The Liakopoulos and Laskaris Family proudly welcomes you to the Plymouth Restaurant & Bar!
The patriarch of our family, Odysseas Liakopoulos, came to Chicago in 1956 from his native Greece. After working as a painter for a year, he opened the Victory Restaurant at 18th and Wabash, with the help of three friends. Together, they went on to found the LaSalle Cafeteria on Wabash and Harrison in 1965. Both of these successful restaurants were later torn down to make way for residential and retail development.
The disco year of 1974 brought Odysseas and his partners to Mount Prospect, where they established Kallens Restaurant & Lounge. Odysseas soon brought George, his 13-year-old son, to the new restaurant to bus tables and wash dishes. The industrious young man quickly worked his way up to the position of cook. In 1984, Odysseas decided to leave the suburbs and return to the city. He purchased the former Golden Nugget Restaurant, on the corner of Lincoln and Wellington in the Lakeview neighborhood, and renamed it the Golden Apple. When George graduated from Loyola University four years later with a desire to enter the restaurant industry, Odysseas bought out his partners and brought his son into the family business. His wife, Christina, also became involved, contributing her management and bookkeeping skills. Under this team, the Golden Apple became a success, known throughout Chicago for its quality cuisine and service. The key to this success was the family's personal commitment. Each day, Odysseas and Christina would work the morning shift, with George covering the night shift.
In 1995, George decided the time was right to expand the restaurant business. The family purchased a corner lot at North and Ashland and established the popular Hollywood Grill. On opening night, the restaurant threw wide its doors to lines that stretched around the corner. The Hollywood Grill was soon so successful that the Liakopoulos family sold the Golden Apple in 1998 to devote more time to their new enterprise. George went on to purchase and expand the historic White Palace Grill at Canal and Roosevelt in 2002. Established in 1939, the restaurant is a Chicago landmark, famous for its service, as well as its diverse and faithful clientele. A veritable melting pot of city residents and tourists, the White Palace Grill caters around the clock to politicians and poets, civil servants and cabbies, and a full range of white-and-blue-collar workers, many of whom have been eating there since the 1950s, 1940s or even 1939. In 2005, the Liakopoulos family discovered an opportunity for growth they couldn't pass up and purchased the old Binyon's Restaurant at 327 S. Plymouth Court on the first of September. For this venture, Odysseas and Christina, their daughter, Patty, and her husband, Bill, all came aboard to launch the new Plymouth Restaurant & Bar. September 1, 2005, also saw the extention of the family itself, when George's wife, Lenia, gave birth to a baby girl, named Odyssey in honor of her grandfather. His legacy of hard work and the proud heritage of our family shine through at each of our fine restaurants. So, once again, we'd like to welcome you to the Plymouth Restaurant & Bar.
We hope your meal here will be an enjoyable and memorable one!


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Why you need a pre-wedding photoshoot!
With our nuptials fast approaching, it was time for us to book our pre-wedding photoshoot. Apart from not knowing what the hell I was going to wear and burning the side of my face with my freaking curling iron. I was feeling optimistic.
Our house, that we have been living in for just over a year still needed work, and the idea of having decent photos to put up on the walls got me all excited. Yes this is what my life has turned into, I get excited about wall decor!
You build a rapport with your photographer before the big day.
The only time we had met Graham was when we enquired about his services and looked through his portfolio. It was very formal and to the point, we got the information we wanted, discussed prices and that was it.
Our pre-shoot gave us an opportunity to get to know Graham on a personal level and for him to know us. The hour and a half we spent with him broke all barriers and I now feel 100% comfortable knowing that he will be present while my bridesmaids and myself are getting ready the morning of. Something I was nervous about previously.
Even though we had already sent out all of our invitations, getting a pre-shoot is a good idea for when you wish to use a photo of yourselves on your invitations or wedding website. It makes everything look more professional when the photos are fab and of good quality. If only I could remember how to edit our wedding website…….
You have an opportunity to have a sneak peak at what it will be like on the big day. You will be surprised at how quickly time passes when it is just you and your partner; so imagine what it will be like with your bridal party and guests will be present. Doing this shoot helped us to see how much time is needed and with the help of Graham we adjusted our schedule on the day accordingly. Now we know what to expect, we will be less flustered and will have more time to relax and enjoy our day with our guests.
I totally wish I had a pre-wedding shots before my wedding because you just never know with the weather on your wedding day!!
Oh no Did you have bad weather?
Wow, these are good reasons to remember. You guys look great!


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text:
Port Authority police arrest two Paterson men on drug charges
October 10, 2017 by PAPBA
At 2:30 p.m. Sunday, a 2003 Ford Taurus being driven by Daniel Morgan, 23, passed officers on the way to pay the toll to head into New York and the officers could smell suspected burnt marijuana, according to Joe Pentangelo, senior police public information officer. When an officer spoke to Morgan, the officers said they could strongly smell marijuana around him and pulled him over. Marcel Priest, 22, also was in the car with Morgan.
The car was missing its front license plate and Morgan was unable to give police a driver's license, registration or proof of insurance. A partially burned suspected marijuana cigarette was seen in the front ashtray and Morgan seemed "sluggish and drowsy," Pentangelo said in a press release.
Morgan and Priest were arrested and the car was impounded. Further investigation revealed the rear license plate was registered to a rental car and had expired in 2004. Morgan also had an outstanding warrant out of Paterson with full bail.
Morgan was charged with driving under the influence, possession of marijuana and various traffic summonses while Priest was charged with possession of a controlled dangerous substance.

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text:
The intra-Traveller debate on 'Traveller ethnicity' in the Republic of Ireland. A critical discourse analysis
Name: SilviaBrandiPhD04 ...
Description: Full Text E-thesis
Brandi, Silvia
Copyright: © 2013, Silvia Brandi.
Copyright information: http://creativecommons.org/licenses/by-nc-nd/3.0/
Citation: Brandi, S. 2013. The intra-Traveller debate on 'Traveller ethnicity' in the Republic of Ireland. A critical discourse analysis. PhD Thesis, University College Cork.
Supervisor(s): Meade, Rosemary R.; O'Donovan, Orla
This dissertation assesses from an under-explored angle the enduring contention over Travellers' ethnic recognition in the Republic of Ireland, particularly over the last decade. The novelty of this study concerns not only its specific focus on and engagement with the debate on 'Traveller ethnicity' among Traveller activists. It also pertains to the examination of Travellers' arguments for and against ethnicity in light of critical theorisations as well as insights from identity politics. Furthermore, the adoption of a Critical Discourse Analytical framework offers new perspectives to this controversy and its potential implications. Finally, this thesis' relevance extends beyond the contention on 'Traveller ethnicity' in itself. It also draws attention to the complex dynamics of colonisation and appropriation between the global and the local. Particularly, it points to the interplay between international human rights discourses and the local ones, formulated by NGOs struggling for equality. In this way it sheds light on more general issues such as the dialectical potential of human rights discourses: the benefits and pitfalls of framing recognition claims in the legalistic terms of human rights. In this study it is argued that the contention on 'Traveller ethnicity' defies a simplistic polarisation between Irish Travellers and the Irish State since it has been simultaneously played out within the Travelling community. Specifically, this study explores how 'Traveller ethnicity' has been introduced, embraced, promoted and contested within Traveller politics to the point of becoming a hotly debated and divisive issue among Traveller activists and at the heart of the community itself. Putting Traveller activists centre-stage, their discourses for and against 'Traveller ethnicity' are examined and assessed against one another and their potential implications for Traveller politics, policies and identities are pointed out. Contending discourses are historically contextualised as the product of specific structural, material and discursive configurations of power and socio-economic relations within Irish society. Discourses for and against 'Traveller ethnicity' are assessed as being significant beyond the representational level. They are regarded as contributing to dialectically constitute Travellers' ways of being, representing and acting. Furthermore these discourses are considered as sites and means of power struggles, whose stakes are not only words, but relate to issues of power and leadership within the Travelling community; adjudications over material resources; the adoption of certain policy approaches over others; and, finally, the consolidation of certain subject positions over others for Travellers to draw upon and relate to mainstream society. This study highlights an ongoing ideological struggle for the naturalisation of 'Traveller ethnicity' as a self-evident 'fact', which involves no active choice by Travellers themselves. Overall, 'Traveller ethnicity' appears to constitute an enduring source of dilemmas for the Travelling community. These revolve around the contradictory potential of ethnicity claims-making —both its perils and advantages— and its status as a potent political strategic resource that can both challenge and reinforce existing power relations, policies and identities.
College of Arts, Celtic Studies and Social Sciences - Doctoral Theses [426]
Applied Social Studies - Doctoral Theses [34]
Doctoral Theses [1613]
Except where otherwise noted, this item's license is described as © 2013, Silvia Brandi.


text:
Sports/School
Mount Carroll, IL (61053)
Cloudy skies. Low 21F. Winds W at 5 to 10 mph..
Cloudy skies. Low 21F. Winds W at 5 to 10 mph.
Judge signs Davis settlement
By SAMANTHA PIDDE
An "Agreed Order" was signed last week by Judge Val Gunnarsson on a settlement for the William J. Davis Trust.
During a hearing held Tuesday, Dec. 1, a Petition to approve Settlement of Complaint for Declaratory Judgment filed by Mount Carroll City Attorney Trent Bush (of Ward, Murray, Pace & Johnson, P.C.) came in front of Gunnarsson. According to the Agreed Order, filed Dec. 2, with the circuit clerk, those represented at the hearing included:
•Davis Trust trustees Sheldon Frank, Robert Watson and Mary Ann Hutchinson, by Attorney Edward J. Mitchell.
•City of Mount Carroll, by Bush.
•The Illinois Masonic Home, by Attorney William J. Warmoth.
•The Illinois Mason Children's Home, by Warmoth.
•The Shimer Great Books School at North Central College, by Attorney Jennifer L. Friedland.
