One of the big reasons I started my blog was because I wanted to share products, clothing and places that I love! Whenever possible, I try to shop local and support small businesses. This is why I am beyond excited to be teaming up with Brewquet! If you haven't heard of them before, Brewquet is a Vancouver, B.C. company who offers unique gift baskets featuring a selection of craft beers and yummy local goods. On staff is a cicerone (essentially a sommelier for beer!) who curates all of the beer selection to ensure that only the best seasonal and local offering are always chosen! Brewquet is currently serving areas within three hours of Vancouver and free delivery is offered to Vancouver, Burnaby, North Vancouver, West Vancouver, Richmond and New Westminster. For other areas, you can contact them directly for a quote.
I'm not sure about you, but I have a handful of people in my life who are always a challenge to buy for! Who wouldn't love a bucket full of cold ones?! Such a unique alternative to sending a bouquet of flowers! As their website states "Be clear, say it with beer!" A perfect gift for the upcoming Holidays, Birthdays, a big thank you, or really any occasion you just feel like giving someone a fun, delicious and creative gift!
Another feature that I appreciate, is that 90% of offerings are earth friendly in that they are either recyclable or biodegradable. The shipping boxes are recyclable, the paper crinkles found in the ice buckets are made from recycled paper and the burlap wrap is biodegradable.
I can already think of a few people who I will be giving a Brewquet to!


Hello All. I'm brand new to this. I just got my first 3d-printer, an Ender 3 Pro, about a week ago, have got it setup and running. Now that I fixed the assembly instructions in my first post here, I have some questions about using this thing. I bought this with making structural objects in mind. and have been able to make gears of 1"-1 1/2" with around 0.005" runout, Pretty darn good for a machine that's yet to really be tuned. But, as was destined to happen, I have run across some problems.
I printed the gears with .25 layer height, 100% fill, no problem.
I'm slicing in cura, now using 0.15 settings, 100%infill, "print speed" set from it's default of 60mm/s to 30mm/s, which in reality adjusts several parameters to 1/2 of their value. After the bracket failed, I reduced the "inner wall speed" to 20mm/s from it's 40mm/s that it calculated from my 30mm/s "print speed" setting. It had the same result.
Under "travel" I changed the Combing option from "all" to "within infill" It laid down the pattern beautifully directly on my magnetic build pad first try and it's printing very nicely as I type this. I believe this corrected my problem. My questions are, 1st off, to those that know this stuff, did it?, or did I just get lucky? If it did, is there a better option/parameter to use to fix it? Should I leave this option this way in general?
I'll include a picture of the bracket base, and of my failed print on a raft. In my picture, I pulled it off the bed hot, so it warped up, and the outer perimeter detached, but the way the ovals turned into teardrop shapes and the extreme string was the problem.
I thank all who take the time to read this, and even more so, any who can help me get a grasp on these concepts.
Also I just noticed I'm operation out of specs for the material I'm using, This is PLA, amazon basics brand, the reel says 190-220, bed temp 40-55. I'm still running my machine at the default of 200-60, with the bed temp 5 degrees hotter than the reel calls for. I don't know how much of a difference that makes.
I'm also using the Ender3 (my Christmas present to myself this year) and I would suggest using a Brim not a Raft, for PLA you need a hot print bed to make the PLA stick well and the Raft top layer may not be staying hot enough on the surface.
For PLA I would set for 210 - 215 for your nozzle temp and 60 for the bed. A warmer bed helps that 1st layer stick better. You can also lower the print speed of the first layer to 10 - 35mm/s to help that first layer stick to the bed.
I don't know if you have the textured mat or a glass bed, but for the price I think you'd be better off with the glass bed for the Ender3.
You didn't say what slicer software you're using so I'm going to guess you're using Cura (3.6.0). There are some really good YouTube videos that go over some good profiles for the Ender3 that I've been using and I've had some good results.
I used these suggested settings and printed a really great Cat almost perfect except for some reason the Cat's ears got cut off. But I'm blaming that on the STL file and maybe Cura, since others have said they had the same thing happen with the Cat they printed.
I appreciate the response, and I will experiment with the temperature settings, the failures occurred with the initial layer speed is currently 15mm/s. My question was mainly about the ovals stringing into teardrops, and if disabling the combing stopped it, and if there's a better way to do it than to restrict the combing to "within infill", which as I understand it forces a retract while pulling off the inner walls, and avoids the mess. I did say I sliced it in Cura, and I did say I tried a raft once, all other times, including now, in what's so far so far a successful attempt, have printed directly onto the magnetic build pad provided. The mat is lightly textured. It seems to adhere quite well. I don't see how a brim would help as my perimeter is fine.
Looking at it again I'm wondering if the bed is not as level as it could be. I noticed on the middle and left side of the image the print looks thinner and its not sticking like the right side.
I had a design with a bunch of 10mm holes all the way through the print and your slots look like the holes that first printed until I fine tuned the bed up slightly to get a better print over the whole area of the bed.
Those holes were out of round and some even folded up on themselves.
I always have to do a fine tune/alignment print after I set the gap with a post-it note. It helps me fine tune and get an even layer going down all around the bed.
I'll reference another Youtube clip that really helped me.
I had it leveled pretty good, right before all three failed attempts. I've printed a lot of things with it, all with success. I tried this a few times with the same failure mode, leveling between tries. The attempt pictured was done on a raft, for the sole purpose of negating any slight bed warping or out of level. That was not the problem. As for bed adhesion, I printed the drivescew for that vise vertical, about 6" long with less than a 1/2" base, and that went just fine. The problem shown in the picture is from something in the way it's sliced that creates a string in each oval that accumulates. I had the same thing happen 3 times until I restricted combing which forces a retract in those situations and it printed beautifully. Later I'll try to look at a g-code analyzer and see exactly what movement it was making.
I should look at some test models like you mention, I also think I should tighten up the y-axis, I didn't want to mess with it as that part is a "pre-assembled" unit, but the rollers seem loose, I know there will be some rock no matter what but I don't know what is acceptable amount, It just seems a little much, so I may adjust some of that out.
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AHMEDABAD: 23RD DECEMBER, 2018 |	MUMBAI: Coming Soon. AHMEDABAD: 23RD DECEMBER, 2018 |	MUMBAI: Coming Soon.
Justin is one of the finest Bodybuilders you will ever met anywhere, and is a true Aussie and NABBA great.
Justin was also part of our elite Judges panel, fulfilling the role of a Senior Judge, and was absolutely stellar in his performance on the day. So, it was a no brainer for us to bring him back for the next season of Boss Classic.
Eyad was the Head Judge of our star cast of Judges at our 1st Boss Classic Classic, delivering superlative judging.
Eyad is one of the Best Judges in the in world and also one of the best coaches you will find anywhere.
Bringing over 20 years of 1st class experience, Eyad is someone who's easily one of the Top Judges across the Globe.
Bringing nearly a decade of International Judging experience with having been Head Judge at multiple World Championships across 3 different Federations, you would be hard pressed to find a more qualified Head Judge for our Inaugural Show.
Not only the above, Eyad is a World Class Contest Prep Coach - Having produced many World Champions over the last 20 years, plus he's a world Class Bodybuilding Show Promoter and the current Head of PCA Australia.
Amy Fox is a name synonymous with Bodybuilding all round excellence, and a leading name in the Australian Bodybuilding.
In 2014 Amy became the first Australian to win an IFBB Pro Card in the Women's Physique Division and has been coaching and mentoring other Personal Trainers in the industry ever since.
Since 2009 Amy has lectured international and domestic students studying their Certificate 3 & 4 in Fitness to become Personal Trainers as well as tutoring fitness students online.
Outside teaching, Amy's Personal Training business specializes in Bodybuilding and Fitness Competition Preparation including customized food, training and supplement plans, routine choreography and posing which comes naturally to Amy, and something that she truly enjoys!
Creating balance and symmetry throughout the body was the thing that originally attracted Amy to this great sport.
She truly enjoys the challenge of having to figure out poses to best display the individual's physique onstage by hiding their weaknesses.
Over the years Amy has assisted with, as well as delivered a number of health & fitness seminars and muscle camps across Australia with Pros such as Milos Sarcev, Monica Brandt and Ben Pakulski as well as delivering a Muscle Camp in Las Vegas with Kris Gethin and his Supplement Company Kaged Muscle.
Amy's been working with Titan Fitness, Coogee Australia since 2015 and has over 15 years' experience as a Personal Trainer landing her very first PT job in London when she was just 19. Now she's the Titan Fitness in-house trainer educator, however spends most of her time at the club dedicated to creating video content for her YouTube Channel.
Amy is a qualified IFBB Judge, and someone who is very highly regarded and respected, as she's able to bring a wealth of knowledge from her past experience as a competitor and the ever growing experience of being one of the leading Posing Coaches in Australia.
In Amy's own words, "This area is extremely rewarding for me! I finally have the chance to share some great tips and tricks I've learnt over the years to help transform so many more physiques than I had ever thought possible! And when it comes to judging, my own experience of having been a competitor and a long association with all genres of bodybuilding allows me to judge all categories objectively, leaving any personal biases aside!"
Boss Classic is truly delighted to have Amy as one of our judges of the elite judging panel.
Jivesh Shetty is a name that is synonymous with effortless combination of brain and brawn.
Having spent a good 15 years in the industry, Jivesh is a very well rounded accomplished fitness professional.
From being the youngest black belt achiever in India, to winning numerous titles in Powerlifting and Bodybuilding at National level, to sharing quality knowledge with up and coming fitness professionals, Jivesh is one of the very well respected and well liked fitness professionals of the fitness industry.
And at Boss Classic we are excited to have him on board as a Senior Advisor and a Judge along with other Industry leaders.


