
There are two different striking's to this medal, one from Calcutta which had a simple claw mount and the second minted in England that has artistic shoulders to the claw. The India made medal is distinctly crude in finish and thicker than those struck by the Royal Mint.
Recipients of a Mention in Despatches were entitled to wear an oak leaf emblem on the ribbon.
Materials: The majority of the British medals and clasps are made of solid silver, though some were issue in bronze versions, mainly to Indian non-combatants. The majority of the British campaign awards are circular, usually 36mm in diameter.
Ribbons: Medals are worn suspended from their own specific ribbons. These were first made of silk but cotton was increasingly used as the nineteenth century developed. Their own colours often have a symbolic significance: the equal stripes of the '1939 to 1945 Star,' for example, are dark blue to represent the service of the Royal and Merchant Navies, red, to represent that of the Armies and light blue to represent that of Air Forces.
Ribbon width can vary slightly though it is generally 32mm wide.
Ribbon – 32mm, grey flanked by narrow red stripes, with broad green stripes at the edges.
India General Service Medal (1936) ribbon
Suspension – By an ornamental suspender of the usual India Medal pattern.
Type – Campaign medal.
Eligibility – British and Indian forces, authorised public, police and other civilian personnel who had full time active service employed in military operations
Awarded for – Campaign Service.
Campaign – India 1936-39.
Established – 1938.
Designer – H. Wilson Parker.
Naming – In thin impressed block capitals.
Suspender - Ornate
Clasps – Two issued.
Description – The obverse of the IGSM 1936 is the crowned head of King George VI and the legend 'GEORGIVS VI D: G: BR: OMN: REX ET INDIAE IMP.' The reverse shows a tiger, with raised right front paw. His head is turned back to the right and almost meets his long tail that is reaching out to the left as he is standing on a rocky ground. The word 'INDIA' is written above the tiger.
Clasps are usually referred to as 'bars'. They are single-faced metal bars carried on a ribbon attached to the medal, indicating the recipient's service in a particular campaign or battle. The clasps carry side flanges to enable them to be attached to the medal and riveted to each other, so that new ones can be attached as earned. Usually the first earned Clasp is closest to the medal, so that the latest earned should be at the top, although they can be found in the wrong order.
North West Frontier 1936–37.
Awarded for service within the geographic limit between the dates 24th November, 1936 – 16th/17th January, 1937 and 16th/17th January, 1937 – 15th/16th December, 1937. Officially defined via AO 168 of 1938.
This bar was sanctioned by Army Order 217 of 1940 to be awarded for operations in Waziristan between midnight 15th/16th December, 1937 and midnight, 31st December, 1939/1st January, 1940. Officially defined via AO 217 of 1940.
This guide will help you through all the parts and descriptions of military medals
< gov.uk/medals-campaigns-descriptions-and-eligibility>
Some of the material on this page was also partially derived from
<en.wikipedia.org/wiki/India_General_Service_Medal_(1936)>
Which are released under the terms of the creativecommons.org/licenses/by-s/3.0/.
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This past weekend we went up to Alexandria for an engagement session. We always love traveling up that way because we get to see some good friends of ours in DC.
We love this family and all they do for us. By keeping our kids and letting us crash at their house. They always take care of us!
And this trip was special in itself as we got to take their son's senior pictures! We just love Zach! He is such a sweetheart and my kids adore him! How many high school boys can you say that about?
We went into DC and despite the heat we had a great time! We even went to Marc Patterson's Coffeehouse Ebenezers. I loved the setting and because Zach is an avid reader and coffee lover it was there perfect spot to end his session.
Thank-you Zach for such an awesome session! We are so excited for you to start this journey and we look forward to visiting you again!


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TV Review – Star Trek Discovery: Such Sweet Sorrow Part 2 and Season 2
Posted on April 20, 2019 by tldrmoviereviews
TL;DR – An episode filled with emotional moments and big changes
Score – 4.5 out of 5 stars
As I sit here after watching the final episode of Season Two of Star Trek Discovery, I am feeling a lot of emotions. On the one part, there was nothing too surprising that happened in the episode if you had been paying attention so far this season. However, it was also an episode with emotional moments that hit you in the gut.
So to set the scene, we begin where Part 1 ended up, with the captured Section 31 Fleet let by Leland/Control (Alan van Sprang) surrounding the USS Enterprise and the USS Discovery. Leland/Control has one want, to get the Sphere data found on the Discovery, and everyone has one hope to let Michael open a time wormhole to the future, so the ship can fly out of reach of control. Everyone is working to get the Time Travel Suit ready, charging the time crystal, and preparing for an onslaught. However, no matter what they were preparing for nothing they could do could get them ready for what is about to happen. Now from here, we will be looking at the episode as a whole, so there will be some [SPOILERS] ahead.
The production values on this episode were amazing to see. Image Credit: CBS Studios.
To start with I want to talk about the battle and the immense work they did to bring that to life. Every part of the battle was a visual spectacle to see, as explosions ripped through the space between the two fleets. There were moments where I was sitting on the edge of my seat as shuttles and parts of the ships exploded, not knowing who will make it out alive. This was even before Leland beamed onto the Discovery and started taking out bridge officers. Which of course leads to a hallway brawl with shifting gravity that might be one of the best Star Trek action set pieces so far. As most of the episode was based around the battle, they did a good job of keeping it interesting with the shifting dynamics between the different ships and also with Michael and Spock (Ethan Peck) out trying to create the time portal.
Speaking of the time travel component of the story, it was good to see the show tie a nice bow on the story that has been going on since Brother. We discover both who and why the red bursts were set off, including finding out that Michael's mum was not the one visiting them during the season. It also ties up some of the potential issues with regards to the spore drive and the canon, but we will get to that a bit later. However, I have to say that the effect that they used to show the time wormhole was simply beautiful. Not only was it stunning to look at, but it also gave you a real sense as to what was happening. Star Trek has always had some interesting way of showing time travel, going all the way back to Star Trek 3: The Search for Spock, and it was great to see another interpretation of it here.
There were also some really touching emotional moments throughout this episode. Image Credit: CBS Studios.
While I was expecting there to be some key moments in the battle that would be poignant, what I was not expecting was that they would hit me so hard in the emotions. There was that moment when shrapnel fell down and stuck Stamets (Anthony Rapp) in the chest. This meant that he had to be dragged to the sickbay that was already under immense strain as the ship is blown apart. Well, who does he find in sickbay? But Hugh (Wilson Cruz) who didn't transfer back to the Enterprise. That exchange left me with tears rolling down my checks. As did Cornwell (Jayne Brook) sacrificing herself to save the Enterprise from even more damage.
Where this episode works the best is in closing off the season and propelling the show forward both literally and narratively. One of the interesting things is how so far how each season of Discovery has been anchored by something started in Deep Space Nine. In Season One it was the Mirror Universe and in Season Two it was Section 31. Well if we take where we left off with at the end of this episode, one thing is clear, Season Three is going to be a very different show. Because for at least a good chunk of next season will have the show stuck in the far future, indeed, I would almost suspect that they might stay there but for the fact that Georgiou (Michelle Yeoh) took the trip and she has a Section 31 series to helm. Indeed, if there was one thing about the episode that maybe didn't quite work and that is how very neatly it was all tied up at the end to explain why Spock never talked about his sister.
When we look at the season as a whole, there were a lot of things that I was really impressed with. To start with, the way they integrated Captain Pike (Anson Mount) into the show was a masterstroke. I am one of the few people, it seems that liked what they were doing with Lorca in Season One. He was a Terran hiding in plain sight who was only able to get away with it because Starfleet was at war a turned a blind eye to what he was doing. He wasn't the Starfleet captain we knew to expect, well because he wasn't. So this season they needed to add something to reinforce what we know of the traditions of Starfleet and Pike is the perfect vessel for that. All of this is helped by Anson Mount being an amazing find and an example of just what you can do with the right casting, great acting, and on point scripts. Honestly, as I said in Part 1, I would not be surprised if there were serious talks going on behind the scenes to see if a Pike Enterprise series is viable, and I for one would be happy to see it. I also really liked that the show touched a bit on notions of faith and science, and while it could have gone a bit further it was still great to see. Adding to all this has been some of the best production work I have seen in a Star Trek show, with some solid writing and direction. There were some issues with the show never quite paying off everything it set up, and the clunky way it dealt with canon, but those were sort of footnotes in what was a never strong season for me.
"Today is a good day to die" Image Credit: CBS Studios.
In the end, do we recommend Such Sweat Sorrow Part 2? Yes, yes we do. You know we are living in a great time for TV science fiction at the moment, with shows like Westworld, The Orville, The Expanse and yes Discovery all hitting it out of the park each week. I have lived through the drought of no releases so to be here in a Scifi Golden Age is such a joy to see, and I can't wait to see more of it next season.
Directed by – Olatunde Osunsanmi
Written by – Michelle Paradise & Jenny Lumet & Alex Kurtzman
Starring in Season 2 – Sonequa Martin-Green, Doug Jones, Anthony Rapp, Mary Wiseman, Shazad Latif, Wilson Cruz & Anson Mount with Michelle Yeoh, Jayne Brook, Mary Chieffo, Mia Kirshner, Yadira Guevara-Prip, Tig Notaro, Ethan Peck, Rebecca Romijn, Alan van Sprang, Rachael Ancheril, Emily Coutts, Patrick Kwok-Choon, Oyin Oladejo, Ronnie Rowe Jr., Sara Mitich, Raven Dauda, Hannah Spear & Julianne Grossman.
This entry was posted in 2019 Reviews, Got My Cry On, TV Reviews and tagged American Television, review, Sci-fi, Science Fiction, Science Fiction Television, SciFi, Star Trek, Star Trek Discovery, Such Sweet Sorrow, Such Sweet Sorrow Part 2, TV, TV Review, TV Show by tldrmoviereviews. Bookmark the permalink.
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redpajama_set_name: RedPajamaCommonCrawl


