text:
Beyonce: My Marriage to Jay-Z Works Because "We Were Friends First"
By Zach Johnson
Beyonce is one of the most powerful women in the entertainment industry, due in large part to the unwavering support of her husband, Jay-Z. The multiplatinum singer opens up about their four-year marriage during a candid conversation with Oprah Winfrey on Oprah's Next Chapter.
PHOTOS: Beyonce's hair evolution
"I would not be the woman I am if I did not go home to that man," Beyonce, 31, says of the rapper and hip-hop mogul, 43. "It just gives me such a foundation."
PHOTOS: Beyonce's body evolution
Explaining that Blue Ivy's father encourages her "on so many levels," Beyonce says the "99 Problems" hit maker is the man she'd always dreamed of marrying. "We were friends first," she explains. "Before we went on any dates, we were on the phone for a year and a half. That foundation is so important in a relationship. Just to have someone that you just like is so important — and someone that is honest!"
Beyonce Knowles and Oprah Winfrey
The notoriously private couple rarely talk about the dynamics of their union, something Winfrey advised Beyonce to do many years ago. "I remember the first time you were on the Oprah show and I told you, 'Don't go around telling people who you're dating,'" the 59-year-old TV mogul says. "I think you took that all the way!"
VIDEO: The highlights from Beyonce's Super Bowl performance
Laughing, Beyonce explains, "I took it as far as I could take it!"
Oprah's Next Chapter airs Saturday, Feb. 16, at 8 p.m. EST on OWN.


text:
Under water: concepts for living with floods
Sea levels are rising. And sooner rather than later, coastal cities will have to respond. Some have already done so. And there are multiple exciting concepts for the worst-case scenario as well.
The Statue of Liberty in New York is in water up to her neck. In Los Angeles the letters of the iconic HOLLYWOOD sign are bobbing in the floodwater. It is too late. The disaster has happened. Huge waves wash over the city and country. All over the world. There is no escape.
Apocalyptic scenes like these are already familiar from disaster movies like The Day After Tomorrow. It is unlikely that we will experience anything with this level of intensity. And yet this is not as far removed from reality as we would like. Because one thing is clear: sea levels are rising. Not at Biblical-flood levels, but consistently.
In many coastal cities, groundwater will flood twice as much land as the tide from the sea.
Kristina Hill
Differing forecasts and a big problem
The organisation Climate Central estimates that global sea levels will rise by up to two metres in the course of the century. This will have fatal consequences for around 200 million people. One expert thinks it could be even worse: "We need to prepare for a rise in sea levels of three metres, maybe even more. We don't know precisely whether it will happen within the next 35 years or if it will take longer, but it will happen for sure", says Kristina Hill, Professor of Urban Ecology at the University of California in Berkeley in an interview with Süddeutsche Zeitung Magazin. She researches innovative solutions to save coastal regions. But she says it is not just the masses of water from the sea that are problematic. "In many coastal cities, groundwater will flood twice as much land as the tide from the sea. Because when sea levels rise, they can also push up the groundwater – even in areas that used to be considered safe".
Watertight ground floors and prodigious use of sand
There's a lot that every single one of us can do to at least mitigate the consequences of the climate crisis. But there are also solutions for the worst-case scenario. After all, this has often happened in the past. Affected regions have taken precautions. There are dams, water pumps and overflow basins. Near-natural habitats have been restored and buildings upgraded. In New Orleans, the levees were strengthened after Hurricane Katrina, flood walls and dam barriers were built. But the expert does not necessarily see this as the best solution: "Many people in New Orleans no longer see the water... You lose awareness of your surroundings", says Kristina Hill in an interview with Süddeutsche Zeitung Magazin. And she gives a positive example: "Contrast it with Hafencity Hamburg that has built waterproofed ground floors in the most vulnerable areas, with watertight garages and connecting walkways on the first floor. I particularly like the fact that the paths are wide enough for an emergency vehicle".
Maldives Floating City
New building grounds and innovative solutions
The Netherlands has been dealing with this issue for quite some time. After all, half of the country lies less than one metre above sea level and about a quarter of it is actually below. That's why, for example, 21.5 million cubic metres of sand was piled up in front of the actual dune belt in the south as part of the Sand Motor project. "The sand moves with the waves and the wind, like a muscle that actually protects the shore and the communities behind the dunes", explains Kristina Hill.
But other solutions have been implemented as well. In 2012, Steigereiland was completed: one of three artificial islands with floating houses. Together they form the new district of Ijburg in the east of Amsterdam, which already had 24,000 residents in 2020.
With Waterstudio.nl, the Netherlands already has an architectural firm specialising in homes on the water. What may well be their most impressive project is about to be realised in the Maldives: Maldives Floating City. After more than a decade of development – and just ten minutes by boat from the capital, Male – the world's first floating island city is taking shape. Thousands of residences will float along a flexible grid across a 200-hectare lagoon. Viewed from above, the city evokes a so-called brain coral. And speaking of corals, artificial coral reefs will be attached to the underside of the island. Construction on this exceptionally sustainable project is set to begin in 2022.
There are several concepts involving floating homes. One that resembles something from a sci-fi movie is the AEQUOREA project by Vincent Callebaut Architectures.The oceanscrapers, as the buildings are called, are skyscrapers that are partially above water whilst simultaneously reaching depths of 1,000 metres. With 250 floors each, they will house 10,000 residential units as well as public facilities. And there's not just ample space for permaculture and agro-ecology, the construction components are also set to come from a 3D printer, composed of algae and plastic waste found in the seas.
Utopia or already happening? Either way, one thing is clear: people all over the world are addressing the consequences of the climate crisis. And doing something to counter it. They are developing innovative concepts that save lives and change the world. Which concepts will actually be realised and which will have to be realised remains to be seen. In any case, an exciting future awaits.
(c) Vincent Callebaut Architectures, Paris
Google Earth has made the impacts of the rise in sea levels visible and gives you the chance to visit different cities that are under water.
You can read the full interview with Kristina Hill here - only available in German.
Header: (c) Vincent Callebaut Architectures
Wood – the construction material of the future
Sustainable buildings as a chip off the old block? Wood is gaining popularity as a construction material. With a lot of benefits. Primarily for the environment.
A trailblazer in road construction
In asphalt road construction digitalisation is completely revolutionising the meticulously planned construction logistics and completed coordination. Which brings a lot of benefits. For everyone.
The green city
Green, green, green are all our rooftops. Green, green, green will now be our facades. After all, climate change demands sustainable concepts – especially in cities.

redpajama_set_name: RedPajamaCommonCrawl


text:
Q: React Router 6 - How to pass components to Route-path with conditional logic I am currently updating my React-app from React Router Version 5 to 6 and I can't figure out how to properly refractor one of my routes, which looks as follows:
React Router Version 5:
<Route path="/">
  {!authCtx.isLoggedIn && <Login />}
  {authCtx.isLoggedIn && <Layout />}
</Route>

What I tried in React Router Version 6:
<Route path="/" element={!authCtx.isLoggedIn ? <Login /> : <Layout />} />

The routing works in Version 6 (the Login or Layout Components get loaded in the browser, depeneding on whether a user is authenticated or not) but I see the following error messages appearing in the console, which i don't see in Version 5:

*

*react-jsx-dev-runtime.development.js:117 Warning: Each child in a
list should have a unique "key" prop.

*react-dom.development.js:67 Warning: Received true for a
non-boolean attribute exact.

*Warning: React does not recognize the activeClassName prop on a DOM
element. If you intentionally want it to appear in the DOM as a
custom attribute, spell it as lowercase activeclassname instead. If
you accidentally passed it from a parent component, remove it from
the DOM element.

So my question is: What is the proper way to pass a Component to the element props of a Route in React-Router Version 6, if I want to use some conditional logic, that determines which Component gets passed?
Many thanks in advance!

A: You need to compare the !authCtx.isLoggedIn to some condition, but I assume it'll be something like !authCtx.isLoggedIn === true/false
Can you try it like this to see if this works or not, but I hope it does, I'm learning React, too, so maybe I could be wrong, pardon me :)
<Route path="/" element={!authCtx.isLoggedIn === true ? <Login /> : <Layout />} />

A: This is the exact way how you would conditionally render the component. There is no bug in your rendering. But for the warning of key you need to add an attribute to the child elements whereever you are mapping over a list and assign a unique value to that key attribute for every list item (either an id or the index of element).

redpajama_set_name: RedPajamaStackExchange


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For all children, successful participation in the everyday activities of childhood is essential for physical, cognitive, and socio-emotional development and well-being. While most children readily learn the skills necessary to independently engage in daily activities such as getting dressed, participating in sports and completing handwriting tasks, the acquisition of such skills is far more difficult for children experiencing physical, cognitive or behavioural difficulties secondary to conditions such as ADHD, developmental coordination disorder and learning difficulties. Using cognitive and learning theories, recent intervention approaches have focused on supporting the development of effective metacognitive skills, such as problem identification, strategy selection, and the monitoring and evaluation of one's own learning, in order to enable the independent acquisition and performance of everyday tasks. This paper will describe the manner in which one such program, the Cognitive Orientation to Occupational Performance (CO-OP) (Polatajko & Mandich, 2004), enables independent task performance by teaching children to use a 4-step metacognitive strategy during skill acquisition. The results of empirical research examining the effect of this approach on metacognitive competence and on children's performance of everyday skills will also be reviewed. Implications for practice and directions for future research will be discussed.