U.S. auto accident statistics are staggering. According to recent National Highway Traffic Safety Administration Data, Americans average roughly six million auto accidents each year. Three million people are injured on our nation's roads, and more than 40,000 are killed annually. Almost everyone has been or knows someone who has been involved in a car accident. But the fact that car accidents are common does not mean that they are harmless. The New Hampshire car accident attorneys at Tenn And Tenn, P.A. have significant experience litigating car accident cases of all types. If you have been injured in a car accident, contact Tenn And Tenn for a free and confidential case appraisal.
The New Hampshire Department of Transportation reports that in this state alone, there are about 15,000 injury crashes each year. These accidents can be costly for the victims. Just one year of New Hampshire fatal motor vehicle accidents cost $143 million in medical bills and lost wages alone.
The other driver's breach was the proximate cause of the plaintiff's injuries.
All drivers on New Hampshire roads have a duty to drive reasonably, which means no texting, aggressive driving, or speeding. A driver who breaches this duty by driving below the standard of care can be held liable to any person injured.
In New Hampshire, legal claims must be filed no later than three years from the date of the injury. It is important to speak to an attorney as soon as practicable after a car accident. The longer you wait to file your claim, the harder it may be to collect the necessary evidence.
Not all car accidents are caused by another driver. Some are caused by dangerous road conditions or even faulty automotive components. No matter the cause, those responsible for the accident and subsequent injuries may be held liable, even if you are partly at fault. Determining who is at fault for a car crash can be complicated, so contact an experienced injury attorney if you are not sure of the cause of your collision.
An injured driver is entitled to compensatory damages under New Hampshire law. Damages that reimburse the plaintiff for things such as hospital bills, property damage, or lost salary/wages are called economic damages. Plaintiffs can also claim noneconomic damages, which are intended to compensate victims for things like emotional distress, pain and suffering or loss of consortium.
At Tenn And Tenn, our New Hampshire car accident lawyers have helped many car crash victims and their families recover damages for their injuries. If you have been involved in a car accident, contact us at (603) 624-3700 or online for your free and confidential case appraisal.


text:
Q: Templates, variables processing with regexp in php I have multi-line string with some variables like $Item_#1_Value$, $Item_#2_Value$, and so on. I would like to replace (case in-sensitive) all these instances with real values, which is not a problem with str_ireplace().
The problem is I need to remove also all spaces which may (or may not) be adjacent to these variables. The other spaces, not adjacent to variables, I need to not touch.
For example:
If $item_#1_Value$ is 1234, so strings:
ABC$item_#1_Value$QWERT, ABC $ITEM_#1_VALUE$    QWERT, ABC $item_#1_Value$ QWERT all needs to be replaced to ABC1234QWERT.
I have understood it should be preg_replace(...) used instead of str_ireplace(...), but I cannot realize what regexp pattern should I use.

A: One way to do it with regular expressions would be to match your tag with optional surrounding multiple whitespace:
\s*\$item_#1_Value\$\s*

Demo
PHP Code
<?php
$strings[] = 'ABC$item_#1_Value$QWERT';
$strings[] = 'ABC $ITEM_#1_VALUE$ QWERT';
$strings[] = 'ABC $item_#1_Value$ QWERT';
foreach ($strings as $string) {
    $string = preg_replace('/\s*\$item_#1_Value\$\s*/i', "1234", $string);
    echo $string.PHP_EOL;
}

Demo
Result

ABC1234QWERT
ABC1234QWERT
ABC1234QWERT

redpajama_set_name: RedPajamaStackExchange


text:
Singapore shuts schools, distributes free masks for haze
By Annabelle Liang
Muslims cover their mouths and noses from the haze from wildfires as they walk to attend a morning prayer marking the Eid al-Adha in Palembang, South Sumatra, Indonesia, Thursday, Sept. 24, 2015. Slash-and-burn practices destroy huge areas of Indonesian forest every summer during the dry season, creating haze that blankets parts of the archipelago and neighboring Malaysia and Singapore. (AP Photo)
SINGAPORE >> Singapore shut schools Friday and began distributing free anti-pollution masks to the elderly and other vulnerable people as a thick smoky haze cast covered the island-nation with pollution reaching its worst level this year.
The haze — a pall of grayness that resembles wintry fog and virtually obliterates the skyline while even seeping inside homes — is an annual problem for the region, resulting from forests being burned in neighboring Indonesia to clear the land for farming and plantations.
Repeated efforts to bring the offending companies to book have not helped. Meanwhile, people in Singapore, Malaysia and Indonesia suffer from the smoke, a serious health hazard, especially for the elderly, children and those with breathing problems.
The three-hour Pollutant Standards Index (PSI), which measures air pollution in the country, hit 341 on Friday morning, the highest level this year, before dipping below 300, the hazardous mark.
The government ordered all primary and secondary schools to be shut. Also, free face masks were being distributed at community centers across the island to the vulnerable from 10 a.m. to 10 p.m.. Volunteers were also expected to go house to house to give out the masks to those who were unable to come to community centers.
The haze is also causing tensions between Singapore and Indonesia, apparently after Indonesian Vice President Jusuf Kalla commented recently that neighboring countries "already enjoy 11 months of clean fresh air from Indonesia." He suggested that it is not a big deal if they suffer from the haze for one month, when forests are usually burned.
Singapore Foreign Minister K. Shanmugam, in a Facebook post, responded by saying his government "takes the matter seriously" and Singapore is "ready to assist Indonesia in combatting the fires."
"Yet, at the same time, we are hearing some shocking statements made, at senior levels, from Indonesia, with a complete disregard for our people, and their own — PSI levels in parts of Indonesia are at almost 2,000 PSI."
"How is it possible for senior people in government to issue such statements, without any regard for their people, or ours, and without any embarrassment, or sense of responsibility?" he wrote.
The haze has also hit hard festivities in Singapore whose multi-ethnic population celebrated the Muslim festival of Eid al-Adha on Thursday and will mark the Chinese mooncake festival on Sunday, traditionally held by farmers to celebrate their autumn harvest.
"The haze is very bad, there are less people in the mosque this year. Coming to the mosque to pray used to be very nice because we would mingle around after," said Mustafa Muhamad, 61, who had come to the Hajjah Fatimah mosque to pray.
On Tuesday, Indonesia's environment and forestry ministry said the licenses of four Indonesian plantation companies were suspended or revoked for clearing land illegally and sparking forest fires.
Some 27 companies are being investigated in connection with the forest fires, Indonesian authorities said, while 140 individuals are being questioned. A Singapore-listed company is among those under investigation.
'God bless the military' sign on Hawaii base is questioned
Royals clinch AL Central by beating Mariners

redpajama_set_name: RedPajamaCommonCrawl


TEACHERS hoping for a large increase in the annual pay round next year are likely to be disappointed.
In a letter to the teachers' pay review body, Education Secretary David Blunkett stressed the need for the award to fit within the Government's current spending plans and inflation targets.
He also asked the review body to make recommendations on the plans to modernise the teaching profession which were outlined in last year's Green Paper. The proposals include a new career structure for classroom teachers, performance-related pay and fast-track promotion for high-flyers.
The review body will make its recommendations to ministers on a range of issues by early 2000 in time for the start of the new financial year in April. The changes announced in the Green Paper will come into force in September 2000.


Szokolay, Steven V. Introduction to architectural science: the basis of sustainable design. 1. Architectural design 2. Buildings — Environmental engineering. 3. Introduction to Architectural Science [Steven V. Szokolay] on lesenluminures-france1500.com * FREE* shipping on qualifying offers. Introducing the basics of architectural science. Introduction to Architectural Science: The Basis of Sustainable Design [Steven V. Szokolay] on lesenluminures-france1500.com *FREE* shipping on qualifying offers. Now in its.
Introduction to Architectural Science: The Basis of Sustainable Design. Front Cover. S. V. Szokolay. Elsevier/Architectural Press, - Architecture - pages. By introducing the basics of architectural science, this book is an ideal reference Dr Steven Szokolay runs his own practice as an energy and environmental. Introduction to Architectural Science: The Basis of Sustainable Design. Front Cover · Steven V. Szokolay. Routledge, Apr 11, - Architecture - pages.
14 INTRODUCTION TO ARCHITECTURAL SCIENCE of air occupied by 1 kg of air The psychrometric chart, with SET lines superimposed (after Szokolay, . 30 Apr Introduction to Architectural Science by Steven V. Szokolay, , available at Book Depository with free delivery worldwide. Introduction to architectural science the basis of sustainable design Steven V. Szokolay [electronic resource] - 2nd ed. Amsterdam Elsevier/Architectural Press. Introduction to Architectural Science has 9 ratings and 1 review. Szokolay presents an accessible reference that provides a full understanding of the ph. Featured Authors. Introduction to Architectural Science: The Basis of Sustainable Design, 3rd Edition (Paperback) By Steven V. Szokolay. © – Routledge.
Available in the National Library of Australia collection. Author: Szokolay, S. V. ( Steven Vajk); Format: Book; xi, p.: ill., maps, plans ; 28 cm. 10 Mar Introduction to Architectural Science: The Basis of Sustainable Design by Steven V Szokolay and a great selection of similar Used, New and. On Jan 1, Steven Szokolay published: Introduction to Architectural Science: The Basis of Sustainable Design. Introduction to. ARCHITECTURAL SCIENCE the basis of sustainable design. Steven V. Szokolay. Graphics assistance by. Christopher Brisbin. ELSEVIER.


Unable to match the superior weapons used by Gaddafi forces, Libyan rebels renovate abandoned tanks.
Facing superior firepower on the battlefield, fighters seeking to overthrow Libyan leader Muammar Gaddafi are left renovating ageing, abandoned military hardware.
As the rebels refurbish old tanks and make launching systems from doorbells, they appeal for new weapons.
Al Jazeera's Hoda Abdel-Hamid, reporting from Benghazi, has more from the rebels' workshop.


Description: 1. Combination of 1-acetyl-beta-carboline with ampicillin exhibits synergistic antibacterial activity against MRSA.
J Microbiol Biotechnol. 2010 Mar;20(3):501-5.
1-Acetyl-beta-carboline was isolated as an anti-MRSA agent from the fermentation broth of a marine actinomycete isolated from marine sediment. The producing strain was identified to be Streptomyces sp. by phylogenetic analysis of the 16S rRNA gene sequence. The anti-MRSA agent was isolated by bioactivity-guided fractionation of the culture extract by solvent partitioning, ODS open flash chromatography, and purification with a reversed-phase HPLC. Its structure was elucidated by extensive 2D NMR and mass spectral analyses. Combination of 1-Acetyl-beta-carboline with ampicillin exhibited synergistic antibacterial activity against MRSA.