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text:
import { autoBindMethodsForReact } from 'class-autobind-decorator';
import React, { FC, PureComponent, ReactNode } from 'react';
import { connect } from 'react-redux';
import { Tab, TabList, TabPanel, Tabs } from 'react-tabs';
import styled from 'styled-components';

import { AUTOBIND_CFG } from '../../../common/constants';
import { getWorkspaceLabel } from '../../../common/get-workspace-label';
import type { ApiSpec } from '../../../models/api-spec';
import type { ClientCertificate } from '../../../models/client-certificate';
import * as workspaceOperations from '../../../models/helpers/workspace-operations';
import * as models from '../../../models/index';
import type { Workspace } from '../../../models/workspace';
import { RootState } from '../../redux/modules';
import { selectActiveWorkspaceName } from '../../redux/selectors';
import { DebouncedInput } from '../base/debounced-input';
import { FileInputButton } from '../base/file-input-button';
import { Modal } from '../base/modal';
import { ModalBody } from '../base/modal-body';
import { ModalHeader } from '../base/modal-header';
import { PromptButton } from '../base/prompt-button';
import { HelpTooltip } from '../help-tooltip';
import { MarkdownEditor } from '../markdown-editor';
import { PasswordViewer } from '../viewers/password-viewer';
import { showWorkspaceDuplicateModal } from './workspace-duplicate-modal';

const CertificateFields = styled.div({
  display: 'flex',
  flexDirection: 'column',
  margin: 'var(--padding-sm) 0',
});

const CertificateField: FC<{
  title: string;
  value: string | null;
  privateText?: boolean;
  optional?: boolean;
}> = ({
  title,
  value,
  privateText,
  optional,
}) => {
  if (optional && value === null) {
    return null;
  }

  let display: ReactNode = value;
  if (privateText) {
    display = <PasswordViewer text={value} />;
  } else {
    display = {value};
  }

  return (

      {title}:{' '}{display}

  );
};

type ReduxProps = ReturnType<typeof mapStateToProps>;

interface Props extends ReduxProps {
  clientCertificates: ClientCertificate[];
  workspace: Workspace;
  apiSpec: ApiSpec;
  handleRemoveWorkspace: Function;
  handleClearAllResponses: Function;
}

interface State {
  showAddCertificateForm: boolean;
  host: string;
  crtPath: string;
  keyPath: string;
  pfxPath: string;
  isPrivate: boolean;
  passphrase: string;
  showDescription: boolean;
  defaultPreviewMode: boolean;
}

@autoBindMethodsForReact(AUTOBIND_CFG)
export class UnconnectedWorkspaceSettingsModal extends PureComponent<Props, State> {
  modal: Modal | null = null;

  state: State = {
    showAddCertificateForm: false,
    host: '',
    crtPath: '',
    keyPath: '',
    pfxPath: '',
    passphrase: '',
    isPrivate: false,
    showDescription: false,
    defaultPreviewMode: false,
  };

  _workspaceUpdate(patch: Record<string, any>) {
    models.workspace.update(this.props.workspace, patch);
  }

  _handleAddDescription() {
    this.setState({
      showDescription: true,
    });
  }

  _handleSetModalRef(n: Modal) {
    this.modal = n;
  }

  _handleRemoveWorkspace() {
    this.props.handleRemoveWorkspace();
    this.hide();
  }

  _handleClearAllResponses() {
    this.props.handleClearAllResponses();
    this.hide();
  }

  _handleDuplicateWorkspace() {
    const { workspace, apiSpec } = this.props;
    showWorkspaceDuplicateModal({ workspace, apiSpec, onDone: this.hide });
  }

  _handleToggleCertificateForm() {
    this.setState(state => ({
      showAddCertificateForm: !state.showAddCertificateForm,
      crtPath: '',
      keyPath: '',
      pfxPath: '',
      host: '',
      passphrase: '',
      isPrivate: false,
    }));
  }

  async _handleRename(name: string) {
    const { workspace, apiSpec } = this.props;
    await workspaceOperations.rename(workspace, apiSpec, name);
  }

  _handleDescriptionChange(description: string) {
    this._workspaceUpdate({
      description,
    });

    if (this.state.defaultPreviewMode !== false) {
      this.setState({
        defaultPreviewMode: false,
      });
    }
  }

  _handleCreateHostChange(e: React.SyntheticEvent<HTMLInputElement>) {
    this.setState({
      host: e.currentTarget.value,
    });
  }

  _handleCreatePfxChange(pfxPath: string) {
    this.setState({
      pfxPath,
    });
  }

  _handleCreateCrtChange(crtPath: string) {
    this.setState({
      crtPath,
    });
  }

  _handleCreateKeyChange(keyPath: string) {
    this.setState({
      keyPath,
    });
  }

  _handleCreatePassphraseChange(e: React.SyntheticEvent<HTMLInputElement>) {
    this.setState({
      passphrase: e.currentTarget.value,
    });
  }

  _handleCreateIsPrivateChange(e: React.SyntheticEvent<HTMLInputElement>) {
    this.setState({
      isPrivate: e.currentTarget.checked,
    });
  }

  async _handleCreateCertificate(e: React.SyntheticEvent<HTMLFormElement>) {
    e.preventDefault();
    const { workspace } = this.props;
    const { pfxPath, crtPath, keyPath, host, passphrase, isPrivate } = this.state;
    const certificate = {
      host,
      isPrivate,
      parentId: workspace._id,
      passphrase: passphrase || null,
      disabled: false,
      cert: crtPath || null,
      key: keyPath || null,
      pfx: pfxPath || null,
    };
    await models.clientCertificate.create(certificate);

    this._handleToggleCertificateForm();
  }

  static async _handleDeleteCertificate(certificate: ClientCertificate) {
    await models.clientCertificate.remove(certificate);
  }

  static async _handleToggleCertificate(certificate: ClientCertificate) {
    await models.clientCertificate.update(certificate, {
      disabled: !certificate.disabled,
    });
  }

  show() {
    const hasDescription = !!this.props.workspace.description;
    this.setState({
      showDescription: hasDescription,
      defaultPreviewMode: hasDescription,
      showAddCertificateForm: false,
    });
    this.modal?.show();
  }

  hide() {
    this.modal?.hide();
  }

  renderModalHeader() {
    const { workspace } = this.props;
    return (
      <ModalHeader key={`header::${workspace._id}`}>
        {getWorkspaceLabel(workspace).singular} Settings{' '}

{workspace ? workspace._id : ''}

      </ModalHeader>
    );
  }

  renderCertificate(certificate: ClientCertificate) {
    return (

        <CertificateFields>
          <CertificateField title="Host" value={certificate.host} />
          {certificate.pfx ? (
            <CertificateField title="PFX" value={certificate.pfx} />
          ) : (
            <CertificateField title="CRT" value={certificate.cert} />
          )}
          <CertificateField title="Key" value={certificate.key} optional />
          <CertificateField title="Passphrase" value={certificate.passphrase} privateText optional />
        </CertificateFields>

          <button
            className="btn btn--super-compact width-auto"
            title="Enable or disable certificate"
            onClick={() => WorkspaceSettingsModal._handleToggleCertificate(certificate)}
          >
            {certificate.disabled ? (

            ) : (

            )}
          </button>
          <PromptButton
            className="btn btn--super-compact width-auto"
            confirmMessage=""
            addIcon
            onClick={() => WorkspaceSettingsModal._handleDeleteCertificate(certificate)}
          >

