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Chris Amon
Nationality New Zealander
Wins 0
Active years 1963–1976
Name Chris Amon
Entries 108 (96 starts)
Role Racing driver
Championships 0
Born Christopher Arthur Amon 20 July 1943 (age 72) Bulls, New Zealand (1943-07-20)
Teams Cooper Amon Ferrari March Matra Tecno Tyrrell BRM Ensign Wolf Non-works Lola, Lotus, Brabham
Similar People Bruce McLaren, Denny Hulme, Jacky Ickx, Graham Hill, Lorenzo Bandini
Vic elford and chris amon talk about racing at le mans
Christopher Arthur Amon MBE (20 July 1943 – 3 August 2016) was a New Zealand motor racing driver. He was active in Formula One racing in the 1960s and 1970s and is widely regarded as one of the best F1 drivers never to win a championship Grand Prix. His reputation for bad luck was such that fellow driver Mario Andretti once joked that "if he became an undertaker, people would stop dying". Former Ferrari Technical Director Mauro Forghieri stated that Amon was "by far the best test driver I have ever worked with. He had all the qualities to be a World Champion but bad luck just wouldn't let him be".
Chris amon speed painting by dean packwood
Formula One World Championship results
Non Championship results
Apart from driving, Chris Amon also ran his own Formula One team for a short period in 1974. Away from Formula One, Amon had some success in sports car racing, winning the 24 Hours of Le Mans race in 1966.
Amon was born in Bulls, and attended Wanganui Collegiate School. He was the only child of wealthy sheep-owners Ngaio and Betty Amon. He learned to drive at the age of six, taught by a farm worker on the family farm. On leaving school, he persuaded his father to buy him an Austin A40 Special, which he entered in some minor local races and hillclimbs along with practice on the family farm. He progressed to a 1.5-litre Cooper and then an old 2.5-litre Maserati 250F, but only began to draw attention when he drove the Cooper-Climax T51 which Bruce McLaren had used to win his maiden Grand Prix.
In 1962 Amon entered the Cooper for the New Zealand winter series, but was hampered by mechanical problems. However, Scuderia Veloce entered him in a similar car, and, in the rain at Lakeside, he performed well. One of the spectators there was the English racing driver Reg Parnell who persuaded Amon to come to England and race for his team. In a test at Goodwood Amon continued to impress and was on the pace in the Goodwood International Trophy and Aintree 200 pre-season races.
For the 1963 Formula One season the Parnell team were using the year old Lola Mk4A, powered by 1962 specification Climax V8 engines. Amon was teamed with the very experienced Maurice Trintignant for the first race of the season at Monaco and his Grand Prix career started with what was to become typical bad luck: Trintignant's Climax developed a misfire, so he took over Amon's car.
At the 1963 Belgian Grand Prix, Amon was partnered by Lucien Bianchi and started ahead of him from 15th position. After nine laps, however, an oil fire ended his race. He continued to experience mechanical problems at the Dutch, Mexican and German Grands Prix; and after an accident in practice for the Italian Grand Prix left him hanging out of his car's cockpit with three broken ribs, he missed both the Italian and United States rounds.
Amon usually qualified in the midfield and generally outpaced his team-mates, who included his good friend Mike Hailwood. His best results of the year were seventh at the French and British Grands Prix. During this time, however, Amon's social life was attracting as much attention as his driving. He was a member of the Ditton Road Flyers, the social set named after the road in London where Amon shared an apartment with American Peter Revson, Hailwood and Tony Maggs.
Parnell was nonetheless impressed with Amon's results in what was regarded as less-than-competitive machinery and promoted him to team leader. Parnell died from peritonitis in January 1964 and his son Tim took over the team.
In a series of four pre-season races in Britain and Italy, Amon recorded three fifth places at Snetterton, Silverstone and Syracuse. He failed to qualify for the first F1 race of the season, the Monaco GP, but at the next race, the Dutch GP, he scored his first World Championship points. The rest of his season, however, was blighted by mechanical problems.