A 28-year-old man has been charged over an affray in Luton in which a gun is believed to have been used.
He was remanded in custody this morning (Friday) after appealing at Luton Magistrates' Court, and will appear at Luton Crown Court on 5 November.
The affray took place in Rockley Road, Farley Hill, in August and is believed to have involved a firearm.
Bedfordshire Police is appealing to anyone who may have any information to contact them on 101 or use the online report tool, quoting Op Greenhill.


text:
Alexander Baker may refer to:
Alexander Baker (Jesuit) (1582–1638), English Jesuit
Alexander Baker (MP) (1611–1685), English lawyer and politician
Alex Baker, musician in Seven Summers

See also
Al Baker (disambiguation)

redpajama_set_name: RedPajamaWikipedia


I, of course, was fascinated to learn about the world's largest L.E.D. light sculpture and public art installation taking place on the San Francisco-Oakland Bay Bridge. The NYT also has a short, informative video titled Bridge of Light about Leo Villareal's inspiring project.


text:
Thank you Teenage Cancer Trust
Scott May 2, 2018 Charity of the Year, Colleagues
In April 2017 Virgin Money announced that we would be working in partnership with Teenage Cancer Trust as our corporate charity of the year. This meant that Teenage Cancer Trust would be the official charity partner of the London Marathon and also that colleagues from across the business would carry out fundraising activities to support the cause.
Throughout the year, our Lounge and Store Network have been fundraising with our customers whilst colleagues from across the wider business have been raising funds by taking on personal challenges, baking, arranging quiz nights and some even ran the Virgin Money London Marathon for Teenage Cancer Trust. It's been a terrific year of fundraising and we were delighted to hear that we raised well over £200,000. This will have an enormous impact on the work Teenage Cancer Trust does. It could:
Provide over 8,000 hours of vital nursing care within a Teenage Cancer Trust unit.
Provide over 8,000 hours of specialist one on one support from a Youth Support Coordinator.
Educate roughly 50,000 students on the signs and symptoms of cancer and healthy living.
For every young person that Teenage Cancer trust are able to support there's another that they can't reach. It's their aim to ensure that they are reaching every single young person with cancer and making sure they have access to their support at this time in their lives.
Information on the work carried out and services provided can be found at Teenage Cancer Trust. There is also information on how you can raise funds for the charity here.
Tags charity London Marthon Teenage Cancer Trust
Virgin Money named as one of Stonewalls Top 100 LGBT Inclusive Employers
Sign up to dementia research at your Virgin Money Lounge
Coffee, cake and the latest news in dementia research!
Dementia Revolution Discovery Month
Join our #MemoryRelay for the Dementia Revolution
Virgin Money colleagues takeover Hoole Restaurant to raise over £2k for Dementia Revolution


Here's a refreshing dilemma: why does something so delicious as ice-cream and slush puppies end up being so painful?
There's a price to pay for overindulging, and rapidly consuming cold substances on a warm, sunny day, or even on a cold one.
Ice-cream headache, officially known as "headache attributed to ingestion or inhalation of cold stimulus", is a brief pain, usually in the forehead and both temples, triggered by cold food, beverages, and sometimes even by breathing cold air. What exactly causes it is still an enigma, but one popular theory is that when cold stuff comes in contact with the roof of the mouth or the back of throat, it triggers the local blood vessels to enlarge (dilatation) briefly, followed by them getting narrower (constriction). The irritation of the blood vessel is sensed by local nerve endings, which send the message to the next big nerve they are connected to, the trigeminal nerve. In turn, the trigeminal nerve passes the signal on to the big boss, the brain. The brain interprets this signal as danger!, and thus sends back a pain message to tell the body to get away from it.
But wait a minute, if I am putting a "dangerous" gelato in my mouth, not rubbing it on my face, then why does my head hurt?! The middle man, the trigeminal nerve, is usually in charge of sensation in the face, so when the brain receives a signal from it, it thinks that the signal is coming from the face. This would explain why, when ingesting something cold, you feel pain in your forehead and temples, although the ice-cream was never near them. This common phenomenon of perceiving pain in a location that differs from its origin is known as referred pain. A common example is that of pain during a heart attack: although it is the heart that is actually suffering, pain is often experienced both in the chest and in the arm.
Another popular theory is that the change in temperature in the mouth is sensed by the carotid artery, running along the back of your throat, which signals one of the next big blood vessels and main brain arteries, the anterior cerebral artery, to dilate and thus send more warm blood to the brain in order to prevent it from freezing. Since the brain is locked in a bony cage, the skull, it has little space to accommodate the widened blood vessel, which leads to an increase in pressure inside the skull and thus a headache. However, the head senses the warm air around it, and thus quickly dismisses the original freezing danger signal as non-sense and tells the cerebral artery to take a chill pill. This would explain why ice-cream headache lasts for less than 5 minutes (often even less than 30 seconds).
Fun fact: the pain you feel is irritation of the coverings of the brain, the meninges, not the brain itself (the brain does not have pain receptors).


Subsequent to immunohistological procedures, counterstaining of tissue sections with methyl green is a useful alternative to haematoxylin, carmine and other dyes for nuclear staining. Methyl green has seven methyl groups. The seventh methyl group is easily lost and the dye reverts to crystal violet. Thus, there is invariably a small quantity of crystal violet mixed with the methyl green. The commercial product Methyl green 'CERTISTAIN' for microscopical staining from the Merck group (Merck, BDH/Gurr and EM Diagnostic Systems) is a closely related dye, Ethyl green, in which the seventh methyl group is replaced by an ethyl group. There exist several formulations for methyl green staining; a useful procedure is described.


text:
NHPC signs agreement to take over 120-MW Rangit-IV HE Project
Indian hydropower company NHPC Limited signed a definitive agreement Jan. 13 for implementation of the Approved Resolution Plan for takeover of the 120-MW Rangit-IV HE Project. The project is owned by Jal Power Corporation Limited (JPCL) in Sikkim. The agreement was signed between NHPC, Resolution Professional and Secured Financial Creditors (PFC and PNB) in the...
PhosAgro contracts hydroelectric plant to power agrochemical production facility
PhosAgro will use 100 MW of hydroelectric power supplied by TGC-1 PJSC to power its Apatit mining and beneficiation plant, which produces agrochemical products. This new contracted supply means that more than 60% of the beneficiation plant's output will be produced using "green" electricity, according to a press release TGC-1 said the electricity will be...
Our next HYDRO+ sessions: Training on plant rehabilitation and emergency action plans
The next sessions in our ongoing free monthly virtual training program take place Jan. 26 and 27 and cover the topics of rehabilitating existing hydropower and emergency action planning for dam safety. Hydro Review and HYDROVISION International are hosting these two HYDRO+ webcasts. The live, complimentary HYDRO+ monthly series of virtual events brings together the...
Dam Design and Construction
Women engineers turn gender tide on dam project
Women engineers are breaking stereotypes at a major dam upgrade on Australia's Sunshine Coast. The $24 million upgrade of Ewen Maddock Dam is being carried out by water company Seqwater, Hall Contracting and design consultants GHD. It began last March to strengthen the existing embankment and increase the dam's floodwater capacity to bring it in...
Sustainability pioneer to chair hydropower sustainability council
One of the world's leading experts on sustainable development, Dr Ashok Khosla, has been appointed as independent chair of the global council that governs sustainability guidance for hydropower. Dr Khosla will take up his new role on the Hydropower Sustainability Assessment Council from 1 February 2021. One of his first tasks will be to introduce...
Turbines and Mechanical Components
BHEL receives orders for 960-MW Polavaram hydro project and pump-motor sets in India
Bharat Heavy Electricals Limited (BHEL) has received orders, valued at INR3,200 Crore (US$435.6 million), for electromechanical works for the 960-MW Polavaram Hydro Electric Project (HEP) in Andhra Pradesh, India and electromechanical works of pump-motor sets for lift irrigation schemes (LIS) in Telangana, India. The order for Polavaram HEP includes manufacture and supply of 12 80-MW...
Philippines DOE launches third renewable energy call, with 17 hydro projects
The Republic of the Philippines Department of Energy (DOE), through the Renewable Energy Management Bureau (REMB), has officially kicked off the start of the 3rd Open and Competitive Selection Process (OCSP3) to further accelerate the development of renewable energy in the country. Under the OCSP3, a total of 22 pre-determined areas (PDAs) covering potential geothermal...
NHPC Limited names Basu as director (projects)
Indian hydropower utility NHPC Limited has named Shri Biswajit Basu as director (projects), effective Jan. 1, 2021. Previously, Basu held the position of chief general manager, project monitoring and support group division, NHPC. Basu is an electrical engineering graduate from Tripura Engineering College (Now NIT, Agartala). He joined NHPC in 1987 as a trainee engineer...
Genex Power begins early works program for 250-MW Kidston Pumped Storage
Genex Power Limited (ASX:GNX) announces it has commenced an early works program relating to the 250-MW Kidston Pumped Storage Hydro Project (K2-Hydro). This follows the recent announcement of its Final Investment Decision and reflects the company's confidence that it is in the position to close out remaining workstreams and reach financial close in February 2021,...
ADB approved $231 million loan to build 120-MW Lower Kopili Hydroelectric in India
The Asian Development Bank (ADB) has approved a $231 million loan to construct the 120-MW Lower Kopili Hydroelectric Power (LKHEP) plant in Central Assam, India. The LKHEP plant, on the Kopili River, will double the hydropower generation capacity of the Assam Power Generation Corporation, ADB said. This loan is the third and largest tranche of...


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We comprised a list of beach essentials for families with newborn babies so you can be fully prepared on vacation this summer.
We break down the most popular materials used in tents today to help you better understand the pros and cons of each.
Sometimes you just don't have access to a waterproof tent. Don't let that keep you indoors.