          </PromptButton>

    );
  }

  renderModalBody() {
    const {
      clientCertificates,
      workspace,
      activeWorkspaceName,
    } = this.props;
    const publicCertificates = clientCertificates.filter(c => !c.isPrivate);
    const privateCertificates = clientCertificates.filter(c => c.isPrivate);
    const {
      pfxPath,
      crtPath,
      keyPath,
      isPrivate,
      showAddCertificateForm,
      showDescription,
      defaultPreviewMode,
    } = this.state;
    return (
      <ModalBody key={`body::${workspace._id}`} noScroll>
        <Tabs forceRenderTabPanel className="react-tabs">
          <TabList>
            <Tab tabIndex="-1">
              <button>Overview</button>
            </Tab>
            <Tab tabIndex="-1">
              <button>Client Certificates</button>
            </Tab>
          </TabList>
          <TabPanel className="react-tabs__tab-panel pad scrollable pad-top-sm">

                Name
                <DebouncedInput
                  // @ts-expect-error -- TSCONVERSION props are spread into an input element
                  type="text"
                  delay={500}
                  placeholder="Awesome API"
                  defaultValue={activeWorkspaceName}
                  onChange={this._handleRename}
                />

              {showDescription ? (
                <MarkdownEditor
                  className="margin-top"
                  defaultPreviewMode={defaultPreviewMode}
                  placeholder="Write a description"
                  defaultValue={workspace.description}
                  onChange={this._handleDescriptionChange}
                />
              ) : (
                <button
                  onClick={this._handleAddDescription}
                  className="btn btn--outlined btn--super-duper-compact"
                >
                  Add Description
                </button>
              )}

Actions

              <PromptButton
                onClick={this._handleRemoveWorkspace}
                addIcon
                className="width-auto btn btn--clicky inline-block"
              >
                 Delete
              </PromptButton>
              <button
                onClick={this._handleDuplicateWorkspace}
                className="width-auto btn btn--clicky inline-block space-left"
              >
                 Duplicate
              </button>
              <PromptButton
                onClick={this._handleClearAllResponses}
                addIcon
                className="width-auto btn btn--clicky inline-block space-left"
              >
                 Clear All Responses
              </PromptButton>

          </TabPanel>
          <TabPanel className="react-tabs__tab-panel pad scrollable">
            {!showAddCertificateForm ? (

                {clientCertificates.length === 0 ? (

                    You have not yet added any certificates

                ) : null}

                {publicCertificates.length > 0
                  ? publicCertificates.map(this.renderCertificate)
                  : null}

                {privateCertificates.length > 0 ? (

                      Private Certificates
                      <HelpTooltip position="right" className="space-left">
                        Private certificates will not by synced.
                      </HelpTooltip>

                    {privateCertificates.map(this.renderCertificate)}

                ) : null}

                  <button
                    className="btn btn--clicky auto"
                    onClick={this._handleToggleCertificateForm}
                  >
                    New Certificate
                  </button>

            ) : (
              <form onSubmit={this._handleCreateCertificate}>

                    Host
                    <HelpTooltip position="right" className="space-left">
                      The host for which this client certificate is valid. Port number is optional
                      and * can be used as a wildcard.
                    </HelpTooltip>
                    <input
                      type="text"
                      required
                      placeholder="my-api.com"
                      autoFocus
                      onChange={this._handleCreateHostChange}
                    />

                      PFX (or PKCS12)
                      <FileInputButton
                        className="btn btn--clicky"
                        onChange={this._handleCreatePfxChange}
                        path={pfxPath}
                        showFileName
                      />

                      Or

                        CRT File
                        <FileInputButton
                          className="btn btn--clicky"
                          name="Cert"
                          onChange={this._handleCreateCrtChange}
                          path={crtPath}
                          showFileName
                        />

                        Key File
                        <FileInputButton
                          className="btn btn--clicky"
                          name="Key"
                          onChange={this._handleCreateKeyChange}
                          path={keyPath}
                          showFileName
                        />

                    Passphrase
                    <input
                      type="password"
                      placeholder="•••••••••••"
                      onChange={this._handleCreatePassphraseChange}
                    />

                    Private
                    <HelpTooltip className="space-left">
                      Private certificates will not be synced
                    </HelpTooltip>
                    <input
                      type="checkbox"
                      // @ts-expect-error -- TSCONVERSION boolean not valid
                      value={isPrivate}
                      onChange={this._handleCreateIsPrivateChange}
                    />

                  <button
                    type="button"
                    className="btn btn--super-compact space-right"
                    onClick={this._handleToggleCertificateForm}
                  >
                    Cancel
                  </button>
                  <button className="btn btn--clicky space-right" type="submit">
                    Create Certificate
                  </button>

              </form>
            )}
          </TabPanel>
        </Tabs>
      </ModalBody>
    );
  }

  render() {
    const { workspace } = this.props;
    return (
      <Modal ref={this._handleSetModalRef} freshState>
        {workspace ? this.renderModalHeader() : null}
        {workspace ? this.renderModalBody() : null}
      </Modal>
    );
  }
}

const mapStateToProps = (state: RootState) => ({
  activeWorkspaceName: selectActiveWorkspaceName(state),
});

export const WorkspaceSettingsModal = connect(mapStateToProps, null, null, { forwardRef: true })(UnconnectedWorkspaceSettingsModal);

redpajama_set_name: RedPajamaGithub


Xbox 1 x user here. The game ONLY ever crashes when I am at the Military base. Literally everytime i drop into the base I can loot a few buildings get maybe a kill and after around 5 mins itll crash and quit to dashboard. It's the only area the game has ever crashed for me but it does ALWAYS crash here. Dropped in here around 15 times and crashed 15 times.


text:
Q: STM32: I2C works only sometimes with Interrupts I'm working on a little project where I need to read the HMC 5983 Sensor with I2C from a STM32F103RB Board.
When I tested the sensor with the Hal_I2C_Master_Transimt, everything worked fine. I could restart this program a thousand times, and it worked every time:
while (1) {

         Kompass_buffer[0] = 0x03;
         RET = HAL_I2C_Master_Transmit(&hi2c1, Kompass_ADDR, Kompass_buffer, 1, HAL_MAX_DELAY);
         if (RET != HAL_OK) {
         Error = I2C1->SR2;
         sprintf((char*) Serial_buffer, "Error Transmit %i \r\n", Error);
         HAL_UART_Transmit(&huart2, (uint8_t*) Serial_buffer, strlen((char*) Serial_buffer), 200);
         }
         RET = HAL_I2C_Master_Receive(&hi2c1, Kompass_ADDR, Kompass_buffer, 6, HAL_MAX_DELAY);
         if (RET != HAL_OK) {
         Error = I2C1->SR2;
         sprintf((char*) Serial_buffer, "Error Receiver %i \r\n", Error);
         HAL_UART_Transmit(&huart2, (uint8_t*) Serial_buffer, strlen((char*) Serial_buffer), 200);
         }
         Kompass_X = ((int16_t) Kompass_buffer[0]) << 8 | Kompass_buffer[1];
         Kompass_Z = ((int16_t) Kompass_buffer[2]) << 8 | Kompass_buffer[3];
         Kompass_Y = ((int16_t) Kompass_buffer[4]) << 8 | Kompass_buffer[5];
         Kompass_print();

         HAL_Delay(200);

But ass soon as I want to use I2C with Interrupt or DMA, the Output is sometimes 0 or 740, and I need to restart the program until it works.
I know about the busy flag problem with these boards, but why does it work without interrupts?
I modified the program so that it will print out the SR2 and SR1 Register (in binary) with the Output:
while (1) {
        Sr1 = I2C1->SR1;
        Sr2 = I2C1->SR2;
        X = Kompass_X;

        itoa(Sr1, Sr1_buf, 2);
        itoa(Sr2, Sr2_buf, 2);

        sprintf((char*) Serial_buffer, "X: %i  SR1: %s  SR2: %s \r\n", X, Sr1_buf, Sr2_buf);
        HAL_UART_Transmit(&huart2, (uint8_t*) Serial_buffer, strlen((char*) Serial_buffer), 200);

        HAL_Delay(500);
}
////Interrupts/////
void HAL_I2C_MasterTxCpltCallback(I2C_HandleTypeDef *hi2c) {
    RET = HAL_I2C_Master_Receive_DMA(&hi2c1, Kompass_ADDR, Kompass_buffer, 6);
}
void HAL_I2C_MasterRxCpltCallback(I2C_HandleTypeDef *hi2c) {
    Kompass_X = ((int16_t) Kompass_buffer[0]) << 8 | Kompass_buffer[1];
    Kompass_Z = ((int16_t) Kompass_buffer[2]) << 8 | Kompass_buffer[3];
    Kompass_Y = ((int16_t) Kompass_buffer[4]) << 8 | Kompass_buffer[5];
    Kompass_buffer[0] = 0x03;
    RET = HAL_I2C_Master_Transmit_DMA(&hi2c1, Kompass_ADDR, Kompass_buffer, 1);
}

Ant the Output was this when it worked:

And this when it didn't:

I hope someone can help me.
Best regards

redpajama_set_name: RedPajamaStackExchange


text:
An Ode to the Ostentatious
By Brett Nava
When I was in high school, my AP English teacher had us read "Why and How to Avoid the Passive Voice" by Stephen King. The essay, as its title suggests, derides the passive voice for its timidity, its unnecessary elongation of sentences, and its most heinous crime—a lack of agency and ownership of the subject. Every primer on academic writing cautions against its use. This I understand. When one only has 30 minutes to complete an essay during an exam, it is wise to use the style which arranges words according to clarity and efficiency, for our goal is to convince rather than preach. In other words, the active voice removes the superfluous. The passive relishes in it.
Students of English will have trouble finding value in the passive voice. No teacher will ever suggest its use. But, if we choose to wander from the confines of our tongue, we find that the passive voice's timidity becomes flirtatious, its unnecessary elongation becomes Homeric, and the relinquishment of agency and ownership becomes the humble prioritization of the universe over the individual. Students of Spanish understand this. Their language is innately flowery. The Spanish Royal Academy, their tongue's equivalent of the Oxford English Dictionary, proclaims the language to be one of "envied picturesque, expressive, a palette of multiple colors, magical in its brilliance and livelihood, melodious . . . which has validated it as the beautiful tongue of Cervantes." The Spanish take pride in the ostentatiousness of their tongue. In their writing primers, the active and passive voices are equals. What is to be expected from a country that halts the day to nap? Efficiency and clarity are not their primary concern.
When I am feeling particularly arrogant, I like to consider myself as the inverse of the great Jorge Luis Borges. He an anglophile from a Spanish speaking country; I am hispanophile from an English-speaking country. Borges anglicized Spanish. His writings are revered for being concise. He tamed a "frivolous" tongue. In one of his musings on writing, he claims that "language is the efficient arrangement of that enigmatic, abundant world." Or, language brings order to the disorder of the world.
For my argument to work, I must submit to the reader that I subscribe to the idea that the good writer will engage with the discourse of his time. Borges certainly did. He reached the height of his career during the 1940's—a time infested with political turmoil. The world fell into another great war. Borges's own country, Argentina, fell under the dictatorship of Juan Peron. Chaos was diffused into every sect of civil society. We are the subjects of our time. In a world inundated in disorder, Borges had an obligation to create the semblance of order in his writing.
Our time is characterized by its efficiency and convenience. Writers have engaged in the material problems of our age, no doubt. There are countless political and social narratives that rightfully resist societal oppressions. However, our tenets of rapidity are antithetical to language. The advent of smartphones and social interfaces have drastically altered our modes of interaction. The American President legislates with 140 characters. Our daily entertainment is a 14 second video. Our hunger is satisfied with the taps of our phones. Everything is easy. Our language has begun to reflect this efficiency, especially the so-called confessional poets. The popularity of Rupi Kaur and the confessional poetry genre that followed have degraded our poetry to the simplicity of tweets.
Within the Spanish academy, there is a novel reverence for the practicality of language, proclaiming it should reflect our reality. They call this the McOndo (McDonalds and Macintosh) Movement which holds an inherent disdain for magic realism. These movements consider language a tool to reflect a reality, as a mean to an end. I further submit that language should refract our reality so that we may gather truth from its distortion. Rupi Kaur, in her poem together, wrote, "the irony of loneliness / is we all feel it / at the same time." I think this a noble sentiment—one we can all relate to. However, I would find it more interesting if she submerged this poem in a pond of metaphor. Her language would become part of the poem. Instead, the sentiment is the poem and nothing else. This makes the language disposable. If she were to find this pond, the truth of loneliness would be refracted in the words and form. If she were to talk about loneliness without explicitly mentioning the word then perhaps one would better understand its universality. McOndo writers commit the same crime. In Edmundo Paz Soldán's Los vivos y los muertos, the story sacrifices word play for vivid descriptions of reality. Language is, again, reduced to a means. Words are the foundation of literature, and the use of words as a mean to an end ignores the possibility of literary art to create a story not only in its narrative but in its language.
Our time is fast, efficient, consumerist. I believe that writing should be ostentatious, shimmered in golden decadence. It should act with the consciousness of its own beauty. Know what it is. A word that reflects on itself and can flirt with the sentence simply for its physicality. I like the passive voice because it takes its time. It enjoys being an observer rather than an agent. It believes that perhaps the individual is not the most important object. In King's essay, he disdains the sentence, "the body was carried from the kitchen and placed on the parlor sofa." I think this is a great sentence. If the story was about a dead body, what better way to attribute agency to the dead? What a better way to ascribe solemnity to the occasion? I think it's time that English learn from Spanish. I think it's time we confront our convenience of all things and take our time, especially with words.
brettnava
Beyond the Best Seller: The Brilliance of Elena Ferrante
Beckett's Absurdist Plays are a Tragic Comfort for the Twenty-First Century Person
I Seek The Truth: The Many Inconsistencies in Frozen 2's Soundtrack


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text:
Magazine Newsletter
Ask Vance
Where to Eat Now
Vesta Home Show 2019
Faces of the Mid-South 2020
Home Features Columns Running on Empty
Local car dealers are idle while awaiting their fates.
by John Branston
The Saturn, built by General Motors in Spring Hill, Tennessee, was supposed to be a different kind of car from a different kind of car company when it was launched in 1990.
And for a while it was, building such loyalty that owners flocked to homecoming picnics and boasted of racking up 200,000 miles or more on their odometers.
Now GM is in bankruptcy, pruning more than 2,000 of its dealers and selling some of its brands. Saturn's fate is uncertain, but even if it is acquired by Detroit businessman Roger Penske, it won't be built in Spring Hill, which was idled indefinitely by GM in June.
Russell Gwatney owns three Tennessee Saturn dealerships in Jackson, Germantown, and Memphis. His family has been in the car business with GM for 51 years, and Gwatney has been selling cars in Memphis since 1989. Drew DePriest, owner of All-Star Chevrolet in Olive Branch, Mississippi, has also been in the business nearly 20 years. The bankruptcy of an American icon with a first-quarter loss of $8 billion is a hard story to get your arms around, but the experience of GM dealers like Gwatney and DePriest puts a human face on it, suggests what went wrong, and hints at where the car business is going.
"Dealers are the customers to GM," says Gwatney. "Dealers buy the cars and sell them to the people. I don't think anybody was prepared for the depth of what happened."
DePriest agrees.
"It's a whole lot tougher than what we thought it would be," he says. "Fortunately we had shifted toward used cars a long time ago. The used car business is pretty decent. And the truck market is still good, especially in rural areas."
On the Monday that GM declared bankruptcy, several of DePriest's employees got together to watch the historic news.
"It was kind of like the new Camaro finally getting here," says DePriest. "We already knew what it was going to look like."
The Gwatney family's half century with GM neatly spans the transformation of the family car from station wagon to mini-van to SUV to crossover.
"All of those vehicles had their purpose," says Gwatney. "They've been criticized for being gas guzzlers, but when you look at all the dual-income families and kids playing soccer and moms sharing driving duties, there is not a small vehicle that is going to take that number of children or a family that size on a road trip."
He offers several explanations for what went wrong — too many look-alike models, too many dealers cutting up the same pie, the credit crisis of 2008 — but the root of the problem, he believes, goes back to the five or so years after World War II. Having defeated Germany and Japan, America helped rebuild their economies and saw them become competitors with hot-selling Volkswagens, Toyotas, and Nissans. At home, GM and Ford made promises on health care and retirement that were realistic when people retired at 65 and died soon after, but proved fatal when workers retired at 50, life expectancy increased, and health costs soared.
"Without question, GM's biggest problem is that it is one of the oldest companies in America," says Gwatney.
He thinks the GM brand will survive "but will never be the company that it once was." And Covington Pike, the auto row where Gwatney once owned an Oldsmobile and Chevrolet dealership, will be "a viable point for sales" despite dealers closing, consolidating, and moving to Wolfchase and suburban sites.
A week after the bankruptcy, the identity of the dealers who were cut by GM still was not known. DePriest believes the Obama administration, aka "Government Motors," might bring back some of them if the economy turns around.
"Somebody in the Memphis area has to be out," he . "I've heard rumors, but the GMAC reps don't know and don't want it known publicly. Neither do my sales reps."
Gwatney said he doesn't know either, but he regrets the demise of, first, locallyowned banks, and now the dealer system.
"Those economic engines contributed an awful lot around the country and in Memphis."
Fine Print July-2009 Columns Memphis Magazine July 2009
John Branston
John Branston has been writing about Memphis and the Mid-South for a really long time (since 1979), mostly for Memphis magazine and the Memphis Flyer.
Read more by John Branston
Find a newsstand location
Browse digital edition
Copyright © 2020 Memphis Magazine. All rights reserved.