Parnell was offered BRM engines for 1965, but only if it ran Richard Attwood as its regular driver. Reluctantly, Parnell agreed and Attwood took Amon's place. Spotting an opportunity, Bruce McLaren quickly signed Amon for his new McLaren team, but when no second McLaren F1 car materialised, Amon could only drive in sports car races.
At the French GP Amon rejoined Parnell to stand in for an injured Attwood. Amon also competed in a Formula Two race in Stuttgart and won. He returned to Germany for the German GP as second Parnell driver, but mechanical failure again forced an early retirement. His last drive before Attwood's return, a non-championship race in Enna, Sicily, also ended in retirement.
During 1966 Amon continued to race for McLaren in Can-Am. He was intended to drive the second McLaren M2B but difficulties with engine supply meant that the team never made the intended expansion to two cars. (James Garner's character Pete Aron's helmet and car livery in the film Grand Prix were modelled on Amon driving a McLaren, which caused the movie makers to have to encourage other cars to be painted in the 'Yamura' colours and other drivers (Bruce McLaren included) to wear Amon-style helmets.)
However, an opportunity arose to drive for the Cooper F1 team after Richie Ginther left them for Honda. Amon drove for Cooper at the French GP and was scheduled to drive for them for the rest of the season, until the more successful John Surtees left Scuderia Ferrari to join Cooper and Amon found himself dropped.
Amon made one other F1 appearance during the year, driving a Brabham BT11 powered by an old 2-litre BRM engine at the Italian GP under the banner of "Chris Amon Racing". He failed to qualify.
Amon did however, score his biggest success to date when he partnered Bruce McLaren in a 7-litre Ford GT40 Mark II at the 1966 Le Mans 24-hour race, spearheading a formation finish. He subsequently received an invitation to meet Enzo Ferrari at the Ferrari home in Maranello, where he signed to race for Ferrari in 1967 alongside Lorenzo Bandini, Mike Parkes and Ludovico Scarfiotti.
Amon's first year with Ferrari did not begin auspiciously. En route to Brands Hatch for the pre-season Formula One Race of Champions, he crashed his road car and, following race practice, had to withdraw. Tragedy then struck the Ferrari team when Bandini died following a crash during the 1967 Monaco Grand Prix, Mike Parkes broke both his legs at the Belgian Grand Prix and, in the aftermath, Ludovico Scarfiotti went into temporary retirement. Amon, therefore, became Ferrari's only driver for the rest of the season, until joined by Jonathan Williams for the final race in Mexico. Amon scored his first podium in his first official outing for the Scuderia in Monaco and at the end of 1967 had achieved four third places finishing fifth in the Drivers' Championship, in what was going to be the most successful season of his career.
Amon's Ferrari contract also included sports car racing and he began 1967 by winning the Daytona 24 Hours and 1000km Monza events with Bandini in the 4-litre Ferrari 330-P4. He finished the year partnering Jackie Stewart to a second place at the BOAC 500, thereby clinching the manufacturer's world championship for Ferrari by one point over Porsche.
1968 was the year aerodynamics first played a significant role in F1 car design and Amon worked with engineer Mauro Forghieri to place aerofoils on the Ferrari 312.
In January 1967 Amon had returned home to New Zealand and Australia to compete in the 1968 Tasman Series which was used by many of the top Formula One drivers as a warm up series to the World Championship. Ferrari allowed him to race but refused to go to the expense of designing and building a car specifically for the Tasman Series which, unlike F1, had a maximum engine capacity of just 2.5-litres. Instead, Amon convinced Enzo Ferrari to allow him to use a Ferrari Formula 2 chassis fitted with a 2.4-litre V6 Dino engine. Using the 246T he won the first two rounds of the Tasman Series, including the 1968 New Zealand Grand Prix, before narrowly losing the series to the Lotus-Ford of Jim Clark.
