Honda is a Japanese car company that was featured in every Gran Turismo game released. In the original Gran Turismo (American version), Acura and Honda shared the same dealership, mainly because of the fact that Acura was an American branch of Honda. In real life, it has a reputation for building reliable and economical cars, while in the other hand, also notorious for its high-revving engines in its sports cars/hot hatches. In the past, it dominated the Formula 1 scene for a while, as Honda-powered Formula 1 cars took famous drivers like the late Ayrton Senna and Alain Prost to victory from 1988-1991. Honda's most famous cars are Civic (compact car), Accord (compact, later mid-size and then full-size car), S2000 (grand tourer), and NSX (sports car).
Cars of this make are required to win the Take Your Honda Home hidden trophy in Gran Turismo 5.
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TThe Honda Hawk GT holds a very special place in my heart. It was the first bike that truly captured my attention and my imagination. It was, for the most part, a sales flop in the United States, but the fact that it has turned into a wildly popular cult bike tells me that the design was ahead of its time. The bike was called the BROS in Japan and Europe because a 400cc version and the 647cc version were developed together as "Brothers". The Hawk GT was also one of the first modern "Naked" bikes to hit the market and many argue it was the inspiration to the much more successful Ducati Monster.
Despite its miserable marketing as an entry-level motorcycle, the design had a lot of racing heritage. It was developed by Toshiaki Kishi, who has developed everything from the CBR1000 to the VFR1200. The little Hawk was only the second Honda to be fit with the Elf Racing designed "Pro-Arm" Single Sided Swingarm, featured an extruded aluminum twin beam frame that was pilfered from their then-current line of 250cc GP race bikes. All this tech gave the bike the frame designation of "RC-31." For reference, RC is Honda Racing Corporations traditional frame prefix for race bikes such as the desirable RC-30 right down to Hondas modern MotoGP bikes; the RC211V, the RC212V and RC213V.
The motor was robbed from the Honda XRV650 Africa Twin, which was a lighter, higher-spec version of the 750cc dual-sport motor developed by Honda Racing Corporation to be used for the Paris-Dakar rally. It was missing the heavy, power-robbing shaft drive on the 750cc version. Honda claimed it put out 56hp (most dyno's showed it was actually closer to 39hp), conservative even by the standards of the late 80s. For comparison, the CBR600F Hurricane claimed to put out 85hp.
Added to the fact that the little naked bike retailed at $3,600 while the fully-faired and much flashier CBR600F came in only $500 bones more, the venerable little naked bike with racing heritage was doomed to fail. Well, "fail" in the sales sense. The bikes longevity and continued popularity and capabilities compared to modern bikes, almost 30-years later, is proof enough that Honda made a winning motorcycle, probably just a few years too soon.
Sometimes the sum is greater than the whole and that has never been more true than with the Hawk. Less than 40 ponies, no bodywork, a heavy swingarm and slow-revving dirt-bike motor makes the bike, on paper, look like a bit of a dog. But anyone who has ever owned or ridden a little Hawk will tell you the bike was inspired; particularly in the handling department. The bike is so narrow that when you sit on one you'll swear your knees are touching each other. The centralized weight (low-mounted exhaust system ala modern motoGP bikes), extremely compliant frame and torquey motor made the Hawk GT friendly enough for new riders and capable enough for even the most experienced racers. Nick Ienatsch, the big cheese behind the Yamaha Champions Race School and author of Sport Riding Techniques has owned and raced Hawk GTs.
During my own personal Hawk ownership the handling of the bike was what made the bike so endearing. One of my favorite memories of owning the bike took place during regular track days. The bike was so stable I only had to feather the brakes before entering the sweeping down-hill, decreasing radius turn-one at Miller Motorsports Park. I didn't even have to downshift for the corner. This allowed me to rally around the outside of much faster liter bikes and 600cc middleweights without so much as a flutter from the immutable little Hawk.
The loyal following of the bike is legen-(wait for it)-dary! At a recent international motorcycle show, I had the opportunity to speak with Hondas North American director of Research and Development. We had a fifteen minute discussion on Hawk GTs where she admitted to currently owning two of the humble little bikes and claimed it was her main inspiration for the new line of 500s, the CB500F, CB500X and CBR500R. Virtually every motor-journalist has owned one and the Internet following puts the passion of Ducati and Harley Davidson to shame - particularly when you consider the bike was only made between 1988 and 1991. Heck, dozens of Hawk GTs have even come and gone through several CanyonChasers garage and it is, without question, one of our all-time favorite motorcycles.
Here's what we've learned about these awesome little bikes.
The bike is delightfully easy to work on and responds well to improvements. I would argue that the late 80's was Honda's golden age where their quality and fit and finish was better than any bike has ever been before or since. As a result, with a modicum of care, these bikes will last forever.
That said, if you come across a Hawk today it's going to need a few things. The most important being that every bit of rubber on the bike is going to need to be replaced. This sounds daunting, but the bike is so simple it's not so bad.
Start by replacing the clutch cable, throttle cables and all the rubber brake lines. Last time we looked, throttle cables were getting a little scarce but most motorcycle shops worth their salt should be able to build cable kits if they can copy the originals. The rubber brake lines are antiquated technology as much as they are old. Replace them with stainless steel brake lines and while you are at it, replace the brake pads. It's also not a bad idea to replace the speedometer cable while you are at it.
Next, if you want the bike to run its best you will need to replace the float bowl gaskets in the carburetors and the rubber intake manifolds. Again, this sounds daunting (and expensive) but it is neither. If you just replace the float bowl gaskets you'll be set back $14.00, but a carb rebuild kit (16010-MR1-691) will set you back about $30.00.
If the intake manifolds are dry and cracking, you will have a leak in the fuel system which will change how the engine runs and in extreme instances actually damage your intake valves. Replacements are cheap (16211-MN8-750) $12.00 each, you'll need two. If you are ambitious you can also replace the bands that hold everything in place (16218-MN8-750 and 16219-MN8-750).
While you are in there, you may want to replace the fuel filter (16900-MG8-003) for another $4.00. You should also replace your fuel lines, particularly the line that runs from the petcock. And while we are talking about the petcock, It's very likely it may need some love. It is rebuildable, but a new one can be had for about $50.00 (16950-MN8-003). If you see any brown residue around the petcock, that means its leaky and is starving your bike of fuel.
As you would expect the Hawk GT Forum has a pretty extensive list of maintanance and how-to guides to help out. Be sure to check it out ».
The only challenge you face with tires is the unusual front wheel size. Both hoops are 17-inches, but the front is only a 110 width (as opposed to the more common 120 width). Don't give in to the temptation of putting a 120/70-17 front tire, it's important to stick with the 110/80-17. While a 120/70 or even a 120/60 will fit, we found the incorrectly sized tire was deformed once mounted to the wheel. While it worked good enough during straight-road riding and communting, the deformed front tire become instable and flighty when ridden in a more athletic manner.
For the rear tire, however, it's important you deviate from the OEM tire size. The bike came with a 150/70-17, but the 160/60-17 is a much better option and much more common tire size than the 150/70. Plus the profile of the modern 160/60 will give the bike more grip and stability while leaned over. We strongly advise and encourage that you always run matched tires. When you mix and match tires you can end up with all sorts of crazy results with unknown adverse affects on handling. Your tires are the most important safety feature on your bike, don't scrip and fit good, quality tires.
Suspension is where you will see the most dramatic improvements in how the bike behaves. If you do nothing else to your bike, be sure you change out all the suspension oils and all the seals. However, if you want to make your bike better we strongly recommend some simple upgrades.
The OEM rear shock on the Hawk was absolute rubbish. A replacement is money very well spent. There are a lot of sources that claim you can retro-fit a CBR900 shock into the Hawk with great results, but this simply is not accurate. Here's why. The Hawk rear suspension does not use any linkage; meaning the rear shock bolts directly to the frame and directly to the swingarm.
Most motorcycles use a series of hinges and rods to fit the shock. Linkages allow for progressive changes in the forces exerted on the shock throughout the travel of the swingarm. It allows the designers to program the suspension to behave differently for the first 20% of the travel than the last 80% (or whatever the case may be). It's all very complex and fascinating, but in this application it is important to understand that you cannot put a shock from a bike that uses linkage on a bike that does not. That means that you must buy a rear shock that was designed for the Hawk. The valving and the spring rates will be very different and very specific for each motorcycle.
So back to the popular CBR900 shock swap. You can make one work, but to make it work correctly you will need to replace the shock spring and have the shock body re-valved, by which point you will be within spitting distance of the price of a quality after-market shock. Ohlins shocks haven't been made for several years, but can be built out of various parts, but at a cost. Fox used to make the shock-to-get for the Hawk, but they stopped making motorcycle suspension components to focus on mountain bikes, however, used and clean examples of Fox Shocks for the Hawk are still kicking around. Penske (US), Hagon (UK) and Wilbers (Germany) still make replacements.
In 1988, the 41mm front forks were top tier. But by todays standard they are antiquated. They are what is known as a "damper-rod" fork. The damping (the rate at which the fork compresses and rebounds) is determined by how quickly the oil passes around and through pre-drilled holes in a long rod that runs the length of the fork. Modern forks are known as a "cartridge fork". Oil must pass through two separate circuits that have adjusting screws to control how much and how fast oil can flow during the compression and rebound stages of the forks movement. The benefit is you can tune a forks behavior very specifically. How fast or slow the fork compresses when you go over a bump and how quick or slow the fork returns (rebounds) to its original position.
The best bang-for-your-buck upgrade for the forks is to replace the fork springs with the correct rate based on your weight and how you ride. The OEM springs were far too soft and of poor quality. Plus, springs wear out a little bit every time they compress and rebound so its safe to assume that springs put into service in 1988 are probably pretty tired by now.
While replacing the fork seals we recommend a product called the Race-Tech Gold Valve. This simple little device is installed in the damper rod forks and converts them to work like a simple cartridge fork. The damper rod will control the rebound circuit while the Gold Valve Emulator will control the compression circuit. The only downside to this design is there are no external adjusters to allow for suspension tuning on the fly. They can only be adjusted by disassembling the fork. However, this is a minor trade-off given the vast improvement they make for minimal financial investment.
If you are fitting new springs and the Gold Valve Emulators we strongly encourage you to replace the bushings and fork seals. This will make your fork behave like new again. We also threw on a set of fork-guards from a VFR to help protect the fork tubes from rock chips and damage (51490-MN8-305).
Another popular option is to replace the entire front end of the bike with parts from a CBR600F2 (or F3) or even a CBR929. The advantage to this option is that these bikes came with fully-adjustable cartridge forks. They will also require that you will need to replace the front wheel. The front wheel will use the much more common 120/70-17 front tire. You will also be allowed to run dual-front brake disks (as opposed to one disk that originally came on the Hawk).