Rachel Corbett Mamamia: Joins the largest women's podcast network.
Rachel Corbett joins Mamamia as Director of Podcasts.
Highly-respected podcast presenter and producer Rachel Corbett has joined Mamamia as Director of Podcasts as the network achieves its 30 millionth download.
With more than 60,000 unique listeners each day, Mamamia's small team of podcast producers and presenters are leading the industry in independent audio content, with the company delivering more than 600,000 downloads weekly across 19 show titles, with 23 female hosts.
While the media debate continues about women on radio, Mamamia has quietly built the largest women's podcast network globally, featuring almost two dozen female hosts.
Mamamia's Head of Content, Holly Wainwright, points to the low representation of female voices in commercial radio as to one of the many reasons women are gravitating towards the Mamamia Podcast Network in such large numbers.
The Mamamia Podcast Network showcases 23 female hosts, and a few fantastic male ones too.
"Women's voices and women's stories are still in the minority on commercial radio. We have 23 women speaking across Mamamia's podcast network and sixty thousand women who are listening to one of our shows each day. This clearly demonstrates the appetite for female-led audio content," said Wainwright.
"Podcasts present highly targeted opportunities for brands to reach people who have self-selected into specific areas of interest.
Mamamia Out Loud, hosted by Mia Freedman, Holly Wainwright and Jessie Stephens, is the Network's flagship show.
Rachel Corbett brings a wealth of expertise to Mamamia. A seasoned journalist, radio, podcast and TV presenter, writer and producer, she has also established her own podcast business, PodSchool, which she will continue to maintain.
Rachel said: "Mamamia was one of the first media companies to see the opportunity in podcasting and they've built an impressive audience of engaged listeners. I'm so excited to work with the team to build on that success. The sky's the limit when it comes to podcasting and the team at Mamamia is committed to experimenting with new ideas and investing in new shows. As a content creator that's an exciting thing to be a part of. After almost four years working for myself I wouldn't have gotten out of my trackie pants for just anyone."


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Carnival Vista Cruises Begin from Miami
PortMiami has officially welcomed Carnival Vista into its cruise ship family. Carnival's newest and largest ship arrived there Sunday, launching a year-round schedule of six and eight-day cruises to the Caribbean.
To welcome Vista to her new homeport, the ship's Captain Stefano Battinelli and PortMiami Assistant Director Fred Wong held the traditional maritime plaque exchange before the vessel's inaugural departure from Miami.
photo: Carnival Cruise Line
As the line's newest ship, Carnival Vista breaks out of the box with never-before-seen features, like a suspended open-air cycling experience called SkyRide, the first IMAX theater at sea, the line's first water tube slide with music and lights called Kaleid-O-Slide, and the RedFrog Pub & Brewery featuring the first brewery on a North American-based cruise ship.
Island-Intensive Itineraries
Vista kicked off her new Miami schedule with a special six-day voyage to Grand Turk, Ocho Rios, and Nassau that departed yesterday. After that, the ship will operate six and eight-day cruises beginning December 3. Six-day itineraries include Ocho Rios, Grand Cayman, and Cozumel, while a mix of eight-day itineraries visit islands including Aruba, Curacao, Bonaire, Grand Turk, San Juan, St. Kitts, St. Maarten, and the Dominican Republic.
There will also be some one-time voyages, including a 5-day on December 11, and 7-day cruises departing December 17 and 24 that visit Amber Cove in the Dominican Republic, as well as Mahogany Bay, Grand Turk, Belize, San Juan, St. Thomas, and Cozumel, depending on the itinerary.
Costa Debuts New Cooking Experience
Social Impact Line Fathom Ends Service in Mid 2017


North Korea has stockpiled up to 5,000 tons of chemical weapons and has thirteen types of biological agents, the South Korean Defense Ministry has said. Experts are taking the claims with caution.
The DPRK chemical arsenal is estimated at 2,500 to 5,000 tons and includes mustard gas, phosgene and sarin, Minister Kim Tae Young told members of the South Korean parliament.on Monday. Among the microbial weapons are cholera, yellow fever, smallpox, typhus, typhoid fever and dysentery.
"I would be very cautious towards any statements made by South Korea about the North. Frankly speaking, South Korean intelligence knows little about the North," commented Evgeny Kim, from the Centre for Korean Studies at the Institute of Far East of the Russian Academy of Sciences to RT. He cited a recent embarrassing mistake when South Korean officials reported that North Korean leader Kim Jong-il had chosen his third son as his "successor", but managed to name him erroneously.
Chemical weapons like mustard gas and chlorine were used extensively throughout WWI, but by WWII, lethal poisons had become an unpopular weapon, both due to their inefficiency against protected troops and the indiscriminate nature of their effects. Conflicting parties stockpiled more advanced chemical agents and developed biological weapons during the Cold War, but they were not used. The arsenals were very costly to dismantle later, and the work to destroy them is still ongoing.
The production, storage, use and transfer of biological and chemical WMDs were banned by the 1972 Biological Weapons Convention and the 1993 Chemical Weapons Convention. North Korea assented to the former, but not to the latter.
To date there is no documented instance of the use of either kind of weapon by North Korea.
The parliamentary report brings up questions about the credibility of the information, as well as the professionalism of the intelligence officers who provided them, agrees Kim's colleague Konstantin Asmolov.
"There are people [among the South's officials] who faithfully believe that Kim Jong-il's only dream is to conquer the South and that the nuclear weapon was created for this only purpose. It's the level of awareness of reality similar to that of some hard-headed generals in the North, who also seem to be living on some other Earth than ours," he added.
Asmolov says Pyongyang's official policy is to rely on its nuclear capabilities in case of a military conflict and as a deterrent, while other weapons of mass destruction the DPRK likely possesses, are more or less irrelevant. "Of course I can assume that the North Korea has something in that line, but most of its neighbors have it too," he said.
The report coincided with a three-day visit to North Korea by Chinese Premier Wen Jiabao. During the visit Pyongyang announced its willingness to restart six-party talks, which it withdrew from earlier this year. This will be possible if bilateral negotiations with the United States proof fruitful.
There is discontent in the South about its possible sidelining as the dialogue between DPRK and other parties intensifies. Seoul wants the negotiations with Pyongyang to proceed under their control and is reluctant to let anyone, especially the Americans, to take the initiative.


The eyes of the ad's lovesick protagonists meet in a grocery store, and the courtship which ensues – through ice cream in the park, a bike ride, a romantic dinner – happens without the pair ever breaking direct eye contact.
The campaign by BBDO Düsseldorf is produced by Czar Film features the song "Darlin" by the appropriately-named mysterious musical act Alias. Our work on this campaign placed this song in particular, as its wholesome doo-wop style, retro instrumentation, and sweet lyrics amplified the loved-up mood.


Major UK auto racing magazine providing news and analysis, covering all aspects of Formula One, F1, MotoGP, WRC, IRL, GP2, Champ Car, Le Mans, NASCAR and more.
Covers all the major motorsport championships, including Formula One and MotoGP. All the latest news, race reports, results and features with pictures.
Features in-depth Formula One news, drivers and teams encyclopedia, results, and circuit information.
America's sports car magazine featuring road racing, autocross, rally and street.
Includes F1 news, features, videos, statistics, race reports, pit babes, forum, anf F1 shop.
Weekly print and online publication covering NASCAR, Formula 1, IndyCar, ALMS, GRAND-AM, ARCA, and rally along with many of the support series.
Covers all series of motorsports. Includes up-to-the-minute news, schedules, statistics, forums, features, and photos.
Weekly auto racing magazine covering news and events for NASCAR, Indy, CART, Sprints, USAC and drag racing.
Independent Formula One site with news, articles, profiles, statistics, humor features, pictures and forum.
Magazine providing stock car racing news and articles, technical info, team and driver profiles, and information about NASCAR, Nextel Cup, Winston Cup, Busch Series and more.
See also Truck and Motorcycle Magazines.


Becca's nose pierced w/titanium cone/mini-spiked head. Nose piercing is also still as popular as ever, I always advise wearing the initial jewellery whilst cleaning twice daily; for around three months post-piercing. Usually within three or four months, if healing well a ring or alternative jewellery can be switched. Sometimes however, a piercing (nose or otherwise) can take up to a year to fully heal… so be patient whilst healing, persistent when cleaning and conscious of whatever future metal you may wish to wear.
This entry was posted in Nose Piercings, Piercing Portfolio and tagged Body Piercer, Corkscrew, El Capitan, Greenwich, J-Claw, Jewellery, London, Nose, Nose Piercings, Piercing Portfolio, SE10, Shiva, Shiva Piercings, Spike, Spiked Stud, Titanium. Bookmark the permalink.