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10" Imprint: 2 1/4" x 5 3/4"
A cut acrylic panel award is fitted with a gold or silver Flexi brass panel with a window, then screen printed on the back to cover the adhesive detailing. The final touch is the matching peg easel. Specify silver or gold.


text:
Watch Lacrosse Finals LIVE on MHSAA TV
Posted Saturday, June 11, 2016
By John Johnson
MHSAA Communications Director
The Finals of the 2016 MHSAA Boys and Girls Lacrosse Tournament will have live streaming video and audio coverage on Saturday on MHSAA.tv and the MHSAA Network.
On Saturday, live Finals coverage of lacrosse on MHSAA.tv will feature both championship games in both genders. Here's the complete schedule:
Girls Finals at Brighton High School
2 p.m. – Division 1 - Birmingham United v. Rockford
4:30 p.m. – Division 2 – Bloomfield Hills Cranbrook Kingswood v. East Grand Rapids
Boys Finals At Parker Middle School, Howell
2 p.m. – Division 2 – Grand Rapids Forest Hills Central v. East Grand Rapids
4:30 p.m. – Division 1 - Birmingham Brother Rice v. Detroit Catholic Central
The NFHS Network is offering a special All-Access Pass for $9.95 for this week's action, plus next week's coverage of the Baseball-Softball Semifinals and Finals, and the Lower Peninsula Girls Soccer Finals. Click here to take advantage of this offer.
All games are available live and for the following 72 hours on a subscription basis on MHSAA.tv, and become available for free on-demand viewing after that. Free highlights of all games will be posted to the MHSAA.tv website shortly after their conclusion.
The MHSAA's audio streaming website – MHSAANetwork.com – goes back on the air for the last two weekends of the Spring sports tournament run, for live coverage of the Lacrosse and Girls Soccer Finals, as well as the Semifinals and Finals in Baseball and Softball.
The 2016 Michigan High School Athletic Association Girls and Boys Track & Field Finals were contested at five sites June 4, 2016. Below are MHSAA.tv highlights from the seven meets.
MHSAA TV Set to top 600 Events Again By John Johnson MHSAA Director of Broadcast Properties The Winter sports season is in full swing on MHSAA.tv and the NFHS Network. For the seco...
Week of 600 Live Events Kicks Off 2020 By John Johnson MHSAA Director of Broadcast Properties More than 600 high school sporting events will have live streaming video during the coming we...
Football Reair Part of Busy Holiday Slate By John Johnson MHSAA Director of Broadcast Properties FOX Sports Detroit will reair the eight MHSAA 11-Player Football Finals on Christmas Day (Dec...
MHSAA TV Presents Night of 100 Events By John Johnson MHSAA Director of Broadcast Properties Another milestone is on the verge of being reached by the MHSAA's School Broadcast Prog...
MHSAA TV Wraps with Big Fall Finish By John Johnson MHSAA Director of Broadcast Properties High school sports fans can enjoy a huge weekend of live streaming audio and video of champio...
MHSAA.tv, MHSAANetwork.com


riohog had the most liked content!
i have no idea wilf i just see it as the looneys running the asylum .
history tought us a lesson wilf , ,it should never happen again , that regime was barbaric run by lunatics , .. lol sounds abit like westminster !!!.do as i say not as i do ..
bet they are rubbing there hands again, thatll cost billions of pounds ,, we will soon be skint at this rate .
yep were being shafted proper , and not a bloody thing we can do about it.
lords wont scupper it ffs you got the likes of niel kinock on 1.7mill a year pension from the eu he wont want to loose that..


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posted: August 28, 2016 • Texas, Wildlife, Bats
Are Tree Bats Foraging at Wind Turbines in the Southern Great Plains?
Author: Foo, Cecily | Texas, Wildlife
[Abstract] Although the ultimate causes of high tree bat fatalities at wind farms are not well understood, several lines of evidence suggest that bats are attracted to wind turbines. One such hypothesis is that bats could be attracted to turbines as a foraging resource if insects that bats prey upon are commonly found on and around turbines. To investigate the foraging attraction hypothesis, we conducted a series of surveys at a wind farm in north‐central Texas from 2012‐2015 to determine if eastern red (Lasiurus borealis) and hoary (Lasiurus cinereus) bats forage on insects near wind turbines. First, we conducted light trapping surveys to characterize the insect community. Second, we assessed bat diets using DNA barcoding of the stomach contents of 45 eastern red and 24 hoary bat carcasses collected in fatality searches. Third, we compared the turbine insect community to the diet analysis results. The insects present at wind turbines were similar to what we found in the bat stomach contents, and those same insects were abundant at turbines throughout the survey period. Together these results provide support for the foraging attraction hypothesis.
Thesis by Cecily Fraser Foo, MS 2016, Department of Biology, Texas Christian University
Download original document: "Are Tree Bats Foraging at Wind Turbines in the Southern Great Plains?"
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text:
Q: Error: Cannot set headers after they are sent to the client - Cache middleware I have this middleware:
let cacheMiddleware = (duration) => {
  return (req, res, next) => {
    let key = "__express__" + req.originalUrl || req.url;

    let cacheContent = memCache.get(key);
    if (cacheContent) {
      res.send(cacheContent);
      return;
    } else {
      res.sendResponse = res.send;
      res.send = (body) => {
        memCache.put(key, body, duration * 1000);
        res.sendResponse(body);
      };
      res.end();
      next();
    }
  };
};

I am using memory-cache npm package.
Here is API:
app.get("/api/teams", cacheMiddleware(3600), (req, res) => {
  let sql = "SELECT * FROM teams";
  let query = db.query(sql, (err, results) => {
    if (err) throw err;
    return res.json(results);
  });
});

I get this error:
"Error [ERR_HTTP_HEADERS_SENT]: Cannot set headers after they are sent to the client"


Government and business leaders face increased pressure to operate more efficiently and effectively. This drives the need to refine and re-design business processes resulting in streamlined operations and more value-oriented services to citizens and customers. Furthermore this demand to perform with fewer resources creates a need to ensure the right expertise and skills are applied in an efficient manner thereby improving organizational effectiveness.
Business Process Modernization—Over the course of time, many organizational business processes become outdated, ineffective and inefficient. Oftentimes these processes include duplicative and manual activities which contribute to fraud, waste and abuse. BruckEdwards' works alongside our clients to help identify bottleneck, redundant processes and inefficient processes that will provide the most value and performance improvement from process re-engineering efforts.
Change Management—Effectively managing change is critical to the successful improvement of business processes and organizational performance. BruckEdwards' proven change management approach focuses on integrating and coordinating change, engaging leadership to build consensus and stakeholders to incorporate feedback. We address impacts of change on the operational workforce, addressing learning and infrastructure needs affected by the change.
Human Capital Management—Improving operational performance requires the critical analysis of organizational structures, processes, and skill-sets to align the workforce with mission goals and objectives in the most efficient and effective manner. Our approach focuses on identifying the impacts of change on the workforce, addressing training needs and the infrastructure necessary to facilitate change and improve performance.
Survey Management—Understanding user trends, attitudes, preferences and needs is a critical component to improving operational performance. BruckEdwards provides comprehensive survey management services including survey design, execution, data analysis and reporting . In addition to "traditional" surveys, we engage the stakeholder community in focus groups, and collaborative working sessions to facilitate open discussions that address change. Our expertise and experience help our customers develop an in-depth understanding of user attitudes, experiences, wants, and needs in order to improve service quality, performance and customer satisfaction.