This is not a perfect solution as there are a few disadvantages. Because the Hawk uses an old cable-driven speedometer as soon as you replace the front-end with anything other than F2 forks you will no longer have a speedometer or an odometer. The second disadvantage is that you will now need to replace the master cylinder and the brake calipers. The Hawk is a really light bike and we do not believe that it benefits from more powerful front brakes. In fact we feel the heavier rotors and heavier front wheel actually erodes some of the bikes handling prowess.
The final disadvantage is purely cosmetic. You will no longer have wheels that match and big, fat front fenders that do not look correct on a super-thin, elegant Hawk GT. Depending on your personal level of OCD, this may or may not be a big deal.
If you opt for a CBR929 front end you will be swapping to inverted front forks. Inverted front forks look stunning to be sure, but the Hawk was not designed to run these robust and inflexible forks. Inverted forks were designed for race bikes that see much higher and more powerful forces on the front end. As bikes became faster, right-side-up forks would flex so much that in some extreme cases the front tires would rub on radiators and cylinder heads.
Fitting these extremely strong and super-stiff forks on the Hawk translates to a further erosion of handling. The uber-stiff inverted forks are unable to flex like the traditional RSU forks the bike came with and transfer those forces into the frame. Whats more, inverted forks are significantly heavier, particularly the part of the fork that has to move when the bike goes over bumps. This drastically changes the suspension behavior from how the bike was designed.
However, if you can find a set, 2007-2012 CBR600RR forks are a straight swap and considerably lighter than the 929 legs. Because the 600RR forks were not designed for a liter bike, they offer a lot more compliance and with all the modern awesomeness, they are a very popular upgrade. Plus, by the time to swap to the lighter front wheel and if you opt for lightened front rotors you can drop 15 pounds off the front of the bike.
If you have followed our advice and you are after the optimum in handling then you'll want to make a few geometry changes. Sounds scary but its not. By modern standards the Hawks geometry is very conservative with very relaxed rake and trail numbers. To make the bike handle a little quicker without sacrificing stability, we recommend lowering the front of the bike 10mm. Slide the forks up in the triple clamps until an additional 10mm is sticking up above the clipons. You will also want to raise the rear of the bike another 10mm. You won't be able to raise the rear of the bike unless you replace the rear shock with one that has "ride-height adjustment".
These changes make massive improvements to bike behavior but will require a few little tweaks. The first will be the sidestand will suddenly feel far too short. The bike will lean excessively and be prone to accidental tip-overs and you'll need a block of wood or a flat rock every time you park. You will also notice that the chain will actually rub on the bottom of the frame because of the new swingarm angle.
The sidestand solution we found ended up being ridiculously simple. We took an unassuming block of aluminum, drilled two holes and found a couple longer bolts and placed the block of aluminum in between the bottom of the frame and the top of the sidestand. Problem solved. If one was willing to take a little more time, they could make the block look a lot nicer. In our case we used what he had on hand just to see if it worked, and when it did, we never bothered with it again.
The chain drag is a little more involved. You will need a chain roller. Spend some time on the HawkGTforum.com forum and you will likely find someone who is making them and selling them but they are extremely simple to build. A flat piece of steel that mounts behind the rear-set, a shaft and a chain roller (which is a very common dirt-bike part) and you will be good to go.
There is a lot of room for improvement in how the bike runs by making adjustments to how the bike sips fuel. When it comes to jetting, it is important to keep in mind that all engines are air pumps. The more air we can pump through the more power we can make (up until a point). Jet kits come in stages, stage 1 to stage 3. A stage 1 kit just replaces the main jets and needles, a stage 2 replaces the jets, needles, emulsifier and adds a free-flow air filter. A stage 3 kit replaces all that but, in the case of the Hawk, eliminates the air-box all together and uses pod air-filters instead.
By modern standards the Hawk GT's OEM air box is laughably small, dramatically limiting how much air can get into the Hawk motor. We tried removing the snokels, drilling holes in the top of the airbox and removing the top of the airbox all together, but we got the most out of the Hawk and the best overall results with the stage-3 kit that replaced the entire air-box in favor of the foam pod filters that bolt directly to the carburetors.
We also found that the Factory Jet Kit was head-and-shoulders better than the Dynojet Kit. Dynojets use their own numbering system that doesn't seem to correlate to anybody else's jets, plus their needle isn't quite as good as the Factory needle. We strongly encourage users to opt for the Factory Jet Kit option.
Of course, now that we've let more air into the motor, you will benefit from letting more air out. This is when and why you would want to install an exhaust system. We opted for the M4 system not only because of the good looks, but also because the system is modular. If one part gets damaged, you can just replace that pipe instead of having to replace the entire system. Plus, all the dyno testing done by HordPower (The go-to Hawk Expert) showed the greatest gains from the M4. In the end our Hawk GT, with only jetting and an exhaust system was making about as much horsepower as Honda originally claimed; mid 50s.
Finally, the most fun stuff to change are the aesthetics. The bike is really a lot of fun to mod and why you will never see two Hawks that look the same. While we don't expect you will make the same choices we made, we still thought we'd share what we did to ours.
The Hawk GT OEM front fender is silly looking. It's big and fat looking. However, the Hawks sister bike, the CB-1 400F front fender (61100-KAF-000ZA) is great looking and fits right on with a couple of washers that need to be used as spacers. They don't make them anymore, but they pop up on ebay and forums from time to time.
The original mirrors were also awful looking. Giant rectangular blocks - blech. Throw them out and replace them with a set of bar-end mirrors. Bar end mirrors usually fit on the ends of the clipons, either where the bar-ends attach or to the bar-ends themselves. They visually lower the front of the bike and make it look tougher straight-away. There are many options out there but we feel like the vintagy round ones look better.
The original turn-signals were the big, fugly, OEM Honda ones that have been on every Honda since 1976. It's a very common practice to replace them with smaller units from other bikes. Smaller winkers go a long way to improving the look of the bike, although to mount the front winkers requires a little creativity to affix them behind the dog-ear headlight brackets.
We hated the original clipons as well. They were black and really tall. The height makes them nice for comfort, but aesthetically they look silly and because you are sitting so upright it makes sporty riding a little bit awkward. Lower clipons will visually lower the front of the bike a little more and make sporty riding a bit more fun.
Pretty much any 41mm clipon can be made to fit but the Honda ones fit better. VTR1000 SuperHawk clipons are the lowest and require that you cut the aluminum anti-rotation pegs off the bottom of the bars. We felt like these were too low, even for racetrack use and quickly discarded them.
We found the 98-2001 VFR800 clipons (53100-MBG-D00 and 53150-MBG-D00) to be spot-on perfect! You still need to grind off the pegs on the bottom of the clipons, but the finish of the clipons match the finish of the bike nicely and the height is close enough to stock to not require any changes to cables or brake lines.
The image to the right shows the shorter VTR1000 SuperHawk clipon on the left and the taller VFR800 clipon on the right.
Rearsets are available for the bike, but we never felt like they were necessary. The footpegs, on the other hand are another issue. The massive, rubber coated pegs were big and clunky. Thats a simple fix. Most every motorcycle shop will have an assortment of footpegs that will bolt right into the existing rear-set/footpeg brackets.
And since we are on the subject of footpegs, lets talk about the buddy pegs. We didn't like them as the bike is not really good at carrying two people. However the passenger pegs serve double duty as preventing the rear cowl from cracking from vibrations. Dubbed "cowl savers" we used some simple steel, bent and shaped to take the place of the passenger pegs. It only took us about 30 minutes to build ours, spray them with some paint and bolt them up and we were able to abandon the passenger footpegs for a tidy look.
There are a lot of rear fender eliminator options out there, but we found the simplest and most elegant solution involved just disassembling the rear cowl and bolting the license plate and subsequent brackets directly to the smaller sub-fender. Just one more reason why the Hawk is such a fun bike to tinker with.
One of our favorite bike improvements was the addition of a solo-seat cowl. They are hand made by a fellow in Germany named Fabian Tappendorff. He also makes all sorts of replacement bodywork, including entire seat cowls and CB-1 400F front fenders. They are routinely imported to America via the Hawk GT Forum.
The Hawk is a wonderfully rewarding motorcycle to ride as well as own. Everyone who has ever had to privilige to keep one in their garage will tell you about how they were always tinkering to make the bike better. And because Honda uses so many similar parts between bikes, we were always pilfering new bits and retrofitting newer Honda parts to the Hawk. It's also hard to quantify how close-knit the Hawk community is. Even after an absense of several years, when I returned to the Forum to ensure this article was accurate, I was warmly greeted by fellow "Hawkers" that I had not spoken with in years; another in a long list of reasons as to why owning a Hawk GT647 NT650 is such a positivie experience and one of CanyonChasers all-time favorite motorcycles.
Каким он был – японский среднемоторный спорткар Honda NSX.
Каждая модель любимой марки для фанатов Хонды – настоящий спорткар. Будь то хэтчбек Jazz, гибрид Insight или паркетник Pilio. Но будем честны: Honda – как некогда профессиональный атлет, который скатывается до уровня любителя. Трeхлетние мучения еe собственной команды в Формуле-1 закончились ''сходом с дистанции'', и даже в родной японской кузовной серии Super GT хондовцы последний раз добивались победы лишь два года назад, но впоследствии пропустили вперeд Ниссаны, Тойоты и Лексусы.
Да и в модельном ряду не осталось ни одной серийной спортивной машины с большой буквы. Недавно ''уволили'' родстер s2000, но главное – производство купе NSX свернули ещe в 2005 году. А это была спортивная икона Хонды. Сейчас умы японских инженеров заняты гибридными технологиями, человекоподобными роботами и транспортными средствами для малоподвижных. Спорт заканчивается на модификациях серийных моделей с индексом Type-R. Не до NSX сейчас.
И катается современная молодежь на Сивиках и Аккордах, не зная, какие амбиции были у Хонды в начале 1980-х. Тогда руководитель департамента развития компании Нобухико Кавамото предложил боссам построить спортивный автомобиль ни много ни мало уровня ''жеребцов'' из Маранелло и Porsche 911. Чтобы оказаться ближе к европейским спорткарам не только по духу, но и внешне, в 1984 году японцы заказали дизайн среднемоторного купе у итальянского ателье Pininfarina.
По замыслу итальянцев, прототип HP-X (Honda Pininfarina Xperimental) можно было оснастить хондовским двухлитровым бензиновым двигателем V6 от болидов национальной Формулы. Ещe одной интересной особенностью концепта был кузов с ''бороздками'' по бокам, которые якобы улучшали аэродинамику: заявлялся небывало низкий для тех времeн коэффициент лобового сопротивления – 0,25.
Первый ездовой прототип модели NSX. За рулeм – ''человек дождя'', Айртон Сенна.
Два года менеджмент пребывал в раздумьях, и в 1986 году проекту, получившему имя NS-X (New Sportscar Xperimental), был дан зелeный свет. Только итальянцев в нeм уже не было: главным дизайнером назначили Кена Окуяму, а командой инженеров руководил Шигеру Уехара, впоследствии создававший S2000.
Самая длинная версия NSX не дотягивала до четырeх с половиной метров – 4430 мм. Ширина в лучшие времена составляла 1860 мм при высоте в 1160 мм.
Из алюминия решили делать все: несущий кузов, шасси, подвеску. По тем временам это был триумф высоких технологий. Отказавшись от стали в пользу ''крылатого металла'', удалось сэкономить примерно 220 кг и удержать снаряжeнную массу машины на уровне 1350 кг. При колeсной базе 2530 мм двигатель расположили как можно ниже, поперечно перед задней осью, выкроив тем самым дополнительное место для багажника.