•People of Illinois; Kwame Raoul, Attorney General of the State of Illinois, by Assistant Attorney General Kristin C. Louis.
•People of Carroll County, by State's Attorney Scott Brinkmeier.
The Mount Carroll City Council approved the settlement (presented at the hearing) regarding the amount to be given to North Central College, during a Nov. 30 special meeting. Bush indicated the proposed settlement could see the city receiving as much as an extra $1.87 million.
Davis died April 26, 1967, with his will establishing a trust with several organizations as beneficiaries. The trust was made in such a way that three of his relatives - first cousins Clarence Davis, Herbert Davis and Helen Grace Davis Marth - received annual payments while designated beneficiaries would not receive funds until all three of the individuals had died. The last of these three individuals, Herbert Davis, died in September 2019, at the age of 98. The Davis Trust is currently valued around $22 million.
Trust documents list six beneficiaries to receive certain percentages of the whole trust: City of Mount Carroll, 50 percent; Shimer College in Mount Carroll, 30 percent; Illinois Masonic Home in Sullivan, 7 percent; Illinois Masonic Children's Home in LaGrange, 6 percent; Mount Carroll Fire Protection District, 5 percent; Mount Carroll Masonic Cyrus Lodge #118, 2 percent.
Contention has existed for some time, regarding the 30 percent portion for Shimer College. The trust specifically lists the beneficiary as "Shimer College, a non-profit educational corporation, having its campus and principal buildings in the City of Mt. Carroll, Illinois."
While Shimer College is no longer operating on the Mount Carroll campus, North Central College in Naperville has taken assumed the Shimer College Great Books program and name. Earlier this year, the college's attorney, Friedland, filed documentation with the courts formally laying claim to the Shimer College portion of the Trust.
Since then, negotiations have been held concerning the issue. In early November, the City Council heard from Bush that a settlement had been tentatively reached. During the special meeting, held Nov. 30, Bush told the council that "by virtue of this settlement, we'll put this matter to bed."
According to the settlement, North Central College has agreed to accept 18.25 percent of the Trust amount, instead of the 30 percent allotted for Shimer College. The remaining 11.75 percent will be distributed among the other beneficiaries at the same percentage as laid out in the trust documents. On Nov. 30, Bush stated that based on figures from the end of October, this 11.75 percent equals and extra $2.5 million to the "pot" for the other beneficiaries, estimating the city would receive an additional $1.87 million, for a total amount of approximately $12.71 million.
"I think this is a fair settlement for all parties," said Mount Carroll Mayor Carl Bates, during the meeting on Nov. 30.
Bush recited the parties' agreement during the Dec. 1, hearing, with Judge Gunnarsson recognizing the right of the parties to settle their differences. His role on the settlement was to confirm that all "interested parties" agree. Gunnarsson would not sign an order in which he stated "approval" of the terms, instead taking a roll of all of the parties represented and finding they all understood the terms and that they all agreed to the settlement. The order for the Agreed Judgement was signed by Gunnarsson and filed with the Circuit Clerk's office, dated Dec. 2.
The next court date was set for 1:15 p.m. on Jan. 14, 2021, for the assignment of a new judge. This is due to Judge Gunnarsson's retirement. Judge Jerry Kane, who was recently elected to Gunnarsson's seat, cannot handle this case as in the past he served as attorney for the Davis Trust. Gunnarsson has said there should be no substantial issues remaining.
Preschool screenings set
Library fund drive growing
Musician wins top honors
Winter splendor in Mount Carroll
Vaccine now here in county
Snow, ice, fog usher in 2021
VAC moves into new location
Bench honors Law, Powers
Five towns host Character Camps
Savanna 4th of July Parade
Mount Carroll 4th of July Parade
Mayfest 2014
Carroll County Mirror-Democrat
308 N. Main St., P.O. Box 191
Mt Carroll, IL 61053
Email: mirrordem@grics.net
Savanna Times-Journal
315 Main St., P.O. Box 218
Savanna, IL 61074
Email: savtj@grics.net
© Copyright 2021 Carroll County Mirror-Democrat , 308 N. Main St., P.O. Box 191 Mt Carroll, IL


Fill the board with random walls. Each square starts with a 45% chance of being filled.
Each iteration, for each square, count the number of walls around that square. If there is more than 5, fill the wall in a new version of the map.
Repeat step 2 until the map is "stable" (that is, until two iterations produce the same map).
In the example above, you just let it run normally, it'll do a few iterations, then complete the run in one go and pause for a few seconds so you can see the outcome. You can click "stop" then use the "reset" and "step" buttons to manually progress through the iterations.
There's a couple of problems with this, though. Firstly, it tends to make very open levels. I guess depending on the game, that may or may not be OK, but for our purposes, I think I'd like something a little more close-quarters. Another problem is that it produces overly "smooth" walls, that is, there are no sharp corners and no sharp points. Again, depending on your level design, that may or may not be OK, but I'd like to do something about it.
For the second problem, the solution is actually quite simple: just don't run the algorithm so many times. If we cap the number of iterations to, say, 10, then we end up with more jagged walls. But that introduces an extra problem: sometimes it will leave behind very tiny "islands" of walls, which the old alorithm would have smoothed away. That can be fixed by a "manual" cleanup afterward where we simply remove the small islands.
As you can see, this version results in much more "cramped" level than the first version. You can download the full code for the final version here.
This is a pretty simple algorithm and produces nice levels for boss fights, but next time, we'll want to try a slightly more complicated algorithm for generating the room/corridor style levels that you come to expect.


Property market news – what does 2018 have to offer.
As property market news for the new year sheds light on what to expect in 2018, an unusually conservative assessment emerges from Halifax that demands attention.
UK lender Halifax published a pretty pessimistic outlook for UK house price growth, putting a dent in the stocks of housebuilders and an uncertainty as to what your house is worth. While this was not completely unexpected, it marks a worrying time for those with a stake in the property market, as the period of uncertainty for Great Britain after the Brexit referendum continues to bite away at people's pockets, making getting an accurate house valuation all the more difficult.
A solemn foundation for property market news in 2018?
If this is your first visit to our site, know that the readings of the UK housing market we have come to expect from Halifax are usually rather more optimistic. But they have said that property prices over the last three months of 2017 rose by just 2.7%, compared to that same three-month period back in 2016. That's a drop from the growth of 3.9% in November, and the 4.5% recorded in October. The latest reading fell short of forecasts significantly; analysts in the Reuters poll were predicting a growth of 3.3%, so growth has slowed noticeably. This is a trend that suggests the uncertainty after Brexit is damaging property values.
There is still uncertainty of what is going to happen now that Britain has voted to leave the EU. (Read more about Brexit from the Daily Express – click here) Uncertainty following Brexit also extends to the UK Property Market. Mark King Properties, (South Wales based property investor) explores this issue and the effect it may have on house prices in more detail, click here to read the article.
Reflecting on property values, prices actually fell by around 0.6% in December, which was the first downturn since June of 2016, according to Halifax. As property market news goes, this is not the way many would have hoped things would be going into 2018.
Analysing the figures, the managing director of Halifax Community Bank observed that the pattern of the housing market in 2017 was similar to that of the year before. There was a slow in the growth of house prices, even in the south-east, and a distinct flatness to all building activity, sales completed and approved mortgages for purchasing a house. He attributed this pattern to an observed squeeze on the real growth of earnings and the ongoing uncertainty about the future of the British economy.
What he did predict, however, is that house prices in 2018 will probably be supported by scarcity – few properties for sale, housebuilding at low levels, high rates of employment and low-interest rates that will promote the servicing of mortgages. The forecast stands at a predicted growth in house prices in the 0-3% range when we reach the end of 2018. So if you're asking the question "What is my house worth?", you may not need to fear a drastic plummet in prices in these uncertain times.
Currently, the average price of a UK house stands at £225,021, with prices in London typically topping the scale. Analyst Sam Tombs from Macroeconomics commented on the data released by Halifax showing house price growth slowed. He said that it shows how the recent rise in new mortgages has had a dampening effect on a property market that was already showing signs of price rises flagging. The Halifax index had been indicating a rise of 3.6% from June to November; a strength that had not been reflected by other indices. In Tombs' opinion, a correction was well overdue.
Tombs went on to say that he expects the recent reforms made to the stamp duty rules for first-time buyers, as well as the ongoing shortage of existing homes being put on the market, should ensure a stabilisation of house prices in 2018. In other words, he doesn't expect there to be an outright fall in the value of properties through 2018, despite the uncertainty of the Brexit negotiations.
With this property market news entering the public realm, it was no surprise to see that shares in housebuilders saw some of the biggest descents on the London stock market at the start of the second week of January 2018. Barratt Developments and Taylor Wimpey were the leaders in the sector lower, both going down by 1%. Closely following were Persimmon, who saw a fall of 0.9%.
As the year continues, we can only wait and see what property market news unfolds, but the outlook is a cautious one for anyone for people hoping to profit from the sector. These are uncertain times in Britain, and the property market is not immune to uncertainty.


Is cooking school for you?
There are professional chefs out there who are self-taught, who learned by cooking on their own and watching others at work, refining their skills in the kitchens of different restaurants. There are also many chefs and bakers who picked up most of their skill set at culinary schools, both at big names like the Culinary Institute of America (CIA) and Le Cordon Bleu and at smaller, local schools. The skill set a chef needs to be a really successful top chef can take a lifetime of work to perfect, which is why many people in the food industry are going to recommend cooking school to not only jump start the learning process, but to take a student much farther than he or she would be able to go on his own in the same time period.
The thing is that cooking school is not for everyone. The Reluctant Gourmet recently posted an excellent letter from Chef Leslie Bilderback, author of The Complete Idiot's Guide to Success as a Chef, discussing why cooking school is not for everyone. She touches on a few of the things you'll want to keep in mind ("love the sweaty heat, the tired aching feet, the foul language, alcoholism and drug abuse, low pay, no paid vacation or health insurance," for instance) if you're considering going into the industry, and mentions a few strategies that will help you in the long run (get a BA or AA in addition to a culinary degree, and work in a kitchen before you even think of enrolling).