After the first race of the F1 season in South Africa, Amon achieved pole positions in three of the following four races (at the Spanish, Belgian and Dutch Grands Prix) but ever-present mechanical problems meant he secured only a single Championship point from them. Throughout the rest of the season he never qualified lower than fifth place and nearly scored victories at the British and Canadian rounds and he suffered a 100 mph crash in Italy which demolished his car. In Britain, he duelled to the line with Jo Siffert's Lotus 49B and in Canada he dominated the race despite a malfunctioning clutch. Seventeen laps from the finish, however, his car's transmission failed and a distraught Amon had to be consoled by Jacky Ickx. From at least ten promising starts that season he was only able to finish five races and score ten Championship points. His best finish was second place to Siffert's Lotus-Cosworth at the British Grand Prix.
Outside F1, Amon was runner-up in the Formula Two race at Zolder, Belgium, testing the Ferrari Dino F2. He also came third in that year's BRDC International Trophy.
Amon began 1969 with success driving the Dino engined Ferrari 246T in the Tasman Series that included winning both the New Zealand and Australian Grands Prix. He would ultimately win the seven race Tasman Series, finishing with four wins, two thirds and one retirement, but in Formula One his poor luck continued. Despite six starts from top-six positions, he was only able to achieve a third-place at the Dutch GP. Ferrari's F1 V12 engine was too unreliable and although its replacement had proven very fast in testing, it had suffered many mechanical breakages. Amon had no reason to believe it would be any more dependable than the V12, so although the new engine was clearly more powerful, he decided to leave Ferrari for a Cosworth DFV powered team. Ironically, the new flat-12 engine would become one of the best Formula One engines of the 1970s.
In addition to Formula One, Amon also drove for Ferrari in the 1969 International Championship for Makes, partnering Pedro Rodriguez to a fourth place in the BOAC 500 at Brands Hatch and coming second at the 12 Hours of Sebring, but retiring from the 1000km Nürburgring and 1000km Monza races, all in the Ferrari 312P sportscar. He also drove in a few Can-Am races. His last race for Ferrari would be the 1970 1000 km Monza, where he finished as runner-up.
For the 1970 Formula One season, Amon made what was to be the first of several moves to smaller, newer teams. March Engineering had been formed the previous year to build custom chassis for Formulas 2 and 3, but quickly moved into F1, designing and building the March 701. Amon and Siffert were signed as drivers, with IndyCar driver Mario Andretti making an occasional appearance in a third car. March also sold their 701 chassis to Tyrrell, where Jackie Stewart drove it to its first victory in that year's Spanish GP.
Amon won the pre-season Silverstone International Trophy, but once the F1 season began he found himself prevented from converting good qualifying positions into good results. He qualified second behind Stewart's Tyrrell-March for the season-opening South African Grand Prix only for his own March to overheat within fourteen laps. Amon then qualified sixth for the Spanish Grand Prix only for his March's Ford-Cosworth DFV engine to expire within ten laps. He qualified and ran second in the 1970 Monaco Grand Prix until his suspension failed twenty laps from the finish. This was the race where Amon refused to drive unless his entry number was changed from 18 – the number under which his then team-mate Lorenzo Bandini had crashed and died in Monaco – to 28.
Amon's close second place from a third-place start at the 1970 Belgian Grand Prix finally gave the March works team their first points finish. At that race, Amon set fastest lap at over 152 miles per hour, a lap record which still stands as of 2016, as it was the last race on the full-length Spa-Francorchamps circuit. However, after qualifying fourth for the next race, the Dutch Grand Prix, his car's clutch broke after just one lap. Amon duplicated his Belgian result at the 1970 French Grand Prix, but thereafter only achieved one further result of note in the year, a third place from sixth in Canada.
By the end of the year, disagreements with March co-founders Mosley and Robin Herd meant that Amon had decided to move to another relatively new team, Matra.
In 1971, Amon, now driving for the Matra factory team, once again scored a pre-season victory, this time at the Argentine Grand Prix. Once the Formula One season had begun, he managed to convert a third-place start at the Spanish GP into a third-place podium finish and scored a couple of fifth places in the South African and French GPs. Apart from these results, however, his run of poor F1 returns continued. He had a major accident at the Nürburgring and it sidelined him for the next race at the Österreichring. At the Italian GP he qualified in pole position and despite a poor start to the race looked as if he would capitalise on it – until the visor on his helmet became detached. Amon had to slow to avoid risking a major accident, thereby allowing other drivers to catch and overtake him. He finished the race in sixth place, scoring just one Championship point.