Главные конкуренты – Ferrari с еe 348-й моделью, и Porsche с 911-й – до выхода купе NSX на рынок лишь злобно хихикали, а после сильно удивлялись, как это японский выскочка умудрялся не уступать им на гоночных трассах.
Такое внимание к мелочам вызывало смех у некоторых журналистов. Мол, спорткар в первую очередь должен быстро ехать и уже потом быть комфортным и практичным. Вероятно, смеялись над японцами и в Маранелло, ведь среднемоторный итальянский монстр – купе 348 – обладал недюжинными способностями на треке, но плохо подходил на роль автомобиля на каждый день. Именно Ferrari 348 японцы и наметили в качестве главного соперника для NS-X. Но помалкивали: Уехара заявлял, что строит обычное спорткупе среднего класса.
Так как задача была посрамить именно Ferrari и Porsche, о 2-литровом моторе уже не вспоминали: коленвал новой 3-литровой ''шестeрки'' мог раскручиваться до 9000 об/мин благодаря кованным поршням с титановыми шатунами. У серийного мотора отсечку установили на уровне 8000 об/мин. Максимальная отдача – 273 л.с. (201 кВт) и 285 Н•м. За прирост мощности на высоких оборотах отвечала фирменная система изменения высоты подъeма клапанов VTEC. Кроме того, машина получила экзотический для тех времeн электроусилитель руля.
На бумаге всe выглядело прекрасно, но оставалось самое сложное – научить машину ездить. Кому поручить тонкую настройку? В конце 1980-х у Хонды как раз начиналась ярко-белая полоса в автоспорте. Формульная команда Williams благодаря мотору Honda и Нельсону Пике выиграла как личный, так и командный чемпионат в 1987-м. А в следующем сезоне ''конюшня'' Honda-Marlboro-McLaren четыре раза подряд брала дубль, принеся 28-летнему бразильцу Айртону Сенне первую победу в чемпионате. Безгранично талантливого ''человека дождя'' в Хонде и привлекли к разработке супермашины.
Бразильцу был вручeн в бессрочное пользование опытный образец, и гонщик помогал японским инженерам в дрессировке шасси. Участие Сенны в проекте было не только эффектным PR-ходом. Спустя несколько лет, когда Айртон уже покинул этот мир, господин Кавамото признался, что без Волшебника такого автомобиля не получилось бы. Впрочем, к работе над NS-X привлекали не только Сенну. До нужной температуры машину также помогали разогревать нынешний босс японской Формулы, а тогда профессиональный гонщик Сатору Накаджима и Бобби Рахал, к тому времени дважды выигравший американскую серию CART.
И вот в феврале 1989 года Honda впервые показала свой автомобиль публике: предсерийный NS-X привезли на мотор-шоу в Чикаго. А в октябре уже готовый к производству автомобиль, который лишился дефиса в названии и получил имя NSX, продемонстрировали на родине – в Токио.
Точной статистики нет, но, по некоторым данным, за 15 лет производства Honda выпустила чуть менее 20.000 тысяч купе NSX.
Большие затраты на разработку NSX, конечно, отразились на цене автомобиля. Он был дешевле итальянских и немецких конкурентов, но непомерно дорогим для массовой марки Honda. Японцам предстояло доказать, почему 100 тысяч долларов – это совсем не много за столь способную машину. Тут подсобили и пресса: Honda NSX превозносилась до небес в сравнительных тестах. Среди поверженных оказывались не только Dodge Viper и Chevrolet Corvette, но и главные соперники модели – Porsche 911 и Ferrari 348. Более того, один из первых независимых замеров показал, что NSX разгоняется до сотни за 5,03 с (при паспортных 5,9 с) и проходит четверть мили за 13,47 с. Быстрее, чем Ferrari 348! Тут ещу и титулы ''Автомобиль года'' с разных континентов подоспели... Казалось, Honda обречена на успех.
Талантливую машину стали покупать. В лучшие годы тираж исчислялся трeхзначными числами. Начали появляться клубы владельцев и поклонников модели. Ради фанатов спустя два года японцы создали облегчeнную версию для трек-дней – NSX-R. Мощность двигателя не изменилась, зато из автомобиля выкинули всe лишнее: кожаные сиденья с электрорегулировками уступили место креслам Recaro с углепластиковым каркасом и более развитой боковой поддержкой, штатные кондиционер и музыкальная система отправились в список дополнительного оборудования, а легкосплавные колeса заменили алюминиевыми производства фирмы Enkei. Убрали и шумоизоляцию. В результате машина скинула около 120 кг – до 1230.
Кроме того, хондовцы попытались исправить опасный недостаток NSX первых серий – избыточную поворачиваемость на высоких скоростях. Помогли более жeсткие пружины и амортизаторы. Попутно японцы укоротили главную передачу и модернизировали тормоза. Версия NSX-R производилась до 1995 года исключительно с правым рулeм – для внутреннего рынка. Всего было сделано 483 ''эрки''.
Как уверяет производитель, открытая версия не медленнее обычной. Разгон до сотни – всe те же 5,9 с.
В тот же год Honda оснастила все версии NSX электроприводом дроссельной заслонки и вывела на рынок модификацию с кузовом тарга, назвав еe NSX-T (на фото вверху). От купе она отличалась исключительно конструкцией крыши со съeмной центральной секцией. Причeм если в Японии такой вариант предлагался наравне с купе, то в США тарга полностью вытеснила оригинальное купе NSX. Открытая версия была на 45 кг тяжелее, а еe подвеску сделали мягче – на радость американцам.
Существенные перемены в жизнь NSX пришли в 1997 году. Мощность нового двигателя C32B объeмом 3,2 л составила 280 л.с. (206 кВт), крутящий момент увеличился на 24 Н•м – до 304. Мотор с блоком цилиндров, армированным композитным волокном, комплектовался исключительно модернизированной ''механикой'', уже не пяти-, а шестиступенчатой. Время разгона до сотни сократилось до 5,7 с. Новая версия с четырeхдиапазонным ''автоматом'' довольствовалась старым трeхлитровым двигателем, дефорсированным до 256 л.с. Еe максимальная скорость составляла 260 км/ч против 270 км/ч у машины с ''механикой''. Кроме того, тормозные диски увеличились в диаметре, колeса были заменены более лeгкими, алюминиевыми. И крышу тарги теперь красили в цвет кузова.
В 1999 году американцы снова получили шанс купить обычное купе. Правда, лишь из эксклюзивной серии Alex Zanardi Edition, выпущенной в честь двух одержанных подряд побед гонщика в серии CART (в 1998-м и 1999-м). Всего было сделана 51 такая машина цвета New Formula Red – как у болида Занарди. Салон был обшит кожей с красной строчкой, а на алюминиевой табличке с порядковым номером красовался автограф гонщика.
Acura NSX Alex Zanardi Edition c порядковым номером 0 использовалась в пресс-парке компании. Машина под номером 1 была вручена самому Алексу, и в 2001 году после аварии, когда Занарди лишился ног, еe перевели на ручное управление.
Впрочем, к тому моменту в Японии уже два года как продавалась версия NSX-S (на фото внизу), технически – точная копия Zanardi Edition. С более жeсткой подвеской от снятой с производства версии NSX-R, без навигационной системы, без кондиционера и аудиосистемы. Параллельно мелкими партиями собирали ещe более ''горячую'' модификацию под названием NSX-S Zero – гоночный вариант без шумоизоляции и ''кожи'' массой 1280 кг против 1320 у ''эски''.
Внешностью занялись лишь за три года до снятия модели с производства – в 2002-м. Главное отличие от машины первого поколения было в передней оптике: фары не поднимались из крыльев, а смотрели на мир постоянно открытыми ксеноновыми глазами. Это, а также новые бамперы и боковые кузовные панели позволили снизить коэффициент лобового сопротивления с 0,32 до 0,3. Инженеры модернизировали и подвески, шире стала задняя колея, появились более широкие задние шины, а старый ''автомат'' обзавeлся ручным режимом.
Подъeмный механизм фар к 2002 году устарел и вышел из моды. Традиционная оптика была чуть легче и внешне освежила машину. Хотя после рестайлинга купе прибавило 20 кг.
В том же году японцы вновь выпустили трековую версию NSX-R (заводской индекс LA-NA2) – эксклюзивно для местного рынка. Ради снижения массы некоторые кузовные детали заменили углепластиковыми, а для улучшения аэродинамики днище сделали плоским, установив дополнительные панели. Корму украсили диффузором и большим углепластиковым спойлером. Кондиционер, навигация, аудиосистема и шумоизоляция опять стали опциями, а взамен стандартных сидений были поставлены более лeгкие рекаровские. Легче стали и колeса (из алюминия), в итоге машина похудела на 100 кг – до 1270.
Главную передачу вновь укоротили, перенастроили дифференциал повышенного трения, а однодисковое сцепление заменили двухдисковым. Кроме того, использовались жeсткие пружины и амортизаторы, а на капоте появился дополнительный воздуховод для более эффективного охлаждения мотора. Сам же двигатель получил новую прошивку ради более острого отклика на газ, но, по утверждениям японцев, мощностью не отличался от гражданской версии – ''законные'' 280 л.с. Однако некоторые автомобильные издания намерили все 320 л.с. Первые 100 км/ч ''эрка'' второго поколения, как и машина первой генерации, разменивала за пять секунд.
Интерьер ''эрки'' отличался спартанским рулeм и металлическим набалдашником рычага коробки передач.
Но была машина ещe круче. Дабы омологировать гоночную версию NSX для национальной кузовной серии Super GT, Хонде пришлось выпустить пять автомобилей NSX-R GT. От ''эрки'' это чудовище внешне отличалось огромным соплом воздухозаборника на крыше, широким кузовом с кучей агрессивных аэродинамических элементов и заниженной подвеской. Правда, никто не знает, что у автомобиля с двигателем, сколько такой агрегат стоит и насколько эффективен ''шноркель'' на крыше: японцы молчат до сих пор.
Боевое купе NSX прозвучало в большом спорте. В японском кузовном чемпионате Super GT среднемоторный прототип побеждал трижды: в 2000, 2004 и 2007 годах. Причeм дублем – в зачeте пилотов и Кубке конструкторов.
Honda NSX трижды принимала участие в марафоне ''24 часа Ле-Мана'' в классах GT1 и GT2. В 1995 году одна из машин заняла первое место в категории GT2 и восьмое в общем зачeте.
Впрочем, к тому времени фантомами стали и обычные версии NSX. К 2005 году объeм выпуска упал до сотни-двух автомобилей в год. Цена суперкупе уже не покрывала затрат на его производство. Сборочную линию ради экономии перенесли на завод в Судзуке. А затем и вовсе свернули, до лета 2006-го распродавая оставшееся на складах.
На внутреннем рынке Японии была представлена и рестайлинговая версии NSX-S – облегчeнная до 1320 кг (на заднем плане).
Эра NSX закончилась с продажей последнего автомобиля в дилерском центре Honda американского городка Спокан. Стал историей автомобиль, который заставил раскошелиться даже великого и ужасного Гордона Мюррея. Создатель гиперкара McLaren F1 так проникся уважением к достижениям японцев, что прикупил себе NSX. А ещe, говорят, внeс после этого ряд изменений в свой знаменитый проект.
Последнее официальное появление модели датируется нынешним годом, когда на мотор-шоу в Токио придворное ателье Mugen показало концепт NSX RR. Автомобиль был подвергнут обширной модернизации, которая затронула всe – от двигателя до тормозов. Но дальше опытного образца дело не пошло.
Несколько лет назад японцы сами официально заявляли о возрождении иконы. Искра надежды зажглась, когда в 2003 году они показали концепт HSC. Однако спустя четыре года нам представили прототип Acura Advanced Coupe. И это снова не NSX? А как же мотор V10 и полный привод, о которых говорили сами представители Хонды? Кулачки-то у фанатов уже сжались, и слюна закапала. Но 17 декабря 2008 года, сославшись на пустой кошелeк, японцы окончательно заморозили проект NSX.
В какой-то момент от идеи среднемоторного спорткара хондовцы отказались в пользу переднемоторного автомобиля. Под капотом концепт-кара Acura Advanced Sports Car Concept оказался двигатель V10. А за передачу момента на задние колуса должна была отвечать ''половинка'' супертрансмиссии Super Handling All-Wheel Drive, знакомой нам по автомобилям Honda Legend и Acura RL. Дополнительные задние редукторы должны были перераспределять тягу между ведущими колeсами.
Будет ли продолжение истории, или Honda предпочтeт потчевать поклонников очередным 200-сильным Сивиком? Шанс есть: перед новым годом хондовцы представили замену ''эн-эс-иксу'' в национальной гоночной серии Super GT. Машина называется HSV-010 GT и очень похожа на того переднемоторного «мула», которого журналисты окрестили возрождeнным проектом NSX.
В любом случае поклонники верят и надеются, что туман вокруг преемника NSX – это лишь умелая игра руководства Хонды. Мы тоже предпочитаем думать, что где-то на задворках R&D-центра сейчас стоит под покрывалом новое купе NSX и ждeт, когда объявят его выход. Ждeт, чтобы ещe раз сразить публику наповал. Наряду с Nissan GT-R хондовская легенда заслужила достойное продолжение. Еe тоже частенько называли суперкаром на каждый день. Причeм, в отличие от ''беспородного'' Ниссана, который снобская публика никак не хочет причислить к сонму суперкаров, NSX уже давно с лeгкой руки одного американского журналиста называют Ferrari 911.
Honda NT650 Hawk GT service manual This is not complete yet by any stretch. More will be added as I get to it. If you feel like doing some of the work, I'd be delighted to put them here too. The specs of how I plan to do it are here. Send mail to [email protected] and we'll arrange a transfer. Send mail there if you find an error, too, I'll be really surprised if I don't make any.
Not all links go to pages that exist yet. They will before I'm done.


