text:
package logfiles

// Parse a command line and extract executable names and a comment out of it.

import (
	"github.com/omakoto/go-common/src/shell"
	"github.com/omakoto/go-common/src/utils"
	"github.com/omakoto/zenlog/zenlog/config"
	"path/filepath"
	"regexp"
	"strings"
)

const (
	noLogPrefix    = "184"
	forceLogPrefix = "186"

	whitespaceChars = " \t\n\r\v"
)

var (
	reWordSplitter = utils.NewLazyRegexp(`\s+`)
)

// Command represents a single running command executed by the user on the shell.
type Command struct {
	// Trim()'ed version of the command line.
	CommandLine string

	// Command names in a command line. e.g. ["cat", "grep"]
	ExeNames []string

	// Comment in a command line.
	Comment string

	// Whether the command line contained a no log command or had 184.
	// When 186 is detected, the output will always be logged.
	NoLog bool
}

const (
	defaultCommandSplitter = `\s*(?:\;|\|\&|\|\||\||&&|\(|\)|{|})\s*`
	defaultCommentSplitter = `(?:^|[\;\|\&\(\)\{\}]|\s+)\#\s*`
)

// Take a command line and split into the command part and the comment part.
// e.g. "this is command # comment"
// Note when # appears in the middle of a word, it won't start a comment.
// i.g. "this is comma#nd" is a 3 word command and the # mark doesn't start a comment.
func splitComment(config *config.Config, commandLine string) (string, string) {
	pat := utils.FirstNonEmpty(config.CommentSplitter, defaultCommentSplitter)
	re := regexp.MustCompile(pat)
	vals := re.Split(commandLine, 2)
	if len(vals) == 2 {
		return vals[0], vals[1]
	}
	return vals[0], ""
}

func splitCommands(config *config.Config, commandLine string) []string {
	re := regexp.MustCompile(utils.FirstNonEmpty(config.CommandSplitter, defaultCommandSplitter))
	return re.Split(commandLine, -1)
}

func extractCommandsWithRegex(config *config.Config, commandLine string) (commands [][]string, comment string) {

	pipeLine, comment := splitComment(config, commandLine)

	commands = make([][]string, 0, 16)

	for _, command := range splitCommands(config, pipeLine) {
		commands = append(commands, reWordSplitter.Pattern().Split(command, -1))
	}
	return
}

func extractCommandsWithParser(config *config.Config, commandLine string) (commands [][]string, comment string) {
	commands = make([][]string, 0, 16)
	comment = ""

	tokens := shell.Split(commandLine)
	if len(tokens) == 0 {
		return
	}
	last := tokens[len(tokens)-1]
	if strings.HasPrefix(last, "#") {
		comment = last[1:]
		comment = strings.Trim(comment, " \t\r\n")
		tokens = tokens[0 : len(tokens)-1]
	}

	current := make([]string, 0, 16)

	push := func() {
		if len(current) > 0 {
			commands = append(commands, current)
			current = make([]string, 0, 16)
		}
	}

	for _, word := range tokens {
		if shell.IsCommandSeparator(word) {
			push()
			continue
		}
		current = append(current, word)
	}
	push()
	return
}

func extractCommands(config *config.Config, commandLine string) (commands [][]string, comment string) {
	if !config.UseExperimentalCommandParser {
		return extractCommandsWithRegex(config, commandLine)
	}
	return extractCommandsWithParser(config, commandLine)
}

// ParseCommandLine takes a command line, and extracts a list of the commands and the comment out of it.
// e.g. "/bin/cat /etc/passwd | grep xxx # find xxx" -> ["cat", "grep"] "find xxx"
func ParseCommandLine(config *config.Config, commandLine string) *Command {
	// Save command.
	ret := Command{}
	ret.CommandLine = strings.Trim(commandLine, whitespaceChars)

	// Tokenize.
	commands, comment := extractCommands(config, commandLine)

	ret.Comment = comment

	// Get command names, and check 184/186.
	prefixCommands := regexp.MustCompile("^" + config.PrefixCommands + "$")
	alwaysNoLogCommands := regexp.MustCompile("^" + config.AlwaysNoLogCommands + "$")

	exes := make([]string, 0, 8)

	noLogDetected := false
	forceLogDetected := false

	for i, command := range commands {
		for _, w := range command {
			switch w {
			case "":
				continue
			case noLogPrefix:
				noLogDetected = true
				continue
			case forceLogPrefix:
				forceLogDetected = true
				continue
			}
			basename := filepath.Base(w)
			if prefixCommands.MatchString(w) || prefixCommands.MatchString(basename) {
				continue
			}

			// Let's only use the first command for auto-184.
			if i == 0 && alwaysNoLogCommands.MatchString(basename) {
				noLogDetected = true
			}
			exes = append(exes, basename)
			break
		}
	}

	ret.ExeNames = exes
	ret.NoLog = !forceLogDetected && noLogDetected
	return &ret
}

redpajama_set_name: RedPajamaGithub


text:
Adventures Of The X-Men (1996-1997) #5
Adventures Of The X-Men (1996-1997)
The fall of Asteroid M! Magneto rounds up his Brotherhood in a retaliatory attack against the United States! Should the X-Men fail, there could be nuclear fallout on a global scale!
Ben Herrera
Adventures Of The X-Men: Clear And Present Dangers
Collects Adventures of the X-Men #1-6, Adventures of Spider-Man #3. Animated-style adventures from one of the X-Men's greatest eras! Wolverine takes on the savage Hulk — but whose side are Havok and X-Factor on? And what does the gamma-powered Leader have to do with it all? Meanwhile, Beast and Gambit face the evil machinations of Mister Sinister — with a little help from Spider-Man! Thin
Adventures Of The X-Men: Tooth & Claw
Collects material from Spider-Man Magazine (1994) #1-13, Spider-Man Magazine Special (1995) #1-2. The X-Men were the breakout stars of the 1990s — and, not content with their own titles, they also stole the show with highly animated all-ages adventures in the pages of SPIDER-MAN MAGAZINE! Now these rarely seen tales are collected for the very first time! Join the X-Men's most iconic lineup
Adventures of Spider-Man (1996-1997)
Collects Adventures Of Spider-Man #1-6 And Adventures Of The X-Men #3. Action-packed adventures of the amazing arachnid, told in awesome animated style! Tune in as Spider-Man takes on some of his most fearsome foes — with a few surprises along the way! Aerial combat is in store as Spidey faces the Vulture's rage — but can he stand in the way of the rampaging Rhino's revenge? Then, the w
Adventures Of Spider-Man: Radioactive
Collects Material from Spider-Man Magazine #1-19, Spider-Man Magazine Special #1-2. Spider-Man takes on his classic rogues' gallery in exciting adventures from the 1990s! Spidey must avoid the many arms of Doctor Octopus — but will he fall victim to Electro, Mysterio, the Scorpion and the Vulture? There's panic at the planetarium and a great train robbery to solve, but that's nothing co
Uncanny X-Men: First Class
The early days of the X-Men are revealed! Professor X invites the mysterious Inhumans into the X-Men's home, but when Wolverine and Gorgon meet, the party turns ugly! Starring Cyclops, Storm, Banshee, Colossus, Nightcrawler, Wolverine and Phoenix!

redpajama_set_name: RedPajamaCommonCrawl


text:
package org.brixen.config;

import com.fasterxml.jackson.annotation.JsonProperty;
import com.fasterxml.jackson.annotation.JsonSubTypes;
import com.fasterxml.jackson.annotation.JsonSubTypes.Type;
import java.util.Optional;

/**
 * Defines the contract for a configuration bean which is deserializable from JSON by Jackson for a page object
 * that models a menu.
 *

 * {@code MenuConfig} supports dynamic configuration of the use of JavaScript workarounds for clicking options
 * on the menu based on environmental factors such as browser, browser version, OS and OS version. Native Selenium
 * implementations for these actions often fail silently in some environments, requiring the use of JavaScript
 * workarounds to perform them successfully.
 */
//This annotation and its data lists all the possible sub-types of MenuConfig. It is necessary for the sub-types to be
//specified so that Jackson can handle the polymorphic nature of configuration beans for the components modeled by this
//API. This will allow deserialization of any fields in other configuration beans which are declared to be a
//MenuConfig. If any new sub-types of MenuConfig are added, they should be listed here.
@JsonSubTypes({@Type(value = MenuConfigImpl.class)})
public interface MenuConfig extends LoadableConfig {

    /**
     * Gets the flag specified in the JSON configuration source for enabling/disabling the use of a JavaScript
     * workaround to click the options on the menu.
     *
     * @return      {@code null} if there was no value defined in the JSON configuration source for the
     *              JavaScript workaround flag; an {@code Optional} which is equal to {@link Optional#empty()}
     *              if the JSON configuration source explicitly defined a {@code null} value for the JavaScript
     *              workaround flag, or an {@code Optional} wrapping a boolean value if the JSON configuration source
     *              specified a value for the flag
     */
    @JsonProperty
    Optional<Boolean> getClickOptionWithJavascript();