During the year Amon also competed in the non-championship Questor Grand Prix at the new Ontario Motor Speedway, where he qualified second and, despite suffering a puncture during the race, managed to finish fourth.
In the Tasman Series Amon started from fourth at the Levin Circuit and in the race, he battled with David Oxton and John Cannon but managed to finish third. Amon's third race at Wigram Airfield starting fifth and spun at the start to drop him to the back of the field but managed to climb up to fifth.
In the 1972 Formula One season, Amon, again driving for Matra achieved a handful of points-scoring finishes, but only one podium appearance, at the French GP. Here he achieved the fifth and final pole position of his career and was leading the race until a puncture forced him to pit. However, he climbed back through the field, breaking the circuit's lap record to finish third.
With the money he had made from motorsport, Amon decided to set up a racing engine firm with former BRM engineer Aubrey Woods. Amon Racing Engines supplied Formula 2 engines to a few drivers, but the company quickly became too expensive to run and was sold to March for a loss.
Matra decided to end their participation in Formula One at the end of 1972, so Amon found himself looking to return to March as a driver. The place, however, was given to Jean-Pierre Jarier, purportedly for financial reasons. Amon therefore signed for another recently formed F1 team, Tecno.
Tecno had entered F1 the previous year, having been a successful chassis-builder for other Formulæ. Their first year in F1 proved to be dismal, however, so they had jumped at the chance to sign Amon in the hope he would help transform their performance.
Unfortunately, the team went from bad to worse and wasn't able to field the Tecno PA123/6 until the fifth GP of the season, the Belgian GP. Amon managed to finish in sixth position, but was unhappy with the car. He commissioned Gordon Fowell to build a replacement and although Amon commented at the time that it was "the best chassis I've ever sat in", it too proved virtually undriveable. By the time of the Austrian GP, four races from the end of the season, Amon's patience had run out and he left the team. He would later claim that the months he spent with the team "felt like ten [seasons]".
Tyrrell offered Amon a third car – the 005 – in which to drive the last two races of the season. After a mediocre first outing at the Canadian GP, he and Jackie Stewart withdrew from the final race of the year, the United States GP, following the death of their teammate François Cevert during qualifying.
For the 1974 F1 season, Amon revived Chris Amon Racing. Gordon Fowell designed the car, the AF101, which featured a single central fuel tank, titanium torsion bars and a forward driving position. Structurally, however, it proved to be weak and was not ready for an F1 appearance until the fourth race of the season, the Spanish GP. Amon was only able to qualify 23rd, thanks to brake-disc vibration that only became worse with the tyres for the wet race that followed. Despite cautious driving, a brake shaft finally broke and Amon was forced to retire after 22 laps.
Following further work and testing, Amon returned for the Monaco GP and qualified twentieth, but, thanks to mechanical problems, he was unable to start the race. Further problems and illness meant Amon was not able to reappear with the F101 until the Italian GP, three races from the end of the season, but this time he was unable to qualify. That sealed the fate of both the car and Chris Amon Racing, leaving Amon to drive the season's last two races with the faltering BRM team. He would later reveal that he had turned down a chance to join the Brabham team earlier in the season.
Amon won a Tasman Series victory in January 1975 in rainy conditions where he won by 24.2 seconds. His next race at Oran Park saw Amon finish fourth after a long battle with John Walker. At Surfers Paradise, Amon was forced to miss most of the practice session when customs seized his car's gearbox. In the race, Amon retired due to a blown engine.
Apart from these successes, Amon's racing career seemed once again to have stalled. However, a chance meeting with Mo Nunn of Ensign Racing led to two GP drives in the Ensign N175 at the Austrian and Italian GPs. Although the results were unremarkable, he and Nunn worked well together, so Amon joined Ensign for the 1976 F1 season.