text:
Noninvasive monitoring of infection and rejection after lung transplantation
Iwijn De Vlaminck, Lance Martin, Michael Kertesz, Kapil Patel, Mark Kowarsky, Calvin Strehl, Garrett Cohen, Helen Luikart, Norma F. Neff, Jennifer Okamoto, Mark R. Nicolls, David Cornfield, David Weill, Hannah Valantine, Kiran K. Khush, and Stephen R. Quake
PNAS October 27, 2015 112 (43) 13336-13341; first published October 12, 2015 https://doi.org/10.1073/pnas.1517494112
Iwijn De Vlaminck
aDepartment of Bioengineering, Stanford University, Stanford, CA 94305;bDepartment of Applied Physics, Stanford University, Stanford, CA 94305;cHoward Hughes Medical Institute, Stanford University, Stanford, CA 94305;
Lance Martin
Michael Kertesz
Kapil Patel
dDivision of Pulmonary and Critical Care Medicine, Stanford University School of Medicine, Stanford, CA 94305;
Mark Kowarsky
Calvin Strehl
eDivision of Cardiovascular Medicine, Stanford University School of Medicine, Stanford, CA 94305
Helen Luikart
Norma F. Neff
Jennifer Okamoto
Mark R. Nicolls
David Cornfield
David Weill
Hannah Valantine
Kiran K. Khush
Stephen R. Quake
For correspondence: quake@stanford.edu
Contributed by Stephen R. Quake, September 4, 2015 (sent for review July 13, 2015; reviewed by Jay Shendure and Martin Zamora)
Over 3,500 patients receive life-saving lung transplants every year. Nonetheless, complications due to infection and rejection occur frequently and undermine the long-term benefits of lung transplantation. Although clinicians strive to carefully monitor patients, diagnostic options are often limited. Rejection monitoring currently relies on invasive tissue biopsies, and tests of infection are predominately limited to testing one pathogen at a time. This manuscript describes a noninvasive assay based on sequencing of circulating cell-free DNA that simultaneously enables diagnosis of rejection and broad screening of infections.
The survival rate following lung transplantation is among the lowest of all solid-organ transplants, and current diagnostic tests often fail to distinguish between infection and rejection, the two primary posttransplant clinical complications. We describe a diagnostic assay that simultaneously monitors for rejection and infection in lung transplant recipients by sequencing of cell-free DNA (cfDNA) in plasma. We determined that the levels of donor-derived cfDNA directly correlate with the results of invasive tests of rejection (area under the curve 0.9). We also analyzed the nonhuman cfDNA as a hypothesis-free approach to test for infections. Cytomegalovirus is most frequently assayed clinically, and the levels of CMV-derived sequences in cfDNA are consistent with clinical results. We furthermore show that hypothesis-free monitoring for pathogens using cfDNA reveals undiagnosed cases of infection, and that certain infectious pathogens such as human herpesvirus (HHV) 6, HHV-7, and adenovirus, which are not often tested clinically, occur with high frequency in this cohort.
cell-free DNA
↵1I.D.V. and L.M. contributed equally to this work.
↵2Present address: Karius, Inc., Menlo Park, CA 94025.
↵3To whom correspondence should be addressed. Email: quake{at}stanford.edu.
Author contributions: I.D.V., L.M., N.F.N., M.R.N., D.C., D.W., H.V., K.K.K., and S.R.Q. designed research; I.D.V., L.M., M. Kertesz, K.P., M. Kowarsky, C.S., G.C., H.L., N.F.N., J.O., K.K.K., and S.R.Q. performed research; I.D.V., L.M., M. Kertesz, K.P., M. Kowarsky, K.K.K., and S.R.Q. analyzed data; and I.D.V., L.M., M.R.N., D.C., H.V., K.K.K., and S.R.Q. wrote the paper.
Reviewers: J.S., University of Washington; and M.Z., University of Colorado.
Data deposition: The sequence data reported in this paper have been deposited in the Sequence Read Archive, www.ncbi.nlm.nih.gov/sra (accession no. PRJNA263522).
Iwijn De Vlamincka,b,c,1,
Lance Martina,b,c,1,
Michael Kertesza,b,c,2,
Kapil Pateld,
Mark Kowarskya,b,c,
Calvin Strehle,
Garrett Cohene,
Helen Luikarte,
Norma F. Neffa,b,c,
Jennifer Okamotoa,b,c,
Mark R. Nicollsd,
David Cornfieldd,
David Weilld,
Hannah Valantinee,
Kiran K. Khushe, and
Stephen R. Quakea,b,c,3
aDepartment of Bioengineering, Stanford University, Stanford, CA 94305;
bDepartment of Applied Physics, Stanford University, Stanford, CA 94305;
cHoward Hughes Medical Institute, Stanford University, Stanford, CA 94305;
You are going to email the following Noninvasive monitoring of infection and rejection after lung transplantation
Noninvasive monitoring after lung transplantation
Iwijn De Vlaminck, Lance Martin, Michael Kertesz, Kapil Patel, Mark Kowarsky, Calvin Strehl, Garrett Cohen, Helen Luikart, Norma F. Neff, Jennifer Okamoto, Mark R. Nicolls, David Cornfield, David Weill, Hannah Valantine, Kiran K. Khush, Stephen R. Quake
Proceedings of the National Academy of Sciences Oct 2015, 112 (43) 13336-13341; DOI: 10.1073/pnas.1517494112
SI Materials and Methods