Very interesting. I've just enrolled at my local community college to do pastry and baking to start with, as a part time hobby type thing and then I'll see if I'm any good at it. Certainly in San Diego it seems we're blessed with some very affordable options if we're interested in learning the culinary arts.


PHILADELPHIA (WPVI) --Violence can be a danger to many kids and no community is immune. But one local program is seeking solutions by involving children themselves.
The Sandy Hook School massacre shocked a nation, and got doctors at Children's Hospital of Philadelphia thinking about the young victims they treat.
Dr. Rachel Myers says "We hear from so many kids that we work with that violence is pervasive in their lives."


As a leading global manufacturer of crushing,manganese beneficiation plant in the world, grinding and mining equipments, we offer advanced, reasonable solutions for any size-reduction requirements including quarry, aggregate, and different kinds of minerals.
Introduction. The soil chemistry distinguishes heavy metals as a special group of elements because of their toxic effect exerted on plants upon their high concentrations.
In 2006, Weatherly International plc of the United Kingdom agreed to acquire 56% interest in financially distressed Ongopolo; Weatherly subsequently increased its equity interest in the company to 100%.
Welcome The Department of Science and Technology seeks to boost socio-economic development in South Africa through research and innovation. To achieve its goals, the Department provides leadership, an enabling environment and resources for science, technology and innovation.
The RSV Group offers world-class Consulting Engineering and Project Management services to the Mining Industry through the combined expertise of our Linked Enterprises.
Defining our ambition our strategy. Anglo American aims to be the leading global mining company - the investment, the partner and the employer of choice - through the operational excellence of world class assets in the most attractive commodities and a resolute commitment to the highest standards of safe and sustainable mining.
The Patronize Africa Organisation Top 2018 is the inaugural event that assembles global business economic leaders, pioneers and also modify brokers driving electronic acceleration, maintainable farming, a global field as well as women empowerment on the continent of Africa.


There are many beautiful white sandy beaches with clear water that makes you can not wait to swim. Interestingly, these destinations have not been widely known by tourists or i will call them "Hidden Paradise". Of course, you will feel very pleasant while visiting an unspoiled beach. Because, besides it's quiet and hidden, you will feel like those beaches are yours, privately.
Calanque d'en Vau is very difficult to visit. The only way to reach this beach is climbing very high limestone cliff and then climb it down. However, for those of you who do not want to climb, you can reach this beach by boat.
But, the boat is not allowed to enter into the niche of its coastal cliff. You need to continue your trip by paddling a kayak to get to this beach.
Ranging from surfing to diving, you can do all of that things on the island of Ibo. This hidden island is still not widely known by most people.
Surrounded by large granite rocks, make this beach looks like a Tanjung Tinggi beach in Belitung, Indonesia, you can google it. However, it takes extra effort to visit this beach. Why? because you have to climb the granite rocks first, but after that, you will see a wonderful heaven.
Since it is surrounded by large rocks, the waves will be stuck in the middle of the sea, so this beach has calm water. It's perfect for those who find a place to rest your mind.
This hidden place makes this beach can only be visited by boat. Nevertheless, Cala Mariolu has a beautiful view. The beach is surrounded by high non-sandy cliffs. Its shore is covered by small stones which have the same color with white marble stones that used as a garden ornament.
Navagio often mentioned as a hidden paradise in the middle of a limestone hill. This beach can be visited only by boat. Blue sea water, the sand is white and soft, plus there are wrecks like unique accessories that add the historical value of this beach.
This beach is located in Yogyakarta, Indonesia, precisely in the area of Gunung Kidul. There is also a beach that closes enough to this beach, namely Wedi Ombo beach. However, i recommend Jungwok than Wedi Ombo, because Jungwok has incredible views and beautiful white sands. Its area is so large, and if you're lucky, you will feel like it's your private beach, especially if you came to Jungwok Beach when nobody else did.
These are 6 Most Beautiful Secret Beaches In The World, in your opinion, which one is the best-hidden beach in the world? Or maybe you have your own option, just let me know about it. Thanks.
Thanks for reading 6 Most Beautiful Secret Beaches In The World. Please share...!
42 Comment for "6 Most Beautiful Secret Beaches In The World"
Amazing sea, i want to visiting.
I'm stay in Indonesia, but I didn't JungWok Beach.. i think this beach very natural.. ouuh..
Nice article. Hope someday i can go there!
when i can go there bro?
Oh my the beaches are so nice and the water is clear. Thanks for sharing this.


text:
It's a year away, but here's who we have as the top 25 ACC prospects in the 2021 NFL draft
Cameron Teague Robinson, Louisville Courier Journal
With the 2020 NFL draft behind us, it's time to look ahead to 2021.
No. 1: Trevor Lawrence
Position: Quarterback
Height: 6-foot-6
What to know: Lawrence is expected to be the No. 1 pick in the 2021 NFL draft, unless somebody has a breakout season like LSU quarterback Joe Burrow did last season. Lawrence has all the tools, and the size, to be a franchise quarterback. It's understood that every ACC prospect is chasing him for the No. 1 spot.
No. 2: Gregory Rousseau
College: Miami
Position: Defensive end
What to know: Rousseau was a dominant force last year for the Hurricanes. The redshirt sophomore tallied 54 tackles and 15.5 sacks while earning All-American and ACC Freshman Defensive Player of the Year honors. If he plays up to that level again, he'll be a top-5 pick next April.
No. 3: Justyn Ross
Position: Wide receiver
What to know: The 2021 NFL draft will be loaded with wide receiver talent, and Ross is among the leaders in the class. He's known for making spectacular, athletic catches and has totaled 1,865 yards and 17 touchdowns in his career. It's either Ross or LSU's Ja'Marr Chase as the top receiver in the class.
No. 4: Marvin Wilson
College: Florida State
Position: Defensive tackle
What to know: Wilson could've been a first-round pick in the 2020 NFL draft, but he returned to Florida State and now has a chance to work his way into a top-15 pick. He had 45 tackles, 8.5 tackles for a loss and five sacks. He'll be one of the top tackles in the 2021 NFL draft.
No. 5: Travis Etienne
Position: Running back
Height: 5-foot-10
What to know: Lawrence might be the No. 1 pick this year, but Etienne is Clemson's two-time ACC Player of the Year. He's shown his breakaway speed, his ability to make defenders miss in open field and tallied back-to-back 1,000-yard seasons. He skipped the NFL draft in 2020 and returned to Clemson with a chance to win the Heisman.
No. 6: Jaylen Twyman
College: Pittsburgh
What to know: Defensive tackles at Pittsburgh automatically get compared to Aaron Donald. Twyman isn't to that level yet, but he's an interesting NFL prospect. He's an interior tackle that can stop the run, totaling 13.5 tackles for a loss last season, and got after the passer with 10.5 sacks. The ACC has an elite crop of tackles and Twyman is right in the conversation.
No. 7: Carlos Basham
College: Wake Forest
What to know: Rousseau out-shined Basham last year, but the Wake Forest end is still as talented as anybody else in the conference. He was second with 11 sacks last season.
No. 8: Brevin Jordan
Position: Tight end
What to know: Jordan's ability to stretch the field should get plenty of team's attention. The first-team All-ACC honoree had 495 receiving yards last season and averaged 14.1 yards per catch.
No. 9: Patrick Jones
What to know: With Jones and Twyman, Pittsburgh has a talented defensive line. Twyman might be the better NFL prospect, but Jones is talented as well. He had 43 total tackles, 12 tackles for a loss and 8.5 sacks last season.
No. 10: Caleb Farley
College: Virginia Tech
Position: Defensive back
What to know: Farley will return to Virginia Tech as the best corner back in the conference. The first-team All-ACC honoree had 14 passes defended and four interceptions last year.
No. 11: Andre Cisco
College: Syracuse
Position: Safety
What to know: A two-year starter at Syracuse, Cisco is one of the best safeties in the ACC and could be one of the first off the board in the 2021 NFL draft. He has 12 interceptions in two years, along with 125 tackles and 28 passes defended.
No. 12: Quincy Roche
What to know: The other half of Miami's dynamic defensive line duo, Roche has a chance to make a name for himself after his transfer from Temple. He had 137 tackles, 39.5 tackles for loss and 26 sacks in three seasons at Temple. Rousseau will grab most of the headlines, but Roche will give teams fits as well.
No. 13: Tutu Atwell
What to know: Speed kills and Atwell has a lot of it. He tallied over 1,000 yards receiving last year and showed off his ability to stretch defenses and be used in the backfield. If Atwell can show he can be a well-rounded receiver, he would work himself into a first-or-second-round pick.
No. 14: Xavier Thomas
What to know: Thomas played in just eight games last year, but in his two seasons at Clemson has made a name for himself. The former five-star prospect has had injury issues, but has all the physical tools. If he can put a full season together, he could be another first-round pick for Clemson.
More: Mekhi Becton realizes dream, selected 11th in the NFL draft by the New York Jets
No. 15: Hamsah Nasirideen
What to know: Nasirideen had 101 tackles last year, good enough to put him around the top tacklers in the ACC. He showed off his ability to be a secure tackler for the Seminoles, but the senior also had two interceptions last season.
No. 16: Jimmy Morrissey
What to know: The best interior lineman in the ACC, Morrissey has a chance to make a run for the title as the best center in the country. If he remains healthy, he will make an NFL team looking for a center very happy.
No. 17: Tamorrion Terry
What to know: Another talented receiver, Terry decided to return to Florida State instead of enter the NFL draft. Physically he checks all the boxes, and with a strong redshirt junior year could give himself solidify himself as a Day Two pick at worst.