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Thomas the Tank Engine in the Sahara
This entry was posted in Uncategorized and tagged Thomas the Tank Engine, Thomas the Tank Engine in the Sahara on September 11, 2017 by Chris S.
Part of the occasional Sahara A to Z series
Hang around long enough and you'll get the full set
Pictures from Emile Leray's website and the web
… so makes a decision which is to say the least, amazing: from his wreck, he will build a two-wheeled machine!
In July 2012, a couple of years before fake news had become a thing, online media tripped over itself to syndicate a compelling Saharan survival story evoking the gripping 1965 desert drama, Flight of the Phoenix.
Then, five years later a video appeared on youtube (below) where the aged and batty-looking French adventurer again recounted his incredible desert caper.
Back in 2012 full details and motivations were skimmed over, but the story goes that back in March 1993, 43-year-old Frenchman Emile Leray set off from Tan-Tan on the Moroccan coast to drive his Citroen 2CV east to Zagora – more or less Route MW2 from my Morocco guidebook (below), followed by MS8 from Tata.
But with the Polisario ceasefire just 18 months old and frequently being broken, at Tilemsen the Moroccan army stopped him from continuing south towards Mseid, the former Polisario front line. Leray turned back towards Tan-Tan, but not before incurring some animosity from the army by refusing to give a soldier a lift back to town – a common request at remote Saharan checkpoints.
Just west of Tilemsen, Leray 'had an idea'. He decided to circumvent the checkpoint to the north (see MW1 KM22), and rejoin MW2 eastwards. But once on the piste (or 'off-piste', as claimed) one of the 2CV's suspension arms broke after hitting a hole too hard. With ten days' provisions on board but reluctant to easily walk-out and leave his car vulnerable to theft, he decided to strip his crippled Citroen and rebuild it into a rudimentary motorcycle, then ride out as if nothing much happened. The unusual powertrain and suspension arrangement of a 2CV makes such a conversion plausible.
The way the story was initially reported in English – using images shot in a quarry (above) – Saharan know-alls like myself were initially sceptical. If it really happened why not just walk back half a day to the road?
I researched the yarn more closely for my Morocco guidebook and came across his own account published in a 2CV enthusiasts' magazine a decade after the events. A faint ring of truth came through. Perhaps he did build the 2CV bike, but not in quite the circumstances he claimed.
As the TV show, Mythbusters proved for themselves, his contraption was barely rideable (left) and within a day Leray says he was caught by a patrol while camping in the desert and instructed to lead them back to the car's remains to corroborate his story. Ironically, he goes on to claim (with convincing documentary evidence) that he ended up paying a 4500-dh fine (about €450) for driving a vehicle which did not conform to the one he originally imported to Morocco a few weeks earlier, even though he'd taken pains to tack on his 'Steel Camel's' original license plate.
I believe the 2CV bike was indeed built in the desert, much as Leray claims, but he set out from France with the explicit intention of performing this task. Otherwise he'd have walked out like any normal person in a similar situation.
His claimed unease about leaving his stricken car doesn't ring true, let alone the spontaneous idea of making it into a two-wheeler. Tellingly, in 2006 Leray went on to build a '2CV boat' in Mali. He clearly likes mucking about with 2CVs. Fair play to him!
Below is the translated story as posted on Leray's website so you can form your own impression. Bear in mind there's no reason to believe this account, but it may have been the original version.
In March 1993 Emile Leray set off to follow a route from Tan-Tan to Zagora. He left Tan-Tan with the required reserves of fuel and provisions as well as tools to keep his old 2CV on the road. As soon as the Royal Gendarmerie arrives, they strongly discourage him from continuing further because the zone beyond Tilemsem is prohibited, following new developments in the conflict between Morocco and Western Sahara. Emile must obviously turn around and the soldiers are asking him to take a passenger back to Tan-Tan.
Analyzing the situation, and seeing his project thwarted, Emile claims an insurance problem that does not allow him to take passengers, arguing that his 2 CV is already very loaded. He knows full well that in Africa it's seen very badly to not take soldiers aboard his car in these circumstances. He claims naivety and misunderstanding in adopting the attitude of a tourist not familiar with local customs.
Emile then returns to Tan-Tan under the disgruntled and disapproving look of the soldiers. He starts off at a good pace as he's afraid he will be followed and he wants to remain out of sight of those whom he has just left. His plan is to bypass the area off-piste and return to his original direction … After a few kilometres he leaves the track to the north and traverses uneven and rocky ground.
After bouncing more strongly, the car jumps and brutally strikes a rock. He must stop because the 2CV does not respond very well. And for good reason – a folded wheel arm and broken spar …
Émile organizes his encampment around the broken 2 CV and reflects on the situation. He is a few miles from Tan-Tan which he could reach on foot, but he runs the risk of leaving is car certainly in bad point but still able to attract theft, including its equipment. In the desert nothing is permanently lost, especially for the one who knows where to look.
He has enough food and water so makes a decision which is to say the least, amazing: from his wreck, he will build a two-wheeled machine! One by one he carefully considered all the technical obstacles that this entails, and this master of African bush mechanics has all the tools and the elements to succeed in the task.
The next morning he began to dismantle the 2CV, first removing the body which he will use as shelter against the cool nights and sandstorms. Having no long-sleeved shirts, against the burning sun he makes sleeves from a pair of socks. With what remains of the car, Emile Leray will try to build a motorcycle. Overnight he mentally reviewed all the stages and difficulties involved in this rather crazy project … A project that he had probably imagined for a long time but without having had the opportunity to realize it.
The wheel arms (to be removed with a hacksaw) are nested upside down on a reduced chassis of the front and rear side rails. The engine and the gearbox are then placed on the chassis in the center. Space should be reserved for the battery and the fuel tank and to keep space for luggage without neglecting the layout of the steering system.
The most surprising thing about this 2CV motorcycle is the transmission. It was inspired by the Vélosolex moped idea (right): the engine drives a drum which in turn turns the tyre by friction, and which, by the laws of physics and mechanics, obliges it to roll with the reverse. Disassembling the gearbox to reverse the differential would have been too risky in this universe of sand …
It seems unthinkable to assemble this machine in the desert without the help of a drill and welding station. All parts were assembled by screwing. When drilling, it will be done in the African way: the piece of metal is folded to 90 ° to form an edge. At a fixed point this edge is weakened by a hacksaw or round file. At the limit of the drilling, the piece must be replaced flat to perforate the filed point with a hammer or a needle. The assemblies were made as much as possible according to the original holes of the chassis or engine-box unit.
The rest is only a matter of time dependent on the quantity of his provisions. Émile believes he must spend three days building his bike – in reality it will take twelve …
There was a great deal of uncertainty to carry out this project and it wasn't so easy to realize as one might think. The possibility of failure remained present throughout the adventure, giving some anguish to the stranded mechanic.
The 2CV motorcycle was obviously not conceived for the sake of comfort, it is a rather secondary notion that was not imperative in what we can call the specifications. The prototype has therefore not benefited from some desirable improvements. It should be noted that, for example, the exhaust is free, so the nose and the ears are affected greatly by the engine's gases. The bike does not have a brake, nor does it have foot rests which allow some control of the trajectory with the feet, because the craft lacks stability. On the first test the bike fell over, causing a great scare to Emile, who almost found himself crushed under his 200-kilo machine.
The arrangement of the clutch and accelerator controls were particularly tedious. It was necessary to dismantle, adjust and reassemble the parts for optimum operation. Similarly, the tests were punctuated by frequent falls. To lift the two-wheeled steel camel proved particularly physically difficult … All these circumstances contributed to prolong Emile stay in the desert. The final day was be spent adjusting and testing and cleaning the bivouac site.
It was an occasion to immortalize the moment thanks to a small camera with the trigger connected by a long wire. Émile poses in the middle of a place that in March 1993 was the theatre of his unusual feat.
He leaves the next afternoon leaving the parts that he will not use in the body shell of the 2CV. He takes with him the rest of his food (more than a litre and a half of water), the bed, the tool box, not forgetting maps and compass. A small foam mattress and a towel sewn together will serve as a tent.
After a bumpy ride and a few stops for mechanical improvements, he encamped and slept at the edge of a track. In the night, he is awakened by three soldiers in 4×4, one of which immediately recognizes the "tourist" of Tilemsem. Very irritated to find him in the forbidden zone, he strongly doubts Emile Leray's explanations; an accident followed by the transformation into a motorcycle. Intrigued by the machine, but totally incredulous, the soldier demands to see the carcass of the 2CV to have proof of this incredible story.
The officer puts an armed guard by the tent and the motorcycle, then embarks with Émile in the 4×4. After an hour of research in the dark, the remains of the 2 CV cannot be found. Back at the camp, Émile is allowed to rest near the motorcycle until dawn, guarded a hundred meters away by the military in their 4×4. The next day, the carcass was found and the soldiers relax. Émile will learn later that his interlocutor wanted to recover the abandoned pieces for his brother-in-law …
In the early morning, Emile was ordered to take his motorcycle back, and ride in front of the 4×4. The convoy sets off slowly towards Tan-Tan but several falls seriously annoy the soldier, pestering against this unstable machine. Eventually the soldier calls by radio for another 4×4 to come to recover the 2CV motorcycle.
Arriving at Tan-Tan on April 6th, things get complicated with a lot of bureaucratic hassles. At the provincial governor's office, a report is drawn up, as well as by the Royal Gendarmerie. The vehicle is impounded
Emile has the disagreeable surprise of learning that he has to pay a tax of 4500 dirhams. He is very unhappy because the customs officers had spoken to him on the eve of mere formalities. The vehicle is regarded as dangerous and no longer corresponds to the description of the registration documents.
"Delay in importing a non-conforming vehicle" is the charge, and by paying the fine he can regain his freedom and recover his contraption, but not be allowed to drive it.One could say a lot from this misadventure about the complicated relations between Africans and Europeans on the issue of money ...
The next day Emile is summoned to sign the forms to exit the territory, and leave for France. He thinks he should come back as soon as possible to get the bike back, but by then he must find a place to park it. There is no question that he leaves her in the pound, it may cost him dearly, and the place is not guarded. A customs officer who is more sympathetic than his colleagues offers to take the steel camel home while waiting for him to return to Morocco.
A month later Emile made the 3500-km journey between Rennes and Tan-Tan with another 2CV to pick up his motorcycle, now dismantled in three parts …
Since then, the steel-motorcycle camel has enjoyed the honors of the press and participated in a few events such as the Aventure and the Inventors of Rennes, the fiftieth anniversary of the 2 CV in Saint-Quentin-en-Yvelines, Without forgetting the Motards have heart.
Émile returned several times to Africa, and in 2006 took a new opportunity for the Doctor of African mechanics to exercise his transformational talents on the steel camel [below]…
For more information: full story and technical details in 2 CV Magazine March-April 2003.
In 2006 Leray went on to build a 2CV boat in Mali. He clearly likes mucking about with 2CVs!
This entry was posted in Cars, Trucks & 4WD, Morocco Overland, Sahara A to Z..., Sahara News, Uncategorized and tagged 2cv motorcycle, emile leray, Morocco, mythbusters, tilemsen on August 5, 2017 by Chris S.
MH19 – a new High Atlas crossing
Over the years there's been talk of a High Atlas crossing in 100-km span between the MH12 Demnate backroad (above) and MH1 via Agoudal. The 4000-m ridge of the Mgoun massif separates them.
There are trekking trails which probably could be threaded together on a light bike, but now Moroccan road builders have completed what I've dubbed 'MH19', a route usable in any vehicle as long as conditions allow. I heard about it too late to describe fully in the 2017 edition, although it is mapped on page 110 (below left).
I got to ride the route on a 250 just as the book was published in October 2017, and again about a month later southbound in a 4×4. Like many Morocco routes it's a straightforward drive once you find the start points, doable without much of a description or GPS. Northbound, all you need to know is:
1. Fork right, off the road at the top end of Alemdoun village for Ouzighimte, (aka: El Mrabitine). Southbound, just east of Tabant turn right (south) over the ford for the easy 17-km climb to the Ait Imi pass.
2. Have a 200km fuel range.
Elevation profiles show the road climbing steeply from the south up to the Aït Hamad pass, but the gradient on the entire route is never extreme, and as long as the surface remains smooth, the route is doable in a regular car or a fully loaded big adv bike.
It took us 3 hours to ride the 80-km of piste from Alemdoun to Tabant, and about the same southbound in a 4×4.
At Ouzighimte (aka Ameksar?) we chose the gorge route (right) instead of the new climb over the pass, a great diversion (and the original route) which is still used by local Merc taxivans. Coming north, turn off at the bend as you enter Amejgag village and wind your way north through the village to the gorge.
Wikiloc map and kml
Alemdoun
'MH19' links the book's two Jebel Sarhro west routes, MH14 and 15 which end near Kelaa, with routes MH16, 17 and 18 in the Aït Bouguemaze valley on the north slopes of the High Atlas.
The route is sealed for the first 40km to Alemdoun (cafes, fuel at the shop if you ask; diesel 60dh/5L). On the way you'll pass many Rose Valley auberges in the villages Kasbah Agoulzi recommended). At the end of Alemdoun, leave the road and keep right (north), not west with the tarmac. Now on the dirt, climb up to Amejgag village. Here the original piste splits right (east) to pass through the village and follow the Amejgag Gorge and the river north to join up in the Ameskar valley in about 10km. Most local traffic uses this narrow route.
Otherwise, the new route takes you up to a 2350-m pass (KM50) before dropping down to Ameskar and joining the gorge route (KM56). Now the steep climb begins to the 3042-metre Tizi n'Ait Hamad (~KM65). From the top of this pass (left; telecom tower; bloke in a hut) Jebel Mgoun summit (4071m; second only to Toubkal) is a 16km walk to the west. This was the rougher part of the crossing, but still smooth enough to be doable in a 2WD or a heavy bike.
You descend from the Ait Hamad (above), climb an intermediate pass then descend into the valley of the Mgoun river, bypassing some remote villages of El Mrabitine. This descent is on a broader, metalled road, though it was still covered in loose gravel in 2017. You cross the Mgoun stream (KM83; ford) and climb less steeply to the Tizi n'Aït Imi (2898m; ~KM98). At the top Aït Bouguemaze valley lies 20km below. Near busy Tabant village (KM117) the tarmac resumes, with shops and basic bap cafes before you join MH18 (if heading west). As the whole area is popular with trekkers, there are several auberges hereabouts.
There is a small Total just west of the Rose roundabout in Kella; the point where you turn north off the N10. At the Aït Bouguemaze end, the nearest fuel is either Azilal, 79km to the north via MH17 – a fabulous drop from the pine forests. Or stay on MH18 west to Demnate; 83km – about 90 mins of near-constant bends.
Total fuel-to-fuel distance from Kelaa to either is around 200km, but there is drum fuel at the shop at the top end of Alemdoun.
This entry was posted in Morocco Overland, Uncategorized and tagged ait bouguemaze, Alemdoun, high atlas, Jebel Mgoun, kella mgoun, MH19, morocco overland, Tizi n Aït Imi, Tizi n'Ait Hamad on July 17, 2017 by Chris S.
"We left Biskra with Corporal Dewoitine as a mechanic, and took hours to reach Touggourt, averaging 50kph, despite a trail of frightful ruts. Our arrival was all the more sensational than in an airplane because I drove right down the main street in a torrent of dust, skimming past walls and passers-by with with my propeller, causing burnous, guenours and chèches to fly in all directions. It was a beautiful panic!
The two adventurers quickly left Touggourt in a cloud of dust, heading for Ouargla, but the infernal locust began to show its first signs of fatigue: sand gnawed the leading edge of the propeller and the engine dropped to half power. De La Fargue ordered Dewoitine to head for Square Bresson, a junction and small oasis 50km away."
Just before WWI, at the motor era matured on land sea and air, various self-propelled contraptions came to be tested as a means of penetrating France's vast Saharan territory. Lacking the railways which by then traversed America and southern Asia, up to that time columns of men had to trudge alongside huge camel caravans, making them vulnerable to still hostile desert tribes.
An ingenious combination of airplane landing gear with a cab stuck on top, the distinctive propeller car was one short-lived solution to enable rapid communication across the desert. Invented by Corporal Gustave Cros, the chassis was an elongated triangle on three axles, each carrying twin wheels, while a propeller directly fixed to a 50-hp motor thrust the vehicle forward. It's said an ingenious form of highly articulated independent suspension allowed each of the wheels to track the terrain, however rough.
This curious but surely deafening machine proceeded in a series of jumps which supposedly allowed it to cross large sand dunes, hence the name Sauterelle or 'grasshopper'. You'd hope seat belts were mandatory, less an unexpected lurch while climbing a steep dune launched you backwards…