    /**
     * Sets the flag specified in the JSON configuration source for enabling/disabling the use of a JavaScript
     * workaround to click the options on the menu.
     *
     * @param clickOptionWithJavascript   the value of the flag for enabling/disabling the use of a JavaScript
     *                                    workaround to click the options in the menu specified in the JSON
     *                                    configuration source for the page object
     */
    @JsonProperty
    void setClickOptionWithJavascript(Optional<Boolean> clickOptionWithJavascript);
}


text:
Iran Experience | جيمنا: تجربه ی ایرانی
Fahrokh Askari
Terrifying journey marks escape of widow and children
By Karmel Melamed
Los Angeles Jewish Journal
"When I think of the frightening journey I had to take to illegally flee Iran, chills still run down my spine," said Fahrokh Askari, a 60-something Iranian Jewish grandmother now living in Tarzana.
Her escape from Iran by foot and van through the deserts and mountains into Pakistan is similar to the experiences many local Iranian Jews endured when they fled Iran during the 1980s and 1990s. However, Askari's stands out for the fact that she was a widow accompanied by three of her children and two other Jewish children when she made her escape, which was dependent on smugglers who left her terrified throughout the entire journey.
The motivation for the escape was triggered at the start of the Iranian revolution, when her husband, Manuchair, a civil engineer specializing in highway construction, was fired from his Ministry of Transportation job because he was Jewish. The leaders of the radical Islamic government in Iran accused him of aiding the shah's regime by helping to build massive highways and bridges in the country and prosecuted him for two to three years in the newly formed revolutionary courts.
"They tried to imprison him or execute him by searching for some infraction of his, but because he had a clean record of excellent performance, they couldn't do anything," Fahrokh Askari said in a recent interview.
Her husband was later asked to return to his post because no one else was qualified to fill it. Manuchair Askari returned temporarily, but as a result of being mistreated by his superiors, he was forced to accept early retirement at age 45. Government officials then prohibited the private sector from employing him in his professional capacity because he was Jewish.
The entire Askari family also was placed on the official government list of people who could not leave the country or even the city of Shiraz, where they resided.
"My husband eventually went into a deep depression because he couldn't work as a civil engineer, and his private business ventures also failed," Askari said. "He developed a severe form of diabetes, then later developed cancer and, at the age of 53, died in 1989."
One year after her husband's death, Fahrokh Askari found herself a widow with only limited funds, no other family members to help her and no means of supporting herself. She decided to flee Iran and sought the help of smugglers who had helped her brother escape a year before.
In October 1991, she paid the equivalent of $6,000 to a smuggler, and with her three children — two daughters, 10 and 16, and a son 15 — as well as her cousin's 15-year-old son, she left their home and traveled to the Iranian city of Zahedan, near the Pakistani border. The smugglers had with them a another Jewish boy who was also to be taken across the border.
"We were supposed to meet our smuggler in the middle of the desert road, and all the while the cab driver was telling us horror stories of how the local smugglers in the area were brutal." Askari said. "This made us even more terrified."
While they were in the cab, her son saw the smugglers on the side of the road and demanded the cab driver stop immediately, but he refused because he was frightened himself. Eventually, the smugglers arrived with their van, into which they loaded Ashkari and the children. They drove off into the rocky desert to avoid police checkpoints on the main road.
"We finally stopped. We got out and all held hands as we walked on foot," the widow said. "I can still remember the chattering noise of my children's teeth during that walk. I also remember our guide telling us every so often to lay down on the ground."
Askari and the five children were taken to a poorly lit house with two rooms and told to sleep on the floor for the night, before their border crossing the next day into Pakistan.
She said she and the children were surrounded by an all-male group of smugglers that night, and she feared that one of them would harm her children.
"It was one of the longest nights in my life. They kept telling me to go to sleep, but I just could not, because I had young girls with me. Then one of the smugglers came into the room and fell asleep at the entrance," Askari said.
At daybreak, the lead guide left to obtain a van on the Pakistani side of the border. He left Askari and the children with his relatives, who loaded the group into another van.
They traveled through the wilderness and across dry riverbeds to avoid police checkpoints on the main road. Their van stopped periodically, and the guides gave the driver directions on where to go until they finally crossed a deserted portion of the border into Pakistan.
When the van finally stopped in a desert area inside Pakistan, the smugglers left Askari and the children there alone, promising that their main guide would pick them up later in the day.
"They left us all alone in the middle of the desert with only some fruit and a little water — it was a very hot day, and there was no shade," she remembered, still feeling the terror.
"I just didn't know what was going to happen, and the kids were getting restless and fighting with one another — we were all alone for seven to eight hours in the middle of nowhere," she said.
Finally, their original guide picked them up, and they were taken to a series of safe houses in the small, lawless villages along the Pakistani border, which were populated by smugglers and criminals. At every home, she said her heart sank with mind-numbing fear that one of the criminals in the homes might at anytime harm her or the children.
"In one home, one large and tall man, the height of an NBA basketball player, entered the room drunk with a bottle of whiskey in one hand, a cigarette in the other one hand, and he sat next to me," she said. "He was drinking the whiskey like it was water, offering it to me, and I was terrified that this drunk ogre would try to do something crazy to me or my kids."
The smugglers were having difficulty transporting the family, because fighting had broken out between the tribal groups in the city of Queta, making travel very dangerous. Nevertheless, her guides managed to get the family to Queta and then onto a train to Karachi, where she was to meet members of the Hebrew Immigrant Aid Society (HIAS) for help.
Since the mid-1980s HIAS had been stationed in Pakistan, helping Jewish refugees who escaped Iran. After three months in Pakistan and several months in Vienna, Askari immigrated with her children to the United States, where she received asylum.
She said she still considers her escape from Iran a miracle.
"It was a horrible, horrible experience. Every moment was full of fear that I just cannot describe to you, and I had young children with me, too," Askari said. "We had no clue where we were going. We sat in a van in the middle of the desert for long hours, and they could have done anything they wanted to do us — but fortunately nothing bad happened to us."
Being Iranian
Humanitarian Tragedy: Iran's Beleaguered Jewish Community
Why Iran's Anti-Semitism Matters
Iran: 'This deal is not the last step'
Local Iranian-Americans respond to nuclear deal
©2019 Iran Experience | جيمنا: تجربه ی ایرانی - Jimena


text:
UPDATE: 4 Police Officers Shot During Shooting In Southeast Houston While Serving Warrant
The officers were taken to Memorial Hermann Hospital. As of Monday night, two of them were critical but stable, according to HPD Chief Art Acevedo.
Alvaro 'Al' Ortiz
| Posted on January 28, 2019, 6:09 PM (Last Updated: January 29, 2019, 10:45 AM )
The Pecan Park house where four police officers were shot Monday while serving a search warrant.
Five police officers were wounded, four of them by gunfire, Monday afternoon and two suspects died during a shooting in Southeast Houston.
The incident occurred shortly before 5 p.m. at the 7800 block of Harding Street when a group of HPD officers was serving a search warrant, according to HPD Chief Art Acevedo.
Acevedo said that, overall, about 12 officers from the Narcotics Division and about six patrol officers from the East Side Division were participating in the operation.
Immediately upon breaching the door of the house, the officers were met with gunfire from one or two suspects who were inside.
Acevedo detailed that one of the suspects retreated to the back of the house and then re-engaged the officers. Ultimately, the two suspects died in the shooting. Speaking in Spanish, the HPD Chief said he believes the suspects were Hispanic.
Of the five officers wounded, four were struck by gunfire. The fifth officer sustained a knee injury.
Upon breaching the door of the house, the officers were met with gunfire from one or two suspects who were inside.
The injured officers were taken to Memorial Hermann Hospital and, as of Monday night, two of them were critical but stable.
Acevedo declined to provide the names of the officers, but gave their ages and rank. One of them is a 50 year-old sergeant who has been with HPD since 1991. Another is also 50 years-old and has been with the police department since 1993.
Another injured officer is a 54 year-old senior police officer who has been with HPD since 1984. Acevedo noted that officer was the case agent in the operation and has been shot in the past.
"When most people would call it a day after being shot and surviving, this man is 54 years-old, he's the case agent on this case and he was there in the front lines. So, if that doesn't tell you about their heart of the men and women we have the privilege to lead, I don't know what will," the HPD Chief underscored.
The fourth officer who was struck by gunfire is 33 years-old.
Acevedo said that, according to the investigation, black tar heroin was being sold at the house where the search warrant was to be conducted.
Houston Mayor Sylvester Turner stood by the HPD Chief as he briefed local media and underlined "this has been a tough day for our city." He also said Texas Governor Greg Abbott called him to express his support.
Abbott described the shooting as a "horrific attack" via his Twitter account.
Texas Attorney General Ken Paxton released a statement saying the shooting should "serve as a reminder of the courage with which law enforcement officials serve each day."
You can watch Chief Acevedo's media briefing here:
Mayor @SylvesterTurner and Police Chief @ArtAcevedo Media Briefing on Shooting of 5 HPD Officers https://t.co/1PkSvaDg9j
— Houston Police (@houstonpolice) January 29, 2019
Florian Martin/Houston Public Media
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The D-Type sports car. Just like its predecessor the C-Type, the D-Type Jaguar was built with the sole purpose of winning at Le Mans.
This it did in style, winning the 1955, 1956, and 1957 races. In fact, in 1957, the D-Type took the first four and sixth place, and completely routed the opposition. It was Jaguar's most successful race car.
Long before the 1953 victory at Le Mans by the C-Type, Jaguar cars had decided to develop its replacement that would keep the company ahead of the competition, which was primarily, Ferrari, Alfa Romeo, Aston Martin, and Maserati.
In 1953, the first D-Type prototype, with chassis XKC401, was put through its paces in Belgium, where it reached a top speed of 178.3 mph, which was around 30 mph faster than its predecessor.
By May 1954, six-D-Types had been built, and were regarded as the most advanced cars at that time.
There was an entry of four D-Types in the 1954 Le Mans race, but they were no match for the powerful Ferraris.
However, in 1955, following modifications to the car, it duly notched up Jaguar Cars' third Le Mans victory.
Most of the D-Types were single seaters, and built specifically for the race track.
Not only was there a 10% reduction in the overall weight of the car, but also the surface area of the front section was reduced, so improving air flow over the body.
As a result of wind tunnel testing, the D-Type produced 28% less drag than the C-Type, whilst the long nosed D-Types of 1955 were 20% more efficient.
The D-Type was at the forefront of sports car development with its use of a stressed skin monocoque central section.
This was constructed from sheets of aluminium alloy incorporating riveted fasteners, which were then welded to front and rear tubular sub-frame sections to reduce weight.
The C-Type provided the rear suspension which consisted of torsion bar springing. Later versions of the car used bolts, rather than welding, to allow for easy removal for repairs.
The early cars used a magnesium alloy body, frame, and suspension but, by 1955, the expensive alloy was replaced by aluminium and steel equivalents.
The D-Type Jaguar sports car was powered by a competition 3.4 litre XK engine, and linked to a four speed gearbox.
With a compression ratio of 9.0:1, a revised block, larger valves, and three twin choke Weber 45 DC03 carburettors, it developed 250 bhp at 6500 rpm, and 242 ft/lbs of torque.
This produced a top speed of 160 mph, and a 0-60 mph time of 5.7 secs.
In the late 1950's, the original 3.4 litre engine was increased to 3.8 litres which now developed 265 bhp, a top speed of 179 mph, and a 0-60 mph time of 4.7 secs.
It was equipped with disc brakes all round, independent suspension at the front and a solid axle at the rear, and dry sump lubrication that reduced the height of the engine.
Since the surface area of the front section had been reduced, the engine was tilted slightly so that it would fit into the engine bay. The result of this was the appearance of a bulge in the bonnet.
The 1955 D-Type sports car used larger inlet and exhaust valves together with an asymmetrical cylinder head.
A large fin was positioned behind the driver's seat in order to create aerodynamic stability from cross winds when travelling at more than 150 mph. The fin was the most recognisable feature of the car.
In 1955, the length of the works cars was increased by 7.5 inches by the addition of a longer nose which helped to increase top speed.
Also, the fin and driver's headrest were later redesigned to produce a single unit to improve aerodynamics and reduce weight.
Produced between 1954 and 1957, most of its mechanical components were sourced from the C-Type.
Jaguar cars was keen to provide factory support to private D-Type owners.
Originally, there were to be 100 production D-Types, but this was subsequently reduced to 87 in August 1955.
Although a number had been sold, by early 1957 when production would soon end, some of those remaining were converted into XKSS Jaguar sports cars, a road going version of the race car.
Later in 1957, 87 D-Types had been built, consisting of 18 works cars, 53 private customer units, and 16 XKSS variants. Of these, only ten D-Types ever secured a place at Le Mans.
Towards the end of 1957, Jaguar cars decided to produce a D-Type body made from fibreglass that would replace the existing aluminium alloy structure.
Following rigorous testing, it was found that the construction, fibreglass materials and resins were not sufficiently strong to withstand the car's power, and so the idea was dropped.
In February 1957, there was a severe fire at the Coventry factory which destroyed five D-Types, together with essential jigs and tools, plus damage to the production line.
As a result, this marked the end of production of the D-Type sports car.
On the second hand market for Jaguar cars, an original 1955 D-Type in superb condition was sold at auction in the US for $5 million in 2014. This represented the highest price ever paid for a D-Type.
The D-Type is unquestionably a true classic sports car.
A 1954-57 replica Jaguar D-Type in excellent condition would fetch in the region of £55,000/$90,000.