No. 18: Jackson Carman
Position: Offensive tackle
What to know: The best offensive tackle in the ACC, the third-team All-ACC honoree from a year ago could be one of the top tackle prospects in the draft next season.
No. 19: Chazz Surratt
College: North Carolina
What to know: A former quarterback, Chazz Surratt has become arguably the best linebacker in the conference. NFL teams will love his football IQ, and he was productive in his first season at linebacker, totaling 115 tackles and 6.5 sacks last year.
Read this: These moments defined Scott Satterfield's surprising turnaround season at Louisville
No. 20: Derion Kendrick
Height: 6-foot
What to know: Don't tell Kendrick that Farley is the best cornerback in the conference, because he has a chance to fight for that title. The converted receiver was a second-team All-ACC honoree in his first year on defense and tallied six pass breakups and two interceptions.
No. 21: Dez Fitzpatrick
What to know: Atwell gets a lot of the love at Louisville, but FItzpatrick is the team's most complete receiver. He has underrated speed, strong hands and is the team's best route runner. He could finish his career in Louisville's top five for career receiving touchdowns.
No. 22: Paris Ford
What to know: Ford did everything for the Panthers last season tallying 97 tackles, three interceptions, three forced fumbles and 14 passes defended. With a strong season, he could make a jump because of how well-rounded he is as a prospect.
No. 23: Javian Hawkins
What to know: Considered the second-best running back in the ACC, behind Etienne, Hawkins had a standout redshirt freshman season last year. He ran for more than 1,000 yards and with his mix of speed and underrated strength, he has the chance to put himself on NFL draft boards.
No. 24: Charles Snowden
College: Virginia
What to know: Snowden's size alone will pique interest from NFL teams, and there's what he does on the field. He had 72 tackles, 11 tackles for a loss, five sacks and four pass breakups last season.
More Cards: Louisville's Scott Satterfield fears NCAA rules change could lead to 'wild, wild west'
No. 25: Sage Surratt
What to know: Surratt was the most productive receiver in the ACC last year before surgery ended his season in November. He might not have the physical upside like Ross or Terry, but he is one of the most productive receivers in the country. He had 1,001 yards over nine games last season.


I'd like to introduce the five-times-the-big-blind-rule to you. It's basically as simple as it sounds.
So I was having a really fun time in the early levels of the 10k Euro high roller at EPT Barcelona, despite already spewing off half my stack, leaving me with a still very healthy 22,000 with blinds at 100-200 with a 25 ante.
I stood up from my chair to stretch my legs a little bit, threw in my ante and small blind awaiting the next hand. Obviously since I threw in my chips on my own, I was directly behind my chair. My friend at the table next to me said hello, so I looked over at him and said hello back. I moved maybe 12 inches to the left, still very much in arms reach of my chair. I was actually, in the moment, very conscious of the rule and knew it was important to not walk away from the table as my hand may be killed.
32. At Your Seat - A player must be at his or her seat when the dealer delivers the first card off of the deck in order to have a live hand. Dealers are instructed to muck the hands of players not at their seats immediately after the final card is dealt to the button, or in Stud Games, the final up card is dealt on third street. Players must be at their seats to call time. �At your seat� is defined as being within reach of your chair. In case of doubt, Floor decision is final.
Well, this seems pretty self explanatory, but I was the one who threw my ante in, so of course I was in reach of my chair! The dealer claimed I was standing about a foot further back from where I claimed I was standing. Even if I was standing where she said I was standing, my hand should still be live as I could easily reach the chair with my arm.
The floorman wasn't clear on the application of the rule and what was written, saying something to the effect of, "We are told that it should depend on whether or not the player was paying attention to the table or not." I knew immediately that this was clearly not true. The floor man asked the dealer if it was close, and she said it wasn't. However, she wasn't asked, "was he in reach of the chair."
I was sitting in the one seat, and was looking behind me when the cards were dealt. There was zero risk of me seeing an opponents hand, and besides that, I wasn't breaking any rules. Ultimately the floor went with the dealers take, despite the fact that she didn't understand what the rule states.
So from here I lose it a little bit and react in anger. I decide I just don't want to be there anymore so I ship my chips in blind from the button and get called by the small blind. He has 77, I ended up having a decent hand, the Ah 3h. I lost the pot and stormed off. Now, my reaction is silly and I realize this. I allowed myself to let anger consume me and cause me to make a silly decision. I can live with it, but I'm not at all claiming I handled the situation properly. The hand I had mucked was irrelevant to me, it was KT off suit, it was just the point.
It's no secret that I, and the VAST majority of players don't like the first card off the deck rule, but this was the first time it's implementation actually cost me personally. My rage had to do less with the situation then it did the realization that currently the players are powerless. I'm committed to changing that and making sure that the players are heard before the games rules are tampered with further without player input.
I realize that some organization and change was necessary for the games growth. Some of the things people could get away with in the 70's and 80's needed some cleaning up, but there is such a thing as going too far and I believe we've done that by failing to allow tournament directors and dealers to be empowered with common sense in certain situations, and always with the focus of what is the most player friendly, fair, common sense solution. Anything close, should always go to the player, provided it doesn't compromise the integrity of the game.
Here you have a situation where a player and a dealer are arguing over semantics. Arguing over what essentially amounts to 12 inches. Again, as I mentioned previously, even if she was right in where she claimed I was standing, the ruling was still very much incorrect, but for the sake of argument, lets say it mattered. In situations like these, its in the best interest of everyone involved to give the player the benefit of the doubt. That's just good policy and good business. Even in baseball, a game of inches, the tie goes to the runner!


text:
Focus on: San Mateo
The city of San Mateo was incorporated in 1894, 30 years after the railroad began operating. Along the 4.5 miles of rail through the city, there are today three Caltrain stations, two of which (Hillsdale and San Mateo) are Baby Bullet stops. The three stations in San Mateo generate greater combined Caltrain ridership than San Jose, a city with ten times San Mateo's population.
San Mateo is among the most treacherous areas on the peninsula to expand to four tracks for high speed rail because the existing Caltrain tracks run through dense residential neighborhoods and downtown blocks where the available right of way width is significantly less than 100 feet. The city is a "ground zero" of future grade separations: it is home to one-fifth of the grade crossings on the entire peninsula rail corridor (9 out of 46). To improve safety and traffic circulation, the city has long had plans to grade-separate all of its rail crossings; high speed rail will only hasten this process. The San Mateo County Transportation Authority has been carrying out a series of preliminary grade separation footprint studies in support of these plans.
San Mateo finalized a Rail Corridor Transit-Oriented Development Plan in April 2008, covering the vicinity of the Hillsdale and Hayward Park Caltrain stations and including the re-development of the Bay Meadows racetrack site.
Station Area and Downtown
The San Mateo Caltrain station was rebuilt in 1999-2000 to alleviate auto traffic congestion. The new $11 million station with underground parking (photo above by ibison4) replaced a sparse older station a few blocks to the south. Every time a train stopped at the old station's center boarding platform between 3rd and 4th Avenues, auto traffic on 2nd through 5th Avenues was paralyzed, exacerbating rush hour congestion.
With some foresight, albeit a bit fuzzy, the new station's underground garage and surrounding structures were reportedly built so as to allow the tracks to be relocated underground. This would not only grade-separate the tracks through town, but also accommodate a future BART subway, as was envisioned in the late 1990s while construction of the SFO extension was underway.
Plans change.
The problem is now this: the new station building and underground parking encroach on the railroad right of way and do not leave the necessary clearance for four tracks, as likely required for Caltrain and HSR, whether at, above, or below grade. Worse, a couple of blocks south of the station, San Mateo's new downtown cinema and Main Street parking garage were completed in 2003 and encroach on what was once railroad right of way, leaving just 50 - 60 feet for the tracks (see Caltrain right of way map).
There will be no easy or cheap solutions to these constraints. In discussions about a preliminary grade separation footprint study for downtown, city staff makes the following key observations:
The vertical alignment of all the downtown rail crossings must be consistent, since their close spacing does not allow sufficient space for rail grade changes;
Any grade separation alternatives with the tracks at grade or near grade is infeasible because of the need to lower or raise downtown streets in a manner that severely impacts frontage on both sides of these streets;
The two remaining vertical alignment alternatives leave the streets at grade, with the rails either fully elevated or underground--the latter being the city's stated preference;
The right of way required to build a four-track underground trench is 110 feet wide, far more than the 50 - 60 ft available;
Moving the horizontal alignment of the tracks to the east (with impact to Railroad Ave and frontage) is preferable to impacting the new train station, Main Street parking garage and downtown cinema;
The underground alignment presents significant technical complications, with residential property impacts just north of downtown where the tracks would ramp down, possible street closures, as well as the technical difficulty of crossing San Mateo Creek underground.
While no decisions have yet been made, and despite the city's stated preference for a depressed alignment, the elevated alignment may present the least physical impact to property adjoining the tracks, although the visual impacts are worst. The city is considering options to mitigate the Berlin Wall effect, including building the track on a viaduct instead of retained fill. Contrary to San Mateo's official preference, the California High Speed Rail Authority shows an elevated track profile with 15-foot embankments through San Mateo in their program EIR/EIS; this may or may not be the preferred alternative once they complete the project EIR/EIS.
The issue of track alignment through downtown San Mateo is discussed in much greater detail in Threading the San Mateo Narrows. That discussion includes diagrams showing various track configuration options such as the elevated shown below.
For more details, read all about Threading the San Mateo Narrows.
North Central San Mateo
North of downtown, the tracks curve through dense residential blocks on right of way that ranges from 60 to 90 feet wide, less than the ~75 feet required to run four tracks on a retained embankment, and certainly less than the ~110 feet required to excavate a trench or tunnel. The tracks cross four residential streets (Poplar, Santa Inez, Monte Diablo and Tilton avenues) on low-clearance bridges that have long been slated for refurbishment.