No. 1, they seem to be working, because WFAA8's Daybreak lately is coming on pretty fast in the early morning Nielsen ratings.
No. 2, I don't think they've quite jumped the shark yet, although the Dallas-based station might be tempting fate with a new "More Ron!" spot. It's the latest comedy caper in a concerted campaign for dawn patrol leading man Ron Corning.
The earlier "Taking Over the Morning" promos co-starred sports anchor Dale Hansen as Corning's wizened Yoda. Now the "kid" is taking matters into his own hands, brandishing a "More Ron!" t shirt in the company of his Daybreak co-anchor, Cynthia "Izzy" Izaguirre.
"More Ron. Yeah, that has a nice ring to it," she says with a nicely turned deadpan delivery from their Daybreak anchor desk.
"Yeah, it's perfect all right," Izaguirre agrees.
WFAA8 arguably is walking a high wire here. Do you really want one of your key anchors to in effect be perceived as a borderline moron? But the spot also gives Izaguirre a chance to re-shine after taking a back seat to the newcomer since his campaign began earlier this fall. And WFAA8 management is now fully on board with the notion that a little song, a little dance, a little seltzer in your pants is the way to go in the early mornings.
It's definitely given rival stations something to think about. WFAA8 is closing in on second-place NBC5 and no longer runs all that far behind reigning champ Fox4 in the 6 to 7 a.m. ratings. Meanwhile, CBS11's waker upper continues to take a dirt nap, shackled by a following CBS network morning show that virtually no one watches either locally or nationally.
Should Daybreak break through and overtake Fox4 some day, this will be seen as the ad campaign that started it all. Not that Fox4 and NBC5 will sit idly by and do nothing new in response. That is, unless they're morons.