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text:
Maurilio Coppini on the "Jewish question…
Giuseppe Castruccio on the end of the…
Dino Alfieri on the Situation in the General Government in 1943
Metadata Document Text Map References
EHRI-DR-19430604-IT
1943-06-04 | Berlin
Archivio Storico Diplomatico del Ministero degli Affari Esteri, Affari Politici 1923-1945, Polonia, busta 18. Original in Italian.
Text from page1
R. Embassy of Italy
Addressed to R. Ministry of Foreign Affairs
Very confidential
[Handwritten initials in red pencil:] M [Mussolini] V [visto = seen]
Berlin, 4th June 1943
Re: Situation in the General Governorate
Ref.: My Cable No. 8190/1374 of 28th May last
The Inspector of the Fasci in Germany, who has returned from a brief visit to Warsaw, has sent me the following report on the situation in the Generalgouvernement General Governorate:
"After the latest air-raids by the Bolsheviks, the town appears very much damaged. It is estimated that the German bombings, when Warsaw was conquered, damaged 15-20% of the buildings, and the damage inflicted by the Bolsheviks is estimated to be the same. This means that 30-40% of the buildings are almost totally destroyed, every couple of hundred meters one comes upon large open spaces covered with rubble. […]
In the ghetto, a vast area right in the centre of town and separated from it only by a high wall built for this purpose, when German authorities requested that a few thousand Jews should be sent out to work in factories, the Jews refused to obey the order, saying that they had not heard again from the Jews that had previously left the ghetto, As we know, a war ensued that is still continuing. On the one side the Jews, of whom there are still perhaps about 15,000 and who have dug themselves in inside the ghetto, building underground bunkers up to thirty meters deep, powerfully armoured and equipped with heavy and light machine guns, who are supported and led by Bolsheviks sent from Moscow, and have huge stockpiles of food and ammunition that could last them for years of fighting. On the other, SS units who systematically and without needlessly endangering the lives of their soldiers advance from house to house, following even the sewers and the underground canals where fighting goes on, and subdue resistance. The Gestapo Chief told me that he expects to subdue all resistance within a few weeks.
In this climate, while the population is being bombarded from the sky, mined underground by the fighting within the ghetto and by the ghetto's emissaries (Communists and Jews who have managed to leave the ghetto and are hiding in town) and forced on the ground to rely on the black market to survive among all kinds of threats, secret organizations of Communists and Jews flourish, as well as others by Polish nationalists, both of which try to prepare the revolt and for the time being want to cause terror among the ruling group.
The organizers warn the German rulers and those Poles that are believed to sympathize with them that they will be liquidated, and every day
there are murders taking place in circumstances worthy of a crime thriller. I have seen Gestapo chiefs and Nazi party leaders, always in civilian clothes, going around with their revolver at the ready. I have noticed that when they have to go somewhere, they resort to stratagems to mislead those who might be following them. […]
During my stay in Warsaw I have contacted local leaders of the General Governorate, of the Nazi party, of the Gestapo, of Russian and Polish circles close to the German occupying authorities. […]
These same people suggest that a solution might be found by transforming the struggle, which right now has taken on the character of an exclusively German struggle against Russia, thus endowing Stalin with a pedestal as Russia's saviour, and having it revert, as the Duce had suggested, to its true essence: the struggle of Europe, led by the Axis, against Bolshevism.
For this struggle one could rely on the organization of some millions of Russians who would fight even more fanatically than Axis troops against the Bolsheviks to free their fatherland from Bolshevism. To this Russia military organization, the armed forces of the Axis ought to provide the structure and, most importantly, the reserves.
To make the military struggle of the Axis against Bolshevism feasible in this manner one would have to establish, as a fundamental prerequisite, the political conditions for the cooperation of all anti-Bolshevik Polish and Russia peoples on a political platform that might look like this: Russia to the Russia – Poland to the Poles, both obviously under the control of the Axis powers and their allies; war against Bolshevism; war against Jews; recognition of private property; a controlled freedom of trade."
The Royal Ambassador
In March 1919, Benito Mussolini founded a movement called "Fasci di combattimento", which became the Partito Nazionale Fascista (PNF) in November 1921. On 28 October 1922 he organised the "March on Rome", following which King Vittorio Emanuele III of Savoy invited him to form a new government. Mussolini transformed the government into a dictatorship and then into a totalitarian state. After Italy left the League of Nations in 1937, the "Rome-Berlin Axis", proclaimed in 1936, developed into a clo...
92 repository descriptions available
View this item on the EHRI Portal
Archivio Storico Diplomatico del Ministero degli Affari Esteri
Archivio Storico Diplomatico della Farnesina
Historico-Diplomatic Archives of the Ministry of Foreign Affairs
Piazzale della Farnesina, 1
1 archival descriptions available
insert_drive_file XML
Place: Berlin
Search in this edition
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View in Wikipedia
Place: Italy
Place: Germany
Place: Warsaw
Place: Warsaw Ghetto
View in EHRI Portal
Place: Moscow
Place: Poland
Place: Russia
Subject: Generalgouvernement
Subject: Fascist movements and organisations
Subject: Attacks
Subject: Communists
Subject: Destruction
Subject: Ghettos
Subject: Ghettoisation
Subject: Occupation authorities
Subject: Jews and Jewish life
Subject: Forced labour
Subject: Disobeying of orders
Subject: Ghetto liquidation
Subject: Uprisings
Subject: Jewish Communities
Subject: Armed resistance
Subject: Underground organisations
Subject: Jewish resistance
Subject: Uprising suppression
Subject: Combat
Subject: Partisans
Subject: Communism
Subject: Black market
Subject: Collaborators
Subject: Executions
Subject: Communist propaganda
Subject: Axis
Subject: political conditions
Subject: Puppet rulers
Subject: Wars
Subject: Murder of Jews
Subject: Property
Subject: Trade
Person: Alfieri, Dino
Dino Alfieri (December 8, 1886 – December 12, 1966) was an Italian fascist politician and diplomat.
Person: Stalin, Josef
Josef Stalin or Iosif Vissarionovich Stalin was the leader of the Soviet Union from the mid-1920s until his death in 1953.
Person: Mussolini, Benito
Prime minister (1922-43). First European fascist dictator. Executed by partisans in 1945.
Organisation: Foreign ministry of Italy
Organisation: Luftwaffe
The Luftwaffe was the German Air Force in World War II, headed by Hermann Goering.
Organisation: Waffen-SS
The Waffen-SS, SS military units, was the largest (thirty-nine divisions) branch of the SS reaching its peak strength of 900,000 soldiers in 1944-10. Steeped in Nazi ideology and composed of many nationalities, this political army participated in the Anschluss, the occupation of the Sudetenland, and invasion of Poland, Greece, and Yugoslavia. It captured thousands of prisoners, especially in the Baltics and Russia, and aided the Einsatzgruppen when called upon to do so. They also operated the Majdanek concentration camp complex. As the Waffen-SS retreated from the Western front, many were assigned to guard several concentration camps including Bergen-Belsen. Some 180,000 were killed, 70,000 missing and 400,000 were wounded during action.
Organisation: Geheime Staatspolizei
As the chief executive agency charged with fighting internal 'enemies of the state', the Gestapo functioned as the Third Reich's main surveillance and terror instrument, first within Germany and later in the territories occupied by Germany. After 1933 the Gestapo became part of a complex apparatus of state and party police agencies.
Organisation: Nationalsozialistische Deutsche Arbeiterpartei
The Nationalsozialistische Deutsche Arbeiterpartei started as an appendage of the Thule-Gesellschaft formed in 1917. Anton Drexler and other railroad workers founded the Deutsche Arbeiterpartei, which often held meetings in Thule quarters. In 1919, Hitler was sent by army intelligence to spy on the party and quickly became its chairman of propaganda and soon its leader. He added the term Nationalsozialistische to Deutsche Arbeiterpartei, which became 'Nazi' in common vernacular. By 1932, it was the largest single party in Germany, but not the majority. In the election that year, Nazis polled 38 percent of the vote. Its popularity was due to a number of factors: fear of the Bolsheviks, economic chaos, political and social instability, supernationalism, and anti-Semitism. Hitler was carefully portrayed as Germany's savoir.


text:
Anoides notabilis es un coleóptero de la familia Chrysomelidae. Fue descrita científicamente por primera vez en 1912 por Weise.

Referencias

Anoides
Insectos descritos en 1912

redpajama_set_name: RedPajamaWikipedia


text:
Космічний апарат «Галілео» () — автоматичний космічний зонд НАСА, створений для дослідження Юпітера і його супутників. Космічний апарат було запущено 1989 року, він працював до 2003 року. Це був перший космічний апарат, який вийшов на орбіту Юпітера, досліджував планету тривалий час і скинув на планету спускний апарат. Космічний зонд передав більше 30 гігабайт інформації, зокрема 14 тисяч зображень планети й її супутників, а також унікальну інформацію про атмосферу Юпітера. Космічний зонд названо ім'ям Галілео Галілея, який 1610 року відкрив перші чотири супутники Юпітера.

Історія створення

Проектування почалося в 1977 році, коли було ухвалено рішення про дослідження атмосфери Юпітера за допомогою космічного апарату. Метою місії було вивчення атмосфери Юпітера, його супутників і її будови, магнітосфери, передавання зображення планети та її супутників тощо.

Спочатку планувалося, що «Галілео» буде виведений на навколоземну орбіту за допомогою «шатла», а потім розігнаний за допомогою прискорювача «Кентавр» у бік Юпітера. Але після загибелі «Челленджера» доставка «Кентавра» на орбіту за допомогою «шатла» була заборонена. Після аналізу було знайдено траєкторію перельоту, яка значно економила паливо й дозволяла обійтися без «Кентавра». Ця траєкторія, яку назвали VEEGA (Venus-Earth-Earth Gravity Assist), використовувала тяжіння Венери і Землі для здійснення пертурбаційних маневрів.

Апарат полетів спочатку до Венери і двічі пролетів поблизу Землі, перед тим як вийти на траєкторію до Юпітера, час польоту становив близько 6 років. «Галілео» здійснив дослідження Венери й двох астероїдів (951 Гаспра, 243 Іда). Унаслідок змін початкової траєкторії знадобився додатковий сонячний захист. Оскільки поблизу Сонця апарат мав бути повернутий таким чином, щоб перебувати в тіні сонячного захисту, використання основної антени було неможливим. Тому було вирішено не розкривати її, поки апарат не відійде від Сонця на безпечну відстань, а для підтримання зв'язку було встановлено додаткову малопотужну антену. Але основна антена згодом так і не розкрилася.

Сумарні витрати на місію «Галілео» склали 1,5 млрд доларів.

Основні події:

 Апарат було запущено 18 жовтня 1989 року з борту космічного корабля «Атлантіс» (місія STS-34). Старт не раз переносився через катастрофу «Челленджера».

 1990 року пролетів біля Венери, здійснивши деякі дослідження цієї планети.

 1991 року увійшов у кільце астероїдів, між орбітами Марса й Юпітера.

 1994 року сфотографував, як комета Шумейкерів—Леві 9 врізалася в Юпітер.

 7 грудня 1995 року вийшов на орбіту Юпітера.

 Передбачалось, що біля Юпітера «Галілео» працюватиме два роки, переходячи з однієї орбіти на іншу з метою зближення з кожним із великих супутників. Усього було розроблено 11 орбіт. Насправді «Галілео» «освоїв» набагато більше орбіт, зробивши 35 обертів навколо Юпітера впродовж 8 років.

 21 вересня 2003 року, після 6 років польоту і 8 років дослідження системи Юпітера, місію «Галілео» було завершено. Апарат було спрямовано в атмосферу Юпітера зі швидкістю близько 50 км/с аби уникнути занесення земних мікроорганізмів на супутники Юпітера. «Галілео» згорів у верхніх шарах атмосфери Юпітера.

Технічні характеристики

Вага апарата висотою 5 метрів склала 2223 кг, зокрема 118 кг наукового обладнання, 340 кг — апарат приземлення, 925 кг палива.
Електроенергетична установка складалась із двох радіоізотопних елементів потужністю близько 500 Вт (сонячні батареї не застосовувались через велику відстань від Сонця).

На апараті було встановлено 4 антени — основну, малопотужну і приймальну для зв'язку з апаратом спуску. Основна антена не розкрилась, і зв'язок із Землею відбувався за допомогою малопотужної антени. Швидкість зв'язку становила 160 біт/с замість 134 Кбіт/с. Було розроблено алгоритми стиснення інформації (зокрема, обрізання темного фону фотознімків), але якість деяких фотознімків довелося зменшувати. Навантаження на основний комп'ютер значно зросло, стиснення частково виконувались на комп'ютері, який відповідав за систему орієнтації «Галілео». Стрічковий пристрій збереження інформації мав ємність 900 Мегабіт, але з ним також були проблеми.

Енергію для апарата виробляли дві радіоізотопні установки загальною початковою потужністю 570 Ват (490 ват на час прибуття до Юпітера).