Ensign's first race of the season was the South African GP where Amon qualified 18th and finished 14th. Thereafter results began to improve, with Amon qualifying 17th and finishing 8th in the USA West GP; qualifying 10th and finishing fifth in the Spanish GP; and then qualifying eighth for the Belgian GP. More points then seemed likely from the race until his car lost a wheel 19 laps from the finish and Amon was lucky to escape unhurt from the ensuing accident. He then achieved an incredible 3rd grid position start for the Swedish GP and in the race looked as if he would join Tyrrell drivers Jody Scheckter and Patrick Depailler on the podium, until suspension failure threw him from the track after 38 laps.
Amon had again been lucky to escape serious injury and decided to miss the next race, the French GP. He returned for the British GP, qualifying in sixth and running fourth in the race when his Ford-Cosworth DFV engine developed a water leak. Rather than risk losing an engine, his team called him in to retire.
At the German GP problems dogged his attempts to qualify well, but it was Niki Lauda's crash during the second lap of the race that had a far greater impact. Amon refused to restart the race and Nunn fired him from the team. Amon declared his retirement from the sport and returned to New Zealand.
"I'd seen too many people fried in racing cars at that stage. When you've driven past Bandini, Schlesser, Courage and Williamson, another shunt like that was simply too much. It was a personal decision..."
(Amon, on his retirement in 1976)
However, Walter Wolf contacted Amon and persuaded him to drive for his Wolf-Williams team in the North American races near the end of the season. After recording some promising times in preparation for the Canadian GP, however, Amon was involved in a heavy collision with another car during qualification and once again was lucky to walk away unharmed. He didn't then take part in either the Canadian or United States Grands Prix.
Amon turned down an offer of a full-time F1 drive for 1977, but did attempt a return to Can-Am racing in 1977 with a Wolf-Dallara WD1. However, after only one race he quit, saying "I'm just not enjoying this anymore". His place was taken by the young and then unknown Canadian Gilles Villeneuve, whom Amon would, later that year, recommend to Enzo Ferrari.
In the meantime, Amon returned once again to New Zealand, this time to retire from F1 motor racing for good.
Amon came out of retirement for a one-off appearance in the 2003 Dunlop Targa New Zealand with motorsport commentator Murray Walker as his navigator. The pair completed the week-long Auckland to Wellington Tarmac Rally in a Toyota Camry Sportivo, the same car previously used by Walker and Colin Bond in Australia's Targa Tasmania.
After his retirement from F1, Amon dedicated himself to running the family farm in New Zealand's Manawatu District for many years. After retiring from farming, he lived in Taupo in New Zealand's North Island. In the early 1980s he became more well known in New Zealand from test-driving vehicles on the TV motoring series Motor Show and later consulted for Toyota New Zealand, tuning the 1984 Toyota Corolla and subsequent cars for sale there. He also appeared in TV commercials for the company, where much was made of the acclaim he won from Enzo Ferrari. Amon participated in the 2004 EnergyWise Rally where he won ahead of Brian Cowan. Amon drove a Toyota Prius for the event.
Amon was involved in the design of the upgraded Taupo Motorsport Park circuit, used for the New Zealand round of the 2006-07 A1 Grand Prix season in January 2007. At the New Zealand Festival of Motor Racing in 2011, Amon's life and career were honoured with a selection of his cars being driven and also used the event to raise funds for the Bruce McLaren trust. Amon was also honoured at the festival in January 2013.
Amon died in Rotorua Hospital on 3 August 2016, aged 73, of cancer. He was survived by his wife (they married in 1977) their three children and their grandchildren.
Despite never winning a championship Formula One Grand Prix, Amon won eight non-championship GPs, the Silverstone International Trophy, the 1000 km Monza, the Daytona 24 Hours, the Tasman Series and, perhaps most significant of all, the famous 24 Heures du Mans (alongside Bruce McLaren). Many of these races attracted some of Amon's otherwise more successful fellow F1 drivers, all of whom he was able to beat.