text:
FEATURED Encyclopedia Entry
Economic Regulation, Economics of Legal Issues, Government Policy, The Economics of Special Markets, The Marketplace
By Kenneth A. Small
The defining trait of urban areas is density: of people, activities, and structures. The defining trait of urban transportation is the ability to cope with this density while moving people and goods. Density creates challenges for urban transportation because of crowding and the expense of providing infrastructure in built-up areas. It also creates certain advantages because of economies of scale: some transportation activities are cheaper when carried out in large volumes. These characteristics mean that two of the most important phenomena in urban transportation are traffic congestion and mass transit.
Traffic congestion imposes large costs, primarily in terms of lost time. (Economists measure the value of this time by examining situations in which people can trade time for money, such as by choosing different means of travel.) Researchers at the Texas Transportation Institute regularly estimate the costs of urban congestion; their estimate of annual congestion costs per capita in 2001 for seventy-five large U.S. metropolitan areas was $520, representing twenty-six hours of delay and forty-two gallons of fuel. This totals nearly $70 billion.1
But is the cost of congestion too high? Density dictates that we cannot expect to provide unencumbered road space for every person who might like it at 5:00 p.m. on a weekday—any more than one would expect to build a dormitory with a shower for every resident who wants to use one in the morning. Just as an architect might decide how many showers to provide for the dormitory, economists, by knowing how much people value their time and how much it costs to save time by increasing road capacity, can estimate the optimal amount of roadway capacity and the resulting level of congestion.
Virtually all economists agree that congestion in cities around the world is greater than this optimum. They also agree on the reason: driving in the rush hour is priced far below its real social cost. The social cost is the driver's cost to himself plus the congestion imposed on other drivers. People often drive, therefore, even when the social cost is more than the trip is worth to them because they do not bear the cost of the congestion they cause. Whereas this social cost varies by time of day and location, the individual's trip price (consisting of operating costs, fuel taxes, and the occasional toll) is more uniform. Even if the price covers the costs of providing road infrastructure, which it probably does not in U.S. cities, it is not serving the purpose of allocating road capacity at peak hours to those who value it most.
These observations lead directly to the frequent recommendation for "congestion pricing": a system of prices that vary by time and location, designed to reduce congestion by encouraging people to shift their travel to less socially costly means, places, or times of day. Singapore has had congestion pricing since 1975. London adopted an ambitious pricing system in 2003, initially requiring five pounds (about eight U.S. dollars) to drive in its central area during weekdays. Singapore's tolls are now collected electronically, and London's through various off-site means, in both cases with enforcement by video recordings of license plates. In its first year, the London scheme appeared to have increased speeds to and in the central area by 15–20 percent and to have eliminated or diverted 67,500 weekday automobile trips there, with half of these shifting to public transit and another quarter diverting to less congested routes.2
A partial form of congestion pricing has recently been adopted in several U.S. locations. Known as "value pricing," it applies only to a set of "express lanes" that are adjacent to an unpriced roadway. This scheme has the advantage that paying the price is voluntary, but also the disadvantage that congestion is eliminated for only a fraction of travelers and is even greater for the others than would be the case if the express lanes were opened to everyone. Value pricing has been in place on State Route 91 in the Los Angeles region since late 1995 and on Interstate 15 near San Diego since late 1996.3 Proposals have emerged for a nationwide network of such express lanes to replace the present system of intermittent carpool lanes.4
Since examples of congestion pricing are so few, the consequences of underpricing congested highways are far-reaching. People and businesses have rearranged themselves and their activities in time and place to lessen the impacts of congestion, probably leading to more spread-out land-use patterns (although the land-use impact cannot be precisely predicted from theory). Furthermore, public authorities have responded by building more roadway capacity, including very expensive, wide expressways designed to allow high speeds, even though peak-period users cannot maintain those speeds. The result is a more spread-out urban area with bigger roads than would evolve if congestion pricing were in place.
The effectiveness of building capacity to relieve urban congestion is limited not only by its high cost, but also by the phenomenon of "latent demand" or "induced demand." Because many potential peak-hour trips are already deterred by the congestion itself, any success in reducing that congestion is partially undone by an influx of these previously latent trips from other routes, hours of the day, or travel modes. As a consequence, adding capacity may still provide considerable benefits by allowing more people to travel when and where they want to, but it will not necessarily reduce congestion. The same problem afflicts other anticongestion policies, such as employer carpooling incentives, mass transit improvements, and land-use controls; moreover, these policies usually provide only weak incentives to change travel behavior.
Now consider mass transit, where economies of scale are critical. Researchers who have compared the costs of serving passenger trips in a given travel corridor via various modes consistently find that automobiles are most economical at low passenger densities, bus transit at medium densities, and rail transit at very high densities. (There is some disagreement about exactly where these thresholds occur, but not about their existence.) As passenger density increases, it becomes worthwhile at some point to pay one driver to serve many passengers by carrying them in a single vehicle, and eventually to incur the high capital cost of building a rail line. However, many rail transit systems recently constructed in the United States are uneconomical because the passenger volumes they carry are too low.5 An attractive alternative in such cases is "bus rapid transit," in which local bus transit is configured to offer rail-like service quality at costs between those typical of bus and rail. Bus rapid transit was pioneered in Brazil and also operates on selected corridors in Ottawa, Los Angeles, Seattle, Boston, and other cities.6
In addition to the transit agency's costs, scale economies have another dimension—costs incurred by its users. People using mass transit first have to access a station or bus stop and wait for the vehicle to arrive. Even if they know the schedule, they have to adjust their plans to match it, which is a cost to them. The more transit lines there are in a given area and the more frequent the service, the lower is each user's cost to reach the station and wait for a vehicle to arrive. Empirical evidence reveals that people care even more about avoiding time spent walking or waiting than about time spent inside a vehicle. So these access costs are quite significant, as are the scale economies that result when increased passenger density leads to greater route coverage and/or frequency of service.
Scale economies are behind proposals to use land-use regulation to bolster transit demand by creating areas of high-density residential, commercial, or industrial development. However, many analysts are skeptical about how effective a given measure would be and whether such "transit-oriented developments" can overcome the preferences for low-density living that accompany rising income levels.
Scale economies create a prima facie case for transit subsidies because the social cost of handling a passenger is lowered by the favorable effects on the average cost for everyone. Another argument for transit subsidies is to overcome the inefficiently low price on peak-hour highway travel, if congestion pricing is deemed infeasible. Countering these arguments is the well-documented tendency of transit subsidies to be partly absorbed in higher wages to transit workers, less efficient use of employees, and excessive capital expenditures. This problem could be alleviated by giving the subsidies in the form of fare discounts rather than as grants to transit agencies. If subsidies are justified because of economies of scale in transit, however, then they would be justified for the many other industries with scale economies: it is infeasible and probably unwise to subsidize them all.
Because of scale economies in mass transit, it makes sense to focus service on those few markets with potentially high passenger density, especially suburb-to-downtown commutes and local travel in densely populated low-income areas. Unfortunately, this dictum collides with the political balance typically achieved in metropolitan-wide transit systems, where every participating jurisdiction is eager to receive some service in return for its financial contribution.
Scale economies might make a case for highway subsidies as well, but it is even less clear-cut. Scale economies exist in construction of a given highway, but somewhat less so in an entire network because the cost of intersections rises more than proportionally to their capacity. Furthermore, because highways occupy a significant fraction of scarce urban land, expanding them drives up land prices and/or requires expensive mitigation measures, offsetting any scale economies in constructing them. On balance, there is probably not a strong case for subsidizing urban highway travel.
Today, government provides most urban transportation services and facilities, but this is not necessary, nor was it historically always the norm. Privately built and financed canals, and later "turnpikes," were important in the industrialization of Britain in the eighteenth century and of the United States in the nineteenth century. And today, innovative private transit providers supply highly valued jitney service or specialized taxi service—sometimes illegally—in many cities around the globe, especially—but not exclusively—in the Third World. Ubiquitous private taxi fleets also play an important role in urban travel, and deregulating entry would bring down taxi fares substantially.
Private enterprise is making something of a comeback in infrastructure provision. A private company is completing Paris's A86 ring road via tunnels under Versailles, financed by tolls. A similar proposal may break a thirty-year impasse over completing the final link in the Long Beach Freeway near Los Angeles. London is undertaking a controversial privatization of its subway system. In 2004, Texas solicited proposals for private construction and operation of new toll roads, and in 2005 Chicago privatized operation of its Skyway, an important segment of Interstate 90 bringing traffic into the city from the east.7
Evidence suggests that the private sector can carry out transportation activities more cheaply than the public sector can. Many experiments with the private sector have been motivated by huge subsidy increases or evident inefficiency of public sector operations. During the 1980s, all of Britain's urban bus services outside London were privatized and the markets opened to free entry, resulting in cost savings but also some competitive problems. In most instances, some sort of regulation is needed to offset the market power that can accompany privatization. Success depends on the specifics of the situation and the details of any accompanying regulatory or franchising arrangements.
Urban transportation has historically had a dramatic influence on land-use patterns. Upon the invention of horse-drawn and then electric streetcars, "streetcar suburbs" quickly arose along newly laid tracks. Following World War II, widespread construction of express highways had a similar but even stronger effect, especially in the United States, causing development to spread more ubiquitously because automobiles relaxed the need for proximity to a transit line. These developments provided many desired amenities to residents, but also created problems. Whatever one's judgment about the wisdom of those past decisions, the longevity of buildings makes such trends virtually impossible to reverse. In particular, a dispersed land-use pattern undermines the market potential of mass transit, making it ineffective as a means to counter the automobile's dominance, even if promoting mass transit might have been a better policy in the first place.
Urban transportation is a vital part of economic activity and responds to well-designed economic policies. Much can be accomplished to improve urban life by using our basic knowledge of economic incentives.
Kenneth A. Small, research professor and professor emeritus of economics at the University of California at Irvine, specializes in urban, transportation, and environmental economics—especially highway congestion, air pollution from motor vehicles, and travel demand. Professor Small was a coeditor of the international journal Urban Studies for five years and is now associate editor of Transportation Research B. He received the Distinguished Member Award of the Transportation and Public Utilities Group of the American Economic Association in 1999 and is a Fellow of the Regional Science Association International.
Altshuler, Alan, and David Luberoff. Mega-Projects: The Changing Politics of Urban Public Investment. Washington, D.C.: Brookings Institution Press, 2003. Insightful description and analysis of the political changes behind the extraordinary increase in costs of the large U.S. urban infrastructure projects that started around 1970.
Arnott, Richard, and Kenneth Small. "The Economics of Traffic Congestion." American Scientist 82 (1994): 446–455. Explanation of traffic paradoxes including induced demand, for a scientifically but not economically literate audience.
Downs, Anthony. Still Stuck in Traffic: Coping with Peak-Hour Traffic Congestion. Washington D.C.: Brookings Institution, 2004. A comprehensive look at numerous anticongestion policies and their effectiveness, concluding largely that the only ones that are effective are politically infeasible.
Klein, Daniel B., Adrian T. Moore, and Binyam Reja. Curb Rights: A Foundation for Free Enterprise in Urban Transit. Washington, D.C.: Brookings Institution Press, 1997. Policy-oriented analysis of how the public sector can establish property rights to encourage successful private transit.
Meyer, John R., and José A. Gómez-Ibáñez. Autos, Transit, and Cities. Cambridge: Harvard University Press, 1981. A thorough analysis of urban transportation policy for an educated lay audience.
National Research Council. Curbing Gridlock: Peak-Period Fees to Relieve Traffic Congestion. Washington D.C.: National Academy Press, 1994. Full report by a study panel on congestion pricing. Volume 1 is the report, aimed at a general audience; volume 2 is a collection of commissioned papers.
Pickrell, Don H. "Rising Deficits and the Uses of Transit Subsidies in the United States." Journal of Transport Economics and Policy 19 (1985): 281–298. Decomposes the dramatic increase in U.S. transit deficits into its sources, finding that about three-fourths of new subsidies were absorbed in higher costs.
White, Peter. "Deregulation of Local Bus Service in Great Britain: An Introductory Review." Transport Reviews 15 (1995): 185–209. Reviews results of British bus deregulation of 1980s.
Winston, Clifford. "Government Failure in Urban Transportaion." Fiscal Studies 21 (2000): 403–425. A nontechnical summary of inefficiencies in U.S. urban transportation policy drawing on the UK privatization experiment for perspective.
Gómez-Ibáñez, José A., William B. Tye, and Clifford Winston, eds. Essays in Transportation Economics and Policy: A Handbook in Honor of John R. Meyer. Washington, D.C.: Brookings Institution Press, 1999. Collection of essays, some technical, on analytical and issue-oriented topics. Can serve as introductory textbook.
Santos, Georgina, ed. Road Pricing: Theory and Evidence. Elsevier: Oxford, 2004. Collection of scholarly articles about congestion pricing and related topics.
Small, Kenneth A. Urban Transportation Economics. Reading, Pa.: Harwood Academic, 1992, 2d ed. 2005. Advanced textbook and reference book.
Small, Kenneth A., and José A. Gómez-Ibáñez. "Urban Transportation." In Paul Cheshire and Edwin S. Mills, eds., Handbook of Regional and Urban Economics. Vol. 3. New York: North-Holland, 1999. Survey of selected topics, aimed at professional economists.
Winston, Clifford, and Chad Shirley. Alternate Route: Toward Efficient Urban Transportation. Washington, D.C.: Brookings Institution Press, 1998. Analysis of mass transit policy in the United States, with emphasis on quantifying the inefficiencies of transit and highway investment and pricing.
See David Schrank and Tim Lomax, 2003 Urban Mobility Report, available online at: http://mobility.tamu.edu/ums/.
See the Singapore Land Transport Authority Web site on electronic road pricing at: http://www.lta.gov.sg/motoring_matters/index_motoring_erp; and the Transport for London Web site on congestion charging at: http://www.tfl.gov.uk/tfl/cclondon/cc_intro. For other examples around the world, see the University of Minnesota's Value Pricing Homepage at: http://www.hhh.umn.edu/centers/slp/projects/conpric/.
See the operators' Web sites at http://www.91expresslanes.com/ and http://sandag.cog.ca.us/index.asp?classrd=29+fuseaction=home.classhome.
Robert W. Poole Jr. and C. Kenneth Orski, "HOT Networks: A New Plan for Congestion Relief and Better Transit," Reason Public Policy Institute, Policy Study 305, February 2003, available online at: http://www.rppi.org/ps305.pdf.
See "The Public Purpose" Web site (http://www.publicpurpose.com/) for unabashedly critical and informative evaluations of many rail projects and other topics.
See the Bus Rapid Transit Policy Center Web site at: http://www.gobrt.org/; also Aaron Golub, "Brazil's Buses: Simply Successful," Access (University of California Transportation Center, Berkeley) 24 (2004), available online at: http://www.uctc.net/access/access.asp.
On privatization initiatives, see the periodicals Public Works Financing, and the Reason Foundation's Privatization Watch (http://www.reason.org/pw.shtml), especially "Urban Toll Tunnels Solve Tough Problems" by Robert W. Poole Jr. (http://www.rppi.org/urbantolltunnels.html).
Categories: Economic Regulation Economics of Legal Issues Government Policy The Economics of Special Markets The Marketplace
Michael Munger on Traffic
Does rush-hour traffic drive you crazy? Is a congestion tax on car travel a good idea? Michael Munger of Duke University talks with EconTalk host Russ Roberts about the economics of traffic and congestion taxes. It takes a while to get there (how appropriate!) but they eventually agree that a tax on congestion while reducing travel time is harmful to many drivers and may be best thought of as any tax placed on a particular good--a way to raise government revenue from the pockets of the consumers...
COLLECTION: ECONOMIC REGULATION
The article you're reading is part of Econlib's Economic Regulation collection. Explore other Economic Regulation articles:
Jeffrey M. Jones and Thomas MaCurdy
John Haring