Early models, like the one right, were considered too light to be stable but nevertheless progressed from two to four to six blades. Capable of 60kph, in the summer of 1914 the Sauterelle left the rail terminus at Biskra for a 200-km test run to Touggourt. The main difficulty was said to be slowing down and stopping, but that didn't stop a chap called De La Fargue modifying a 60-hp Brasier car; his six-bladed 'Aerosable' hopped its way to Touggourt in just two hours. Encouraged by this achievement, he went on to consider an amphibious vehicle whose wheels could be replaced by a wooden hull for sliding over the salty Saharan chotts where even camels feared to tread.
You do wonder what they were thinking. Presumably it was a solution to the problem of powered axles digging in to soft terrain. Perhaps pneumatic tyres were crude and couldn't reliably be run at low pressures to elongate the footprint and so increase flotation, or that idea was not yet known (in Libyan Sands Ralph Bagnold wrote of discovering this technique in the 1920s). Hence, doubled wheels all round, like the Renault (above left), or the Citroen half-track desert taxis (right) which were also used on epic trans-continental proving expeditions, long after the Sauterelle had hopped itself into the scrapheap of automotive dead-ends.
By the end of the 1920s, this period of wacky inventions had run its course while several esteemed French Saharans died in lonely desert plane crashes, But from as early as 1916, on the other side of the Sahara, the British Light Car Patrols were successfully deploying conventional but stripped-down Model T Fords deep across the Libyan Desert, and all without trailing a deafening sandstorm wherever they went.
Translated and adapted from this post by Oliver Boul where you'll find lots more interesting stuff.
This entry was posted in Cars, Trucks & 4WD, Sahara A to Z..., Sahara Historical, Uncategorized and tagged British Light Car Patrols, model t ford, propeller car, Sauterelle on February 22, 2017 by Chris S.
Sahara – West to East Crossings
When the Sahara was more accessible, lateral crossings, all of them West to East used to capture the imagination of adventure seekers, both private or corporate. Although such transits aren't what it's about to me, I wrote a box for the last edition of Sahara Overland about the four best-known vehicular transits which, broadly speaking, set out with this goal in mind:
• Belgians – Unimog, 1964-5
• Brits – Land Rover 101, 1975
• Germans – Hanomag, 1975-6
• French – Saviem, 1977
• Austrians – Unknown, 1983
Mogs arriving in Tangiers
As I suggested then, a true, unbroken, all-desert lateral crossing of the Sahara with vehicles had yet to be achieved and as things stand, probably never will be in our time. If you combined the British route across Mauritania and Mali, then follow the French or Germans to Dirkou in Niger and the French or Belgians east of there, you have a pretty good line. As it is, even with a lot of road-driving in Algeria, I'd say from Tan Tan 9000km east to Port Safaga near Hurghada on the Red Sea, the Belgies get the nod (map below but note the oddly misaligned borders, not least Niger-Chad).
The chances of achieving a true Saharan traverse are currently about as slim as they've ever been. Much of the Sahara of Mali, Libya, Niger and Egypt are unsafe or off-limits. Eastern Mauritania is said to be the same, and much of southern Algeria between Bordj towards Djanet (as we did in 2006) is restricted.
Unimog in Faya, 1965
Northern Chad always presented difficulties from the mountainous terrain, let alone permissions as well as security issues. Meanwhile, people smuggling convoys still roll into Libya across northern Sudan above Darfur and are preyed on by bandits.
One Hanomag burned out in the Gilf or thereabouts.
In southern Egypt the Gilf has so many access regulations that few bother any more. Even in the West-East expedition era permissions played a part: the Belgians had to enter Algeria from Spanish Sahara, not Morocco, the Brits couldn't enter Algeria which totally kiboshed their planned route, the Hanomagers bounced for over 16,000km between the Maghreb and the Sahel like pinballs, but did a whole lot of classic desert routes and the French seemed to dodge Algeria and Chad.
British Joint Services 101s in Sudan, 1975. More here
The Saviems of 1997 made a pretty good job of it once they left Mali, planting at least 25 of their distinctive blue and white balises across the desert is a bid to establish a new lateral trade route across the width of the Sahara. The value of that is clearly rather dubious, but it was a good excuse to promote the lorries and have a big Sahara nadventure, using trials bikes and even parascenders to help recce the route ahead.
In my travels I've come across remnants of Saviem #16 in Niger, as well as an intact Saviem #22 east of the Gilf Kebir (below). And there's a photo here of Saviem #10 just a couple of years after it was installed.
Saviem balise #22 in Egypt's Libyan Desert
Saviem TP3 vans and SM8 trucks spinning down in southern Egypt, 1977, below the final balise #25, somewhere south of Kharga on the Darb el Arbain around here.
Of the four expeditions mentioned here, the three continental ones produced illustrated books in French and German (below). If you don't read either language any better than me, the big-format Croisiere des Sables is a good one to get – mostly pictures and under a tenner on abebooks last time I looked.
Coup d'Eclat au Sahara, Jean Stasse (2011, available new)
Trans Sahara – vom Atlantik zum Nil, Gerd Heussler (1978)
Croisiere des Sables, Christian Gallissian (1977)
Even though Tom Sheppard has published a couple of lavish Sahara picture books on his own travels, it looks like we'll never get a full account of the JSE 101 crossing, although he wrote a pretty good illustrated summary in the winter 2016 issue of the quarterly Overland Journal (right).
My own lateral crossing
A while back, before things really got bad in the Sahara (right) it occurred to me that, with one small effort I could link up a lateral crossing of the Sahara between the Nile and Atlantic. Of course it would have taken me several years, but mainly across three trips: Libya 1998 (researching Sahara Overland); Egypt 2004 and our big SEQ 2006 crossing (below) I've covered all bar around 800km of the distance.
All that remained was a short, 70-km gap in the far eastern Algerian oilfields near In Amenas to the Algerian Tree (visible on Google sat and pictured left in 1998).
It was where Route L2 from Sahara Overland (below right) strayed briefly into Algerian territory to avoid the worst of the Idehan Ubari's dunes.
Some may recall Michael Palin visited this very tree for his Sahara TV show in 2002 and on arriving proclaimed:
'this spare, uncluttered, beautiful spot was one of my favourite places in the Sahara'.
Well, he's easy to please!
And in fact, I've since realised that when we treked with mules to Sefar on the Tassili plateau in 2013, I was within sight our 1998 route into the Libyan Akakus.
Up until the gas plant attack at Tigantourine that year, I could probably have knocked out my crossing to the Algerian Tree at any time. Either driving down to Edjeleh oil camp right on the Libyan border then scooting over the dunes as shown below).
I recall making contact with an oil worker based in Edjejeh one time, asking him about civilian access in the area but he wasn't very forthcoming. Alternatively, one could just nail it 100km east from the N3 highway south of Erg Bourharet. The stony reg thereabouts is criss-crossed with oil exploration tracks, but, post-Tigantourine that area will now be closely watched.
Then there's a much more substantial missing section to get my West-East certificate in eastern Libya: from Waw Namus crater which we visited in 1998 (below) …
… to a place in Libya east of Kufra where we spent Christmas in 2004 on our Gilf trip based out of Egypt.
I remember that Christmas well; we had more trouble than normal getting Mahmoud's Toyota-engined Series III running, dragging it to life with the Land Cruiser (below) after setting a fire under the chilled engine. With us that time was Toby Savage (my Desert Driving dvd co-presenter) who in 2012 travelled through the Gilf with WWII-era Jeeps, while possibly outnumbered by escorts and soldiers.
Staaaart you bastard!
No tourist has driven in southern Libya since the fall of Gaddafi in 2011. The south has now controlled by the Tuareg (with a bit of AQIM and IS) and the Tubu who battle it out for the control of lucrative people-trafficking and other commodities coming up from Niger. As things stand now in Libya, ticking off that final 720-km stage from Waw crater to Xmas Camp may have to wait for a rainy day in the Sahara.
This entry was posted in Cars, Trucks & 4WD, Maps, Sahara Historical, Uncategorized and tagged ;and rover forward control sahara, east of Kufra, Edjeleh, Erg Bouharet, hanomag AL28, hanomag sahara, hanomag sahara 1975, In amenas, joint services expedition sahara, land rover 101 sahara, majabat al koubra, Michael Asher and Mariantonetta Peru, michael palin sahara, Sahara Atlantic to Nile, sahara overland, Sahara West to East, sahara west to east 1975, Sahara West to East Crossings, saviem balise, saviem croisiere des sables, saviem sahara 1977, saviem tp3 sahara, Serdeles, the algerian tree, Tigantourine, tin alkoum, tom sheppard, toyota hj61 sahara, unimog 416 sahara, unimog sahara 1964, VW taro Empty Quarter sahara, VW taro sahara, Waw Namus crater on February 14, 2017 by Chris S.
How to navigate by the stars
I recently read Ahmed Hassanein Bey's 1924 National Geographic article about his six-month camel journey from Saloum on the Mediterranean coast to El Obied in the Sudan. (You can read an online version here). Two years earlier he'd travelled as far south as Kufra, then the centre of the xenophobic Senussi sect. And in 1925 he published The Lost Oases which the NG article summarises and which is still available in print at normal prices.
On that 2200-mile journey he located the 'lost oases' of Jebel Arkenu and Uweinat (see map). At Jebel Uweinat he speculated correctly that the rock art depictions of animals he saw there must pre-date the 2000-year-old camel era which were not present.
At one point in the latter half of the trip when the caravan is forced to travel at night to avoid the intense heat, he interestingly describes how their guide navigated by the stars when there were no faint landmarks to aid orientation. It surprised me by being rather less intuitive than I thought.
The manner in which a Bedouin guide find his way across the desert at night is a source of wonder to the uninitiated. In a region which provides no familiar landmarks he depends solely on the stars. As we were proceeding in a south-westerly direction during most of our night trekking the pole star was at the guide's back. He will glance over his shoulder, face so that the pole star would be behind his right ear, then take a sight on the start of the south in that line. He would march for perhaps five minutes with his his eye riveted on this star, then turn and make a new observation of the pole star for of course the star to the south was constantly progressing westward. He would then select a new staff of guidance and continue.
He goes on to explain that the technique floundered around dawn and dusk when the stars weren't visible and at which point he took over with his compass.
This entry was posted in Camels, Maps, Uncategorized and tagged Ahmed Hassanein Bey, astro navigation, desert navigation, jebel arkenu, jebel uweinat, libyan desert, the lost oases on January 27, 2017 by Chris S.
Garmin TOPO North Africa Light map review
This review compares Garmin's Topo North Africa v3 Light map with easily downloaded and free OSMs, Garmin's basic global base map and other digital maps, where available. V4 is now available.
Navigating the Sahara
Having used them since before the advent of GPS, I've got to know my Sahara paper maps. well. Then when GPS came along, I could pinpoint my position on the map with an accuracy that was more than adequate for desert travel. Some of these colonial-era maps such as the IGN 200s are cartographic works of art and unlike current nav technology, in the deep Sahara topography changes at geological speeds. In other words a Sahara paper map from 1960 will still be accurate today. Tracks may become roads and villages become towns, but the desert itself remains relatively unchanged. Is there a benefit in having a tiny map on your GPS rather than simply a waypoint to aim for or a tracklog to follow, even if your position on the map is displayed live? That's essential for navigating a busy city with a Nuvi. But the Sahara is more like the sea where more often what you want is…
… the big picture
A typical handheld device like my Garmin Montana (left) has a screen a little bigger than a playing card and which is hard to read on the move – especially on a bike.
For me a 'GPS' (as opposed to a 'satnav' like a Nuvi – see below)) is best at displaying simple data like how far, how fast, how high or which way, not fine topographic detail. A paper TPC map can display six square degrees over some 18 square feet – what you call 'the big picture'. That's what you need travelling with a vehicle in an expansive area like a desert, while at close range concentrating on negotiating the terrain.
On top of excellent paper mapping (now widely digitised), we also have the wonder of Google or Bing sat imagery (Bing is often better) providing a clarity that varies from stunning (being able to follow car tracks) to a brown mush (both shown left).
Google sat is great when planning, and now for a reasonable annual subscription, Garmin offer Birds Eye satellite imagery for the whole globe; the long-sought after 'Google sat in your GPS'. With all these resources navigating in the Sahara couldn't be easier.
Garmin Topo North Africa v3 Light
Even though old Olaf still measures up well, the similar topographic detail of the Garmin means it's well worth the £20, certainly over the plainer, but also free OSMs. In 2018, following a refurb/repair of my Montana, the v1 2016 version of this map was lost or could not be reloaded. I had to buy the v3 version for another £20. A quick scan shows that not much changed, but if it has (based on OSM user updates), it will be in Morocco – the place where most users of this map will visit.
You download the Garmin Topo map directly into your device (takes about an hour) and only once your GPS device is plugged into a computer, will it display on BaseCamp. Unplug the GPS and the map disappears from BaseCamp.
Switching BaseCamp between Olaf, OSMs and even the Garmin base map which comes free with a GPS unit, it soon becomes clear that the Garmin Topo has a level of detail and refinement that's superior to the next best thing: Olaf.
Occasionally at village level the OSM's street-by-street detail is better, but that's hardly vital. In towns and cities the extra shading distinguishes the Garmin from the plainer OSM, as shown for Tan Tan, right
The chief difference is in the desert where the Garmin depicts relief and surface with more detail and clarity using shading, contours and colour where OSMs only use colour and Olaf only used contour lines which can be distracting.
Look at the Atar region (RIM) above right – an area of escarpments, canyons and dunes – all are reasonably accurately shown on the Garmin Topo. There's an anomaly on the Topo map on the left (bottom panel) in that the (presumably automatically recorded) elevation variation in dunes depicts them as lots of small hills (which in a way, they are), but only once they're above a certain height. Identifying dunes with contours is not helpful nor a cartographic convention. Shade and colour is best.
The piste and road detail on the Topo is pretty good: yellow for national highways, twin lines for secondary roads or piste, and a single line for a less used piste. A quick check in Morocco shows they're all there; most of the ones I know are there in Mauritania too. In southern Algeria only a few main pistes are shown and certain 'national highways' are actually remote pistes never likely to be sealed. The Topo map would not be so useful here and in Libya is thinner still.
In any country dashed lines may well be walking trails, but as far as I can see, there is no key or legend with the Topo map. Some POIs are there too – just fuel stations and post offices as shown on the Tan Tan map, above.
In places the Garmin copies the OSM's annoying habit of again, marking high points (automatically?) as mountains which is a distraction, let alone inaccurate – for example when an escarpment gets shown as a string of peaks. If you drop the detail level enough notches on BaseCamp, these peaks (left) only disappear once all the useful tracks and place names have gone too. It's great (and a bit puzzling) that this stuff is produced for free at all by OSM supporters, but the quickest flip to sat imagery would reveal the true nature of the relief.
So does the Garmin Topo map mean I'll stop using Google or Bing imagery in the planning, or paper maps on the piste. I don't think so. In places like Morocco the extent of marked pistes can be converted into accurate tracklogs, but with better surrounding detail than OSMs. And, unlike Olaf, there's no aggro importing into a modern, touch-screen GPS. When I want to quickly verify where I am, a glance at the Garmin Topo map may be adequate.
I've been using the Garmin Topo map quite heavily on Basecamp last couple of days, preparing a new edition of Morocco Overland. It's an intuitive-reading map and I've found one benefit of using a Garmin map on Garmin software is that when stringing out a track with the 'create a route' tool, it automatically snaps onto even the thinnest track on the map just like Google maps. But the Basecamp tool won't do that with other installed maps like OSM or Olaf, or even the basic Garmin base map. Sometimes you have to trick the tool to go the way you want, but it makes stringing together hopefully accurate routes (as well as distances) very easy. Occasionally only Olaf will show a route you want to follow, in which case you make the route with lots of short, straight lines. No so hard.
This entry was posted in Maps, Morocco Overland, sahara book reviews, Sahara News, Uncategorized and tagged Garmin Topo North Africa Light review, OSM Sahara map review, Sahara maps on December 19, 2016 by Chris S.
Strange graffiti at Tamnougalte
The 'acid gallery' behind Tanmougalte ksar in Morocco.
This entry was posted in Uncategorized on November 20, 2016 by Chris S.
Morocco 2016 bike tour gallery
Some shots from one of my 2016 one-week fly-in tours. Some pix by Eric B and Charles N.
For next year's dates see here.
Leading us away from the usual tourist horrors, you showed me a side of Morocco and its people that I had certainly never experienced. The scenery, routes and riding were superb and for me the pace was absolutely perfect; providing both a bit of a challenge in places and a really relaxing, thought provoking experience. HH (UK)
This entry was posted in Morocco Overland, Tours, Uncategorized and tagged Honda XR250 Tornado, Morocco motorcycle tours on November 14, 2016 by Chris S.
By Heinz Endler, from a Bike magazine supplement, June 1989.
This entry was posted in Sahara A to Z..., Uncategorized and tagged Heinz Endler, XT600Z on September 30, 2016 by Chris S.