Апарат було оснащено ракетним двигуном тягою в 400 ньютонів (зробленим у ФРН) і 12 малими двигунами орієнтації по 10 ньютонів. Гальмування під час заходу на юпітеріанську орбіту виконувалось за допомогою основного двигуна, а переходи з однієї орбіти на іншу, здебільшого, за допомогою двигунів орієнтації, хоча в двох переходах застосовувався й основний двигун.

«Галілео» мав 11 наукових приладів, і ще 7 було на зонді, який спускався на Юпітер.

Апарат було обладнано камерою, яка давала зображення 800х800 пікселів. Камера виготовлена за принципом телескопа-рефлектора, працювала за допомогою кремнієвих сенсорів і була обладнана різними фільтрами для зйомки в різних діапазонах. Спектральний діапазон камери — від 0,4 до 1,1 мікрометра (видимий діапазон 0,4—0,7 мкм). Радіаційний захист камери виконувало 1-сантиметрове танталове покриття. Роздільна здатність камери, встановленої на «Галілео», у 20 разів перевищувала показник камер «Вояджерів», а для деяких знімків — до 1000 разів.

Спектрометр близького інфрачервоного діапазону (NIMS) дозволяв отримувати зображення високої роздільної здатності в інфрачервоному діапазоні. За його допомогою можна було складати «температурні карти», робити висновки про хімічний склад поверхні супутників Юпітера, а також визначати теплові й хімічні характеристики атмосфери планети, зокрема, внутрішніх шарів. Діапазон хвиль, реєстрованих NIMS, становив від 0,7 до 5,2 мкм.

Фотополярометр був покликаний вимірювати інтенсивність і поляризацію світла, відбитого/розсіяного від Юпітера й поверхні його супутників. Прилад одночасно виконував функції полярометра, фотометра й радіометра. За допомогою фотополярометра робились оцінки, як складу й структури атмосфери, так і потоків теплового й відбитого випромінювання. Полярометр реєстрував електромагнітні хвилі довжиною до 110 мкм.

Ультрафіолетовий спектрометр працював у діапазоні хвиль від 54 до 128 нанометрів, а додатковий ультрафіолетовий спектрометр — від 113 до 438 нанометрів. За допомогою цих приладів визначалися характеристики атмосферних газів, полярних сяйв, світіння атмосфери та іонізованої плазми навколо Юпітера й Іо. Крім того, ультрафіолетові спектрометри дозволяли визначати фізичний стан речовин на поверхні супутників: іній, крига, пісочна субстанція тощо.

Деякі прилади (детектор частинок високих енергій та ін.) застосовувалися, здебільшого, для вивчення плазми, що складає магнітосферу Юпітера. Детектор пилових часток реєстрував частки масою від 10-7 до 10-16 грам у космічному просторі й на орбіті Юпітера. Здійснювалися також небесномеханічні й радіоексперименти (наприклад, проходження радіосигналу через іоносферу й атмосферу).

Спускний апарат мав масу 340 кг і розмір близько метра. Його було обладнано парашутною системою, радіопередавачем для зв'язку з «Галілео» й науковими приладами. На ньому не було приймальної антени й власних двигунів. До комплекту приладів входили:
 прилад для визначення структури атмосфери (вимірювання температури, тиску й густини впродовж спуску);
 мас-спектрометр (визначення хімічного складу атмосфери);
 нефелометр (для вивчення структури хмар і їх будови);
 прилад для реєстрації блискавок, вимірів радіовипромінювання й реєстрації заряджених частинок;
 прилад для точного виміру частки гелію в атмосфері;
 прилад для реєстрації потоків випромінювання й енергії в атмосфері;
 радіопередавач було використано для виміру швидкості вітру за ефектом Доплера.

Перебіг космічної експедиції

Перебуваючи в поясі астероїдів, «Галілео» зблизився з астероїдом Гаспра й надіслав на Землю перші знімки, зроблені зблизька. Через рік «Галілео» пройшов повз астероїд Іда й виявив у нього невеликий супутник, названий Дактилем.

1994 року на поверхню Юпітера впала комета Шумейкерів—Леві 9. Галілео спостерігав подію зблизька.

У грудні 1995 року спускний апарат увійшов до атмосфери Юпітера. Зонд працював в атмосфері приблизно годину, й опустився на глибину 130 км. Згідно з вимірами, зовнішній рівень хмар характеризувався тиском в 1,6 атмосфер і температурою —80 °C

«Галілео» детально досліджував динаміку атмосфери Юпітера й інші параметри планети. Зокрема, він виявив, що атмосфера Юпітера має «мокрі» і «сухі» ділянки. У деяких «сухих плямах» вміст водяної пари був у 100 разів меншим, ніж в атмосфері в цілому. Ці «сухі плями» могли збільшуватися й зменшуватися, проте вони постійно виявлялися на одних і тих же місцях, що свідчить про системність циркуляції атмосфери Юпітера. «Галілео» зареєстрував численні грози з блискавками в 1000 разів потужнішими за земні.
Передав багато знімків Великої Червоної Плями — велетенського шторму (що за розміром перевищує діаметр Землі), який спостерігають вже 300 років. «Галілео» також виявив «гарячі плями» уздовж екватора. Мабуть, у цих місцях шар зовнішніх хмар тонкий, і можна бачити гарячіші внутрішні ділянки.

Завдяки цій інформації «Галілео» було побудовано точніші моделі процесів, що відбуваються в атмосфері Юпітера.

Велике значення мали дослідження супутників Юпітера. За час свого перебування на орбіті Юпітера «Галілео» проходив близько до супутників Юпітера: Європа, Іо, Ганімеда і Каллісто.

Отримано велику кількість нових даних і детальні знімки поверхні супутників. Було встановлено, що Іо має власне магнітне поле, підтверджено теорію про наявність океану рідкої води під поверхнею Європи, висловлено гіпотези про наявність рідкої води в надрах Ганімеда і Каллісто. Також було визначено незвичайні характеристики Амальтеї.

Примітки

Посилання

 Сайт місії «Галілео» НАСА
 Життя і смерть «Галілео»
 Про «Галілео» російською мовою
 Сайт місії «Галілео» на НАСА

Космічні апарати
Автоматичні міжпланетні станції
Дослідження Венери
NASA
Космонавтика 1989
Дослідження астероїдів
Штучні супутники планет Сонячної системи
Лазерна комунікація у космосі
Жовтень 1989
Програма «Flagship»
Місії до малих планет