In Formula One, Chris Amon took part in 96 Grands Prix, achieving 5 poles, leading 183 laps in 7 races, reaching the podium 11 times and scoring a total of 83 Championship points. Amon holds the record for the most different makes of car raced by a Formula 1 World Championship driver, with thirteen. A biography Forza Amon by journalist Eoin Young charts Amon's racing career and gives some insights into his personal life. The book makes clear one point on which Amon himself disagrees with most commentators, the issue of his bad luck. Amon has pointed out on several occasions that he competed for a decade and a half in Formula One and survived some serious accidents, notably in 1976, whilst others, including friends like Bruce McLaren, suffered serious injury and death. In 2008, motorsport journalist Alan Henry rated Chris Amon as his 13th greatest driver.
Reflecting on the 1968 racing death of Jim Clark, Amon said: "If this can happen to Jimmy, what chance do the rest of us have? I think we all felt that. It seemed like we'd lost our leader." In 1995, Amon was inducted into the New Zealand Sports Hall of Fame.
Amon's name has been given to a motorsport series involving Toyota cars and to the Chris Amon International Scholarship to support drivers who have become champions in the New Zealand Toyota Racing Series to further their careers in single-seater racing. Following his death, his name was also lent to the Manfeild Autocourse in Feilding, Manawatu.
(key) (Races in bold indicate pole position; races in italics indicate fastest lap)
Non-Championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)
Chris Amon Wikipedia
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Denny Hulme


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Inside the Endangered Arctic Refuge
Peter Matthiessen
###1.
Wild northern Alaska is one of the last places on earth where a human being can kneel down and drink from a wild stream without being measurably more poisoned or polluted than before; its heart and essence is the Arctic National Wildlife Refuge (ANWR) in the remote northeast corner of the state, the earth's last sanctuary of the great Ice Age fauna that includes all three North American bears, gray wolves and wolverines, musk ox, moose, and, in the summer, the Porcupine River herd of caribou, 120,000 strong. Everywhere fly sandhill cranes and seabirds, myriad waterfowl and shorebirds, eagles, hawks, owls, shrikes and larks and longspurs, as well as a sprinkling of far-flung birds that migrate to the Arctic slope to breed and nest from every continent on earth. Yet we Americans, its caretakers, are still debating whether or not to destroy this precious place by turning it over to the oil industry for development.
A wildlife sanctuary in northeast Alaska had already been established when, in 1968, an oil-bearing geological formation called the Barrow Arch with exceptionally promising strata was discovered at Prudhoe Bay, an obscure location on the Beaufort Sea on Alaska's north coast. In 1977, with the completion of the Trans-Alaska Pipeline System (TAPS), the first oil flowed from Prudhoe over the mountains of the Brooks Range to Port Valdez, eight hundred miles to the south.
Three years later, in 1980, Congress more than doubled the size of the sanctuary with the creation of the Arctic National Wildlife Refuge in a huge wilderness directly east of the pipeline.1 Most of the 19.6 million acres permanently set aside for wildlife protection were steep rocky mountains uninhabitable by large creatures other than the white Dall mountain sheep. The one great wildlife region inside the refuge was the flat coastal plain between the Brooks Range foothills and the Beaufort Sea.
Even so, the refuge legislation might not have passed without concessions to Big Oil's lobbyists and aides, deeply embedded in Congress and the White House. The most significant concession was Section 1002 of the enabling legislation, which provided for later assessment of fossil fuel potential in the 1.5-million-acre region of the refuge's coastal plain nearest to Prudhoe, followed by a congressional decision on whether oil leasing and drilling would be approved there. Thus when one speaks of the ANWR dispute, one is implicitly referring to the 1002—or "Ten-Oh-Two"—as the contested area, somehow diminished by a numbered designation, is widely known today. How sad that this land, so vital to the native Gwich'in and Inupiat peoples, should be the center of what has become the longest and most acrimonious environmental fight in American history.