The key question for downtown and the North Central neighborhood will concern the vertical alignment of the tracks. The close proximity of these residential blocks to downtown, combined with the gentle track gradients required for freight trains (yes, freight trains), will require that these areas be considered as one.
Vertical Alignment Considerations
The vertical profile of the existing tracks in San Mateo is shown in the figure below. This figure was created from Caltrain track survey data, with the vertical scale greatly exaggerated. The grade level of cross streets is estimated from the known vertical clearance at each location; the level of creeks is likewise estimated.
We make a few assumptions (for more background on where these came from, read about The Shape of Palo Alto):
Vertical track radius is constrained to a minimum of 10 km
Gradient limit of 1 to 1.5% for freight trains, 2.5% for passenger trains
20-foot clearance from underpass road surface to top-of-rail (to clear trucks)
30-foot clearance from overpass road surface to top-of-rail (to clear freight trains)
Tracks must be close to level for 750 feet north of First Ave, for Caltrain platforms
Tracks are elevated at Peninsula Ave., an area with adequate clearances and commercial frontage that would favor this minimum-cost solution.
Scenario #1: track elevated throughout. With a 1% gradient limit and a 10 kilometer vertical radius constraint, this is what San Mateo would look like. We assume each road is depressed by 5 feet (something that can be done with little impact to adjoining frontage), with the rails raised by 15 feet. It is likely that a viaduct structure would replace the existing embankments, possibly making room for a rebuilt Railroad Ave. All vehicle height restrictions in North Central would be removed. Worth noting, the elevated alternative does not require the closure of any crossings, unlike depressed alternatives.
Scenario #2: trench through downtown. To shorten the sloping approaches and reduce the depth of the trench, we assume each road is raised by 5 feet (something that can be done with little impact to adjoining frontage), with rails depressed by 25 feet. Even this 25-foot trench penetrates below the water table and will require constant pumping to keep dry. With the 1% gradient limit desirable for freight trains, this design would require the closure of Villa Terrace, Bellevue, Poplar, Santa Inez, Monte Diablo and Tilton avenues, unless those streets were either raised or depressed with considerable impact to frontage on either side of the tracks.
Scenario #3: trench through downtown, with steep approaches. With a less stringent gradient limit just a shade over 2%, difficult for freight trains but easily handled by high speed trains and Caltrain, the approaches to the trench are much shorter. This allows underpasses at Villa Terrace, Bellevue and Poplar and reduces the need to close cross-streets. Santa Inez, Monte Diablo and Tilton would likely still be closed.
Scenario #4: tunnels. While this alternative will no doubt be studied by the CHSRA, it is unlikely to be implemented due to a host of disadvantages, not the least of which is the astronomical cost. The sloping approaches to a tunnel diving under downtown are likely to present even greater interference with cross-streets than the depressed trenches described above.
Whatever alternative is ultimately favored, one must keep in mind that the biggest constraints on the vertical alignment of the tracks come from freight trains, which don't handle steep grades well and require very high vertical clearances. The more nimble electric trains used by HSR and Caltrain would easily handle steep gradients up to 2.5%, and would require about 3 feet less vertical clearance. In short, freight trains may have a direct impact on San Mateo neighborhoods.
Southern San Mateo
The southern half of San Mateo is an area currently slated for extensive re-development. It does not have nearly as much access across the tracks as northern San Mateo, and the available right of way is far less constrained, generally greater than 100 feet (see maps for mileposts 18, 19 and 20). The area encompassing the Hayward Park and Hillsdale Caltrain stations (and the former Bay Meadows race track) is slated for redevelopment as described in San Mateo's Rail Corridor Transit-Oriented Development Plan.
Hayward Park includes a reverse curve in the tracks (curving right, then left). The northern curve at milepost 18.8 has a radius of just 1100 meters, good for about 95 mph. This curve made #5 on our list of Top Ten Worst Curves on the peninsula. While it was already flattened by shifting the tracks 20 feet westwards in the year 2000, this curve may need to be straightened some more so that high speed trains don't need to slow down as much in this area. This may not please residents of South Boulevard.
The Hayward Park Caltrain station was rebuilt in 2000 and moved slightly to the south of its former location. The original station provided convenient pedestrian access across the tracks at 16th Ave; the City is now considering a new pedestrian underpass at this location to restore the access that was lost after the move. The new Hayward Park station was built for three tracks, although it currently has only two tracks. The southbound platform already includes a cut (see photo at right) allowing it to be trimmed back to make room for a third passing track. Whatever the original intent of this configuration, the station will likely be entirely rebuilt when high speed rail comes through town.
The Route 92 overpass (actually two side-by-side bridges, seen in the background of the photo) provides ample clearance for four tracks.
The Hillsdale Caltrain station is already planned for relocation to the site of the former Bay Meadows station, and will be located between newly constructed grade separations at 28th and 31st avenues, connecting the west side of El Camino to the newly developed Bay Meadows area. The tracks will be elevated over 25th, 28th and 31st, linking up to the existing grade separation at Hillsdale Ave. These long-standing plans by the Caltrain JPB and the City are unlikely to be altered by the HSR project, except for quadruple tracking; for a detailed description, refer to Chapter 4 of San Mateo's Rail Corridor Plan. The resulting vertical profile is shown in the diagrams above.
South of Hillsdale, the frontage along the east side of El Camino Real is already owned by Caltrain, Samtrans or Union Pacific; while businesses on that narrow strip of land will likely be displaced, plenty of land is available for expansion of the tracks.
San Mateo promises to be one of the biggest design challenges on the peninsula. The CHSRA certainly has its work cut out for it, with a 50-foot right of way threaded through dense city blocks surrounded with residential neighborhoods, with a creek thrown in for good measure.
NOTE: This post will be updated continuously, as warranted by additional information or new events relating to San Mateo.
Posted by Clem at 8:24 PM
Labels: freight, grade separation, ROW, San Mateo, track geometry, transit oriented development
arcady 05 July, 2009 22:36
The Hayward Park station is actually big enough for four tracks with side platforms. The spacing of the existing tracks is rather wider than normal, so there's enough room for a fourth track in the middle, in addition to the track created by cutting back the southbound platform. It could have made for a reasonable mid-line passing section if the four track section started just south of downtown San Mateo and continued past Hillsdale (which would have two island platforms). Also, both Hillsdale and San Mateo are in fact Baby Bullet stops, each getting half of the peak-direction trains, with Hillsdale getting two of the five reverse-peak trains as well.
Clem 05 July, 2009 23:08
If you were to cut back the southbound platform face, there would be about 46 feet between platform faces. That's not nearly enough space for four tracks.
I have no idea why they built it that way... My best numerological guess is that somebody (in the incompetent 1990s era of Caltrain) had a spec with an 18-foot track-center requirement in stations, to provide clearance for a safety fence under CPUC GO-26. This being a future three-track situation, they couldn't decide how the spec applied, so they left open the option for possibly-required 18' centers by adding 3' to the southbound platform... concrete was poured before the spec was revised, and the rest is history.
Thanks for pointing my error re: baby bullet stopping patterns. All fixed.
Adirondacker 06 July, 2009 01:17
If you were to cut back the southbound platform face, there would be about 46 feet between platform faces. That's not nearly enough space for four tracks....
They are going to be rebuilding them for level boarding anyway, does it matter all that much where the ones they will be ripping out are located?
Owen Evans 06 July, 2009 06:38
You mention that the streets through downtown can be lowered by 5 feet with little impact on the existing buildings. But I'm just not seeing it. That would have a very significant impact on all the buildings along Railroad Avenue.
Then there is the matter of expense. The split-grade solution through downtown would probably be much more expensive than just raising the viaduct an extra 5 feet, for questionable aesthetic benefit.
Rafael 07 July, 2009 11:28
Just playing devil's advocate here, but it seems to me there is an option #5: leaving the Caltrain/UPRR tracks at grade and running those for HSR on a viaduct featuring sound walls 25-30' above them (with/without AAR plate H clearance and overhead contact rails).
Granted, even with an FRA quiet zone upgrade grade crossings are not desirable. Perhaps a couple of major crossings could be converted to deep underpasses for the railroad ROW plus the frontage road(s) in the context of such an option.
I'm not saying that two narrow levels of tracks would be preferable to grade separating the whole lot, just that it's an option for San Mateo if/where eminent domain takings to widen the corridor are even less palatable.
While it wouldn't be optimal, Caltrain could probably get by with a limit of 5-6 trains per hour by extending its platforms and operating really long trains.
Alon Levy 07 July, 2009 16:45
Rafael, why would your idea limit Caltrain to 6 tph?
@Rafael: it is and has been San Mateo city policy to pursue grade separations. Your stacked concept is not a grade separation, and is really the worst of both worlds: an eyesore with little circulatory benefit.
Besides, it's not really up to the CHSRA: the CPUC gets the final say on these things, being the regulatory authority on grade crossings. It is unlikely they would favor a non-separation.
And nobody's going to short-change or hobble Caltrain if I have anything to say about it! Over my dead blog :)
@ Alon Levy -
Caltrain currently operated 5tph during peak periods. Full grade separation would help Caltrain to implement its 2025, which calls for growth to 10tph. If any grade crossings were retained, operating trains that frequently would have a significant impact on motor vehicle traffic across the railroad ROW.
@ Clem -
I'd much prefer to see the whole ROW grade separated as well, I was merely articulating an alternative. There's a trade-off between widening the ROW via eminent domain and retaining the downsides of grade crossings for Caltrain and UPRR only. It's about deciding which is the lesser of two evils. Personally, I agree with you that eminent domain will deliver the greatest long-term benefit to the community, at the expense of short-term pain. However, I don't live in San Mateo.
Afaik, CPUC is only responsible for safety. While I'm sure they would strongly prefer full grade separation, they have allowed grade crossings for decades and would therefore have no basis for disallowing them for Caltrain and UPRR traffic.