text:
Massachusetts-based startup raises funding to launch carbon fiber super-composite
Boston Materials has raised $1.75 million in seed funding to launch its Carbon Supercomposite, which uses a patented Z-axis reinforcement technology in a carbon fiber composite.
#trends #windblades
Edited by Scott Francis
Contributing Editor, CompositesWorld
Composites activity expands for third straight month
Bespoke process produces composite brake pedal every minute
Flexible carbon fiber plates enable high-performance footwear
Boston Materials (Boston, Mass., U.S.), a Massachusetts-based startup that manufactures breakthrough Carbon Supercomposite using a patented Z-axis reinforcement technology in a carbon fiber composite, has raised $1.75 million in seed funding led by the Clean Energy Venture Fund with participation from SABIC (Pittfield, Mass., U.S.) and the Clean Energy Venture Group (Cambridge, Mass., U.S.). The company plans to use the funding to grow its team of strategic new hires and increase the scale of its manufacturing capacity. These initiatives will reportedly help drive the market launch of its first Carbon Supercomposite product in summer of 2019.
"It's with great excitement that we close our first round of funding and move one step closer to solving the world's most critical material challenges," says Anvesh Gurijala, CEO at Boston Materials. "With the help of these pivotal investors, Boston Materials can move Carbon Supercomposite products into the marketplace and enable our customers to produce durable, safe and unique components that will transform the energy and transportation sectors."
Carbon Supercomposite is a carbon fiber composite that uses a proprietary fiber alignment technology to improve the performance of existing carbon fiber materials, reportedly unlocking a host of new applications and improvements to existing designs and structures. Boston Materials says the technology improves toughness and strength and allows for enhanced electrical and thermal conductivities. According to the company, the application will aid in the advancement and efficiency of the pressure vessel, wind energy, sporting goods, automotive, aerospace, as well as other markets. With the latest funding, the company has secured a pilot production facility and the manufacturing equipment for its state-of-the-art composite material.
"There is an opportunity for Boston Materials' Carbon Supercomposite technology to quickly be integrated with SABIC thermoplastics portfolio. This potential could enable a revolutionary change to how composite structures can be designed," says Dr. Fahad Al-Sherehy, vice president of technology and innovation at SABIC. "Our investment in Boston Materials reflects our commitment and drive to identify and promote novel technologies and breakthrough processes that support SABIC success and introduce novelty into the world of petrochemicals."
To date, Boston Materials has developed and scaled its core Carbon Supercomposite technology with the aid of state and federal government grants. Previously, the company received a Phase I Small Business Innovation Research (SBIR) grant from the National Science Foundation (Arlington, Va., U.S.) and a Catalyst grant from the Massachusetts Clean Energy Center (MassCEC, Boston, Mass., U.S.). The company says it will commence its Series-A funding early this summer and is actively partnering with companies in order to test Carbon Supercomposite prepregs in diverse applications.
Composites 101: Fibers and resins
Compared to legacy materials like steel, aluminum, iron and titanium, composites are still coming of age, and only just now are being better understood by design and manufacturing engineers. However, composites' physical properties — combined with unbeatable light weight — make them undeniably attractive.
The matrix binds the fiber reinforcement, gives the composite component its shape and determines its surface quality. A composite matrix may be a polymer, ceramic, metal or carbon. Here's a guide to selection.
The making of carbon fiber
A look at the process by which precursor becomes carbon fiber through a careful (and mostly proprietary) manipulation of temperature and tension.
Automated Composites Knowledge Center