redpajama_set_name: RedPajamaCommonCrawl


ARLINGTON, Va. — Recent crash tests of midsize SUVs by the Insurance Institute for Highway Safety featured a range of problems, including structural collapse, an airbag nondeployment, hard hits to the dummy's head and an open door. Still, 6 of the 8 vehicles managed to earn a good or acceptable rating for passenger-side small overlap front protection.
The midsize SUVs — all 2018 models except the 2019 Kia Sorento — are the latest to be put through the passengerside small overlap test. A small overlap crash occurs when just the front corner of the vehicle strikes another vehicle or an object such as a tree or utility pole. IIHS began rating vehicles in driver-side small overlap crashes in 2012. Since then, automakers have made great strides in protecting drivers in such crashes. However, passengers aren't always afforded equal protection, which is why IIHS began rating vehicles in the passenger-side test last year.
Three of the SUVs — the GMC Acadia, Kia Sorento and Volkswagen Atlas — earn a good rating. The Acadia had maximum intrusion of just 2 inches on the right side of the toepan. Its performance wasn't flawless, however, as the passenger dummy's head slid off the right side of the front airbag, leaving it vulnerable to contact with forward structure.
Of the newly rated SUVs, the Sorento is the only one to earn the Institute's highest award, TOP SAFETY PICK+.


Hello, I'm Steve Blonstein, a senior recruiter with over eleven years experience in the industry. I am also a Career Coach which is something I enjoy much more than I ever thought I would. In my 28 year business career I have sold both tangibles and intangibles. I've taken many Sales Training Programs and I have been a Sales Trainer. I also have a great deal of experience bringing a consumer product from a mere idea to the shelves of over 5,000 independent pharmacies and many national chain stores and all the steps in between concept and reality. So I have extensive manufacturing, product management and project management experience to go along with my Sales Management experience as well. Throughout my business and personal life, what I am most proud of, is my ability to build long lasting relationships, whether it was helping people to realize their dreams of a new career, finding a hiring manager their best ever employee or even getting to know a customer with diabetes through a letter thanking me for creating a product that saved her life, building those relationships are just some of the reasons I enjoy what I do!
Steve Blonstein with over eleven years experience in the industry. I am also a Career Coach which is something I enjoy much more than I ever thought I would.
In my 28 year business career I have sold both tangibles and intangibles. I've taken many Sales Training Programs and I have been a Sales Trainer. I also have a great deal of experience bringing a consumer product from a mere idea to the shelves of over 5,000 independent pharmacies and many national chain stores and all the steps in between concept and reality. So I have extensive manufacturing, product management and project management experience to go along with my Sales Management experience as well. Throughout my business and personal life, what I am most proud of, is my ability to build long lasting relationships, whether it was helping people to realize their dreams of a new career, finding a hiring manager their best ever employee or even getting to know a customer with diabetes through a letter thanking me for creating a product that saved her life, building those relationships are just some of the reasons I enjoy what I do!


Books written about social media tend to become dated as soon as they go to print. I got my hands on the a version of this book that was published in 2009. It felt like I was reading a history book since this field changes so quickly! Luckily, there has been a revised version published in 2012, so I recommend you pick up that copy.
The benchmark book on the effects and implications of social media on our daily lives, and how businesses can harness its power.
Socialnomics is an essential book for anyone who wants to understand the implications of social media on our daily lives and how businesses can tap the power of social media to increase their sales, cut their marketing costs, and reach consumers directly. In this revised and updated second edition, author Erik Qualman presents new material based on meeting with 75 Fortune 1000 companies, 50 colleges and universities, and over 100 small businesses & non-profits since the first edition. Qualman's materials have been used from IBM to NASA to Harvard to local businesses.
My biggest take-away from this book was his social media stats. Though quite dated for this fast-paced field, these stats still leave a lasting impression on the reader of the power of social media.


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Six Nations 2012: 'Ireland always raise their game against England'
Ireland lock Donncha O'Callaghan admits Ireland always raise their game against England ahead of their clash on Saturday
By Sportsbeat
Friday 16 March 2012, 15:12 UK
Ireland take on England at Twickenham on Saturday Photo: M+MD, via Flickr
Donncha O'Callaghan has further stoked the fires ahead of Ireland's visit to Twickenham on Saturday, admitting while England's shirts are white, they serve as red rags to a bull for his side.
The 32-year-old's comments follow those of teammates Stephen Ferris, who has labelled England 'bad losers' while Rob Kearney and Rory Best believe Ireland's recent dominance has been because they are the superior side.
And that dominance is unquestioned as Ireland have prevailed in seven of the last eight Six Nations clashes between the two sides, including on three of their last four visits to Twickenham.
And O'Callaghan, who admits spending time with English players on Lions tours has changed his perceptions, revealed the sight of the Red Rose shirt pushes all of Ireland's buttons.
"I wouldn't say I'm friendly with any of their players, but I've been on Lions tours with them," he said.
"The biggest thing I've taken away those tours is that you can build up a perception of people before you actually get to know to them.
"I remember going on Lions tours believing half these guys are idiots and that I wouldn't like them, only to come away thinking they're the soundest guys you could meet.
"But come Saturday they'll be in an England shirt and nothing will change in the way we treat them.
"England shirts are a red rag to the Irish. When we play England in anything, we want to do well and perform. Maybe it goes back to Euro 88 [the Republic of Ireland beat England 1-0] or something like that – you tend to remember great days of Irish results against England teams."
© Sportsbeat 2012
Australian Grand Prix 2012: Schumacher sets practice pace
Sachin Tendulkar seals his 100th international century for India


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Manchester United Premier League 2015-16 preview: Louis van Gaal must justify ruthless streak with title challenge
August 5, 2015 15:39 BST
After Louis van Gaal\'s summer rebuild, progress must follow in the league Getty
Last season:
Premier League: 4th
FA Cup: Quarter-final
League Cup: Third round
Top scorer: Wayne Rooney (14)
Summer's work
Manchester United's spending since Louis van Gaal took the reins at Old Trafford last May has already exceeded the £200m ($312m) mark. But there has been little complaint over how that cash has been spent this summer, with the club filling the holes in their midfield that have been gaping for the best part of a decade. Morgan Schneiderlin and Bastian Schweinsteiger provide compelling options of Premier League-proven steel and World-Cup winning leadership, giving the club substantial depth in the middle of the park, an unheard of concept prior to this summer.
Matteo Darmian's arrival will have calmed those who grew exasperated at the sight of Antonio Valencia at right-back last year, while Memphis Depay has come in after a title-winning season at PSV Eindhoven. Sergio Romero has also signed a deal with the club. The lack of an established addition at centre-half remains a bewildering footnote to their summer, however.
Van Gaal's ruthless streak has shown no signs of abating either. Robin van Persie, Nani and Rafael da Silva have all departed, with last year's £59.7m signing Angel di Maria also poised to join Paris Saint-Germain. His departure is likely to pave the way for the arrival of Barcelona winger Pedro at Old Trafford.
Morgan Schneiderlin\'s arrival marks a significant improvement in Manchester United\'s midfield Getty
Manager – Louis van Gaal
In many ways, Van Gaal has matched expectation at Old Trafford. Fans calling for a strong, decisive leader got that in spades, but that was also accompanied by frustration. Bizarre selection decisions, dreary performances and erratic tactical tweaks made his team a chore to watch at times. But United's vast improvement against the sides top of the table – the club lost just twice in their league meetings with Chelsea, Arsenal, Manchester City, Liverpool and Tottenham – and the superb football provided in March and April underlined the improvement under his leadership.
Van Gaal's penchant for ruthlessness has been clear for all to see, but given the expectations outlined for him and the money spent, you would expect the club to hold him to a similar standard.
Key player – Wayne Rooney
Undroppable in the eyes of the boss, Rooney must begin to deliver on the unerring faith Van Gaal has placed in him. With the arrivals of Schneiderlin and Schweinsteiger, the midfield experiment is now surely a thing of the past and given the departures of Radamel Falcao and Robin van Perise, he will be expected to be the club's leading source of goals. But there is a reason sections of United supporters are clamouring for another striker to be brought in. Not since the 2011-12 season has the England captain surpassed 20 Premier League goals. Admittedly, not since then has he enjoyed an interrupted season leading the line for his club. Now is his chance.
Wayne Rooney will have no excuses if he can\'t regain his goalscoring former of 2011/12 Getty
Van Gaal achieved his goal last season; getting the club back into the Champions League (although that still depends on them getting through August's play-off). The talent at his disposal has undoubtedly improved and, more importantly, it is a group of players he wants at the club, not ones he has been left with. The Dutchman has been given free reign and a seemingly blank cheque book to form a squad as he sees fit; something resembling a title challenge will be expected.
IBT prediction: 3rd
The title race will be a lot closer this season and United will have some role to play in it. Just not as champions.
More about Manchester United
Manchester United: \'Legend\' Bastian Schweinsteiger will help club win titles says Luke Shaw
Harry Kane excited to stay with Tottenham Hotspur and rebuff Manchester United
Manchester United: Jasper Cillessen hopes bolstered after Ajax Champions League elimination
Related topics : Louis van Gaal Wayne Rooney Premier League


Great value family offer for this weeknd!
Wests Tigers have launched a special package for this Saturday's game against the Newcastle Knights full of value for the whole family!
Available only until 5pm this Wednesday the Family Fun package is just $60.
Inlcuded in the package is a Family General Admission Ticket, two hats, two boot bags, two water bottles and a blanket.
Join us for a day of entertainment at Campbelltown Sports Stadium with Holden Cup kicking off at 10.30am, NSW Cup at 12.40pm and NRL at 3pm.
Wests Tigers' NRL side will be aiming for three straight wins for the first time this season when they face the Knights on Saturday afternoon, make sure you and the family are there to be a part of the action.