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text:
Atlantic Pilotage Authority
Boatnerd
Cap'n Ken
Containership Register
Equasis
Halifax Employers Association
Halifax Shipping News
Laurentian Pilotage Authority
Marinetraffic.com
Miramar Ship Index
Navigation Québec
Piet Sinke's Newsletter
Port of Halifax
Sandy's Ramblings
Siitech
St.John's Shipping
Tugfax
Vesseltracker
Bad day for Atlantic Companion
Another Swiss bulker
Brtitish Esteem anchors, Halmar retrieves pilot
Sherman Zwicker still looking for a home
Overseas Cathy
Atlantic Concert finally gets away
New Spill Boats
Containers come, containers go
Playing Chicken in Halifax Harbour
Howdy Pardner
At the spouts
Non duty paid Canadian Tanker
No more snow please, we have lots.
HAPAG-Lloyd's future, sunny or gloomy?
Leif Ericson's major refit
Montreal and helo trials
Never to be seen again?
Alice Oldendorff in for repairs
Halifax Expedition Ship Aground (again)
Navy Activity
Big Project Cargo
1. Atlantic Companion arriving Halifax September 7, 2010.
Atlantic Container Line's Atlantic Companion parted its lines while docked in Baltimore on February 25. Wind gusts in the range of 65 to 70 miles per hour resulted in the ship breaking free from the Dundalk Terminal and drifting across the channel and, according to some reports, running aground.
The ship was freed by tugs some time later and returned to its berth.
Posted by Mac at 2:15 PM 1 comment:
Labels: Atlantic Companion, Atlantic Container Line
The Swiss flagged bulker Moléson arrived this morning for bunkers. There has been a noticeable Swiss contingent in Halifax this winter, with several ships putting in for various reasons,. The relatively small Swiss registry has been well represented!
Moléson (named for a 2000 meter high mountain in southwest Switzerland) was built in 2010 and measures 22,697 gross tons, 34,266 deadweight. It is owned by Suisse Atlantique, one of several shipping companies based in the landlocked country. It specializes in carrying grain.
The ship headed for Bedford Basin to refuel. In view of unpleasant weather predicted for later today, that is a better place to anchor.
Posted by Mac at 8:38 AM No comments:
Labels: Moleson, Switzerland
1. British Esteem has her anchor down and the launch Halmar has disembarked the pilot.
2. Halmar returns the pilot to shore.
The tanker British Esteem anchored this afternoon for bunkers after discharging at Saint John, NB. The chemical/ products carrier belongs to British Petroleum and is registered in the UK. It was built in 2003 and is 23,235 gross tons, 37,220 deadweight. It has called in Halifax several times before.
On its way to Saint on February 17, it participated in the search for a missing seaman from the bulk carrier Elbe Max. That ship was 435 miles southeast of Newfoundland en route US to Hamburg, Germany, when it reported a man washed overboard by high seas. Despite air searches by the US Coast Guard, the man was not found and is presumed lost.
The launch Halmar is operated by Dominion Diving Ltd, which has a contract to transport pilots in the harbour when the pilot boat is away from base. Built in 1960 by Halifax Shipyard for its own use, it was extensively rebuilt in 2009, re-engined, and fitted with a bow thruster.
Posted by Mac at 7:49 PM No comments:
Labels: British Esteem, Halmar.
1. Sherman Zwicker in Halifax 2007-07-16 Parade of Sail. This photo also appears on the ship's website (with my permission.)
The banks schooner Sherman Zwicker is still looking for a new home. Built in 1942 by Smith & Rhuland Shipyard in Lunenburg, the vessel has operated out of Boothbay, Maine since 1968. Owners Grand Banks Schooner Trust are seeking a new owner, preferably in Canada, to take over the schooner, maintain it and make it available to the public. They have been looking for a new owner for at least ten years and interest in Newfoundland, Prince Edward Island and Nova Scotia has been notably muted.
She is one of the last schooners to fish the Grand Banks from dories, still in original condition. Built for F. Homer Zwicker of Lunenburg (Zwicker & Co) she fished out of Nova Scotia for all but a few years. In her last days in Nova Scotia she fished out of Louisbourg on Western Bank in season, but could not attract enough crew to use all eleven of her dories. In 1959, she was fishing eight dories, with a crew of eighteen, all from Newfoundland.
At that time there were about eight other salt bankers still fishing from Nova Scotia with dories, and salting their catch on board. Five were out of Riverport and three out of Lunenburg. Before refrigeration and icing was available to fishermen, salting fish was the only way to preserve the catch. In 1900 there were more than 100 salt bankers fishing from Nova Scotia alone. This was down to 15 in 1954. In the 1950s and 1960s trawlers were built by the scores, and frozen fish became a more lucrative market. In 1963 political unrest in Haiti cut off one of the major salt fish markets, and the trade went into a steep decline.
Sherman Zwicker was sold to owners in Glovertown, Newfoundland, where she was employed for a few years, but laid up until sold to George McEvoy of the US. He had the vision to retrieve the schooner, and restore her to original condition. She was built as a motor schooner with a 240 bhp Fairbanks Morse engine and is 144 feet long. Unlike the original Bluenose (built at the same yard) she is not fitted with topmasts or bowsprit, and was built strictly for work, and was never a racer. In fact she is more representational of the typical workaday banking schooner than the Bluenose.
Nonetheless she is a significant vessel and it would be a shame if no one stepped forward to save her. She is in need of significant expenditure, and that may be what is holding people back. Her hull is obviously hogged and despite years of TLC from McEvoy it is probably time for a rebuild. Perhaps not as drastic as Bluenose II is getting, but extensive nonetheless. As the Bluenose II project proves we certainly still have the skills in Nova Scotia to do such a rebuild, and the schooner would certainly seem to belong here is anywhere.
See: http://www.schoonermuseum.org/ and many other web entries under her name.
Labels: Sherman Zwicker
The crude tanker Overseas Cathy arrived this morning and will sail tonight from the Esso refinery. Unlike most crude tankers we see, this one did not arrive loaded. It may have had some cargo on board, but it is more likely that it came in for tank washing and slops removal.
These residues are reprocessed by the refinery.
Overseas Cathy was built in 2004 by Hyundai, Samho yard and measures 62,371 gross tons, 111,928 deadweight. Registered in the Marshall Islands, she is managed by OSG's British operation, Tanker Management Ltd of Newcastle-on-Tyne.
She is a fleet mate to the Canadian flag (non-duty paid) Overseas Shirley, 62,385 gross, 111, 205 deadweight, built in 2002 by Hyundai, Ulsan.
Labels: Overseas Cathy
1. Atlantic Concert revs up to pass under the MacKay bridge at 0830 this morning in blowing rain.
Atlantic Concert arrived on Wednesday February 16 with two stowaways aboard. The two had apparently boarded the ship in Liverpool, UK, ten days before. The Canadian Border Services Agency (CBSA) is not releasing much information about the incident, but it is most likely that their presence was detected by the crew before the ship arrived in Halifax.
The ship was held in port while the two were removed (they have apparently applied for refugee status in Canada) and a full scale search conducted to see if there were any more on board.
Stowaways are unusual on the North Atlantic in winter, but the Atlantic Companion and its sister ships of the Atlantic Container Line (ACL) are not typical container ships.
As the largest RoRo/LoLo (Roll on Roll off/Lift on Lift off) ships in the world, they are in reality huge floating garages with many internal decks to stow trailers, cars, and other rolling goods, as well as conventional deck loaded containers. Built specifically for ACL's transatlantic service, the ship run on a tightly organized schedule with weekly eastbound and westbound calls in Halifax. They have been targeted by human smugglers before, since they are a fairly quick way to get across the Atlantic, have lots of places to hide, and stop in Canada first before going on to the US.
The ship was built in 1984 and lengthened in 1987. Between 1987 and 1994 the ship was renamed Concert Express when HAPAG-Lloyd and ACL ran a coordinated service. Otherwise the ship has lead an uneventful existence plying its route in strict rotation with the other ships in the fleet.
Because the ship was not able to get away until this morning, that schedule must be in a bit of a mess at this point, however it will probably be made up by skipping some US ports and its eastbound call in Halifax. The ship is giving Baltimore as its next port.
Atlantic Container line is part of the Grimaldi Group of Italy, but its ships still fly the Swedish flag reflecting some of the orginal founding owners of ACL. Crew services and other management has recently passed from Rederi AB Transatlantic to other operators.
Labels: Atlantic Concert, Atlantic Container Line
The Canadian Coast Guard is taking delivery of fifteen new oil spill/pollution control boats. All the boats are built by C&W Industrial Fabrication of Bay Bulls, Newfoundland and will be based in Newfoundland, the Maritimes, Quebec, Ontario and British Columbia.
The first two I have seen arrived in Halifax last week on Thebeland (filling in for Ocean Sanderling on the Halifax/ St.John's route)
The 30 ft x 15 ft aluminum boats are powered by two 150 hp outboard motors and will be used for boom deployment, spill cleanup and other similar work. As is apparent from the photos they are trailerable and can thus be deployed throughout the region from a central base.
The total contract value was $2.5 mn.
Another contract for 40 foot x 15 foot boats is also underway, with Marener in Halifax. - More on those later.
Labels: C and W Fabricaiton, Canadian Coast Guard
The constant movement of containers in and out of Halifax seems relentless. Almost every day of the week there is one ship or more arriving with containers. Most are in port for eight hours or less (one shift for the longshoremen.)
The ships of Zim Integrated Shipping are among the most regular, with one ship eastbound and one westbound every week. Zim Virginia is typical - one of six sister sips, all built in 2002 by Hyundai Heavy Industries in Ulsan, South Korea. Of 53,453 gross tons, it has a capacity of 4839 TEUs. It is registered in Israel.
Not all ships arrive and depart seamlessly however. Yesterday morning the K Line ship Suez Canal Bridge arrived, but had to put back out to sea for repairs. Apparently there was a malfunction with the hydraulicas for its winches up forward, and so it was not possible to tie up and tension its mooring lines. This may have been due to freezing spray and cold weather. The ship will try again this morning.
Labels: Suez Canal Bridge, Zim Virginia
There have been a couple of incidents recently where smaller vessels have crossed the bows of larger ones in Halifax Harbour. One involved a tug, which could have lead to serious consequences.
This morning's incident, which I witnessed, really defies understanding.
A small covered lifeboat, with several persons draped around it - in what may have been survival suits (good idea boys!) would not give way to the containership Antwerpen Express (54,437 gross tons, built 23000, 4890 TEU.) The ship was inbound for Fairview Cove and was passing west of George's Island to avoid two navy tugs, one with a barge (which could easily have given way to the ship also, but that is another story.)
Even when the container ship sounded a warning signal, the lifeboat blithely carried on crossing the ship's path. There may have been radio contact between the two, I don't know, but the lifeboat certainly didn't take advantage of several hundred feet of safe territory between it and the shore. A port to port passing was certainly entirely feasible, and there was no need for the lifeboat to cross the ship's bow.
In my opinion they endangered themselves for no good reason.
1. small lifeboat 2011-02-14 time: 11.10.43
2. Antwerpen Express and pilot boat 2012-02-14, time: 11.11.40
3. ship's bow, time 11.12.59.
Posted by Mac at 10:12 PM 1 comment:
Labels: Antwerpen Express
With winter upon us the coastal tankers are on the go running short trips out of Halifax, but with the odd side trip as far as Montreal. Chemical tankers also seem to be in profusion these days too, some of them coming from the St.Lawrence. These three have all put in an appearance in the last few days.
1. The Singapore flagged Moor has been up the St.Lawrence and Saguenay recently. It still carries a fair amount of frozen spray forward, despite today's milder temperatures.
2. Turkish built/Canadian tanker Algonova also made a trip to Montreal recently, and ran into some mechanical problems along the way. Arriving Halifax 2011-02-12.
3. US built/ Canadian flagged Algosea rests at anchor awaiting a berth 2012-02-11.
Posted by Mac at 12:12 PM No comments:
MOL Partner arrived at 1700 hrs on February 10, and the tug Atlantic Willow came alongside to move her into the berth at Halterm. The ship is typical of the post-Panamax ships on the Mitsui OSK Line roster. Built in 2005, 71,902 gross tons and with a capacity of 6350 TEU, the ship is also capable of 26 knots. In these days of slow steaming she probably seldom achieves that speed. Events in Egypt may have a bearing on that however.
If ships are forced to divert to the Cape of Good Hope route instead of the Suez Canal they will certainly have to speed up to maintain weekly schedules. Lines will have to add at least two ships to their Asia/Europe loops as well. It has been estimated that up to 100 more ships would be needed to maintain current levels of service!
According to Aplhaliner the sailing distance from Singapore to Rotterdam via Suez is 8,300 nautical miles, taking 18 days at 20 knots.
Via the Cape it is 11,800 nautical miles and 25 days at 20 knots.
[see also October 10, 2010 posting on this ship]
Posted by Mac at 8:24 AM 1 comment:
Labels: MOL Partner
1. Under the spouts at pier 28, Startramp is taking cargo from the grain elevators. Both grain and wood pellets are stored in the elevator.
The grain gallery has been busy the last few days with African Evergreen in to load food aid grain, then her space taken immediately by Startramp - which appears to be loading wood pellets.
A first time caller in Halifax, Startramp was built in 2007 in Indonesia, and operated by Korkyra Shipping of Korcula, Croatia. Until 2007 it was registered in Croatia, but now flies the flag of the Marshal Islands. See http://www.korship.com/ for info on those owners.
It is an open hatch bulker -meaning that it has large hatches and holds of the same of width and length, allowing it to load a variety of cargo types. It is also fitted with three cranes. A ship of 12,899 gross tons, its deadweight tonnage is 18,615.
Labels: Startramp
1. Overseas Shirley anchored in Halifax from February 1 to 5. Photo 2011-02-04
There is a strange category of Canadian flagged ships. These are ships which fly the Canadian flag, but are not considered to be Canadian under the Coasting Trade Act of 1992. The question is why does such a category exist?
The Coasting Trade Act restricts trade between Canadian ports to Canadian registered ships, which have paid all duties and taxes. This would seem to be straight forward enough. Many countries have so called cabotage laws with similar restrictions.
The best known is perhaps the United States, which has the Jones Act. That piece of legislation is full of all sorts of requirements governing ships, seafarers and shipping companies. The most relevant to this discussion is the requirement that ships trading between US ports must be: a) built in the United States, b) owned by US companies and c) crewed by US mariners. The Jones Act is a means of supporting a domestic shipbuilding, seafaring and ship owning industry. Ships may be registered in the US that do not comply with the Jones Act in category a) but they are restricted from trading between US ports. They are free to trade internationally, but they do not receive all the ancillary benefits of Jones Act ships. It is possible, through an Act of Congress, to have non-US built ships registered in the US for trade between US ports, but it is extremely rare.
There have also been exemptions granted for foreign built ships which were so totally rebuilt in the US as to be the equivalent of a new ship. However the recent "stink" over the suggestion that foreign ships might be allowed to participate in the BP oil spill cleanup in the Gulf of Mexico is a reminder that the Jones Act has substantial teeth and widespread support in some sectors of the US shipping community. There are also restrictions on where repairs or modifications can be made to ships. Several recent court actions cases have been brought against ship owners whose ships received extensive reconfigurations in foreign shipyards.
A notable exception in the cabotage rules is the European Union. With no real borders remaining between states for most purposes, the EU allows ships of any nationality to trade throughout the EU. This results in flag of convenience vessels registered in such strange places as Cambodia and the Comoros Islands, trading between and within member countries of the EU. This is a totally open regime and intends to promote trade at low cost. It certainly provides an advantage to flag of convenience vessels over domestic ones and has seen the decline of many national flags as a result. Several countries within the EU have attempted to subsidize domestic shipping with tonnage taxes and other measures, but it is still largely open and free wheeling.
Canada falls somewhere in the middle. Cabotage is restricted in Canada, but not to the same degree as the US. For instance there is no restriction that Canadian flagged ships must be built in Canada. At one time the construction of ships in Canada was directly subsidized by the government, but that has largely ended. Subsidies are now in the form of loan guarantees, structured financing and shipyard subsidies. Until 2010 all imported foreign built ships were subject to a 25% custom duty. That has now also been relaxed to a degree, and duties are remitted for certain classes of large cargo ships/ tankers and ferries built abroad. However the duty still applies to smaller craft. This is seen as a means to promote Canadian shipyards.
Cabotage in Canada also includes ships working on the continental shelf such as oil field work, and passenger/cruise ships starting and terminating their voyages at Canadian ports.
The main area of distinction with the US regime is in the area of exceptions. The Canadian Transportation Agency has the authority to make a determination if a suitable Canadian ship is or is not available to carry out a certain coastal trip or trips. Subject to a number of other conditions relating to Ship Safety, foreign worker permits other taxes paid, etc., the Minister of Public Safety and Emergency Preparedness may grant a coasting license to a foreign flag ship. This makes sense when there is a small domestic shipping industry and a ship is needed short term. Under this arrangement there is no absolute requirement for the foreign ship to have a Canadian crew, however under certain circumstances it may be required.
There seems however to be one very strange by-product of this and that is in the area of crude oil transportation from the Newfoundland offshore. The major players in this field were committed to using Canadian ships with Canadian crews to transport oil to shore as part of their development agreement with the province of Newfoundland and Labrador. Specialized shuttle tankers were built in Korea and entered Canadian registry by paying all duties, taxes, etc., required, and became fully fledged Canadian ships. They were built to carry oil from the offshore wells to Canadian ports (cabotage in the true sense) but also to foreign ports and to that strange anomaly, Portland Maine. [If the oil is to be sent via the pipeline from Portland to Montreal the trip is considered to be a coastal trip.]
However some of that oil needs to be transshipped. The Canadian shuttle tankers take the oil to Whiffen Head, NL or Point Tupper, NS where it is offloaded, stored (sometimes blended) and transshipped to another port for refining. Those other ports can be in Canada, such as Halifax, Saint John, St-Romauld (Quebec City) or again, Portland for Montreal, and these would be coastal voyages, not requiring sophisticated shuttle tankers, but ordinary crude carriers. Since there were none of these in Canada there has been a steady stream of applications for coasting licenses, some for a single voyage but also for multiple voyages over the course of a year, to allow foreign flag ships to do this work.
Some foreign companies have set up subsidiaries in Canada, registered their tankers in Canada (and thus taking on Canadian crews), but not paying the import duties. Since many of the tankers' trips are between a Canadian and US port (e.g. Whiffen Head to Philadelphia) there is no need for Canadian flag. So what is the advantage?
When a tanker is needed to run between two Canadian ports, and no Canadian duty paid tanker is available, the cargo interest applies for a coasting license. The Canadian Transportation Agency, if it agrees that no suitable Canadian duty-paid vessel is available, will then consider if a suitable Canadian non-duty paid ship is available. It may then make a determination and recommend that the Minister grant a coasting license for a stated period of time.
If the license is granted, the duty and taxes are paid on a pro-rated basis for that period of time. Because the ship has complied with many other Canadian regulations such as ship safety, pollution permits, as required by the Canada Shipping Act, and has no issues with foreign worker permits, it is a much simpler process than for a foreign vessel.
However other operators continue to apply for coasting licenses for their foreign flagged ships over and over again and for extended periods of up to a year. Some of these ships even have Canadian crews or partly Canadian crews. This leads to a situation of foreign ships regularly trading in Canada. That may be corrected in new guidelines to the Act which were put in place in July 2010. There has been a noticeable drop off in these applications, but this may be partly explained by a reduction in offshore oil production because of reduced US demand.
One ship that is Canadian, but non-duty paid is Overseas Shirley. It regularly trades between Canadian ports (and often to Portland, Maine) and is granted coasting licenses year after year.
Built in 2001 and measuring 62,385 gross tons, 112,056 tonnes deadweight, it is owned in Barbados, managed by OSG Shipmanagement (UK) Ltd but represented in Canada by OSG Shipmanagement (Canada) Inc of Kirkland, QC.
Its most recent application for a coasting license is for the period January 22 to March 21 and entitles it to transport crude oil from Whiffen Head or Point Tupper to eastern Canadian refineries or terminals.
Labels: Overseas Shirley
A fresh delivery of snow? Well actually no, the Alice Oldendorff is not unloading snow at pier 9B. The photo is posted as a follow up to the February 5 posting to show the ship's unloading boom swung out over the pier while repairs were underway on February 6.
Repairs completed today, the ship is due to sail this afternoon.
Labels: Alice Oldendorff
1. Tokyo Express sails 2011-02-05 on a sunny day.
2. New York Express arrives 2011-02-06 on a gloomy day.
HAPAG-Lloyd, the world's fifth largest container line, and Halifax's largest container customer is apparently set to be "floated" by IPO. The shipping company is now owned 49.8% by TUI a German travel company and 50.2% by the Albert Ballin Group (which consists of an number of backers.)
TUI has been trying to unload its share of H-L for several years, but the economy stalled efforts to float it on the stock market. A return to prosperity by Maersk (the world's largest) and a settling down of concerns about MSC and CMA/CGM (the #2 and #3 lines) have lead to reports that TUI will soon be making a move to sell about half of its current stake by IPO.
There is still concern among financiers as to who might be in the market for such a small chunk of H-L, since most major players would want a majority. There is also the issue of whether H-L is profitable enough to bring in a good price. Time will tell.
In the meantime HAPAG-Lloyd continues to stream in and out of Halifax on a regular schedule.