text:
does a train use more engery than a plane as it goes faster ?
Started by mariner , Nov 30 2012 12:26
#101 Wuzak
Wuzak
Very informative as usual Joe.The ease and efficiency with which a HSR can be built and put into service in Australia is the factor which kills it compared to air travel for Fuel Efficiency,if you count resources expended in the getting of a high speed line over,around and through that pesky Great Dividing Range which seperates ALL the large population centres on the east coast/hinterland.
By comparison,Paris via Lyon to Marseilles cuts through 770km of relatively easy country for road and rail building.Thats why Romans linked these places 2000 years ago.It runs through the middle of France which has 65 million people and 80 million tourists per year.The Sydney/Canberra/Melbourne chunk of Australia gets not all of our 7 million tourists per year,and runs through sparsely populated areas with generally expensive energy guzzling HST building Terrain to try to achieve a 320 km/h cruise speed route. That Highway in the Sky was cost free and doesn't wear out.!
As well Paris is bigger than either Sydney or Melbourne,Canberra is a squib ,and the rest of Australia is
so far removed from the East Coast and hinterland it may as well be on Mars as far as boosting HST revenue.
The first point is that there is already a rail corridor between Sydney and Melbourne and also one from Sydney to Brisbane. Some re-alignment will be necessary for HSR, and additional areas added. It also must be noted that potential routes for HSR have bene thouroughly researched over the past 30 years.
Even with the climb through the mountains the rail system will still be an order of magnitude more efficient than air travel.
The bulk of Australia's population is in the area that the proposed HSR will service.
Melbourne and, particularly, Sydney airports are very busy. This will only worsen as the population increases.
You start by paying Joe a compliment then continue as if you hadn't read a thing he said. "Our group found the thing very sound both financially and technically. . . . . All such a HST needs for tis run is political will and courage".
- The Great Dividing Range is not the problem.
- Are you sure a HST would be "energy guzzling" compared to the current air travel? Aircraft energy costs go beyond the fuel usage. Think about the high maintenance costs, component "lifing" and energy intensive high-tech materials. The Highway in the sky might not wear out but aircraft certainly do.
- The size of Paris is irrelevant. Melbourne - Sydney is one of the busiest air routes in the world, busier than Paris - Any other Airport.
- The concentration of population down the Australian East coast makes it more suited to HSR - the dots all connect along a single line. Service the interior with air transport.
Why not use high tech sail for freight? A week or two difference across the Pacific for a ship full of Chinese plastic crap shouldn't make any appreciable difference.
Wouldn't you need more ships to maintain the same capacity at lower speeds?
- Are you sure a HST would be "energy guzzling" compared to the current air travel? Aircraft energy costs go beyond the fuel usage. Think about the high maintenance costs, component "lifing" and energy intensive high-tech materials.
Not to mention the support activities in an airport - baggage handling, fuel handling, etc.
The F-22 Raptor requires 10+ hours of maintenance for every flight hour. Obviously that would be uneconomic for a civilian airliner, but does anybody know the equivalent numbers for a 737 or an A320 (which are the competitors to a HST in Australia)?
Recently, while transferring between the domestic an international terminals at Sydney airport, I saw two A380s - one in a maintenance hangar and another sitting on the tarmac, but not near the terminals.
#105 Catalina Park
Catalina Park
Between Sydney and Melbourne is a great potential wind power area, so in theory these high speed trains could be powered by the wind.
Anyone that thinks the high speed trains can use the existing rail corridor should really look at the map to see how often a southbound train has to travel north. Harden is as far north as Moss Vale. Look at the line between Goulburn and Yass and see the amount of bends to get over the ranges. Then there are silly things like the spiral at Bethungra.
A new rail corridor incorporating a goods line would improve efficiency immensely.
#106 Joe Bosworth
To keep this discussion on track let me put comments such as, "generally expensive energy guzzling HST" into perspective.
Please go back to my post no. 16 where I broadly summed up a whole bunch of studies by noting that they all concluded that broadly any mode of rail transport is 2 to 3 times more energy efficient than any aircraft mode.
Let me now put some real numbers to you. The A380 is about the most fuel efficient aircraft now in the air. The TGV is at the cutting edge of energy efficiency for rail transport. The A380 has several passenger configurations ranging from three classes of about 525 seats to all cattle class at about 850. The single set of duplex TGV seats just over 500. In crowded times they put two sets together so seating just over 1000. They both travel with utilisations of about 70 to 95% full so both carry about the same number of passngers.
Aircraft have their greatest fuel burn in takeoff through reaching cruising altitude so broadly speaking the longer the flight the more fuel efficient they are.
The A380 carries a max fuel load of 320,000 liters with a max range of 15400 km. A fuel burn of about 18 l/km giving a safety margin of a little over 10% for heaf winds etc. This nets out at about 610 megajoules per km travelled.
By comparison, the TGV in the Paris-Lyon activity uses about 65 mJ per km of electrical energy. But this is not a fair comparison to the A380 as there are losses in generating and distributing electricity. Depending on the fuel efficiency of the generator a conversion factor of fuel to electricity might be as low as 40%. Thus the fuel consumption of the TGV might be about 160 mJ/km. (The generator might also be a lot more efficient.)
The red herring of the energy use of rail in traveling hills has been raised. For sure, potential energy is used in climbing mountains/hills but if the train arrives back at nearly the same elevation as it starts its journey the regenerative capability of good design provides in about half this climbing energy being put back into the system, thus saving this fuel from being burned at the generator.
I trust that this helps to keep things in context. You can juggle factors until the cows come home but the answers still come up in about the same range of answers.
#107 johnny yuma
johnny yuma
Once the HST is up and operating it is undoubtedly efficient.But you surely must factor in the energy used getting the line built.The study released in August this year contains in it's summary "the cost of 101 billion for a Brisbane /Sydney/Canberra /Melbourne system will NEVER recover it's costs in fare revenue".In other words it's taxpayer subsidised.Given our existing tracks are not properly maintained to allow even our humble XPTs to use their 160 kmh speed capability it seems track maintenance for a HST will also have to be taxpayer subsidised,or there will be either dead bodies all along the route or a HST that can't go all that fast.
Given that trendy car owners driving around in foreign made cars object to the Government giving Australian car manufacturers regular drip feeds,you would have to wonder how the HST would really be received politically if the average voter ever became aware of it's real,and ongoing,costs.No wonder the Federal Govts are shy of rushing in !
#108 Robin Fairservice
Robin Fairservice
How much energy is required to produce the fuel for an A380? To deliver it to the plane? To deliver food and drink and water, and to remove the dirty water? How much energy to build and run the airport. How much for all of the flight crew, ticket agents, luggage handlers, security staff, car park operators? One could make similar estimates for a train for comparison. How do the French manage to operate their HST's for a profit? Or do they?
IF they make a profit,it would be a lot to do with the number of train sets they fill.The Paris-Lyon one I looked at
yesterday runs 50 !!! trains per day between 6am and 9pm.Our recent Australian study looks at only 8 sets of carriages ,so projected numbers are as small as you might suspect.Too much infrastructure,too few passengers....Fail!! The number of residents plus tourists in S.E.Australia nowhere near matches the European or Asian numbers.Even the USA, in a 2009 study ,only looked at Baltimore/NewYork/Boston and San Diego/L.A./San Francisco as possibles,and found more doubt than decisions.The entire interior of USA was considered not populous enough to consider fastest HST class AT ALL !
Edited by johnny yuma, 19 December 2012 - 01:23.
The interior of the US is too widely spaced. And if there isn't the people movement then there is no need for the services.
The California HST proposal is SF-LA-SD but also with the possibility of a line to Las Vegas (about 40 minutes by plane, 4 -5 hours by car), and maybe further north too.
On the east coast I have seen proposals that include Chicago, Boston, NYC, Washington DC and all the way down to Florida. The north east, in particular, is very densely populated, with a lot of movement between cities by air, car, bus and train. The area is already serviced by a train capable of 200km/h, but for whatever reason averages only 100km/h. I guess the only doubt they have is who is to fund the upgrades.
As for Australia - 8 sets ~ 4000 passenger capacity ~ 25 Airbus A320/Boeing 737 flights. Currently there are about 600 such flights per week between Sydney and Melbourne. The estimated journey time between Sydney and Melbourne is approximately 3 hours, Say 5 trips per day, ~20,000 passengers per day ~ 125 Airbus A320/Boeing 737 flights per day.
Wuzak-
There are no US passenger rail routes that currently operate at a profit or break even. In fact, I believe there are also no light rail, subways or bus systems that operate at a profit. They all require taxpayer subsidies. However, there are some freight rail companies that operate profitably. And the majority of US domestic commercial airlines make a profit. But the only transportation system in the US that continually produces the greatest net revenues for the general welfare is the public road system. The US public road system generates huge amounts of cash each year for state and federal governments. A US HSR system would not. So why waste money on such a boondoggle?
I dont think the TGV network in France acheives 90% load factor. According to the academic reference below its 71% with the German ICE system acheiving 50%. The UK number is about 40% or so. As the article points out the TGV makes an 11% profit but the ICE is not profitable.
Two other important points are made in the papaer.
1) The TGV is a fully "closed" system -you have to pre book every seat like an airline. You cannot just turn up at a station and ride a TGV. The ICE trains ( and UK HST 's) are "open access" walk up systems even if the instant ride price is very high. The more "closed" the sytem the more you can deploy yield mgt. pricing.
The differnce betwen the TGV profit and ICE /HST losses is most likely load factor so for high speed rail not to cost non travelling taxpayers a lot of subsidy you need 70%+ load factor - i.e just like an airline.
The very long distances in France on TGV's ( by Euopean standards ) also helps revenue and CO2 levels per pasenger.
Bottom line the more the HS train acts like a plane the less subsidy and the lower its CO2/pas/km.
2) The report also touches on a vital point related to the original question of rail speed/CO2 vs plane. The faster the rail line runs ( beyond a certain point) the fewer trains per hour on the track. This is basic safety. As speed goes up braking distances increase and the default position on rail safety is the train ahead stopped suddenly.
18 trains per hr at 200kph becomes only 11 trains at 300 kph. So TOTAL route capacity falls as speeds increase. There is practical and commercial limit to incresing train size ( as with planes ) so as you seek more speed with HS rail you start to drive up the infrastructure cost per pass./km in two ways - more contsruction costs AND less passengers per amrtisation hour.
So speed on rails has a high price.
http://www.transecon...nomist_34-1.pdf
So why waste money on such a boondoggle?
Political power.
A few years back a motor magazine did a cost comparison between catching a discount domestic flight Sydney/Melbourne and driving a Honda Jazz economically, but without being a mobile chicane.The petrol
used by the Honda cost less than the plane ticket,but in some attempt at fairness they added the cost
of the driver's lunch to that because he was still en route after the plane landed,so the plane "won".
Of course , if the Honda had a passenger,or 2 or 3,it would have been No Contest,car wins easy.
As bigleagueslider says,government subsidises highways to benefit road transport as a common good,
might as well use them to get around if you own a car.I can just hear future agonised bleats of "how many hospitals and schools could be built for what that HST cost..and WE never use it" (that's a problem too !!!)
Have a look at the engineering required to make HSR comfortable for passengers (and keep the train on the tracks) at 320km/h. If you did try to upgrade our existing rail corridors where they run through most of the Great Dividing Ranges,it would be such radical earthworks and associateds you would be better starting from scratch.Very gentle curves only can exist,or you'll need to do neck exercises like a Formula 1 driver to keep your spine in line.And crests and dips can only be very gradually achieved or feelings of nausea and vertigo are experienced.The problem with the Great Dividing Range is not climbing hills and using power ,it's the huge amount of track construction, diesel and concrete guzzling,huge cuts and fills with their environmental impact,the cost in real estate,and strict maintenance regimes forever.
These trains are too fast to be able to be self powering,so the grid must be drawn on and all that constructed and maintained.Wind power would not provide constant reliable power of the scale needed,HSR is not any kind of solution if saving the planet from CO2 floats your boat.
And what was the difference in the time it took to travel the journey?
Highways cost as much as railways to construct and maintain.
A future HST will take a lot of its customers from flights.
The same argument of "how many hospitals and schools could be built for what that HST cost..and WE never use it" could be levied at the airports that will have to be built to allow for future travel needs. As we have seen with the second Sydney airport the attitude is "not in my backyard".
Most of the rail corridor is not in the Great Dividing Range. So most of the corridor will not need radical works. The route has been studied and planned for 30 years, so I see no particularly difficult issues.
Roads need more real estate, and are just as subject to the needs of maintenance.
Australia could go to 100% renewable electricity generation using existing technologies within 10 years if the desire and will was there.
There are no US passenger rail routes that currently operate at a profit or break even.
That's debatable. Amtrak's Northeastern Corridor may or may not be profitable, depending on what math you use, but it's certainly capable of running at a profit if subsidies were suddenly pulled.
In any case, I think such discussions are a red herring. Infrastructure by its very nature offers so many positive externalities that it is in fact desirable from economic standpoint to subsidize it. Take Northeastern Corridor out, and the already dysfunctional (and in many places taxpayer subsidized) I-95 is going to become a total cluster****. There would be a huge economic cost to that.
I was reading earlier that Amtrak has to pay for the pensions for its ex-employees as well as other ex-rail workers that never worked for Amtrak. On the other hand the airlines have been excused from paying their ex-employee benefits, that burden instead falling to the US government.
Mind you, the original source was Wiki.
I can just hear future agonised bleats of "how many hospitals and schools could be built for what that HST cost..and WE never use it" (that's a problem too !!!)
Why are you so certain that a HST system wouldn't be used on the proposed route?
A large proportion of the travellers between Melbourne and Sydney are business travellers. On day trips. The train would pick them up in the CBD and drop them off in the CBD - which is certainly not the case for trips to Melbourne airport.
Time wise the HST will be very competitive with air transport. The proposed HST route has a terminal near Melbourne airport, so those people living on that side of the city will not be disadvantaged, time wise, to catch the train. Train seating will not be like the cattle cars of the skies.
And while the headline grabbing prices for airlines are cheap, that is for a month or two in advance, and for limited numbers of seats. Flying at short notice will cost you quite a bit more.
Funding for the HST system would not come from the hospitals or school funding, any more than funding for road works does. In fact, I suspect that the bulk of the monies will come from road funding for New South Wales, Queensland and Victoria, both state and federal funds.