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Porte's hopes all but gone in Paris-Nice
Tue, 7 March 2017 4:22AM
Australian Richie Porte's hopes of winning the Paris-Nice for a third time all but vanished on a weather-ravaged second stage on Monday as he lost 14 minutes on the leaders.
Just as on Sunday's opening stage, Porte (BMC) found himself on the wrong side of the splits in a peloton buffeted by gusting winds over the relatively flat 192.5km ride to Amilly.
Italy's Sonny Colbrelli (Bahrain-Merida) took the stage victory, just ahead of Germany's John Degenkolb, in a reduced bunch sprint. Arnaud Demare (FDJ) finished in third place to retain the yellow jersey.
"It's the greatest victory of my career," Colbrelli said.
"It's incredible. I managed a perfect sprint and to beat riders like Degenkolb or even (Marcel) Kittel just shows that."
With six stages remaining, Porte is now in 35th place, 15 minutes behind Demare.
"It's not my kind of racing but I don't want to make excuses as to why I dropped," Porte said.
"I think we can learn more from a day like that than we do winning. It was a tough day for everyone, the whole peloton. No one is more disappointed than me, but I think I can repay my teammates later in the week with the time trial and other stages by going for the win there."
After the wind and rain of Monday, the peloton makes its way towards Chalon-sur-Saone on Tuesday.
Brown, Dennis reclaim time trial titles
Ewan targets home worlds despite course
Ruby, Ivory win national criterium crowns
Tokyo Olympians favoured in time trials
Clarke lands last-minute pro cycling deal


Tonight the Real Housewives Of Atlanta continue to celebrate Eva Marcille's bachelorette party in Tokyo, except things are far from a fun girls trip when NeNe Leakes gets left behind after being late to meet the tour bus.
It also seems like every second there's a different fight! First NeNe's argument with Tanya Sam spirals out of control, prompting NeNe to storm out of their lunch and take a taxi back to the hotel. Later, NeNe opens up to Cynthia Bailey about how much she is struggling to support Gregg. Things with NeNe go from bad to worse when she is left out of the next day's activities.
Kon'nichiwa! Last night the Real Housewives Of Atlanta landed in Tokyo, Japan. Where they squabbled over semantics and blatantly disrespected the country's culture, you know – the usual Real Housewives travel antics!
By the way the title of this recap "Shitsureidesu ne" means "How Rude" in Japanese. Only fitting, right.
Real Housewives Of Atlanta Travel To Tokyo, Japan!
Tonight's Real Housewives Of Atlanta marks the beginning of the epic cast trip to Tokyo, Japan. Supposedly the ladies are there to celebrate Eva Marcille's bachelorette party, but we all know the real purpose is to argue in international venues and throw sushi at each other's designer purses or something.


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Patrick Jephson Claims Princess Diana Regretted Her Panorama Interview
密码: 戴安娜王妃, prince charles
提交 由 HoltNLucy4Ever 一年多以前
It was called Princess Diana regretted shocking interview about royal 爱情 triangle, was 'reckless' at times with security, 作者 claims | 狐狸 News
Author says Princess Diana regretted her shocking BBC interview
Patrick Jephson, Princess Diana's former chief of staff claims she regretted doing the famous BBC interview where she spoke out about Prince Charles' affair with Camilla Parker Bowles.
Patrick Jephson isn't surprised that his former boss, Princess Diana, continues to captivate the world as a royal who seemed destined for a fairy tale, only for her happily-ever-after to end in tragedy.
Jephson served the late British royal as her chief of staff and private secretary from 1988 until 1996. He was responsible for every aspect of her public life, charitable initiatives and private organizations.
He also traveled with Diana to five continents and aimed to protect her from relentless media scrutiny as her marriage to Prince Charles publicly crumbled.
Charles and Diana divorced in 1996 after four years of separation. Diana passed away in 1997 at age 36 from injuries she sustained during a car crash in Paris.
In 2000, Jephson published a memoir titled "Shadows of a Princess," where he detailed what it was really like working with Diana. He recently released "The Meghan Factor," which revealed his advice to American actress Meghan Markle, who married Diana's youngest son, Prince Harry, in May.
Jephson told Fox News people still ask him about the real Diana, who died 21 years ago on August 31.
"Diana continues to be the lens in which we view pretty much everything to do with the Windsors," he explained. "Maybe one of the reasons she is still so alive in our memories and so much part of the contemporary royal scene is that she's like a reference point… She humanizes the royal family, the crown. Diana does it better than anyone else."
Jephson shared he still misses Diana, a woman who was spontaneous and unpredictable, all while possessing a charming sense of humor. Despite being a schoolteacher when she married Prince Charles in 1981, Jephson insisted she took on the new role like a pro.
"She was a professional to her fingertips," he explained. "She made everything look easy and she was wonderfully spontaneous, a very astute observer of people and very emotionally empathetic, yet at the flick of a switch, she could out-royal the royals. She had an amazing aristocratic, regal quality, which set her apart from other princesses.
"When I went to work with her… she wasn't just going to be a princess. She was going to be queen. Unlike Kate [Middleton] or Meghan [Markle], she could have been queen tomorrow, tonight. She and Charles were next in line. We were in a different business, really. We were preparing her to be queen tomorrow."
Jephson revealed that despite Diana being depicted by the press as a lonely princess trapped in a tower, she wasn't always unhappy with life within the palace. In fact, she was a quick learner who spotted key details even her own security would miss and she wasn't afraid to poke fun at herself either.
"Even if she was in a bad mood or things were really tough, when you couldn't cheer her out of it, no matter how black the outlook might be, and you can imagine there were some very, very bleak days, you could always persuade her to see the brighter side. She was great at finding silver linings inside dark clouds. She was also very great at laughing at herself.
"If I had done something that irritated her, so long as you timed it carefully, you could turn it into a bit of a joke and she could see that maybe she was being unreasonable… Then she would laugh at herself. This would happen over and over again… She never took herself so seriously that her life became unbearable."
Still, there was no denying that her marriage to Prince Charles was disintegrating. Even before she married the future king in a televised wedding that attracted about 750 million viewers worldwide, she suspected he was having an ongoing affair with his ex-girlfriend Camilla Parker Bowles.
Jephson said her staff tirelessly worked to ensure the public the marriage was a joyous one. However, tabloids were ruthless in uncovering every detail about the soap opera happening within the castle.
"I remember for years, we were telling the world Charles and Diana were fine," said Jephson. "That these rumors concerning trouble in their marriage were that, just rumors. Everything was OK, they had these lovely boys, it was a happy family. Yes, their life was tough, demanding and full of sacrifices and duty, but they were OK.
Princess Diana with Prince Charles. (Getty)
"And even though we knew that wasn't true, we felt compelled to send that message because that's what people needed to hear. And to be honest, we had no alternative. We never had to deal with a divorce from a prince or princess of Wales before."
Diana famously gave a shocking interview in 1995 to BBC where she declared, "Well, there were three of us in this marriage, so it was a bit crowded." Jepshon, who believed the interview was "a huge mistake," claimed it was a tell-all that Diana regretted doing.
"She portrayed herself as a victim," said Jephson. "In reality, she was a much stronger person. She was in a position to be a healer, rather than a victim… She could have appeared from a position of strength… I found it frustrating professionally and I think she regretted it as well, portraying herself as a victim, asking for sympathy… She missed an enormous opportunity to cement her position."
Jephson also claimed Diana became "reckless" when it came to her security after the marriage ended. He alleged Diana cut herself off from her support system from time to time, which was designed to keep her safe.
"I never entirely understood," he admitted. "I think part of it was to make a contrast between herself and the other members of the royal family.
"Getting rid of the bodyguards, the support organization, I think appealed that side of her… Instead, she put her trust in people who were not capable of keeping her safe as it was tragically proved to be the case that night in Paris."
Jephson, who didn't feel he and Diana were seeing eye-to-eye about her future, resigned the year before she died. It was the last time they spoke.
"She was increasingly taking advice from so-called friends who wanted to exploit her vulnerability," he claimed. "For the first time in all my eight years with Diana, I felt that by serving her, I was actually running contrary to the queen's wishes, which I couldn't really live with.
"Plus, it had been an extraordinarily intense and stressful eight years… It was not a happy, final meeting. But that's how we left it. Of course, had I known what was coming around the corner, I would have probably acted differently."
But one thing Jephson was certain of was Diana's role as a mother — one she fiercely took seriously.
"Her children were the center of her universe," he said. "Wherever we were in the world, she would always say, 'I have to make sure I can phone William and Harry.' She was always in a hurry to get back to them for their bedtime.
"She exposed them, and rightfully so, to the kinds of experiences that normal boys of their age would experience, like going to McDonald's, going to the movies or theme parks… She introduced them to her homeless charity so they could see that homeless people should not be feared, but rather supported and understood."
Princess Diana with Prince Harry. (Reuters)
Jephson found a new life in America, a place he's called home for eight years. But he still wonders about what kind of future Diana could have had.
"In theory, it should have been a job for the rest of my life," he said. "But fate had other ideas."
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Princess Diana regretted shocking interview about royal love triangle, was \'reckless\' at times with security, author claims
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Cape Town - Escape into 2017 with fantastical delight at the V&A Waterfront's 2016/17 New Year's Eve celebration, Cape Town's biggest and most exciting New Year event.
New Year's Eve 2016/17 at the V&A Waterfront builds on the success and delight of last year's spectacular event, and will bring Earth, Wind, Fire and Water alive across the property, in enchanting entertainment zones that give revellers a different experience around each corner.
Each of the four activation zones spread across the property will be individually themed to give visitors uniquely colourful and entertaining experiences, as they meander through the property this New Year's Eve.
The various zones will spring to life from 6.30pm onwards, with activities and entertainment from buskers, cirque performances, roaming musicians, singers and live bands, to dance performances, floats, entertainers, and much more. More than 80 restaurants and eateries will be open on the evening, and additional food trucks will be nestled across the property to cater for all manner of hunger pangs on the night.
Contact: V&A Info Centre on 021 408 7600 or info@waterfront.co.za.
The V&A Amphitheatre will be decorated in white to reflect the air and wind theme at this 'zone', with fairy lights completing the ethereal look. Entertainment in this area will be provided by live bands, dancers and acrobats performing aerial feats of amazement.
The red-hot passion of fire will greet visitors at the Alfred Mall, as trees and surrounds sizzle with warm, spicy colours, live bands, circus performances and colourful characters.
The intense greens and rustic tones of earth will greet revellers at Nobel Square. African roots and magical tree nymphs will entertain the crowds along with live bands, circus performers and carnival installations.
Mystical blues of sea depths and bright bursts of colour from coral reefs are reflected in the water theme at the Clock Tower. Here the pirate ship will be lit up in shades of blue as the captain entertains audiences right through to 2017.
As always, partygoers can look forward to the midnight countdown to New Year, which will be marked by a spectacular fireworks display as is tradition each year.
Given the popularity of the V&A Waterfront's annual New Year party, parking fills up quickly, and traffic congestion in the city can make getting into the Waterfront difficult. Visitors are encouraged to use the MyCiTi bus service as an alternative. The last bus departs from Breakwater Boulevard at the V&A Waterfront at 1am.
Visitors who prefer to arrive by car are encouraged to park at the Silo District, which is just a five minute stroll from the Victoria Wharf Shopping Centre and other activities on offer. For anyone travelling from the Atlantic Seaboard, the quickest route is via Granger Bay Boulevard. A hint for visitors who wish to park at Breakwater Parking Garage – take the Beach Road entrance into the Breakwater Parking Garage for a quicker route. This is a quick stroll across the road to Entrance 2 of the Victoria Wharf Shopping Centre.