Labels: Hapag-Lloyd, New York Express, Tokyo Express
1. Leif Ericson resides in a snowy Novadock 2011-02-05
Work continues on Leif Ericson in the Novadock at Halifax Shipyard. Last year the Minister of Transport announced a $12mn refit on the ship which would be carried out over a period of a year. Some of that work is allocated to Halifax Shipyard.
A complete topside and hull repainting is underway, and there is work on the bow loading ramp. However most of the work is within and cannot be seen.
Marine Atlantic is able to get along without the services of the ship as the first of its new vessels Blue Puttees is about to enter service.
When Leif Ericson's refit is complete it will return to the North Sydney/ Port aux Basques route as a truck only carrier. It will not normally carry passengers other than truck drivers.
Labels: Leif Ericson, Marine Atlantic
HMCS Montreal continues with helicopter trials. She emerges from Bedford Basin on Saturday with the new Cyclone copter on the fight deck.
Labels: Cyclone, HMCS Montreal
1. Georgia S. arriving in Halifax in ballast, 2005-09-25, a sight never to be seen in Halifax again.
When Georgia S. sailed on January 25 [see January 27 post] I was not aware that it was likely the last time we will ever see the ship in Halifax. A familiar sight for thirty years and almost a fixture since 2009, the ship has been reassigned. It was the final ship in a series of self-unloading bulkers developed by Ole Skaarup, a New York based shipping entrepreneur and visionary.
2. Melvin H. Baker was the first ship built to Ole Skaarup's concept.
He is credited with developing the modern self-unloader [simultaneous developments were occurring on the Great Lakes and elsewhere however, so he was not the originator of the idea.] His pioneering ship was the Melvin H.Baker named for the founder of National Gypsum, and built specifically to carry gypsum from Halifax to east coast US ports. It sailed out of Halifax from August 10, 1956 through to March 9, 1994, making thousands of trips and then worked in the orient until it was delivered to the breakers in China December 23, 2009. Melvin H.Baker was built by AG Weser in Bremen, Germany and measured 10,884 gross tons. Its deadweight capacity was 16, 894 as built, later revised to 12,258 gross and 17,940 tonnes deadweight.
There were two near sisters in the Skaarup fleet, Inverness ex Lewis R. Sanderson 10,032/56 and Dartmouth ex William M. Currie 11,416/56 , both eventually carrying Nova Scotia names, and also specialized gypsum carriers, but they were not frequent callers in Halifax. Instead they loaded in the Bras D'or Lakes and Strait of Canso.
3. Colon Brown in drydock at Halifax Shipyard, 1975-04-26, after being salvaged.
In 1974 Skaarup took delivery of a larger version of the ocean going self-unloader. Colon Brown was built by Sasebo Heavy Industries in Japan, and was a vessel of 15,471 gross tons 26,556 deadweight. Early in its service it ran into trouble off Halifax in a storm. It returned to port and was intentionally beached in Macnab's Cove April 4, 1975 to prevent it from sinking. It was badly damaged, but was patched up enough to send back to Sasebo for rebuilding. A new cargo section was fabricated and the existing bow and stern attached, forming a new ship named Gold Bond Conveyor, 14,941 gross, 26,608 deadweight.
4. The rebuilt and renamed Gold Bond Conveyor 1992-05-21.
On March 13, 1993 Gold Bond Conveyor left Halifax fully loaded with gypsum and was caught in the "storm of the century." It sank with the loss of all 33 aboard, 180 miles south of Cape Sable, in the Gulf of Maine. An air rescue crew was helpless to save the crew due to the extreme weather.
5. Gold Bond Trailblazer arriving Halifax, 1987-05-10.
Meanwhile Skaarup had the cargo section of Colon Brown rebuilt and a new bow and stern built and attached by Sasebo in 1978. It was named the Gold Bond Trailblazer and measured 14,956 gross tons (later 18,241) and 26,608 deadweight. It was also an on/again off again caller in Halifax, but in 1998 it was acquired by CSL International and renamed CSL Trailblazer. It is still operating in the CSL International pool on the west coast of North America, last reported in Baha California
6. Georgia S. sailing from Halifax for the last time 2011-01-25.
In 1981 Skaarup went back to Sasebo for another evolution of the basic design. This became Georgia S. measuring 15,462 gross tons, 30,187 deadweight. It is a very similar ship to the previous ones, but with some differences. The superstructure aft is the same as that of the Trailblazer, one deck lower than the Colon Brown/ Conveyor. I believe this was done to enhance the ship's stability, but I have no confirmation. The most significant difference is the raised bow forward, in way of number one hatch. This may also have been in response to seakeeping experience with the other ships. Certainly a number of sudden bulk carrier losses were attributed to the collapse of the number one hatch in extreme sea conditions.
Georgia S. was built to deliver gypsum at four National Gypsum plants on the US east coast. However in the recent recession all but one of those plants was closed. Georgia S. arrived in Halifax May 8, 2009 and entered long periods of idleness anchored in Bedford Basin. It continued to service the Burlington, NJ National Gypsum plant when needed, but otherwise sat at anchor with a full crew aboard and ready to sail. It was obliged to serve only National Gypsum as part of its contract with CSL International. That contract has apparently now expired, and the the ship can be assigned to other work.
It sailed from Halifax January 25, and after unloading in Burlington headed for Panama. I understand that it will be drydocked, and then other work will be found, likely in China.
Labels: Colon Brown, CSL International, Georgia S, Gold Bond Conveyor, Gold Bond Trailblazer, Melvin H. Baker, Skaarup
1. Alice Oldendorff approaches pier 9. The five hoppers (one for each hold) are prominent on deck.
2. Atlantic Fir swings the ship to back in to pier 9B.
3. The self-unloading boom is stowed on the starboard side of the deck, with a gantry mounted forward to swing it out over the dock. Just ahead of the house along the rail are two front end loaders, used to gather up the cargo in the holds
The self-discharging bulker Alice Oldendorff tied up at pier 9A this afternoon for some minor repairs. The ship is an off and on caller in Halifax for gypsum, and is part of the CSL International Pool of self-unloaders that carry gypsum, coal, aggregates and other bulk commodities up and down the east coast.
[The pool consists of ships from CSLI, Oldendorff Carriers, Torvald Klaveness, Algoma and Marbulk. Each of these is a shipowner in its own right and except for Marbulk (50/50 CSL and Algoma) has its own web site - all worth a look: http://www.oldendorff.com/ ; http://www.klaveness.com/ ; http://www.algonet.com/ ]
Flying the Liberian flag, Alice Oldendorff was built in 2000 at Shanghai Shipyard. Her gross tonnage is 28,747 and deadweight is an even 48,000 tonnes.
The ship is a hybrid self-unloader. Her four 30 tonne deck cranes are used to unload by means of clamshell buckets into deck hoppers. These in turn feed a deck-mounted conveyor belt system connected to a slewing conveyor boom. The boom will swing out over the dock to land the cargo. Because the hoppers control the flow of material, there is a steady stream of discharge, allowing for more precision in the placement of the cargo in stockpiles. The on-deck hopper/conveyor system can be retrofitted to a conventional geared bulker at a lower cost than constructing a self-contained gravity fed unloading belt system [see following story on Georgia S] The downside is more labour intensive/equipment intensive use of the cranes and slower unloading speed. Payload may be greater however, since the holds are flat bottomed instead of hopper shaped. Note the wheel loaders on deck that are used to reach the far corners of the holds and feed the last "crumbs" of cargo to the clamshells.
Repairs will be carried out by Marener Industries, a ship repair and boat building operation based at pier 9B. http://www.marener.ca/
The ship's complete specs can be found on the CSL International Web site: http://www.cslint.com/
and http://www.cslint.com/pdf_specs/AO-AliceOldendorff.pdf
Labels: Alice Oldendorff, CSL International
1. Polar Star arriving Halifax 2001-05-18 following conversion work at Verreault shipyard in Méchins, QC. There was still fitting out work to do before the ship went into service.
Karlsen Shipping of Halifax operates Polar Star Expeditions and the icebreaking expedition ship Polar Star, in the arctic in summer and antarctic in (our) winter. Last summer the ship was aground in Norway, and now it has grounded on the Antarctic Peninsula.
On January 31 while en route from Antarctica to Argentina it fetched up on Detaille Island. Early reports indicate that the ship's outer hull was punctured. All 80 passengers and 35 crew were reported safe, and damage is minimal, but the Argentine navy may be evacuating all the passengers. The ship is the former Swedish icebreaker Njord, built in 1969 and was acquired and refitted for cruising in 2000.
This a breaking story, so more news will likely be coming in frequently-check for updates.
2. Polar Star leaving Halifax 2000-10-14 for Méchins, QC. The tug Point Carroll is making up to tow the ship, with Point Valiant assisting off the stern. Some conversion work was done in Halifax.
3. Polar Star arriving in Halifax for the first time 2000-05-13.
After 6 to 7 hours hung up on the rock, Polar Star was given permission to sail, still with passengers aboard. It is heading for the South Shetland Islands, where it will stop at a Polish research base. Divers will conduct a survey before the ship retunrs to Ushuaia, Argentina.
The rock was apparently uncharted as is often the case in remote regions.
Update Feb 4:
Passengers were removed from the ship on arrival at South Shetlands and will be transferred to Ushuaia by other means. Extent of damage to the ship has not been released by Karlsen. Sunday's departure from Ushuaia has been cancelled.
Posted by Mac at 10:04 AM No comments:
Labels: Polar Star
1. HMCS St.John's came in for a PAX (passenger) transfer this morning and returned to sea.
2. FDU 22 Fortune is a multi-purpose work boat attached to the Fleet Diving Unit in Shearwater. It was built by Celtic Shipyard in Vancouver.
3. FDU 22 gets under way from Bishop's Landing as St.John's heads out, with the Woodside ferry scurrying over for another load of commuters.
There has been a fair amount of navy toing and froing in the harbour over the last few days.
HMCS St.John's has been one of the more visible vessels, coming in and out, and presumably using the sound range. Submarine HMCS Corner Brook has also been active, although it has escaped my camera.
Labels: FDU 22 Fortune, HMCS St.Johns
1. Beluga Festival at pier 30. (2011-01-31)
2. A pusher tug is on the ship's deck, but hidden from view behind an open hatch cover.
Material has been accumulating on pier 30 since December for a major project cargo lift to Africa. Consisting of what appear to be boiler plant components, the large steel fabrications have been arriving by train and truck.
On Sunday evening the Beluga Festival arrived and on Monday work got underway to take on the cargo. Beluga Festival is another of those ubiquitous Beluga ships, designed to carry heavy lifts and project cargoes. Built in 2010 it is a 9611 gross tons vessel, German owned and registered in Antigua. As an example of its versatility, it was in Belledune, NB in September unloading wind turbines. It then went to the Great Lakes and loaded grain in Duluth. It was reported in Gibraltar at the end of October taking bunkers and bound for Italy. Then last month it unloaded 10,000 tones of reinforcing steel at Panama for the new Panama Canal project.
At some point it was in the southern US and picked up a shallow draft pusher tug which it loaded on deck. It is not visible in the bow shot because the open hatch is in the way. That it could do with ease. It has two 180 tonne capacity cranes than can be combined to lift 360 tonnes.
Also on the dock are some of the pontoon type tween decks which are removable in sections to suit cargo configurations.
Labels: Beluga Festival