Btw: even if four tracks are elevated as planned, there could still be value in track stacking via a sufficiently tall viaduct rather than a retained embankment.
First, it would permit diesel-based rail operations to continue during construction without any need for shoofly tracks.
Second, the at-grade tracks could be retained for freight to give the viaduct designers more leeway on gradients and load limits.
Third, iff freight trains are discontinued or can operate on the elevated tracks, the land underneath the viaduct could be put to other uses: parking lots, storage, shops and eateries, even a promenade ferrocarril.
Two things: First, CPUC is responsible for safety, yes, but this includes grade crossing safety. If significant improvements are made to the rail alignment, they could say "no more grade crossings allowed" and that would be that. Second, building "stacked" tracks would almost certainly require shoofly tracks or periodic shutdowns of whatever is underneath. You don't want trains running under the stuff as you're building it, because it would be pretty bad if a chunk of concrete slipped off the crane and crushed a Caltrain.
@ arcady -
that's why you would move the prefab columns/slabs of concrete into position at night. How do you think they build new overpasses over existing freeways? Track stacking would indeed eliminate the need for shoofly tracks, at the expense of a taller viaduct.
As for CPUC, those bureaucrats would get an earful from local governments if they insisted on eminent domain takings those communities had decided against.
Jake 08 July, 2009 15:54
Clem, exactly how much width would be required for a four-track el? Would there be enough space for a four-across layout, or would CAHSRA have to stack the tracks two-over-two?
@ Count Z -
I believe the minimum track separation required by CPUC is 14 feet, so figure 56' as the absolute minimum for diesel. I believe Clem said Caltrain already has a couple of places with four tracks squeezed into just 60'. Allowing for OCS poles, the latter figure should be considered the rock bottom figure for the purposes of the Caltrain/HSR project. More width is required at stations, especially those at which HSR trains will stop as well. Note also that full-length platforms are 1320' (1/4 mile) long.
For a variety of reasons incl. safe maintenance access and room for sound walls, fences etc. CHSRA is basing its design on a standard minimum width of 75' instead. It's not clear if it would consider making do with less in selected locations or, if CPUC would allow that given that HSR trains will be traveling at up to 125mph.
2x2 track stacking would permit the construction of HSR tracks without widening the ROW anywhere, at the huge disadvantage of retaining grade crossings for Caltrain locals and UPRR trains. Moreover, as Clem reported in an earlier post, one of the reasons CHSRA chose the Caltrain corridor is because SP had had the foresight to purchase enough land for four tracks decades ago. Only in some locations did they later sell some of it off again to developers.
The plan of record is to construct four tracks side by side throughout the peninsula, at whatever elevation is locally appropriate. The MOU with Caltrain leaves open the possibility of more than 4 permanent tracks, but that's just legalese for now.
However, note that temporary shoofly tracks may be required during the construction phase. Where there is not enough ROW available for those, Caltrain may have to operate in streetcar mode on frontage roads, which would have to be restored after construction is completed.
Track stacking during the construction phase only would avoid that, at the expense of taller aerial structures than would otherwise be required. Those would cost more to construct than retained fill embankments but the land underneath them would become available for other uses, including additional cross roads at grade.
Karen 08 July, 2009 19:40
Clem didn't much mention the creeks flowing through downtown, or the 92 overcrossing. I wonder it they are non-issues? I would think that the elevated scenario must get pretty close to that overpass.
But, as a neighbor to the tracks in North Central, none of this sounds good to me. Tunnels seem to be the best solution with the possibility of making use of the land on top for something. With 75-110 ft of ROW running from SF to San Jose it does seem like a chance to actually gain something, say a greenway for bikes, not to mention an opportunity for more prime business lots. Call me a dreamer...
And one thing I haven't seen really usefully discussed yet (either here or elsewhere) is the noise of the trains? Here in San Mateo, as in other areas, the posh areas uphill don't currently get much noise from trains, but I would think that would change substantially with the elevation of the tracks and dramatically increased frequency of trains.
Anyway, thanks for laying this out, Clem. I'll be sending the link to the neighbors here.
Adirondacker12800 08 July, 2009 20:26
2x2 track stacking would permit the construction of HSR tracks without widening the ROW anywhere.
Except for when they are digging the holes for the foundations. I suppose they could use piles or slurry walls to go all the way down to stable bedrock. Otherwise they are would have to dig enormous holes for the foundation work. It wouldn't be cheap. And in San Mateo we are talking about the station, a parking garage and multiplex that are less than ten years old, I doubt there is great historical significance attached to them. Much cheaper to tear them down.
Clem didn't much mention the creeks flowing through downtown,
An elevated structure avoids the creeks.
If you followed the link to the post titled "The Joy of Tunnels" you'd come to this:
"13. Building a 40-foot deep, water-tight barrier in an area with a high water table, extensive underground aquifers and surface creeks running perpendicular to the railroad is likely to cause changes in the water table, possibly leading to localized subsidence or flooding. Continuous pumping of surrounding aquifers may be required to prevent hydrostatic pressure buildup and excessive flotation (and cracking) of the sealed tunnel structure.
or the 92 overcrossing. I wonder it they are non-issues? I would think that the elevated scenario must get pretty close to that overpass.
The railroad would remain at the same grade it is now in any of the plans as it passes under 92.
But, as a neighbor to the tracks in North Central, none of this sounds good to me. Tunnels seem to be the best solution
Good! How are YOU going to pay for it? Increased property taxes? Increased sales taxes? Income taxes? Or a combination of the the three and maybe some others thrown in?
Electric trains are much quieter than diesels, the grade crossings along with their noise, will be eliminated and thw whole Peninsula will be getting faster train service. Electric trains running on a viaduct or elevated or whatever you want to call it will be a net benefit to the Peninsula. If you want tunnels, I'm not going to pay for them. .... tolls on 101 and 280 in addition to the taxes! In perpetuity to pay off the construction and pay for the increased operating costa and maintenance.
hallin 08 July, 2009 21:53
"that's why you would move the prefab columns/slabs of concrete into position at night. How do you think they build new overpasses over existing freeways?"
Really? Funny. All that formwork I see must be safety netting?
SP had had the foresight to purchase enough land for four tracks decades ago. Only in some locations did they later sell some of it off again to developers.
@Rafael, SP had nothing to do with that. The new downtown station, the main street parking garage and the downtown cinema all went up in the last decade, well after it was known that San Mateo might some day require a four-track right of way. Somebody dropped the ball, big time.
The cheapest solution may in fact be to bulldoze all three; but that's not a politically palatable solution, so look for impacts to occur on the other side of the tracks. Penny wise & pound foolish and all that.
@Countz: roughly 70 feet is realistically the narrowest that a four-track elevated could get, but that doesn't take into account any land required for shoo-fly tracks during construction. I suppose that might not be much additional, if it's built in two 2-track halves.
Clem didn't much mention the creeks flowing through downtown, or the 92 overcrossing.
@Karen: are there any other creeks downtown besides the San Mateo creek? I wasn't aware; if there are, I'd like to know where they cross.
As for the 92 overcrossing (grade separation!), it doesn't look like a problem to me. Refer to the vertical profile diagrams: 92 is way up top, near milepost 19.2
"[...] if it's built in two 2-track halves."
You mean if the aerial or embankment is built two tracks at a time?
Also, could you elaborate on why you consider 70' rather than 60' to be the absolute minimum ROW width? I realize it "nice to have" additional room, but is there a hard regulatory or operational requirement for it?
It can be, if space for a shoo-fly tracks is an issue. Otherwise, you need the entire width of the embankment plus another 30 feet for the shoo-fly tracks.
Also, could you elaborate on why you consider 70' rather than 60' to be the absolute minimum ROW width?
Because Spaethling and Litzinger said so.
timote 09 July, 2009 12:18
Clem-
Even where there is sufficient ROW, though, there could be fun. Specifically, take the space to the other side of the San Mateo station. It looks to me (off the linked ROW map) that Railroad Ave is part of the ROW, but taking that space over would have impacts to the residents - there appear to be businesses and one residence that rely on that street as their only access...
Note that this may not actually be sufficient ROW even including Railroad Ave. considering the space required for platforms etc., just using it as an example - how do we deal with sufficient ROW but that ROW would deprive access to businesses/residences.
I haven't given the issue of horizontal alignment enough attention. I will try to fix that soon.
Richard Mlynarik 09 July, 2009 14:44
Four tracks, with nastier and intrusive but space-saving portal overhead:
0.5m foundation clearance
+ 3.8m side clearance (from catenary stanchions and fencing or sound walls)
+ 4.5m + 4.5m + 4.5m inter-track spacing
+ 3.8m
= 22.1m ROW width (72.5 feet)
> 51.5 feet = 15.7m (brilliant think-ahead planning minimum ROW width in lovely San Mateo = just enough for two tracks only.)
This with no platforms or any station.
Four through tracks with an island platform:
- 4.5 + 1.6 + 9.0 + 1.6 (island)
= 29.8m
With stupid side platforms:
+ 0.7 (central inter-track fence)
+ 1.6 + 4.5 (platform edge and platform)
- 0.5m (lose the outside fence)
+ 1.6 + 4.5 - 0.5
= 34m
Something has to give.
+ 4.5m inter-track northbound fast to north slow
+ 1.6m slow to platform
+ 9.0m platform width
+ 1.6m platform to southbound
= 25.4m (= 83.3 feet)
25.4 > 15.7 clearly, but 25.4 is a useful amount less than either 29.8 (FSPSF) or 34 (PSFFSP), especially in the context of the extraordinarily moronic things that the San Mateo City Fathers have done between First and Third avenues.
Note also the 23.4m wide ROW north of downtown San Mateo, between Monte Diablo and Poplar. Squeezing four tracks (22.1m) in there is technically possible, but with no space to spare against the property lines, and with no scope for any curve improvement.