"In this revised version of his ground-breaking study Professor Lippman looks at the vanishing world of humanism with compassion and concision. When it was originally published it was the first book on musical aesthetics to examine music from the standpoint of society and culture. The traditional problems of the field were viewed in a new perspective that brought their solution clearly into view. Since that time the field has exploded with investigations of many aspects of the subject with varying degrees of distinction. Professor LippmanпїЅs revision is distinguished by the clarity of his language and the relevance of his analyses.


Wheeling, WV— Newly sworn in mayor of Wheeling West Virginia, Glenn Elliot, Jr., made good on the first step of his promise to force an LGBT ordinance onto the citizens of Wheeling. According to public comments, many residents and business owners believe the only purpose for this ordinance is to silence the voices of those who hold sincerely held religious beliefs and wish to operate their business according to those beliefs.
Allen Whitt, President of the Family Policy Council of West Virginia said, "In a time when West Virginia's business owners are already struggling with burdensome regulations- Elliot, an attorney, is pushing forward with a so-called "civil right's" ordinance that is a trial attorneys dream.
West Virginia has already begun to see the swath of destruction these ordinances can wreak on the state's economy.
Last year, a private business owner in Charleston was sued and forced to pay more than $500,000 in total out-of-pocket expenses because she was caught between state employment law and the indefensible liability of that city's ordinance which elevates homosexual and transgendered behavior to a level of special legal protection.
The proposed ordinance language will be discussed in a joint meeting of the Wheeling Human Rights Commission and the city council on September 1.
"It's clear by limiting the first draft to protections in hiring and rental properties, Wheeling hopes to avoid the bathroom controversy seen in other cities and states. The West Virginia state legislature has rejected this same language several years in a row. But the ultimate goal of all of these ordinances is to institute a new "sue and settle" shakedown scheme, so trial attorneys have a new revenue stream since high unemployment has driven workman's comp claims down," Whitt said.
Whitt stated the one issue that is never addressed is safety and privacy.
"They will eventually open up bathrooms, changing rooms and other private areas to predators even if they have to start slow with just an ordinance that "protects" against "discrimination" in housing and employment. The increased risk of those posing as transgendered individuals using these ordinances to prey upon our women and girls is well documented," he added.
Whitt said that because so many of Wheeling's citizens and those that do business there reached out, The Family Policy Council has joined the growing number of people, businesses and faith-based organizations who oppose this power grab by Mayor Elliott.
"Years of monitoring these types of ordinances in more liberal states like Washington have resulted in proof that they are not needed. Washington has had a statewide version for more than eight years and only 76 claims have been filed. That's a state with several million people, far more than West Virginia. And of those 76 claims of "discrimination" against an LGBT plaintiff, the very left-leaning Washington courts found that there was probable cause to proceed in ZERO of the 76 claims," he added.
"This LGBT "civil rights" ordinance is nothing more than a Trojan horse that will ultimately only benefit trial attorneys as they use new government regulations to sue good people who disagree with his views on homosexuality," Whitt said.
On Friday, the Family Policy Council of West Virginia officially filed a Freedom of Information Act request to the mayor, Wheeling's City Council and the Human Rights Commission asking for any emails, phone logs, meeting agenda minutes where sexual orientation or gender identity or gender expression have been discussed.


text:
Sustainable farming funds released for Wheatbelt
Using locally sourced lime to fight soil acidity in the Wheatbelt was one of seven projects to share in $85,500 in new funding for sustainable agriculture.
More than 70 landholders, farmers, scientists and bureaucrats have met in Northam for Wheatbelt NRM's annual general meeting.
The group's chief executive officer Natarsha Woods said more than 14 million hectares of farming soils in the Wheatbelt were affected by acidity.
"Spreading lime helps to lower acidity in the soil profile, but most of the lime has to be trucked in from the coast," Natarsha Woods said.
"This project focuses on using locally sourced lime from the Wheatbelt."
The Merredin and Districts Farm Improvement Group's vice chairman Andrew Crook welcomed the announcement.
"We've been running trials using lime sourced from around Merredin, which significantly reduces the cost," Andrew Crook said.
"This $23,000 of funding will help our group extend that trial to more properties and add closer chemical analysis and particle size of the lime."
Other projects included the impact chicken manure, lupins and vetch have on soils in the Newdegate area.
Growing pastures in acidic soils around Moorine Rock and the impact wheat on wheat crop rotations has on weeds and profitability at the Liebe Group's trial site at Dalwalinu.
Funding for the seven projects comes from the Australian government's National Landcare program.
Also announced at Wheatbelt NRM's annual general meeting was its new board member Sarah Hyde.
The executive officer of the Facey Group will join the group's seven other community based board members to help drive natural resource management in the region.