Well in order how would those business dudes get to the CBD,do they live there? There goes an hour,plus.Who says the HST is gonna be at the CBD .If it is going to be at the CBD of Melbourne and Sydney,factor in a few more gazillions of infrastructure.This is the difference between planning and dreaming.Practical people are sidelined at postmodern bigpicture planning as they are seen as negative and/or boring.The show ponies want to emerge with a message of peace,love incense and bells for the media....and nothing is allowed to stop that...even reality or common sense.
Part 2 ...funding !!! sheesh wuzie boy you're economics are as bad as your engineering.There's no Magic Pudding,and errr since GST State funding IS Federal funding,which is now at 10%,but because so many people have cottoned onto participating in the black economy ,Federal revenues are falling,and we'll be lucky if it isn't raised soon,so any dreamtime HST will get wakeup call.The long-promised divided carriageway for cars and B-Doubles from Sydney to Brisbane is way behind schedule,you are not going to fund a HST for cashed up business pretenders and the occasional tourist with money out of Highway funding for godsakes.
Well in order how would those business dudes get to the CBD,do they live there? There goes an hour,plus.Who says the HST is gonna be at the CBD .
A lot of "business dudes" do live in the city.
Tell me, does that hour magically disappear if they have to get to the plane?
If they are on the south side of Melbourne that means extra travelling to get to the airport. But for those in the north of Melbourne the proposal is that there will be a train station near the airport, so it won't cost them any extra time getting to the train compared to getting to the airport.
If it is going to be at the CBD of Melbourne and Sydney,factor in a few more gazillions of infrastructure.This is the difference between planning and dreaming.
The train stations are already there - in Brisbane, Sydney and Melbourne, and they are already serviced by interstate trains. There is no major infrastructure there. HSTs like the TGV use standard gauge rail, so they will operate on the existing lines in and out of the city.
The estimates that have been put forward do include capital works for the stations in other areas where there may not be the facilities now.
Practical people are sidelined at postmodern bigpicture planning as they are seen as negative and/or boring.The show ponies want to emerge with a message of peace,love incense and bells for the media....and nothing is allowed to stop that...even reality or common sense.
Being "negative and boring" is not the same as being practical.
HST systems have shown to be practical by numerous studies. As Joe said the only reason we don't have it is we haven't had the political will.
Common sense tells us that Sydney airport is already running at near capacity. It has no space for upgrades, and has serious operating restrictions. That means a new airport is required. The NSW government has been trying for that one for years. The cost of a new airport would be approximately 1/5-1/4 of the proposed HSR network.
Part 2 ...funding !!! sheesh wuzie boy you're economics are as bad as your engineering.
I have not done any engineering here. Others have already done the preliminary work - several times.
There's no Magic Pudding,and errr since GST State funding IS Federal funding,which is now at 10%
The state governments do receive GST from the federal government, but they are not required to spend it in any certain way. They have their health budgets, education budgets and infrastructure budgets - which includes road and rail.
The Federal government also assists the state governments for projects such as road building by providing funds other than the GST for that specific purpose.
but because so many people have cottoned onto participating in the black economy ,Federal revenues are falling,
I can't say as to whether the "black economy" is any bigger or smaller than it used to be. But, ironically, that is one of the reasons used to justify the GST.
The federal budget is more susceptible to swings in the economy than any upturn in the "black economy". The down turn in the mining sector is a case in point.
so any dreamtime HST will get wakeup call.
Who knows, the HST may be part of a future stimulus package. FWIW, the 2008/9 stimulus was AU$40bn, or about 40% of the proposed HST works.
The long-promised divided carriageway for cars and B-Doubles from Sydney to Brisbane is way behind schedule,you are not going to fund a HST for cashed up business pretenders and the occasional tourist with money out of Highway funding for godsakes.
Lets recall that the Sydney-Melbourne-Brisbane air system already deals with approximately 10m passengers per year just on those routes. A HST network must be part of Australia's future transport needs on the east coast. If you get the HST operating you will probably reduce the demand on the interstate freeways. Running passengers on the HST will free up the rest of the rail network and, possibly, allow the freight system to operate more efficiently and cost effectively. If that is the case then more freight can be taken by rail and there won't be as many big trucks on the roads, meaning less need for road upgrades.
btw, I just looked up the Countrylink website. A trip from Sydney Central station to Southern Cross Station Melbourne costs about $150 for First Class. The only downside is that it takes half a day for the trip.
Johnny Y
I will only dip in here and now to point out that the HST Study that I had a role in was in the 19 nineties and we spent $10 million of 90's dollars over nearly three years ti find out that the Sydney-Canberra-Melbourne was a money maker for private enterprise.
It required no Govenrment money other than to make right of way availble on long term lease. The big time companides unerwriting the study poured that money into it because it did look good!!
As for governments and GST, If you look at GST takings in Oz since GST inception, they have risen at a compounded rate of 7% annually. If the Government can't budget successfully with that kind of growth there is something wrong with it, not us. We haven't seen annual revenue growths os 7% and yet we are expected to still pay our bills and taxes without increasing our debts!!!
Looking back at the question posed in the OP, there is an interesting comparison that has not been considered. Lets compare the cost/benefit of building out a HSR system versus building out a network of regional heliports designed for large tiltrotor aircraft.
The tiltrotor heliports would not create the noise problems of a conventional airport since the tiltrotors would take-off and land vertically. A US tiltrotor system could also take advantage of hundreds of existing regional airports that are currently being underutilized. The infrastructure costs for a national tiltrotor system would be only a fraction of what HSR would cost. In the US, NASA and the FAA have already done much of the development work on an advanced air traffic control system that can easily handle the additional flights. A system of civil tiltrotor heliports would be far more flexible and economic than HSR in terms of adding/changing routes or adding/reducing the number of flights based on demand.
As for the civil tiltrotor aircraft, if there is demand for them the big OEMs like Boeing, Airbus, Sikorsky, Eurocopter, etc. could have them certified and in production within 5-6 years, and would likely use private funding to do so. Most of the necessary technologies such as engines, structures, avionics, flight controls, etc already exist.
I'd rather travel at 550km/h by tiltrotor aircraft than at 300km/h using HSR. Here's a link to an interesting study done by NASA for civil tiltrotor aircraft.
http://hdl.handle.net/2060/20120015068
Why not a Rotodyne? Surely that would be safer?
But helicopters are less efficient and carry less payload than fixed wing aircraft. The only advantage there is that you would have heliports in the city.
Compared to trains you will need a lot of tilt-rotors. Some TGV train sets have 500+ seats. That is equivalent to 3 or 4 737s/A320s. You'd probably need 3 times that in tilt-rotors.
[quote name='Wuzak' date='Dec 20 2012, 20:12' post='6078855']
Compared to trains you will need a lot of tilt-rotors. Some TGV train sets have 500+ seats. That is equivalent to 3 or 4 737s/A320s. You'd probably need 3 times that in tilt-rotors./quote]
Don't know if the Rotodyne would necessarily be safer than a modern tiltrotor aircraft. Plus the tip jet rotor system of the Rotodyne would never come close to meeting current noise standards for airports, and it would be much slower than a modern tiltrotor.
Regarding the total number of tiltrotor aircraft needed for a national transport system, I agree that it would be several times the number of new trains needed for HSR. But the total cost for the system would still be far less.
And the operating costs would be more than for HSR, seating would be limited and ticket prices high.
How safe are helicopters? There is something unsettling about aircraft that requires constant power to stay in control, and is relatively difficult to control. I don't know if it's just an uninformed misgiving, or if statistics bear me out.
That's because the wing is powered. You can 'glide' in a helicopter to an extent but you're also not doing 500mph at 30,000 feet when you start.
I don't know about the safety stats but my rule of thumb, not really frequenting helicopters or small planes, is avoid anything with a single engine.
The problem with tilt-rotors is that they can't auto-rotate. They can glide like a conventional aircraft, however.
The other issue is the use of multiple engines, as on the V-22 Osprey. If one goes out there would be a severe assymetric thrust situation. To cope with this the Osprey has a power transfer system which should allow the engine from one side to power the other, but only for limited periods, and only at half power.
Just read through the document slider linked. Well, skimmed it more likely.
The overall conclusion seems to be that the tilt-rotor concept may be of benefit in short-medium routes (30 miles - 500 miles) when compared to fixed wing aircraft. The benefit is in the take-off and landing modes, which don't require queuing up for access to the runways at busy airports. Most of the discussion refers to operations from current airports, rather than from city centre heli-ports or such.
The performance of a proposed tilt-wing passenger aircraft is not currently available, so route performance is largely a guess. It is suggested that the reduction in delays for departure and landing when compared to fixed wing operations will save time when compared to fixed wing aircraft below the 500 miles, but beyond 500 miles the superior cruise performance of fixed wing aircraft will make the latter the preferred option.
The report does not compare tilt-rotor aircraft with other forms of transport - such as HSR.
One of the options presented is Boston to Newark. A quick check on Orbitz shows a flight time of approximately 90 minutes on a 737. Amtrak shows 4h 42 minutes for a direct train (for $55), or 4h 24m via New York Penn Station (changing trains at NYP, also $55 total). So flight time kills train travel for that journey with the current trains. But with a HST the Boston-NYP trip should be about 90 minutes, and the current 20-25 minutes from NYP to Newark should remain the same. So a HST would be extremely competitive, time wise, for the journey.
What we need is an autogyro. I'm sure that most of the worlds problems could be solved with an autogyro.
A civil tiltrotor does not need to auto-rotate. All tiltrotor aircraft have multiple engines with a rotor interconnect drive system, and can operate in wing borne flight as long as they have fuel, just like any other multi-engine fixed wing aircraft. When it comes time to land under OEI conditions, they can rotate the nacelles to about 45 deg and perform a STOL type landing on the nearest runway, just like any other fixed wing aircraft.
It would be incorrect to compare the flight safety of a civil tiltrotor to conventional helicopters, since they would operated quite differently. One significant factor in helicopter accident rates is due to the fact that they operate in close proximity to ground terrain. A more valid comparison would be that of civil turboprop aircraft accident rates. The latest data I could find for the US passenger deaths per 100 million miles was for 2008. Passenger rail was 0.130 deaths/100M miles, and all commercial aircraft was 0.008deaths/100M miles.
I would still argue that when the total unsubsidized costs for infrastructure and operations are taken into account, a civil tiltrotor system would be more economical than HSR for most routes. The only exception might be locales with large populations confined to limited geographic area.
A tilt rotor has to operate, at least in part, as a helicopter for the benefits to be worthwhile.
Economically viable? Perhaps, in the short term. Fuel prices will inevitably rise, so what does that do to the viability of the service?
The report seems to advocate the replacement of low volume (where aircraft with approximately 100 seats are used) and short-medium length routes. The gain is in the reduction of congestion and delay periods. But in the near term the only foreseeable tilt-rotor aircraft will have capacities no more than 20-30. So utilising these aircraft will require 3-5 as many flights to replace the ones currently in operation.
HSR will also reduce congestion at airports. By taking passengers off short-medium length routes.
In the longer term there may be 100-120 seat tilt-rotor aircraft, but the volume of traffic will also be greater, and thus will still require more aircraft. Which will increase congestion and delays.
I would still argue that when the total unsubsidized costs for infrastructure and operations are taken into account, a civil tiltrotor system would be more economical than HSR for most routes.
I would ask, do the airlines pay for the FAA? NTSB? TSA? How many of the US airlines have been bailed out?
For the low prices in the US market the US airlines do not rate very highly in customer satisfaction. And the airlines are marginally profitable, at best.
Infrastructure is a major cost for HSR, but it also has a long life. Infrastructure development also stimulates the economy. The government will get a portion of their investment back immediately with taxes on salaries, and company tax. They will get some more indirectly through wages and company income from suppliers and manufacturers for the project (providing they are in the US, and I can't see why they wouldn't be).
But I understand your thoughts. You do not want the government spending money on infrastructure. So, no more roads for you!
The only exception might be locales with large populations confined to limited geographic area.
You mean like the North East of the US?
France seems to do OK with the TGV, despite it not being a "limited geographic area".
First year major airline pilot pay as of Aug. 2011. Source: AirlinePilotCentral.com, an industry career site.
The government is unlikely to get money back from any involved corporation. You may recall that, as one example, GE paid no taxes on a profit of 14 billion last year. None. In addition, WTO rules require that countries allow foreign bids on government projects so there is very little guarantee that there's any revenue aside from income tax collected from workers. Government broke, corporations rich.
Exactly. They can run the shuttle routes to the giant floating seaplane bases.
Also, dirigibles. Enormous dirigibles.
More beer, and bigger women, too!
Just because foreign suppliers are allowed to bid it doesn't mean they will win anything.
The real answer is ekranoplans.
All those engines up front are for getting it out of the water. The ones on the tail are the cruise engines.
If takeoff and land on some sort of a runway there won't be a need for all those engines.
Ekranoplans cruise more efficiently than conventional aircraft.
Edited by Wuzak, 23 December 2012 - 23:05.
Here's one with a turboprop
At last were are getting somewhere.
But should the propeller push or pull?
Depends if you want to go forwards or backwards.
#146 Charles E Taylor
Charles E Taylor
Traction Avant?
For Aircraft it is better to Push, The Wright Brothers knew that!
I offer the sad tale of the V-Max Probe, a lesson in many things!
The V-Max Probe
How embarrassing that it was declassified.
Now there's a blast from the past!
It depends, on what is forward of the prop.
The Northrop XP-56 "Black Bullet" was a pusher design, and despite having a 2000hp R-2800 never managed to reach the NACA estimated speed of 340mph, let alone the manufacturer's "guaranteed" 467mph maximum.
One explanation is the shape of the short stubby fuselage, and how quickly it tapers to the rear, due to the R-2800 engine, causing turbulence before the prop. Plus the exhaust is ejected into the airstream just in front of the prop, as does the cooling air. Also the trailing edge of the wing meets the fuselage just in front of the prop too.
In contrast, the push-pull Dornier Do 335 was noted to run faster on the rear engine than the front engine when in single engine mode.
Having said all that, I realise that's what your link says all along!