Hmmmm... are four tracks operationally necessary at this point?
Re: Hayward Park: close it.
Once the new Hillsdale station is constructed north of the present location, Hayward Park will be almost within sight of that super-stop. (Hillsdale after all ought to be the centre of the Caltrain universe, served by more trains than any stations other than the terminii.)
It's hard to justify Hayward Park's continued freeway-enjambed presence, and impossible to justify the expense and construction/operation compromise that will be required to rebuild it when Caltrain is all torn up for multi-tracking (with or without HSR.)
Frankly there's much to be said for reopening Broadway than for spending millions to keep no-ridership white elephant Hayward Park on life support.
San Mateo will still have two excellent-quality, closely-spaced, high-ridership stations.
@ Richard Mlynarik -
"Hmmmm... are four tracks operationally necessary at this point?"
I'm not sure quite how to interpret your chart, but it seems to imply a cruise speed of 100mph for Caltrain - sounds a bit high. It also doesn't appear to account for the need to slow down in some of the sharper corners.
Th fundamental principle of multiplexing Caltrain and HSR trains is interesting, though. It's perfectly reasonable to expect Caltrain will be the sole dispatcher on its own ROW, i.e. for HSR trains to be treated as guests in terms of operations.
Perhaps you could articulate in more detail where/how HSR trains would pass by Caltrain locals. How about three tracks plus side platforms at e.g. the San Mateo station?
I realize that CHSRA for some reason believes it must build a system that permits 12tph HSR trains, regardless of how Caltrain traffic grows.
Your apparent idea of running only 4tph out of SFTT plus 6tph out of SJ Diridon isn't going to be popular with SF politicians, but just how much capacity is really needed out of that city? A full-length TGV Duplex (300km/h) has 1090 seats, the Japanese E4Max even has 1634 but it's limited to 240km/h.
On a related point: AB3034 requires that it be possible to run non-stop express trains from SFTT to LAUS in 2h38m or so. It doesn't say the HSR operator has to have the freedom to schedule those during Caltrain's rush hour.
Final note: in theory, you can build a station with bypass tracks and island platforms in a very narrow space if the northbound tracks are on one level and the southbound ones above or below. If one is elevated and the other in a trench, cross roads at grade would be fully grade separated.
The arrangement would avoid lateral eminent domain takings, possibly even permit existing curves to be straightened out. Unfortunately, many parts of the SF peninsula are a hodgepodge of over- and underpasses and, there are hydrological problems for all tunnels.
Martin 09 July, 2009 23:35
I don't see how even with 12tph capacity, you could get away with just two tracks.
While we might never schedule more than say 8tph, but the extra capacity is great when stupid shit happens. And stupid shit happens all the time. Besides suicides, people clipped at stations, there are unruly passengers that require police escort, the occasional "we overshot the platform" or just a crowd of bikers at various stops is enough to cause the train to be running 10 minutes behind schedule by the time it reaches the end of the line.
The southbound baby bullets generally need to slow down prior to reaching mountain view about 50% of the time because they're catching up to the local trains by then. I'd say that you definitely want 4 tracks near SF and SJ. If you want a tighter schedule, you'll have to retard the schedule to allow for more recovery time. While that might make the 2 track world possible, you won't get any kudos from either Caltrain or HSR passengers while they wait for each other.
BTW. Major kudos to caltrain and police after the last suicide:
http://www.mercurynews.com/traffic/ci_12789834
They actually left ONE track open despite the incident and had both tracks cleared in 1hr 15 mins. In most cases, they close both tracks, reopen one after an hour and both tracks after 2 hours.
Richard, you're padding the width requirement. Platforms don't have to be 9 meters wide; the New York City Subway uses 5- or 6-meter island platforms when space is constrained. Track centers don't have to be 4.5 meters apart - French LGVs use 4.2, and while French trains are slightly narrower than American trains, LGVs are designed for greater speed and need more clearances.
This gives 0.5 + 3.8 + 4.2*3 + 3.8 + 0.5 = 21.2 without platforms, and 0.5 + 3.8 + 4.2 + 1.5 + 5 + 1.5 + 4.2 + 3.8 + 0.5 = 25 with an island platform. With 4-meter side platforms, also common in New York, make it 4 + 1.5 + 4.2*3 + 1.5 + 4 = 23.6; you save width by using the side platforms as sound barriers and anchors for catenary.
Observer 10 July, 2009 08:13
Full grade separation is a key part of CHSRA's equation in the program EIR/EIS - its what allowed them to proclaim that this Peninsula route had no negative impact (because they conveniently traded off the truly ugly impacts of HSR with the 'benefits' of full grade separation.)
Now if they come in and suggest NOT doing the grade seprations, opens quite a can of worms on the route decision itself. In fact it would pretty well negate the program level EIR.. THAT would be challenged until Obama's great grandkids were running for office.
YESONHSR 10 July, 2009 09:09
Looking at some of the alternatives down on the Orange County segment CAHSR has as one option
For narrow sections, tunnels..FOR HSR ONLY..Metrolink/Amtrak stay as is. The nimbys crying about tunnel
tunnel may very well get this option..Caltrain at grade with no grade protection and HSR IN THE tunnels ..far less than digging 4 tracks worth and towns will have no grade improvments. this was aslo noted in the option
For short stretches they could easily run 20 trains per hour in each direction. Railroads all over the world do it. Even Amtrak and NJ Transit manage more than that in the North River Tunnels.
Clem asked if there are other creeks downtown. Well, not downtown but just south of the Hayward park station there is a creek that runs parallel to tand just along he tracks for a couple of blocks and then southeast through the Fiesta Gardens neighborhood. Water tables are pretty high all around here and there's been a huge effort to deal with flood zones since the the flood maps have been redrawn to include most of the flatland in San Mateo in 100 year food plain. The thrust of the work has been widening and deepening creek channels I think.
No comment on the noise issue I see...This is a big problem, everybody here sees what happened to Millbrae SSF and San Bruno with the airport and I don't think the Hillborough people are gonna just say "sure we'll settle for new windows" (like those cities did with SFO) ....
And, just for full disclosure, I think that running trains all the way into SF is just a vanity project for the city. I think HSR's main use will be commuting from the Central Valley to the urban centers north and south and that for that purpose stopping at San Jose or running to the east bay make more sense.
@ Karen -
railway noise is a complex subject that really deserves its own post on this or another blog.
In a nutshell, there are two factors to consider: the noise level and the spectral distribution.
The relevant metric for the level is the so-called sound exposure level (SEL). It combines the measured sound pressure in dB(A), the duration of noise events and their frequency into a single "equivalent" number for the purpose of environmental assessments.
The spectral distribution of noise is relevant for psychoacoustic metrics such as loudness and harshness. By and large, modern electric trains running on good rails tend to score better on this than motor vehicles.
Both types of metrics are tricky in that the psychological and physiological effect of noise varies from one person to another. For example, some people can become accustomed to occasional loud background events like trains passing by and stay focused on their task. Others find it difficult to concentrate, let alone sleep, because their brains never learn to ignore the events.
Noise sources from electric trains include rail-wheel contact, aerodynamic drag, pantograph-overhead catenary contact, transformer, inverters and electric motors. Of these, rail-wheel contact and aerodynamic noise are the dominant sources for fast trains.
HSR systems minimize both at source by design: the rails are continuously welded ribbons, the contact surface kept smooth by relying on recuperative braking supplemented by disk brakes. Surface roughness is a key factor in contact noise, yet another reason why freight trains need to be kept off fancy HSR rails. The trains also feature optimized nose cones and minimized spaces between cars to keep drag down.
In addition, noise transmission can be reduced using sound walls and/or the special windows you refer to. Compared to the present Caltrain situation, HSR and Caltrain electrification are expected to bring the following changes:
- sharply reduced noise level per event due to elimination of grade crossings (no horns, no bells), diesel engines, improved rail bed and modern rolling stock. Freight trains will still rattle, but at least there won't be any nighttime horns and bells.
- sharply increased number of events by 2030 (up to 10 Caltrains plus a similar number of HSR trains per hour during peak periods, each way). Number of freight trains not expected to change, though UPRR has not committed to that.
- wider lateral dispersal of noise if tracks are elevated, since most structures next to the railroad are single-story. However, the width of the impacted zone depends critically on many factors, including train design, maintenance of rail and wheel surfaces and the presence of sufficiently tall and effective sound walls. In addition, the zone is narrower where trains run more slowly or there are tall buildings adjacent to the tracks.
It's fair to ask HNTB, the consulting outfit CHSRA has hired to conduct the project-level EIR/EIS work in the SF peninsula, for some hard data and SEL maps derived from computer simulations. Those need to be compared with maps of the current baseline situation produced using separate simulations, calibrated by measurements in the corridor. The effort involved is not trivial, it would take several months and a fair chunk of change to do properly.
However, prop 1A(2008) allows CHSRA to spend up to 10% of the $9 billion reserved for HSR on project-level EIR/EIS work and preliminary engineering. Quantifying the noise issue ought to be a high priority. At this point, it's not even clear that the SEL would go up at all. Caltrain and UPRR operations are actually very noisy today, a fact that is often discounted.
Clem, just FYI, but disc brakes actually don't help rail smoothness. With tread brakes, the wheels are constantly being polished into a rounder shape, while with disc brakes (and drum brakes) you don't get that polishing effect and the wheels become bumpier, and make the tracks bumpier in a sort of mutual reinforcement process. I know this is a problem on street railways, no idea to what extent it's a problem for HSR.
streetcars have to brake far more frequently and abruptly than HSR trains. Rail-wheel noise is a secondary consideration in urban traffic and, purely recuperative braking is often not possible.
In general, tread brakes actually increase surface roughness, especially if there is no ABS system to keep wheels from seizing up. Over time, rough wheels also rough up the rails. Note that we're talking about a microscopic phenomenon here, the naked eye would have a hard time telling a rough rail from a smooth one.