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Q: Special Integral Proof How to prove
 $$\int_0^\infty x^{2n-1} \exp(-a^{x^3})\, dx = \frac{\Gamma(n)}{2a^n} ,\quad n> 0 ,\quad  a>0. $$

A: I think what you meant is $$\int^{\infty}_{0}x^{2n-1}e^{-ax^2}\,dx=\frac{1}{2}\int^{\infty}_{0}y^{n-1}e^{-ay}\,dy=\frac{1}{2a^n}\int^{\infty}_{0}z^{n-1}e^{-z}\,dz=\frac{\Gamma(n)}{2a^n}$$
where we have used $x^2=y$ and $ay=z$. Otherewise the question does not make sense because for $a=1$ the your integral would diverge while the right side is a finite value.

redpajama_set_name: RedPajamaStackExchange


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Intensive Driving Courses in Swale
Interested in getting on the road in the Swale area? You're sure to have plenty of driving schools to choose between—but PassMeFast offers something different to the rest. With our fast, flexible courses, your full UK driving licence could be just weeks away, even if you're a complete beginner. To learn more about a crash course with us in Sittingbourne, Faversham, the Isle of Sheppey and beyond, read on.
Booking Driving Lessons in Swale
PassMeFast specialises in intensive driving courses for all learners. This doesn't mean that we'll make you take one week's holiday to do the same 5-day course as every other learner—other driving schools may be okay with that, but it's not our style. Instead, we have no fewer than nine courses on offer, ranging from five hours up to forty-eight.
When you book in, we'll typically start things off by arranging a fast-track practical test for you, giving you a date to work towards and ensuring that all of the driving knowledge you gain over the course of your lessons is fresh in your mind by the time your test date comes around.
Interested in automatic driving lessons in Swale?
All PassMeFast courses are available in both manual and automatic cars. This means that the choice is yours! Please note that course prices may vary by transmission.
With your test date secured, we'll then go about assigning you one of our DVSA-approved driving instructors. Together, you'll plan a course structure that works for you and around your schedule. Then, it's time to hit the road for your lessons—and, before you know it, you'll be ready to head in for your driving test, with your pink licence just around the corner.
We've already helped thousands of learners from across the UK to get on the road. To become the latest happy member of the PassMeFast alumni, give us a ring on 0333 123 4949, or click the button below to book online.
Practical Test Centres in Swale
While there may be eight practical test centres in Kent, the bad news is that none of these are to be found in the Swale area. This means that you'll be heading to another part of Kent to take your test, with the closest test centres including Gillingham, Herne Bay and Canterbury. Wondering about your chances of passing? Check out our guide to the best and worst test centre pass rates of 2017/18!
Theory Test Centres in Swale
The pattern we saw regarding practical test centres unfortunately holds true here, too, as there are no theory test centres in Swale itself. However, this is an obstacle you'll still need to overcome if you want to get your hands on that pink licence, so you'll need to make plans to head to a nearby theory test centre instead. Thankfully, you won't need to go too far. If you're in the Faversham area, your best bet will be to go to the Canterbury theory test centre, while those in Sittingbourne may be better served by the Chatham test centre.
If you've heard any common theory test myths, you might think it's possible to do your theory and practical test on the same day. In reality, however, you need to do your theory test ahead of your practical—the DVSA regulations say so, and there's no getting around it. To ensure things run smoothly, add a theory test onto your course when booking in with PassMeFast. We'll arrange everything for you, and can even secure you an earlier test date!
Driving Around Swale
When heading in for your practical test, the last thing you want is to have your confidence derailed by test day nerves. The best way to fend off this possibility is to ensure you have a solid knowledge of not only how to drive, but also of the roads in the area where you'll be taking the test. This won't necessarily mean a guaranteed pass, but it does mean you won't be caught out by any unfamiliar road features, and will be feeling that little bit calmer and more prepared.
What does all of this mean, then, for you as a learner? Well, since there are no test centres in Swale itself, it means that you'll need to spend some of your driving lessons getting used to the roads in the areas where you are taking your test. For more detailed information on the picture at your test centre of choice, check out our full list of practical test centres in Kent.
Swale Fact File
Famous for... Fruit orchards
County Kent
Local council Swale
Major local roads A2 to Dover and London
A49 to Maidstone
A299 to Ramsgate
Railway stations Faversham train station
Sittingbourne train station
Weather in Swale
Places in Swale
Faversham Abbey was established here by King Stephen, and lasted until the Dissolution of the Monasteries in 1538
In the sixteenth century, Britain's first gunpowder plant was established here, with Faversham being the home of the British explosives industry
Shepherd Neame Brewery was founded here in 1698, and claims to be Britain's oldest brewer
One of the town's major landmarks is Maison Dieu, a former royal lodge commissioned by Henry II
Queenborough Castle was built here in the mid-twelfth century and stood for almost three hundred years
Edward III, who built the castle, also renamed it Queenborough after Philippa of Hainault
The first copperas factory in England was established here in 1579
Chris Driver, a member of the Official Monster Raving Loony Party, became mayor of Queenborough in 2002
Sheerness
With a population of around 12,000, Sheerness is the largest town on the Isle of Sheppey
Sheerness Dockyard was established here in 1665 and was in use by the Royal Navy until the 1960s
Today, the former dockyard is a commercial port operated by Peel Ports as London Medway
The town was home to Richard Beeching, whose report led to the closure of thousands of railway stations in the UK
Sittingbourne first became prominent after the murder of Thomas Becket, when pilgrims to Canterbury stopped here en route
As a result, the town is mentioned in Geoffrey Chaucer's The Canterbury Tales
The town was subject to a number of German zeppelin raids during the First World War
The Sittingbourne and Kemsley Light Railway operated here for much of the twentieth century, then reopened in 2012
There's good news for learners from across the county, as PassMeFast covers not only Swale, but the whole of Kent! Want to know more about another area? Check out the links in the list below for details on our courses in nearby towns.
So, whether you're in Sittingbourne, Faversham, the Isle of Sheppey, or anywhere in Kent, PassMeFast is ready to help you get on the road. All you have to do to get the ball rolling is to give us a call on 0333 123 4949 or click the button below, and you could be on the road within weeks!
Weather Forecast in Faversham