text:
«Treehouse of Horror XV» () — первая серия шестнадцатого сезона «Симпсонов». Как и всякий хэллоуинский спецвыпуск, не является «канонической» и состоит из трёх частей.

Сюжеты

«The Ned Zone»
(», в переводе РЕН - ТВ "Нед сказал нет").

Гомер пытается сбить свой попавший на крышу дома фризби шаром для боулинга, но шар, отскочив от каминной трубы, падает на Неда Фландерса, из-за чего у того случается сотрясение мозга. В больнице у Неда случается видение: он видит, как доктор Хибберт падает из окна и разбивается. Это видение тут же осуществляется — по просьбе Гомера доктор Хибберт высовывается в окно и вываливается из него. Позже аналогично Нед предвидит гибель Ганса Молмана — он падает в канализационный люк с крокодилами. Таким образом, Нед осознает, что получил дар предсказания несчастных случаев.
По просьбе Гомера Нед предсказывает его смерть. Это видение ужасает Неда: он видит, что Гомер погибает от огнестрельных ранений, которые наносит ему он сам, Нед Фландерс. В шоке Нед пытается обмануть Гомера, но позже обман раскрывается. К варианту, что его убьет Нед Фландерс, Гомер относится с насмешкой: «Слишком крупная дичь для первого раза» — заявляет он. Он даже пытается спровоцировать Неда на выстрел, но тот усилием воли отбрасывает пистолет в газонокосилку, которая разламывает его. Тотчас же Нед видит новое видение: в нём Гомер погибает от того, что своими некомпетентными действиями вызывает на спрингфилдской АЭС ядерный взрыв, который вызовет гибель Спрингфилда. Он рассказывает это Ленни и Карлу, на что Карл ему отвечает, что все не безгрешны.

Нед пытается отговорить Гомера ехать на работу, но безуспешно — ведь в тот день был день рождения Ленни. На работе Гомер ест праздничный пирог в комнате с кнопкой «взрыв реактора». Нед по домофону обращается к Гомеру с предостережением, чтобы тот не нажимал эту кнопку, однако из-за нестабильной работы домофона Гомер понимает просьбу Неда прямо противоположным образом. Видя, что Гомер вот-вот нажмет на кнопку, Нед выхватывает у охранника пистолет и стреляет в Гомера (из-за чего первое предсказание сбывается). Убитый Гомер падает на пульт рядом с кнопкой и в агонии нажимает её языком. Последовавший за этим ядерный взрыв стирает с лица земли город Спрингфилд со всеми его жителями (из-за чего второе предсказание сбывается).

Гомер с Недом становятся ангелами и попадают на небо, где их встречают Мардж с детьми, а также Бог, наконец возвращающий Гомеру его фризби.

«Four Beheadings and a Funeral»
()

В 1890 году в Лондоне происходит череда убийств проституток, совершенных загадочным «убийцей с бакенбардами». Расследование ведет некомпетентный следователь Скотланд-Ярда Клэнси Виггам, также этим делом заинтересовывается знаменитый детектив Элиза Симпсон (Лиза) и её помощник доктор Бартсон (Барт). Осмотрев орудие преступления (редкий восточный кинжал), Элиза и Бартсон устанавливает его владельца — миллионера Эбенезера Бёрнса (Монтгомери Бёрнс), которого они находят в опиумной курильне. Он заявляет, что продал свои кинжалы, чтобы купить опиум. Тогда у следствия появляется новый подозреваемый — Гомер. После поимки его собираются вешать, но в этот момент Элиза указывает на истинного убийцу — Клэнси Виггама, опознанного ей по запаху пирога из угря, который тот оставил на кинжале. Разоблаченный Виггам пытается скрыться на воздушном шаре, но его таранит летающая тарелка на паровой тяге Кэнга и Кодос, которые комментируют это: «неплохо — их воздушный флот погиб!».

Позже выясняется, что вся эта история — видения обкурившегося опиумом Ральфа Виггама.

«In the Belly of the Boss»
()

На научной выставке профессор Фринк демонстрирует машину, способную уменьшать предметы. В качестве примера он уменьшает гигантскую пилюлю, излечивающую от всех болезней, до размера, позволяющего проглотить её. Тут же Монтгомери Бёрнс её глотает. К несчастью, перед процедурой уменьшения внутрь пилюли незамеченной пробралась Мэгги, и теперь она, уменьшившись вместе с пилюлей, находится внутри мистера Бёрнса.

Для спасения Мэгги профессор Фринк уменьшает Симпсонов и отправляет их на летательном аппарате внутрь мистера Бёрнса. Там они находят и спасают Мэгги, но из-за увеличения массы (от взятой на борт Мэгги) летательный аппарат не может двигаться наружу. Тогда Гомер остается внутри своего босса, давая остальным возможность улететь.

В желудке у Бёрнса Гомер находит зефир и съедает его. Из-за этого он самопроизвольно возвращается в свои естественные размеры прямо внутри организма Бёрнса. Оба вынуждены привыкать к такому сосуществованию, пока Гомер не придумает, как освободиться.

Культурные отсылки и факты

 Оттиск логотипа «XV» в названии серии — отсылка к фирменному стилю компании «Mark VII Limited».
 Получивший дар предвидения Нед — пародия на роман «Мертвая зона».
 Помимо гибели людей, Нед также смог предвидеть закрытие мюзикла Рози О'Доннел, прокомментировав это: «ну, для такого предвидения особый дар не нужен».
 Название второй истории — отсылка к фильму «Четыре свадьбы и одни похороны», а сюжет — к истории «Джека Потрошителя» и историям о Шерлоке Холмсе.
 Песня в конце серии — «I've Got You Under My Skin» Фрэнка Синатры.
 Когда Симпсонов уменьшили и отправили на летающем аппарате, прямая отсылка к фильму «Внутреннее пространство».
 В заставке Gracie Films женщина кричит голосом Гомера.

Серии «Симпсонов»
Хеллоуинские эпизоды в «Симпсонах»
Мультфильмы США 2004 года


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Q: How do I test apps on emulators in Visual Studio without including the app's project in the solution? I am creating a Xamarin.UITest automation project using the template 'Xamarin.UITest Cross-Platform Test Project'.
I will be automating an app developed by a 3rd party so I don't have the option of adding the project to my solution - but this seems to be a prerequisite for gaining access to these dropdowns:

I will be testing against the .apk file they produce every sprint, the path of which I've added in AppInitializer.cs
I am currently unable to target an emulator/device to run my tests on. When I run my tests, I get the error

Message: SetUp : System.Exception : No devices connected.

How do I run my tests on an emulator without adding the app's project to my solution?

A: I needed to go into Android Device Manager and 'Start' one of the emulated devices. Then run the test.
Or, do the above, then if I have multiple devices connected, in AppInitializer.cs, specify the device I want to use by its serial number:
    if (platform == Platform.Android)
    {
        return ConfigureApp.Android.ApkFile(@"C:\App Automation Files\com.companyname.UITestDemo.apk").DeviceSerial("emulator-5554").StartApp();
    }


FirstEscapeGames Escape Game Farm Escape 2 is another point and click escape game developed by FirstEscapeGames team. A farmer is trapped in a farm house. He is not able to escape from the farm house. Someone has to help him out. Try to help the farmer escape from the farm house by interacting with objects and solving puzzles. Good luck and have fun!


GFF 2018 – What to check out on the last day!
At 10 am we have a screening of the dark Icelandic comedy Under the Tree at the Gimli Theatre, What Walaa Wants at the Aspire Theatre, and our MTYP Movie Magic Camp & Children's NFB Films at the Lady of the Lake Theatre.
Following that there is a 12:30 pm screening of Shorts by the Indigenous Filmmakers Association at the Aspire Theatre, Exit Music screens at the Lady of the Lake Theatre, and The Rider screens at the Gimli Theatre.
At 3 pm you can check out a screening of Mankiller at the Aspire Theatre. This film is the story of the first women elected Chief of the Cherokee Nation. As well we have our Rinse & Repeat Shorts playing at the Lady of the Lake Theatre, and Three Identical Strangers playing at the Gimli Theatre!
This evening at 5:30 we have three more films screening. Sweet Country screens at the Aspire Theatre, Miseducation of Cameron Post plays at the Lady of the Lake Theatre, and Transformer, the documentary of former Marine and bodybuilder's journey as a transgender women transitioning into Janine, screens at the Gimli Theatre.
At 8 pm we have a screening of Cocote in the Aspire Theatre, and a screening of Shirkers in the Lady of the Lake Theatre. We will also be announcing Audience Choice for Best of Fest presented by Outlet Collection Winnipeg, so don't forget to cast your votes throughout the day!
And to close out the festival we have our RBC Sunset Screening of family comedy, The Great Outdoors, screening on the beach at 10 pm.


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text:
Home > Catholic Encyclopedia > J > St. Jarlath
St. Jarlath
Patron of the Archdiocese of Tuam, born in Connaught about 445; died 26 December, (al., 11 Feb.), about 540. Having studied under St. Benen (Benignus), he founded a college at Cloonfush, near Tuam, which soon attracted scholars from all parts of Ireland. The fame of Cloonfush is sufficiently attested by two of its pupils, St. Brendan of Ardfert, and St. Colman of Cloyne. But, great teacher as he was, he went, through humility, to avail himself of the instruction of St. Enda at Arran about 495. He removed to Tuam about the second decade of sixth century. St. Jarlath is included in the second order of Irish saints, and on that account he must have lived to the year 540. The "Felire" of Aengus tells us that he was noted for his fasting, watching, and mortification. Three hundred times by day and three hundred times by night did this saint bend the knee in prayer, and he was also endowed with the gift of prophecy. His feast is kept on 6 June, being the date of the translation of his relics to a church specially built in his honour, adjoining the cathedral of Tuam. His remains were encased in a silver shrine, whence the church--built in the thirteenth century--was called Teampul na scrín, that is the church of the shrine, a perpetual vicarage united to the prebend of Kilmainemore in 1415.
APA citation. Grattan-Flood, W. (1910). St. Jarlath. In The Catholic Encyclopedia. New York: Robert Appleton Company. http://www.newadvent.org/cathen/08323c.htm
MLA citation. Grattan-Flood, William. "St. Jarlath." The Catholic Encyclopedia. Vol. 8. New York: Robert Appleton Company, 1910. <http://www.newadvent.org/cathen/08323c.htm>.
Transcription. This article was transcribed for New Advent by Joseph P. Thomas. In memory of Dr. Francis H. McGuire.
Ecclesiastical approbation. Nihil Obstat. October 1, 1910. Remy Lafort, S.T.D., Censor. Imprimatur. +John Cardinal Farley, Archbishop of New York.