Rafael: I might be mistaken, but these are observations I've heard from people working with street railways with PCC-like cars, and I suspect that they're right. Tread brakes smooth out the wheels by simply wearing away the surface. The issue of flat spots produced by locked brakes is actually somewhat orthogonal to this, and tread brakes can't really help with that. But without tread brakes, minor imperfections in the wheels tend to imprint themselves on the rails, which imprint them on the wheels of successive trains and so on, resulting in a sort of wave on the rail head. I think this might even be visible to some extent if it gets particularly bad (look closely at street railway tracks some time), and you can certainly hear it. The way to get rid of it is by regrinding the rails and re-cutting the wheels.
Come to think of it, didn't BART have this problem? I recall hearing something very similar to this in a press release announcing their new rail grinder which was meant to reduce wheel-rail noise. I'm pretty sure BART trains don't have tread brakes, and they're definitely astoundingly loud.
Oh man. Giant steaming helpings of Male Answer Syndrome.
If you don't have a clue about rolling contact wear, or about tribology, or about brake system design, or about wheel-rail interaction (a very active field), or about railway noise mitigation (a very active field outside North America) then the correct action is ... to say nothing.
Anonymous @13:12 -
Do you actually have anything constructive to add, or is your intent just to show superiority without having to do any work?
Timote, he's not even showing superiority. Showing superiority involves giving some useful information. Richard does it, a lot. Anon here is just asserting superiority - for all we know, he could be an ornery high school student who heard a few buzzwords in conversation.
OK, settle down... I think what sent anon ballistic was a mention of 1930s PCC streetcars in the context of a modern, active research & development field. It jarred me too.
Who's to say I didn't post that anyway? Anybody can snipe anonymously. For that matter, anybody could pretend to post as me.
Anon here is just asserting superiority
Train Watcher 13 July, 2009 19:47
@ Clem
Any chance you can go to a PCC meeting and talk to the group about what is realistic? Your posts regarding Tony C. on the Town Square article regarding his "tunnel vision" were excellent. We need your wisdom and experience. Can you come?!
mike 14 July, 2009 16:16
@Karen Re: noise, did you miss where Adirondacker posted the following?
Electric trains are much quieter than diesels, the grade crossings along with their noise, will be eliminated and thw whole Peninsula will be getting faster train service.
Tony D. 16 July, 2009 15:48
The three stations in San Mateo generate more ridership than San Jose. OOOOkay, so what's your point Clem? Or is this just your way of getting another cheap shot in on the Bay Area's largest city and economic engine?!
Anyhow, that statement won't be true in 10 years.
Oddly enough, I recently spent an hour -- RUSH HOUR -- 5:30 to 6:30pm -- at San José Diridon Station last week; the hour when tens of thousands of workers leave the humming office towers of San José, Capital of Silicon Valley, and head home via efficient VTA, Amtrak, ACE, and Caltrain services.
My observation was that typical boardings on Caltrain were between 10 and 20 passengers. I believe the usual industry term for this is "non revenue service".
The multi-modal VTA light rail connection was even more stunning: average boarding per train of just over 1 person during the time I observed the platforms (which was basically any time a Caltrain wasn't departing.)
As for the transit oriented development condos around the station, let's just say I didn't see a single pedestrian.
So by all means let's keep building on this success! It's clear the station isn't anywhere big enough or multi-modal enough to deal with the demand of the tenth largest city in the most important country on the only known habitable planet in the universe. The arrival of BART and HSR will make San José Diridon Station so multi-modal I get dizzy just thinking about it. Light rail boardings might rocket up to dozens per hour, while the 4200 BART seats per direction per hour (10 car trains every 6 minutes) may have have occupancy as high as 1%.
Meanwhile, San Mateo's downtown isn't a bad place to visit at all. It isn't up there in the major metropolis league with Palo Alto or Burlingame, but there's stuff to do and stuff to buy. Check it out!
None of this is just prejudice or "hating on" San José, Capital of Silicon Valley: it's more looking at the numbers, taking the time to see what's happening in the world, rather than on a blog or in the propaganda pieces of local politicians.
PS I work in Silicon Valley, have worked in Silicon Valley for more than a decade, I can make the payments on my mortgage thanks to the largesse of the Captains of Industry of Silicon Valley, but I have no reason to ever visit San José, Capital of Silicon Valley, nor do most of my fellow Silicon Valley serfs.
Spokker 17 July, 2009 05:26
According to Caltrain San Jose sees 2,983 boardings per day, making it the fourth busiest Caltrain station.
So you should have seen about 30 riders board each train on average.
"the hour when tens of thousands of workers leave the humming office towers of San José, Capital of Silicon Valley"
When I was in San Jose during a non-holiday weekday I didn't even see this. Downtown felt like it was deserted. Few cars and even fewer people. Even Downtown LA has people in it during the day.
I rode VTA Light Rail during rush hour on a non-holiday weekday and tried to figure out what was wrong with it.
One, it's trying to be a quaint little streetcar for downtown while simultaneously trying to bring in commuters from the suburbs. It's slow and I have to imagine it pisses off people trying to get to work who are coming from further away. Maybe I'm wrong, but I would remove half of those stops in the middle of the Alum Rock-Santa Teresa line.
The Green Line toward Mountain View felt like it had too many goddamn stops too, and a meandering route. These stations really need to be at least a mile apart.
Two, there were portions of the blue line toward Santa Teresa that run in the median of the freeway. Freeway stations suck ass. They are often difficult to get to and unbearable to wait at. I would bet this contributes to the low ridership problem. I think the Green Line in Los Angeles shares a similar issue. But then again there are a hell of a lot more people on it than on VTA light rail.
Anon, San Jose is a bedroom community to the cities to its north. You should check Caltrain boardings at 8 am, not 5:30 pm.
Basically, the way the population and jobs in Silicon Valley work out is that the population is in the south, and the jobs are in the north, with minor job centers scattered elsewhere (Cupertino, Downtown San Jose). Palo Alto, Mountain View, Sunnyvale, Santa Clara, each probably have around the same amount of high-tech office space as North San Jose (especially Santa Clara). The reason the VTA light rail fails is that the somewhat circuitous and very, very slow route through Downtown makes it much less useful for commutes from south of downtown (where the people are) to north of it (where the jobs are). Add to that the fact that the many of the jobs are in fact even further west in Santa Clara and Sunnyvale, and many are not on the light rail, and it makes for a very long trip. Most of Caltrain's Silicon Valley-bound commuter ridership is going to Palo Alto or Mountain View, most of ACE's ridership takes the shuttle buses at Great America (the platform there is PACKED at rush hour). And even light rail gets decent loads during rush hour on the lines south of Downtown (which are at least fast).
Threading the San Mateo Narrows


You might have heard about linked lists, or you might think that you're supposed to know about them. Maybe you do know a little bit about them, but don't know why you should care or why they matter. Either way, I want to tell you about why they're so cool.
Leave questions and comments below!
This is great! One question: does the head node of a linked list contain data also, or just a pointer? I ask because you refer a couple of times to the second box in the linked list as "the first node," which confused me because visually it looks like the second node. And in the circular linked list, the tail node doesn't point back to the head. So this makes me think that the head node is "empty". Is that right?
Hi, Isaac, that's really good question. Hope I can help you. But yes, the nodes usually contain data. But it depends on what you want to do, you may need to use the 'head' just use it as a pointer, so it's not required to have data on your head node.
Is there going to be a single url where I can discover the rest from? I thought it might be this page, but I guess this is just about linked lists?
This is just the linked list page, but @vaidehijoshi 's profile will have the new ones. If you follow her you'll get new posts in your notifications.
So glad that I've found this new series.
Amazing video! And those handwritten drawing and explanations are just gorgeous to look at.
The only thing I've missed was the explanation for sorted linked lists, this may be a nice topic for another video. Another neat follow up would be explaining stacks and queues, since their implementations are actually very similar to the one of a linked list.
Your video is great, but where is code sample?
Here is a simple one, only add node.
Excellent explanation as always. I use linked lists all the time since most FP lists are implemented as linked lists.
A word of caution though, you have to be careful of using linked lists in hot code. Even though they have O(n) characteristics, they can be significantly slower than arrays. Because of the way CPUs work, when it reads something from memory into CPU cache for processing, it reads surrounding data as well (cache line). Since array elements are stored next to each other, the CPU may be able to process multiple array elements with a single memory fetch. Whereas with linked lists, there is a high chance that every element will require a fetch from memory, greatly increasing processing time when iterating the list.
This is why in many languages, variable-size lists are actually backed with arrays. For instance in C#, the generic list List<T> allocates an array, and keeps track of how much free space is on the end. When you add an element and there is no free space, it allocates a new array of twice the size and copies the elements to it. The copy is expensive but, amortized over the life the object, is still much faster than using a linked list for many kinds of workflows.
I mention this because I have actually run into this issue when using an LRU cache in hot code. I tried both a linked-list implementation and an array-backed circular buffer, and there was a world of difference in the performance, as in the linked list became the bottleneck instead of the disk IO.
Awe this is sooo refreshing. So glad I checked this out. I am excited about what else you guys are teaching!! Hopefully to learn a lot here!
This is really cool! I have been listening to the base.cs podcast, and want to watch the videoseries :) However, I am finding this a little bit hard to navigate: Is this the first video in the series? Is there a linked list for this videoseries somewhere? Does it follow the same sequence as the medium posts or base.cs podcasts?
This is a really great explanation Vaidehi. Very clear & easy to follow. I wish my teacher was as good as you, when I learned these introductory concepts.
Thank you for your effort in putting this topic on video. Hope to see more.
Amazing video! The content is explained and presented very well. Looking forward to more of these!
Can't wait for the next topic in video!!
Hi ! It look like something went wrong cause the player says "error loading media : file could not be played"
Well explained. Looking forward to more such posts from you Vaidehi Joshi.