text:
I grew up in a normal Catholic family in south county Dublin, went to Mass on Sundays and holy days, prayed at night before going to bed. But it was a selfish prayer, what's in it for me. I used to to pray if I needed something, like doing well in exams in school and university. I reached a crisis point while going to University in Dublin. I tried the drink and night life culture but I realised I found no fulfilment in this. I thought there must be more to more to life than this. I cried out to the Lord and the Lord heard my cry.
I started reading a New Testament which had been given to me in primary school by the school principal. I especially liked reading the Gospels and St Paul's letters. The Word of God spoke to my heart in lines such as "Do you not realise that you a temple of the Holy Spirit?" I started getting a lot out of attending the vigil Mass on Saturday evening, the first Sunday Mass rather than the last one.
In the year 2000 I was vaguely aware of World Youth Day taking place in Rome, and this piqued my interest. In late 2000 and early 2001 I was ripe for an invite to attend a Youth 2000 retreat. On Ash Wednesday that year I resolved to go to early morning Mass for the start of Lent - the Lord blessed my small effort in a way which I couldn't imagine at the time.
My best fried who I knew had a strong faith and was different to my other friends invited me to a Youth 2000 retreat in March 2001 which was taking place in Dublin. At that retreat, I met Jesus in the Blessed Sacrament, with other young people gathered around Jesus praying the Rosary. This was something I had never seen before. Other young people had a joy that I wanted in my life. The Lord changed my life, and I thank the Lord for coming into my life in a special way.
From that day I grew in my spiritual life as I got to know Jesus Christ in a real and personal way. I grew in trying to serve Jesus and follow his calling in my life. One of the first things I did at that time was to help with a soup run in Dublin city centre. I learned that it is in giving that we receive, as the Lord is never out-done in generosity. It was a time of honeymoon in the spiritual life, which eventually came to an end.
I realise though that even in the hard moments that Jesus has always been there for me. I have seen the Lord bless me and act in my own life and in the lives of others. The Lord has given me a great group of friends and brothers and sisters in the Lord. The Lord has given me the privilege and joy of trying to serve Him and His Church through Youth 2000, the Irish School of Evangelisation, in my parish, and other initiatives and ministries. He has also given me the privilege of trying to share with others what I have myself have experiences. I have had the joy of having a personal relationship with Jesus, and being nourished by the Sacraments and the Word of God, and experiencing the Holy Spirit in my life. I can certainly say with Mary that "the Almighty has done great things for me, and holy is His name."
Former Atheist encounters Jesus
A Reason to Live
Joe Alain