On March 16 of this year, as it has attempted to do many times since 1980, the US Senate authorized energy companies to drill in the Wildlife Refuge; since then, the House has passed similar legislation. During the August recess, Republican leaders across the country claimed to voters that exploiting the refuge will solve the problem of the nation's dependence on imported oil and reduce the high price of fuel. Should the two chambers reconcile their differences in this congressional session, our rarest and most precious wilderness may be lost for good. Despite all the oil industry's talk about "safe drilling" with environmental safeguards (less than credible at a time when, at corporate behest, a primitively pro-business administration is dismantling many decades' worth of hard-won protections), mining fossil fuels from a fragile, treeless plain will permanently deface, contaminate, and gut it, while accomplishing almost nothing to offset the so-called oil crisis.
Even if Congress should succeed today in bestowing the refuge on the corporations, the first leases could not be issued before 2008, after seismic exploration, test wells, permits, and the truncated Environmental Impact Statement (EIS) required for the lease sale are completed.2 Next would come seven more years of construction of hundreds of miles of roads and pipelines and hundreds of acres of infrastructure, from flow stations to cesspools—all this to be done during eight or nine dark months of ice and blizzard, followed by a brief summer season when roads and installations sink and shift in the endless swamps of water-logged tundra.
Not before 2015 could the oil extracted from the Wildlife Refuge affect energy supplies, and even then it would represent an inconsequential fraction of our gluttonous US consumption. (A Department of Energy report of September 2005 predicted that ANWR oil production, peaking in 2025, would slash the gas price at the pump by no more than one penny per gallon.3 ) As most of our legislators know well, to flog this questionable source as a solution to our wasteful habits is not only dishonest but a long-term disservice to the nation.4
Tragically for the native tribes, the 1002 area of the refuge is also the ancient calving grounds of the Porcupine River caribou, whose astonishing, meandering annual migration of 2,500 to 3,000 miles is the longest of any terrestrial mammal on the planet. Attended by furred predators, these big-racked deer from the boreal forests of eastern Alaska and northwest Canada traverse steep mountains and ford icy torrents to reach the disputed coastal plain, which in summer is white-specked with the rich cotton grass that invigorates the milk of the spent cows and the blood of the new calves. Few wolves and grizzlies trail the herds as far north as the coast, where biting insects are discouraged by the cold winds off the ice.
To the Gwich'in Indians south of the mountains, this calving ground is known as Izhik Gwats'an Gwandaii Goodlit—roughly, "the sacred place where life begins"—the life, that is, of Caribou, which is not understood as something apart from the life of Gwich'in, the People. According to their own traditions, these indigenous Athabaskan Indians have hunted caribou in the northern forests for perhaps ten thousand years: the myth, culture, economy, and future of the fifteen Gwich'in villages depend on this big deer as the Plains tribes once depended on the bison. In their creation story, told to me by elder Trimble Gilbert when we met in his village on the reservation in 2002, Caribou holds a piece of Man's heart in its heart, and Man a piece of Caribou, so that each will know what the other one is up to.
That year I accompanied a river expedition through the refuge, from the Brooks Range northward to the Beaufort Sea. Dropped off by bush plane at Caribou Pass, where the Kongakut River rushes forth from dark portals of the mountains, we made our first camp at the river's edge, under grassy slopes still bearing signs of the passage of the herd that had forded the river a few weeks before, in early June. We caught big silver arctic char for our broiled supper and watched a cream-colored grizzly descend the grassy slope behind the camp, drawn by the smell—the first of five grizzlies observed in endless days of midnight sun, as we drifted downriver among the hills and out across the plain, slipping through rapids and along white cliffs, rounding broad silver gravel bars and hoary banks of the melting permafrost that lies just beneath the meadows of the tundra.
Seen across the long coastal lagoon from our final camp on Icy Reef, where small icebergs nudged the outer beach, the Brooks Range ramparts rose to snow peaks at nine thousand feet, walling away the din of the world's progress. This southward prospect was more magnificent than any Alaskan landscape I had ever seen—the mysterious dark mountains, the sun-filled flowered plain where ancient beasts drifted through strange golden mists, the sprinkle of bird voices in the silent distance. In the variety and abundance of its creatures, no comparable arctic wilderness is left.