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Buying a Loss Making Company?
by Inspire | 30 Sep, 2016 | Blog
Another important announcement in the March Budget was the proposed relaxation in the rules for setting off a company's losses against the profits of future periods. These proposed changes that will allow set off against profits of any source are currently being consulted on and, if enacted, will apply to losses arising from 1 April 2017 onwards. Until then the set off of losses remains restricted, particularly when there is a change in the ownership of the company.
Currently, where there is both a change in the ownership of a company and also a major change in the nature or conduct of the trade carried on by that company within a 3 year period, the carry forward of trading losses is denied from the date of the change ownership. This measure is clearly designed to restrict the utilization of losses following a company sale.
HMRC take a great deal of interest in the way in which the trade is carried on during the run up to the sale and also post sale and have recently reissued detailed guidance as to how they interpret the rules based on previously decided cases.
For example, changes to improve company efficiency and rationalizing the product range are not viewed as major changes. However, changing the customer base or market sector being supplied may be seen as a major change, thereby blocking the carry forward of trading losses against future profits.
This can be a significant factor in business sales and we can advise you accordingly.
Merger of trades following an acquisition
HMRC have recently won a case before the Upper Tier Tribunal that the trading losses of a competitor company could not be set off against the profits of the acquiring company following the merger of the trades of the two companies. The two companies in question were both involved in the retail trade where 4 loss making department stores were merged with 3 profitable stores. The court held that the trading losses should be streamed and could only be set against future profits of the 4 loss making stores, overturning a previous decision by the First Tier Tribunal.
Buying the trade and assets of the target company
Note that if instead of buying the loss-making company, the trade and assets are acquired, then the trading losses will lapse and will not be available to the purchasing company. This however may be commercially more attractive as the purchaser will not take over the liabilities of the vendor company.
Other important tax considerations would be the transfer of plant and machinery, including fixtures, at market value rather than tax written down value, and the ability to obtain corporation tax relief for the value of intangibles, but not goodwill.
Remember to get in touch with us if you need support in connection with buying or selling a business.
4Older post Leading and Motivating Teams – Why its Important The new chancellor speaks (but be wary of what it means for you)….Newer post5
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An estimated 400 people, an average of 40 a day, have been killed in Syria in the days following the arrival of the Arab League monitors in the country, a top United Nations official has said.
UN Under Secretary General for Political Affairs B Lynn Pascoe on Tuesday briefed the 15-nation Security Council on the situation in Syria in a closed door meeting.
Pascoe's briefing came the same day a defiant Syrian President Bashar Al-Assad said he will not step down and blamed a foreign conspiracy for the country's nearly year-long bloody uprising.
Later talking to reporters, US Ambassador to the UN Susan Rice said the briefing the Council received was "alarming by any standard."
"The Under-Secretary-General noted that in the days since the Arab League monitoring mission has been on the ground, in fact, some estimated 400 additional people have been killed, an average of 40 a day, a rate much higher than was the case before their deployment," Rice said.
Further, at least two of the monitors of the Arab League have also been "roughed up, harmed, harassed" while they were carrying out their work.
According to the United Nations, more than 5,000 people have been killed since the anti-government protests began last March. Syrian government, however, says 2,000 security personnel were killed by armed terrorists.
She said the unabated violence is a clear indication that the Syrian government is not using the opportunity of its commitment to the Arab League to end violence but is instead "carrying out further acts of brutality against its population even often in the presence of those monitors."
Rice said Assad should step aside and pave the way for a democratic government in keeping with the wishes of the Syrian people.
"Unfortunately, rather than take that approach, we heard the vitriol of President Assad's speech today and further belittling by him of the Arab League, which we found offensive."
In response to Assad's claims that the uprising in his country was the handiwork of a foreign conspiracy, Rice said for him to make such claims "is frankly an insult to the people of Syria who are dying on the streets at the hands of their own government as they try to bring about, through peaceful means, a more responsive government."
Rice said it is high time the UN Security Council passes a strong resolution that supports the Arab League and considers putting sanctions on the Syrian regime.
Countries like Russia and China are, however, not in favour of imposing sanctions on Assad's regime, as they believe government rebels are equally to be blamed for the bloodshed.
"Unfortunately, after a bit of a show last month of tabling a resolution, the Russians inexplicably have been more or less AWOL in terms of leading negotiations on the text of that resolution," Rice said, referring to a draft resolution Russia tabled before the Council on Syria.
Russia's UN Ambassador Vitaly Churkin said his country was working on a draft resolution on Syria "all the time" adding that "members of the council continue to remain rather far apart.
"One of the reasons we have not been throwing various texts around is that we have been following the progress of the Arab League monitoring mission and on January 19 this is going to be another sort of milestone," Churkin said.
The Arab League mission is due to provide its report on the ground situation in Syria on January 19.
Speaking after Rice, Syria's UN envoy Bashar al-Jaafari said the killings in his country were the result of incitement by western powers.
"There is no Syrian interest whatsoever to harm the credibility and the safety and the security of the Arab envoys," he said.
"These victims are falling in Syria because of those who are still insisting on instigating and inciting violence. And I am sure you have heard a lot of these incitement calls from the same countries, from the same representatives who have just spoken to you," Ja'afari said.


(Walnut, CA) Los Angeles Trade Tech moved into a first-place tie in the South Coast Conference North with a convincing, 84-66 win over the Mt. SAC Women's Basketball Team Friday (2/8).
With the loss, the Mounties fell to third place in conference with a 4-2 record and 18-7 overall.
The Mounties, who had won five of the last six games, fell behind by 10 points, 19-9 after the opening quarter and never recovered.
Trade Tech outscored the Mounties again in the second quarter, 17-11 to lead by 16 at the break, 36-20.
Trailing by 19 points entering the final quarter, 57-38, the Mounties staged a small comeback and closed to within 12 points, 75-63 with 2:22 left on a jump shot by Jade Hughes.
The Beavers then countered with a 9-3 run to end the game for the 18-point win.
Four Mounties scored in double figures in the game – Natalia Shpegel (9 for 16 FGM, 3-3 FTM, 2 Stls., 2 Blks, 21 Pts.), Kiara Stiger (5-7 FGM, 8 RB, 1 Stl., 10 Pts.), Aujanae Mayes (4-8 FTM, 4 RB, 8 Assts., 3 Stls., 10 Pts.) and Hughes (21 Pts.).
Cheyenne Givens and Cheyenne McKinnie led Trade Tech with 38 and 26 points, respectively.
Mt. SAC will host Chaffey next Wednesday (2/13) in a SCC North game.


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Q: git post delete hook? My home computer is behind a corporate VPN firewall and is not accessible from outside.
I am trying to keep my github repo as identical as possible to my desktop's repo.
I have the following hooks:
.git/hooks/post-commit: git push origin *:*
Now I realize that if I checkout a branch, commit, and merge that branch into master, I will have a "dangling" remote branch because the commit would have created that branch.
I tried googling for a "post-delete-branch" hook to call git push origin :$(branch) but git does not provide this hook.
What can I do to remove dangling branches?

A: You could add to your current post-commit hook a script cleaning up local branches and pushing those deletions (like in this blog post):
git branch —merged master | grep -v 'master$' | xargs git branch -d

echo "The following remote branches are fully merged into master and will be removed:" git branch -r —merged master | sed 's/ *origin\///' | grep -v 'master$'

read -p "Continue (y/n)? "
if [ "$REPLY" == "y" ] then
    # Remove remote fully merged branches
    git branch -r —merged master | sed 's/ *origin\///' | grep -v 'master$' | xargs -I% git push origin :%
    echo "Done!" say "Obsolete branches are removed"
fi

That way, at the next commit, any branch previously merge will be deleted both locally and on the remote side.
See "How to delete a Git branch both locally and remotely?".

Don't forget at home to do a:
git fetch --prune

That will clean up local branches which are no longer present on the remote side.
See "git remote branch deleted but still appears in 'branch -a'"


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It houses a collection of brochures and pamphlets related to your health and care at NYGH, and in the community. The centre is also equipped with two computers to aid you in your information search with access to the internet, a printer, and online subscriptions for patient-focused health information. The space is available to you 24 hours a day, seven days per week.