text:
Doru Claudiu Buican (born 17 June 1982 in Romania) is a Romanian football defender who plays for the Romanian Liga I team CSU Voinţa Sibiu.

Career
In July 2006, he was transferred to UTA Arad, in the Romanian first division. However, he never appeared in the Arad line-up until the next season, when UTA was relegated. He played for the Arad outfit for the first half of the season 2008–09 in Liga II, but in February 2009 he became free agent because UTA did not paid his wages and subsequently signed with the Liga I club Gaz Metan Mediaş. In August 2009, he was loaned back to his old club UTA Arad for the 2009–2010 season.

References

External links

Romanian footballers
1982 births
Living people
CSU Voința Sibiu players
Association football defenders
Sportspeople from Sibiu

redpajama_set_name: RedPajamaWikipedia


I WANT ONE! – Nerdwatch!
Nerdwatch! » cool things! » I WANT ONE!
This looks like one of the coolest things to come along, to convince you you're living in the 21st Century! A battery-powered turntable, that lets you hook up to a USB port to rip your favorite vinyl-only songs into your computer, and it has a headphone jack and speakers to listen wherever you are! If I can get one, I'll be using it to rip all the albums and 45's I have, that have never been on CD!
One Response to I WANT ONE!


The softball team hits the road this weekend for its final Ivy League series, a four game set with the Princeton Tigers that could decide who takes the conference's South Division Title.
The Red (20-21, 11-5 Ivy League) comes into this series tied for the top of the division with rival Penn (28-15, 11-5). The Quakers also have an extremely important series this weekend against Columbia.
Between the Red and the Quakers, the team that wins the most games this weekend will come away with the South Division Title and will battle Harvard in the Ivy League Championship series. However, if the two teams are still tied after this weekend, they will play a one-game playoff to decide who will represent the division in the conference championship.
The scenario of Cornell and Penn going down to the wire to decide who will play in the Ivy League Championship is not an unfamiliar one. Last season, the two teams went down to the final game of the season, with the Red coming out on top in a 1-0 nailbiter, securing its third straight South Division Title.
After getting off to a slow start, the Red offense has come alive as of late, now batting .312 with 23 homeruns on the season. Senior infielder Morgan Cawley leads the squad at .321 with 12 RBIs and sophomore infielder Jenny Edwards has provided some much-needed power with 8 homeruns and 24 RBIs. The pitching staff has provided a solid backbone for the team all season. Seniors Lauren Marx and sophomore Alyson Onyon have a combined record of 15-6 on the season. Onyon also leads the team with 94 strikeouts.
The squad is looking for its fourth straight South Division Title, while the Tigers are looking to stay in the race with a sweep of the Red. Princeton is led by Kelsey VandeBergh, who is hitting .333 and Alex Peyton who sports a team-best 3.31 ERA.
The Red will round off regular season play with a doubleheader against Binghamton the Wednesday after the all-important series with Princeton.