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Discussions in the party
Online deputy
Youth's wing
President Shavkat Mirziyoyev's Address to the Oliy Majlis
Services sector named priority among development tracks for next year
Three-year development program to be implemented in Karakalpakstan
External debt works for the economy
Republic of Karakalpakstan
Andijan region
Bukhara region
Fergana region
Jizzakh region
Navoiy region
Namangan region
Samarkand region
Sirdaryo region
Surkhandarya region
Tashkent region
Tashkent city
Khorazm region
Kashkadarya region
Strategy of action
Deputy Groups
Electorate affairs
Women's Wing
Normative-legal documents
History of The Party
Charter of the Party
Program of the Party
How to join the party
Documents of the Party governing bodies
Sessions of Political Council
Sessions of Executive Committee of Political Council
Press-service
Party and Mass Media
Leadership of the party
Leadership of the Executive Committee of the Political Council
Members of Political Council
Member of the executive Committee of the Political Council
Central control and auditing commission
Faction Leader
Members of the faction
News of fraction
Points of view of MPs
Candidates 2019
News of Uzbekistan
More than $100 million of credit resources to be allocated for service sector projects
On June 16, the President of the Republic of Uzbekistan Shavkat Mirziyoyev chaired a videoconference on development of services and domestic tourism.
The Head of the state dwelt on the epidemiological situation in the country and drew attention to the fact that recently the number of people infected with coronavirus has significantly increased, moreover, many cases are detected among the population.
In particular, over the past two weeks 482 out of 551 cases were detected among the population in the city of Tashkent. It is regrettable that in 57 cases, the source of infection remains unknown. Such a disturbing situation is also observed in Tashkent, Navoi and Kashkadarya regions.
"All of this shows that the situation with coronavirus is becoming increasingly complex. The moment has come for a significant increase in vigilance and responsibility in the fight against the pandemic. At this stage, we must strictly follow the quarantine rules, no matter how difficult it is. Each of us must carry out the work carefully, thoroughly considering the consequences, deeply aware of the responsibility not only to ourselves, but also to the family and children. Otherwise, all our efforts will come to naught. I am sure that our generous and courageous people, having gained a lot of knowledge and experience during this time, will worthily overcome this stage", said Shavkat Mirziyoyev.
The Republican Special Commission has been instructed to strengthen disinfection and sanitary control in enterprises and markets, in shopping malls and organizations that resume business, to expand awareness-raising among the population through the media, as well as in labor collectives. The importance of regular testing among employees of all institutions providing services and whose activity involves direct contact with the population was emphasized.
The service sector is one of the main sources of employment both in cities and in rural areas. Its share in the gross domestic product of Uzbekistan is 35 percent. According to the International Labour Organization, an increase in the service industry by 1 percent will reduce the number of poor by 1.5 percent.
At the meeting, it was noted that the possibilities of the service sector in Uzbekistan are not fully used. It is indicated that local services such as repair of household appliances, dry cleaning, computer design, accounting, advertising, paid medical care are not sufficiently developed.
This indicates the huge potential in the service sector. According to estimates, at least 160 thousand jobs can be created in this sector of the economy.
21 young freelance programmers are working in the city of Tashkent, Bukhara, Navoi and the capital regions. These specialists export services for $50 thousand per year and are in the top 3 percent of the Top Talent rating.
The Head of the state noted the importance of supporting such talented youth, creating conditions for training the population in providing modern services.
The Deputy Prime Minister was instructed to develop, together with the khokims, a program for developing the services sector in each district and city. At the same time, the task was set to streamline this sphere, to bring its methodology and statistics in line with international standards.
Development of the sphere is impossible without financial support. For this reason, the President of Uzbekistan signed a resolution providing for the allocation from the Fund for Reconstruction and Development of more than $100 million or more than 1 trillion UZS of credit resources for projects in the service sector. These funds will be allocated both through state and private banks with a rate of no more than 15 percent.
It was emphasized that regional leaders should effectively seize this opportunity and develop specific projects that will allow creating more jobs in the service sector as soon as possible.
President Shavkat Mirziyoyev paid special attention to the issues of training and employment of graduates.
This year, more than 451 thousand graduated from schools, 188 thousand boys and girls graduated from colleges. Even taking into account the increase in admission quotas this year, 103 thousand will be able to enter higher education institutions, and 90 thousand of them will go to technical colleges. Therefore, it is necessary to take care of the employment of the rest of the youth. In addition, this year 71 thousand students are graduating from higher education institutions.
"Which of the khokims is thinking about this problem, who personally met with the graduates? Where will our young boys and girls apply for employment tomorrow? Is there a reserve of jobs for them in the region?" the Head of the state raised a question.
About 2 thousand students complete pedagogical directions in Surkhandarya region. Currently, there is a shortage of teachers in rural schools of Sariosiyo, Oltinsoy and Uzun districts. It was emphasized that the khokim of the region and the leaders of the sectors should meet with these graduates and help them in employment. Deputy Prime Ministers were instructed to stimulate young professionals who decided to work in remote areas, to introduce a system of providing them with primary material assistance and housing.
The Ministry of Employment and Labor Relations has been instructed to create "Ishga Markhamat" monocenters in Karakalpakstan and in all areas, to open training centers by professions and in business fundamentals for young people, as well as training courses in makhallas.
As is known, on June 8, the President of Uzbekistan signed a resolution "On measures to simplify state regulation of entrepreneurial activity and self-employment". According to the document, the types of activities that self-employed persons can engage in are increased from 24 to 67, requirements for obtaining permits and taxes are minimized. It was noted that this is a huge reserve for ensuring employment.
The Central Bank was instructed to allocate 300 billion UZS of credit resources for self-employed persons within the framework of family entrepreneurship programs, and the Ministry of Finance – to introduce a system of subsidies for unemployed citizens starting a business to cover their costs associated with renting buildings for 3 months.
Issues of developing domestic tourism were also discussed at the meeting.
Calculations showed the possibility of providing employment for more than 200 thousand people in this sphere. It is planned to create many jobs in related industries, such as catering, transportation, retail.
It was noted that in each region there are many opportunities for this, including tourist attractions. For example, 1,500 people can be provided with work in Yangikurgan district of Namangan region through the restoration of 16 sanatoriums, about 8 thousand can be employed in Bostanlyk district of Tashkent region by creating tourist camps using lightweight structures. Moreover, tourism opportunities in the ancient cities of the country are not fully used. Many compatriots have not had a chance to visit them.
The State Committee for Tourism Development was instructed, together with ministries, agencies and khokimiyats, to open new routes for domestic tourism, increase the number of tourism centers of light construction, develop medical and health tourism. Khokims and sector leaders were instructed to ensure strict observance of quarantine rules at all tourist sites, in hotels and restaurants.
Deputy Prime Ministers, officials in charge of the sphere and khokims provided information on the issues discussed at the videoconference.
Taking advantage of the presence of relevant leaders at the meeting, issues of harvesting grain were discussed.
It was noted that due to heavy rainfall in spring and the supply of a sufficient amount of material and technical resources and mineral fertilizers, it was possible to get a rich grain crop despite the pandemic conditions.
It was noted that there are all the possibilities to complete the harvest season earlier than usual, for which it is necessary to organize the work correctly. Instructions were given for consistent plowing of fields and planting repeated crops.
Theme of the day Shavkat Mirziyoyev
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Opportunities presented by Minnesota's economic good fortune shouldn't be squandered, Gov. Mark Dayton said Thursday night, as he urged legislators to spend most of a state budget surplus on programs he said would pay off for decades to come.
"During the remaining six weeks of this legislative session, we will face our own moments of truth," Dayton said in the first State of the State speech of his second term. "Will we do what is easy, safe and popular? Or will we risk our political lives to preserve this great state for future generations?"
In the annual speech to a joint session of the Legislature, Dayton ran through major highlights of his legislative agenda. The DFL governor put a special emphasis on his proposal to deliver universal preschool to all of Minnesota's 4-year-olds, which carries a $350 million price tag, and other new spending he wants to direct to schools and colleges.
Spooling out several recent examples of national recognition for Minnesota's economy and quality of life, Dayton framed government spending as investments in Minnesota's future that would allow the state to build on its current successes.
"Minnesota's success will continue, if we do what successful farmers, business owners, homeowners and other franchise owners do," Dayton said to a packed House chamber. "Pool our resources, invest them wisely and create an even more prosperous future."
Dayton's feisty defense of additional spending puts him on a path to conflict with Republicans who now control the House. Pre-empting GOP criticism for his desire to spend about three-quarters of a nearly $2 billion projected budget surplus, Dayton argued that it should be viewed as evidence of Minnesota's success rather than proof that taxes are too high, as some Republicans maintain.
GLEN STUBBE
Governor Mark Dayton received warm applause in the House Chamber as he delivered his 2015 State of the State address at the Minnesota State Capitol, St. Paul.
"If we have a budget deficit, it's because taxes are too high. If there's a surplus, taxes are too high," Dayton said of his critics. "Whatever is wrong with Minnesota, taxes are too high."
House Republicans are calling for about $2 billion in tax cuts. Even as Dayton was putting the final touches on his speech Thursday, Republican legislators were rolling out budget bills with steep spending reductions, including in state money to bring broadband Internet to rural areas and several job-creation funds.
"We feel the state of the state is improving, and we think that's a good thing," House Speaker Kurt Daudt, R-Crown, said after Dayton's speech. "But as I've said in the past, I think it's a cautious recovery, and I think we ought to be very careful with the surplus and with our spending."
Dayton did not lay out any new initiatives in his 30-minute speech, having introduced them earlier. Instead, he reiterated arguments for his education and transportation plans, and a few other priorities.
"I don't think there's anything new here," said Senate Minority Leader David Hann, R-Eden Prairie. "He's emphasizing more taxes and higher spending, and we've already seen increases in both of those things in the last couple of years."
Among public schools, colleges and universities, Dayton wants to boost state spending by $695 million for 2016-17, compared with the previous two years, more than Senate DFLers and far more than the House GOP. Dayton relayed national statistics showing Minnesota is 24th among U.S. states in per-capita education spending even as its per-capita income is 11th highest.
"The quality of our state is, and will be, determined primarily by the quality of our citizens, which will be influenced strongly by the quality of their educations," Dayton said.
Calling transportation "my second top priority for this legislative session," Dayton said his $11 billion, decadelong transportation spending plan would help the state catch up on spiraling needs caused by aging infrastructure and growing populations. He did not mention how he wants to pay for it: a new tax on gasoline at the wholesale level, which would come on top of the current state gas tax.
Dayton also repeated several demands that face a skeptical audience with Republicans. He wants legislators to approve an $842 million public-works construction project bill this year, calling the House GOP's desire to wait until next year "inexplicable." And he tried to rally support for his proposal to protect water quality by requiring 50-foot buffer strips around all lakes, rivers and streams, which has also met with indifference from Republicans.
"Our continued success won't just happen," Dayton said. "We must make it happen. We must invest what we have now to improve what we do have. And to correct what's missing."
Staff writer Abby Simons contributed to this report.
Patrick Condon covers agriculture for the Star Tribune. He has worked at the Star Tribune since 2014 after more than a decade as a reporter for the Associated Press.
patrick.condon@startribune.com 202-662-7452 PatrickTCondon
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