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The Future of Women in the Workplace
The pandemic has been especially hard for working women. Here's how we can help.
By Abigail Bassett
Justin Pumfrey
Somewhere between 5.4 million and 11 million women have lost their jobs over the last year, thanks to the pandemic. That's worse than the job losses we saw in the Great Recession back in 2007 and 2008, when 2.5 million women and 5.5 million men lost their jobs. According to a study by the National Women's Law Center, all of the 140,000 jobs lost in December were held by women.
When you divide up those December numbers by race, they show that job losses have even more deeply impacted Latina and Black women. Women of color had a higher rate of unemployment than women's overall unemployment rate of 6.3 percent. The numbers in December revealed that 9.1 percent of Latinas and 8.4 percent of Black women were unemployed, compared to 5.7 percent of white women and 5.8 percent of white men.
According to a study released in September last year by McKinsey, this loss may not be temporary. The consulting firm found that nearly one in four women is considering downshifting their jobs or stepping completely out of the workforce as a result of the pandemic.
We risk losing an entire generation of women, and that would roll back all the progress made over the last six years.
Jess Huang is a partner at McKinsey and one of the co-authors of the study, which was conducted between June and August last year in partnership with LeanIn.org. She says that this is dire news.
"This is the first time in the six years of the research we've done on this topic that women were considering either leaving the workforce completely or downshifting their careers. It's a big red flag," she says. More than 300 companies participated in the study, and more than 40,000 people were surveyed on their workplace experiences. More than 45 in-depth interviews were also conducted to dig deeper into the issues.
"The data has borne this out too," Huang says. "Women have actually stepped out and left the workforce at higher rates than men. We are at a crossroads." McKinsey is doing the study again this year and will release data later this summer.
Why are women leaving the workforce?
The pandemic has placed particularly acute stress on working mothers — especially those of color — forcing them into furloughs and job loss at an exorbitant rate.
"If one in four women do decide to downshift their careers, or if all the women who told us they were going to leave the workforce left, corporate America would lose 2 million women from the workforce."
Kateryna Kotsiuba
"The pandemic has intensified challenges that women already faced," according to the McKinsey report. "Working mothers have always worked a 'double shift' — a full day of work, followed by hours spent caring for children and doing household labor. Now the supports that made this possible — including school and childcare — have been upended. Meanwhile, Black women already faced more barriers to advancement than most other employees. Today they're also coping with the disproportionate impact of Covid-19 on the Black community. And the emotional toll of repeated instances of racial violence falls heavily on their shoulders."
Essentially, women are still doing it all despite the changing landscape of work and home, as a result of the pandemic. Women may be the breadwinner or one of a pair of earners in a household, but they have also taken on the additional full-time responsibilities of managing their kids' education and activities during the pandemic. With the advent of virtual schooling and classes, and the closure of daycares, after-school programs, and kids' sports, many parents have struggled to balance the pull of work and home. Still, the brunt of the responsibility for keeping the family on task, fed, clothed, and showing up for class has fallen to women.
"Suddenly, as a byproduct of the pandemic, people's lives are much more on display now to both their company and their colleagues. There's been a bit of learning in terms of how you adjust to that, and how you best support your colleagues and coworkers in this new environment," Huang says.
What we risk if women leave the workforce or downshift their careers
While all those numbers are quite considerable, the larger impact of a mass exodus or exclusion of women from the new return to work could be incredibly devastating for both the country as a whole and also for the future of our society.
"If one in four women do decide to downshift their careers, or if all the women who told us they were going to leave the workforce left, corporate America would lose 2 million women from the workforce. That's more than the number of women who graduate college and graduate programs in one year," Huang says. "We risk losing an entire generation of women, and that would roll back all the progress made over the last six years and since the beginning of this study."
A Job I Felt Overqualified Ended Up Saving Me
While it's impossible to say with any precision just how mass attrition from the workforce by women might affect the fabric of our society, many experts believe that the implications could be tremendous. Huang says that losing 2 million women from the workforce could measurably set women back by half a decade. According to the report, "If these women feel forced to leave the workplace, we'll end up with far fewer women in leadership — and far fewer women on track to be future leaders. All the progress we've seen over the past six years could be erased."
In addition to this, evidence shows that the longer employees stay out of the workforce, the less likely they are to ever return, even if they want to. Vice President Kamala Harris has called the exodus a "national emergency" and said, "Our economy cannot fully recover unless women can participate fully," during a video call in February.
Changing the nature of work
All this data and dire warnings indicate that the nature of work has to continue to change and evolve to meet the needs of women (and men) in order to ensure that the worst doesn't happen. According to Huang, companies have already recognized this and are beginning to think more long term about what the future of an inclusive and diverse workforce might look like. That consideration includes what the parameters around in-office and virtual work might be and what the future of corporate wellness might look like.
"An empathetic workplace is the future. That is a workplace that listens and collects that feedback from employees on an ongoing basis so that companies know what challenges they are facing," Huang says. "For companies, it has been about how to support employees as whole people. That means resetting norms around flexibility while recognizing that there's been a lot going on."
Alexandra Feldberg is an assistant professor of business administration in the organizational-behavior unit at Harvard Business School. She and her co-author, Kathleen McGinn, are in the second wave of data collection for a study that should conclude (at least on the data collection) within the next eight months to a year. Feldberg says, "We're looking closely at the experience of couples — both members of the couple — and their experience of work and child-rearing during the pandemic. We're looking at what happens when we have this profound upheaval and both partners are working from home and have had a big change in their work lives."
Professor Feldberg says that the first wave of data has shown that companies need to offer a more flexible and compassionate workplace in order to ensure that women return to the workforce. "Women's work is often seen as more flexible than men's in the resources that people divide up at home. For the participants in this study, the key thing is feeling that their employer understands that everyone has different experiences at home, influencing where and when they do work."
"An empathetic workplace is the future."
Emilija Randjelovic
Huang says that companies are just starting to think about and design around the future of work post-pandemic. "As companies think about what the future workplace looks like, what's really important is to be really deliberate in the design. Not just around the programs and policies but even as employers create this new workforce. Leaders need to be thinking about whether or not their plan is going to introduce biases for the way people work, including women," Huang says.
"A lot of companies have been talking about a hybrid return to work. What we have heard from women is that they are worried that if they choose not to return in person as often as their male colleagues because they are juggling work outside of work, they're afraid that might hurt them and put them at a disadvantage. It's important for companies to keep things like that in mind, and design around that and say, 'Hey, how are we going to set norms and expectations so women don't end up in that place?'"
Huang also notes that there has been a small upside to the pandemic and its impact on work. During the pandemic, companies increasingly began to see the employees more holistically and began incorporating wellness offerings into their digital workplaces to support them through this strange and stressful time. She expects these offerings to continue well into the return-to-work phase of reopening. "I think that companies have really seen that through the pandemic it is really important to meet the challenges of burnout and feeling like work is not sustainable," she says.
Feldberg says that, in addition to considering the employee as a more complete human being, offering employees tools that they can use at their leisure is also of the utmost importance to get women back to work. "It's really important to give people tools to access information independently. One of the things that has been helpful during this time is being able to have resources available when they are needed the most," instead of offering them only at a set time.
The way we work has changed dramatically, and companies need to rethink and reimagine the workplace and the norms in order to encourage women to return to the workforce.
What women can do to return to work
While the usual advice applies (buff up your résumé, keep your skills sharp, network as best you can, etc.), there are a few things that women should collectively consider in order to support both themselves and other women looking to return to the workforce.
Feldberg suggests that getting really clear about roles at home and communicating in concise and clear ways can do a lot of good in helping support women returning to work. She says that the household is a miniature ecosystem, and the norms that we set up at home can and do (subtly or overtly) spill over into work (and vice versa). "For individual women, thinking about how you are navigating and negotiating things at home really becomes important right now," Feldberg says.
Feldberg points out that many conversations happen at home around who is taking care of the kids, who's responsible for dinner, and negotiations around space. "Every individual woman should consider the way you are dividing labor at home, as that has a direct bearing on what is happening at work for you. If you're responsible for childcare, that's one major constraint on your time, and the pandemic has put that into stark clarity. Gender norms are a really big piece of this story. They are subtle, and it all goes back to the importance of communication and explicitly dividing tasks, and thinking about why you are doing what you are doing."
Ultimately, however, whether women return to work or not, the decision will come down to each individual and their situation. As Huang points out, there is no one-size-fits-all solution to ensure that women don't drop out of the workforce altogether, and, as Feldberg notes, the solutions need to come both from inside families and the companies looking to hire.
"Mothers, senior-level women, and Black women are the three groups that have been hugely impacted by the pandemic, and all of them are facing different challenges. To be able to address those challenges, companies are going to have to take a pretty specific solution orientation to each challenge. There is no one solution that can address all the challenges that have come up in the last year," Huang says. "It will be really important to keep that feedback loop open between families, employers, and employees and create very specific programs and policies to meet their needs. It will be vital to test to see what's working, and pivot when it's not."
Abigail Bassett is an Emmy-winning journalist, writer and producer who covers wellness, tech, business, cars, travel, art and food. Abigail spent more than 10 years as a senior producer at CNN. She's currently a freelance writer and yoga teacher in Los Angeles.
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