The multimillion-pound investment in landscaping to create a green space in Aberdeenshire is starting to mirror the artist's impressions first revealed some years ago in the masterplan for the new £800million town to the rest of the city.
With residents now living in the first of the completed homes and the recent announcement that the UK's fastest broadband will be available to all, Countesswells is starting to take shape.
A busy season of tree planting and landscaping, towards the end of last year, is bearing fruit with the wildflower meadow starting to blossom and the waterways and ponds, which run through the new community, starting to fill and attract wildlife. Landscaping work will continue through until autumn when the final phase of tree planting and the planting of the orchard will be completed.
A beach-themed feature is also being created by expanding and channelling the natural watercourse through the area and installing water reeds, rushes and stepping stones.
The 'beach' reuses many of the pebbles and rocks found during the building of the development and repurposes them to complement the landscape and provide natural "stairways" for residents.
"The aim of Countesswells is to enhance the already stunning natural environment with well designed and planned green spaces and features that deliver a truly unique place to live, work and relax," said Allan McGregor, Countesswells project director.
"Ensuring the development is as biodiverse as possible will promote wellbeing for those living in the community and connect the settlement with the surrounding landscape.
"As the community and plant life literally starts to flourish, it's great to see our original vision coming to life.
"The project is one of the largest in the country but it's unique in that the level of consideration for landscaping and supporting natural wildlife has taken precedence over the construction of the homes."
Once construction is complete, Countesswells will feature four large parks, the largest of which will be the 11-hectare Cults Burn Park. These parks will not only benefit the residents but attract new and diverse wildlife.
As residents continue to flock to Countesswells to make their new homes, 32 different bird species and numerous small mammals such as hedgehogs will be doing the same.
The landscaping of the development will provide safe havens and natural trails for local wildlife; all situated comfortably and responsibly alongside paths, cycleways and riding routes for residents.
The project will connect the woodland areas of Hazlehead and Countesswells together to create a sweeping vista that sticks true to the original masterplan for the site.


The objective of this post is to introduce the Secchiari brand to the US equestrian/horserider market. Secchiari is an Italian bootmaker with a full selection of ready-to-wear and custom boots for dressage, show jumping and polo.
With so many options for riding boots, one would think "Who needs another brand?". That is mostly inline with our thoughts as well, until earlier this year. Our customers were tired of the same choices for boots. They want more options, particularly for off-the-shelf ready-to-wear boots.
Comfortable and broken-in from Day 1.
Styles that are modern and conservative at the same time.
The comfort part is important. Everyone knows the pain of breaking in new boots. We have all endured the blisters, the pain and bruises all in an effort to break-in new boots. The situation is even worse with certain brands whose boots are ultra-stiff and it takes 2 to 3 weeks for daily use. While this is particularly painful for tall boots, the same applies to paddock (short) boots. Some of us manage the pain the old fashioned way by just getting used to it. Others employ home made tricks such as stuffing Kleenex tissues or wearing 2 pairs of socks. While each method may have its merits, there is no denying that new boots cause some pain.
What makes Secchiari Boots more comfortable?
Where some brands create their boots from a super soft and thin "wallet" leather, there are other brands that produce the stiffest leather boots. The former is easy to wear on day 1 with no break-in required. The downside is that these boots drop very drastically and wear out much quicker. The lifespan on these boots is much shorter than average.
In contrast, the stiffness of the latter category of boots makes them extremely uncomfortable for new use. Riders have to endure hours and hours of excruciatingly pain in order to break them in. Eventually (2 to 3 weeks by some accounts), the boots do break in and the leather becomes supple and conforms.
Secchiari Boots are made from soft and supple leather. Flexible yet stands on its own, unlike another well renowned and popular brand of boots. The Secchiari philosophy strikes just the right balance between leather stiffness and comfort. The leather thickness is halfway between the "wallet" leather and the "super stiff" leather. Secchiari boots can be ridden in the first day with minor discomfort.
Secchiari also brings another advantage to the table: modern and conservative styling. The Secchiari portfolio of boots presents a boot for everyone. Whether you ride dressage, or show jumping or hunters, Secchiari has a boot for you. When you want to compete, there are lots of options for show boots.
The Secchiari Paddock Boots Hera and the Olanda Mini Chaps are a system that allows you the look of tall boots without the discomfort. It is hard to tell these apart from tall boots. This concept was first popularized by the Freejump Liberty Boots and Chaps system. Tucci has its own offering of short-boots and mini chaps boot system. What sets the Secchiari apart from the other such models are the clean lines and superior fit. The Secchiari fit is second to none. Add to that the Hera Short Boots feature elastic panels on both sides along with a side zipper to fasten. The Tucci Harl Paddock boots do not feature a zipper. The Freejump boots are more modern, not appealing to the rider who desires a classic look.
How does the size run on Secchiari boots?
While Secchiari does not yet offer fully custom boots, they do offer a good variety of personalizations. The Colombian Luxury Top Tall Boots are one example.
We welcome your comments and feedback. Secchiari is a relatively new name in the United States. If you have questions, please leave us a comment below.
Previous post: Spur to a new level with Flex On Interchangeable Spurs "No Spur Straps Needed"!
Next post: Why buying Custom Tucci Dressage Boots is a great idea!
Hi! Is there any difference in height in the men's boots vs the women's? Thanks!
Yes there is a Difference in height between Mens and Womens Boot.
The boots are unisex. They are available in different heights. If you have other specific questions, please feel free to email us at sales@tacknrider.com.
Please note that we also offer fully custom boots from Secchiari as well.


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Note: Mary Aiken St John was left a widow with a babe in arms and No doubt distraught and not coping well after such loss. An Aaron Comstock was given guardianship of their son Harvey and the other children. Nehemiah's grandfather was Daniel Comstock St John, his G/grandmother was Elizabeth Comstock St John and his GG/grandfather was Christopher Comstock, so this explains the Comstock relative stepping in to help out when Nehemiah died.


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Code Your Own Flappy Bird
MarlaDesat
1 POSTED: 27 Feb 2014 07:55
Code.org released a tutorial that lets you make your own Flappy Bird game in just 20 minutes.
Flappy Bird just keeps on flying. Code.org, a Seattle-based non-profit that works to expand participation in computer science education, has released a tutorial that lets you make your own Flappy Bird game. The drag-and-drop tutorial guides you through puzzles to create a custom version of the game, while teaching basic coding concepts at the same time. The tutorial takes about 20 minutes to complete.
Speaking to GeekWire, Code.org co-founder Hadi Partovi says, "We already know that the chance to 'make an app' is something people aspire to, but they think it's out of reach. We want to give kids something that lets them express a degree of creativeness." Code.org's Hour of Code lessons already help teach computer science in short lessons, but none produce a game that can be shared with friends. The tutorial lets you customize your game, letting you change the sounds that happen when hitting the ground or managing to make it through another frustrating pipe. You can even change the bird into a shark, Santa Claus, or Superman. "There are endless possibilities and kids can try them and realize the creativity involved in computer science within just 20 minutes," says Partovi. The tutorial is recommended for ages 6 and up.
The Make Your Own Flappy Bird tutorial was released on February 26 to mark Code.og's one year anniversary. Code.org has used Angry Birds, Frogger, and Plants vs. Zombies to illustrate previous coding lessons. Since it was founded, Code.org has helped over 27 million people in 170 countries write over a billion lines of code. The organization also works to have school districts and legislators recognize the importance of teaching computer science at all grade levels.
Source: GeekWire
While I really like getting kids interested in CS, this is an incredibly liberal use of the word "code" because it's just dragging puzzle blocks to events that trigger. They aren't actually writing a line of code. You're basically wiring up a pre-built program with pre-made assets.
As someone who started dicking around in QBasic when they were 12, I think we should be teaching kids more... well, programming.
Adam Jensen
As far as learning programming goes, Code.org is pretty much useless.
Clowndoe
Weaver:
Exactly, when you were 12. This is for six-year-olds, as it says on the article, an age where they can barely add, much less work with variables, not to mention creating functions or classes.
Clowndoe:
Then let's not call it "coding". I'm not against the idea behind it, I'm against that it's actually claiming to teach kids how to make a game in 20 minutes and it's not.
I think some people need to rethink how teaching is done at the moment, because drowning people in information for several years which may then some day be applicable in the real world is like walking around ass first, sure you get there just the same but you do so at a snails pace and only those who haven't given up on the insanity of that approach.
I get the idea of "old way is best way" but that is often just not true, mush like in this case.
Adam Jensen:
Oh yeah. Stack Overflow or get the fuck off.
Shamanic Rhythm
Because what the world really needs is more fucking Flappy Bird clones.
It's already reached the point where there are versions starring Miley Cyrus and Schapelle Corby (a convicted Australian drug smuggler, for those who live in the more interesting parts of the world).
Scrumpmonkey
I would agree. Nowhere here is even an introduction to the basic ideas of programming. It is just a drag and drop puzzle only tangentially related to how coding works. Perhaps they should have some kind of basic command line in which you can assemble or execute these pieces? I know using game command lines and linking the idea of assets with a sting of commands behind a game is what made coding start to click for me when i was younger. Changing to a custom resolution in Quake is a better coding lesson than this.
Kids are smarter than most people give them credit for. If you never stretch them they never grow.
Griffolion
10 POSTED: 28 Feb 2014 06:01
This sounds elitist, but that isn't coding. You're just building pre-done code blocks together. That doesn't take any skill, just a small amount of intuition as to a logical progression of something. Which we learn while still in single-figure ages.
That said, the tutorial is for ages 6 upwards. I would perhaps re-do that age rating for ages 6-10, or something.
blackmonji
11 POSTED: 3 May 2014 03:13
You should see Clumsy Bird (a Flappy Bird Clone made from MelonJS) source code, then you can compare it with your Flappy Bird Clone code.
You can see it at http://filesaber.com/download-clumsy-bird-source-code-a-flappy-bird-clone/


Diedra Krieger is looking for 25-sec. cell phone videos taken in the subway–documenting the daily commute. She will be using some of the submissions for her installation, MoVid, which is part of the upcoming Philadelphia Underground subway video festival, coming in October. All contributors will be credited. Post to the Facebook page or email videosubway@gmail.com. Deadline Sept 15, 2010. Yikes! That's tomorrow! Philadelphia Underground will be a temporary public art installation at the Broad Street Underground Concourse (enter at Dilworth Plaza underneath City Hall), Oct. 8,- 11, 2011, 5pm-10pm daily.
Two collaborating artists with a political edge, Philadelphia native Jennifer Allora and Cuban native Guillermo Calzadilla, will represent the U.S. at the 45th Venice Biennale June 4 to Nov. 27, 2011. Selected by the Indianapolis Museum of art, the Puerto Rico-based artists will send six new works to the exhibit. The press release also mentions that the team also have been shortlisted for London's 2011 Fourth Plinth commission.
The two showed in Philadelphia at Temple Gallery in the wonderful Empathetic exhibit in 2006.


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LDRA Software Technology
Receive press releases from LDRA Software Technology: By Email RSS Feeds:
LDRA to Support MISRA C:2012 (3rd Edition, 1st Revision) and New Integrated MISRA/AUTOSAR C++ Guidelines
Support for the new language subsets to be key components of the LDRA tool suite for Automotive.
San Francisco, CA, February 27, 2019 --(PR.com)-- LDRA, the leader in standards compliance, automated software verification, software code analysis, and test tools, today welcomed the arrival of MISRA C:2012 (3rd Edition, 1st Revision), and the announcement that two world-leading consortia in coding guidelines, MISRA and AUTOSAR, will integrate their industry guidelines for best practice in C++ into one publication. Represented by a total of five members of the MISRA C and C++ committees, LDRA is ideally placed to ensure conformance to the new language subsets. In addition, the LDRA tool suite will support both MISRA C:2012 3rd Edition, 1st Revision) and the new, integrated MISRA/AUTOSAR C++ guidelines starting with their respective release dates.
MISRA C:2012 is the 3rd edition of the MISRA C Guidelines. This first revision of MISRA C:2012 represents a consolidation of the original MISRA C:2012 document with the security guidelines established in MISRA C:2012 Amendment 1 and the corrections outlined in MISRA C: 2012 Technical Corrigendum 1.
The new, integrated MISRA/AUTOSAR C++ rule set will be developed over the coming months to initially apply to language versions up to and including ISO/IEC 14882 C++17, and will evolve on an ongoing basis to reflect the three-year release cycle for new versions of the language. It will result in common MISRA conventions and terminology in the recommended language subsets for both AUTOSAR Adaptive and Classic platforms.
LDRA offers complete transparency of its support for language subsets or "coding standards" by means of publicly accessible compliance matrices. The company also leads the industry in support of the current versions of the MISRA C, MISRA C++, and AUTOSAR C++ documents. LDRA will maintain the same level of transparency for both new sets of guidelines in accordance with its long-standing support of the international development, adoption, and enforcement of rigorous software standards that ensure the safety and security of software-based electronics systems.
"Both of these new documents represent logical and sensible steps," said Ian Hennell, Operations Director, LDRA. "MISRA C:2012 3rd Edition, 1st Revision, collates three current documents into a single reference, and the integrated MISRA/AUTOSAR C++ rule set will bring together the best ideas from two learned bodies, presenting in the familiar MISRA style. Both updates will make life simpler and less confusing for developers, which can only make safe and secure developments easier to achieve. Rest assured that LDRA will be among the first to support the new guidelines."
About LDRA
For more than 40 years, LDRA has developed and driven the market for software that automates code analysis and software testing for safety-, mission-, security-, and business-critical markets. Working with clients to achieve early error identification and full compliance with industry standards, LDRA traces requirements through static and dynamic analysis to unit testing and verification for a wide variety of hardware and software platforms. Boasting a worldwide presence, LDRA is headquartered in the United Kingdom with subsidiaries in the United States, Germany, and India coupled with an extensive distributor network. For more information on the LDRA tool suite, please visit www.ldra.com.
Please send reader inquiries to:
Email: mark.james@ldra.com
Hughes Communications, Inc.
Angie Hatfield, Media Relations
www.ldra.com
Click here to view the list of recent Press Releases from LDRA Software Technology


Our previous project (link) was a joyful endeavor; an experience we will hold close to our hearts for a lifetime.
There's nothing like the incredible feeling of watching a brand new homeowner use their new key to open their dream come true.
As one homeowner's dream is getting some final touches, we are already hard at work on the beginnings of building another dream.
Even before we know who the next new homeowner will be, a new team, created from old friends and new, pushes the way ahead.
We've got a new house to design. A new site to find. New materials to get donated. New volunteers to sign up. New smiles to see.
As we get closer to breaking ground, we will find a very special someone to work alongside us, as we all build another dream come true.


At the beginning of October 2010, a programme of activities was held so as to create more awareness regarding mental health problems and social exclusion. The launching of the programme of prevention was addressed specifically to students attending years 4, 5 and 6 at the Gozo Collage and church schools.
The launch also included a programme of outreach where informative material regarding this issue was distributed in the main squares and shopping centres of Victoria.
In October 2011, the first conference by the Mental Health Association A better future for me&would you help me?
was organised as part of its awareness campaign. This conference was held at the Sannat Primary School hall and discussed the mental health of children and adolescents.


text:
Дейв Уи́лсон ():  (род. 1942) — английский футболист.
  (род. 1944) — английский футболист.
  (род. 1960) — американский пловец.

См. также
 Уилсон, Дейви
 Уилсон, Дэвид

Примечания


I graduated with a master's degree in Epidemiology in 2014 at Imperial College London following an undergraduate degree in Biomedical Science at Warwick University, with a choice of modules in both degrees focusing on mathematical modelling of infectious diseases. My research project for my master's was titled: 'Estimates and comparisons of vaccination coverage for the oral polio vaccine in Nigeria' which used Bayesian methods to obtain vaccination coverage estimates for supplementary immunization activities in that country. Furthermore, I developed a method to adjust these coverage estimates to account for incorrect assumptions about the level of routine immunization using a maximum likelihood method. I have used R heavily throughout my education to run simulations and conduct statistical analysis.


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Consolidated Edison, Inc. (Con Edison) [NYSE: ED] today announced that Katherine Boden, Vice President, Gas Operations of Consolidated Edison Company of New York, Inc. (CECONY), the principal subsidiary of Con Edison, and Scott Sanders, Vice President and Treasurer of Con Edison and CECONY will speak at the 2014 AGA Financial Forum on Monday, May 19 at 3:15 p.m. (ET).
A live audio webcast and a replay of the presentation will be available at http://wsw.com/webcast/aga13/ed. The webcast will be archived for 90 days following the presentation.
Consolidated Edison, Inc. is one of the nation's largest investor-owned energy companies, with approximately $12 billion in annual revenues and $41 billion in assets. The company provides a wide range of energy-related products and services to its customers through its two regulated utility subsidiaries and its three competitive energy businesses. For additional financial, operations and customer service information, visit Consolidated Edison, Inc.'s website at www.conedison.com.


The difference is in the details at Co+Lab, a new pop-up dining series created by San Francisco chef Melissa King. Although the series is first and foremost about King's cooking (she was a Top Chef finalist in season 12), it's also intended to showcase the Bay Area's surfeit of artisan producers. "It's about the plate-ware maker, the brewer, the farmer who handpicked your vegetables—every little detail," says King.
The idea for a dinner series evolved during the filming of Top Chef, as King experimented with new techniques and bonded with fellow contestant (and future winner) Mei Lin. The two planned collaborative dinners, but King soon began dreaming of a continuing series in which she would partner with local makers.
Her first Co+Lab meal, prepared in collaboration with Lin, sold out in less than a minute. Held in early March, the five-course meal included a seasonal crudo and chicken mole and used ingredients from Dandelion Chocolate, Philz Coffee, and Moon Fox Farms, among others. The next dinner will take place sometime in late May or early June, most likely at Nico; look for updates at chefmelissaking.com.


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text:
Harland's heroics power Rams past Lions at WOCO
Libaan Osman Recaps, Sports January 17, 2020
Rye's sexual violence policy amended in favour of 'transparency'
Madi Wong Campus News, News January 17, 2020
Rye community honours Tehran plane crash victims at campus memorial
Tevaun Kokko comes home to the Rams
Libaan Osman Sports January 14, 2020
Tending to the grassroots: How student activism is grounded in community care
Catherine Abes Features January 14, 2020
Navigating identity as a second generation Iranian-Canadian
Dhriti Gupta Communities January 14, 2020
Fun & Satire
Podcast: The Ear-opener
Student Choice Initiative
What is the Student Choice Initiative?
Stories We Broke
We The Students RU
More profs earn $100,000
In News April 7, 2004 Leave a Comment
By Nicole Riva
The number of Ryerson staff and faculty making six-figure salaries has more than tripled in the past year.
According to a provincial government report released last week, 263 employees earned at least $100,000 last year.
In 2002, that number was about 80.
The Ontario Ministry of Finance released its public sector salary disclosure report for 2003 on March 31. The list includes government employees, crown agency workers, school boards and hospitals along with universities and colleges.
Ryerson President Claude Lajeunesse's salary totalled $249,309.91, an increase of about $14,000 from 2002.
Adam Kahan, vice president university advancement, was the second highest earner with $206,031.72. Kahan's salary is about $50,000 less than his predecessor Gordon Cressy, who left as Ryerson's chief fundraiser in 2002.
The top faculty earner in 2003 was Nursing professor Beth Swart, who earned $161,662.24.
Marilynn Booth, the dean of continuing education, was the highest paid dean at Ryerson. Her salary is listed as $159,626.53, an increase of more than $12,000 from 2002.
Our latest issues are available online as free downloads
A Constitution for the Ryerson newspaper "The Eyeopener"
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