In July, when the cow-calf herd has scattered and the bulls arrive, the plain becomes a hunting ground for the Inupiat Eskimo people at Kaktovik, the whaling village on Barter Island just off the wildlife refuge coast. The Inupiat hunter and carver Robert Thompson told me that his people camped and hunted on this land for a thousand years before white men discovered it, yet they have no name for the Gwich'ins' "sacred place": it is sacred, yes, and also "it's just home. To us, it's home." But home, the way Robert Thompson uses it, is all-encompassing.
Picked up by bush plane on Icy Reef a few days later, Thompson and I flew to Kaktovik for a look at the improvements brought by the oil economy. In 1979, in return for withdrawing their objections to drilling in the Wildlife Refuge, the North Slope Inupiat communities had received large subsidies to raise their health and education standards and to be freed from poverty. His people's culture, Thompson explained a bit defensively, was much more dependent on the bowhead whale and seals and polar bears than on the caribou directly threatened by the drilling, and like their neighbors, Robert and Jane Thompson appreciated the benefits of a decent clinic and good school. But what will happen, they asked, "when the oil runs out and the land is ruined and the people have forgotten how to live in our old way?" The Thompsons were two of the few people in Kaktovik who still spoke out publicly against energy development in the refuge.5
In 2003, the US government leased for drilling ten million acres off the coast from Point Barrow east almost to Canada, a distance of some four hundred miles that included a hundred miles of refuge coastline. While most people in Kaktovik had accepted energy development in the 1002 section, they had always been united against offshore drilling, for fear it might disrupt the migration patterns of the bowhead whale. In 2006, however, sixty-eight out of 188 villagers have come out publicly against development on land as opposed to the five people, not counting Thompson's wife, who were on his side when I visited Kaktovik just four years ago. In a phone call on August 13, Robert told me that through a new indigenous activist organization called "Red Oil," the Inupiat were making common cause with Indian communities all over Alaska in a desperate struggle against the disruption of habitat and the disappearance of sacred animals such as polar bears and seals, dangerous chemical contamination of their wild fish and game, and the fatal damage to their culture and their future that is already on the wind with the retreat of polar ice and the onset of global warming. Most biologists agree that the polar bear is doomed to vanish entirely in this century.
This summer, Thomas Campion, a self-made Seattle businessman and brash champion of the refuge, was kind enough to include me on a second Arctic expedition, this time to the National Petroleum Reserve–Alaska (NPR-A), the huge 23.5-million-acre area west of the Wildlife Refuge, set aside for oil drilling in the 1920s but left untouched for decades. Oil leasing started under the Clinton administration, and hundreds of leases for oil and natural gas development will soon be offered by the Bush administration. This summer, the Bureau of Land Management, an agency of the Interior Department, put up for sale an additional 696 leases on over eight million acres within the reserve, although some of the leases, covering a fragile wetland area, have been challenged in court by environmental lawsuits. On September 7, the US District Court in Anchorage issued a preliminary ruling that the bureau had not properly considered the environmental impact of oil and gas development in 12 million acres in the northern part of the reserve, and temporarily blocked the sale of 600,000 acres of wetlands around the Teshekpuk Lake area in the reserve's northeast corner. Doubtless, the ruling will be fought vigorously by the White House.
On June 6, we flew to Fairbanks in central Alaska, continuing north early the next morning to Coldfoot, an old gold-mining camp on the south slope of the Brooks Range. Coldfoot today is a scattered settlement on Alaska's only north–south road, known as the Haul Road—in effect a service road for the Trans-Alaska Pipeline. Over the years, the volume of oil flowing south through the elevated steel pipe has fallen some 60 percent, from around two million barrels daily in 1988 to 683,000 barrels daily by July 2005. The oil companies allege that the flow of oil has slowed because Prudhoe reserves are so diminished, a contention they use to bolster their increasingly shaky arguments for ANWR drilling. More significantly, it now appears, the volume has been reduced to lessen oil pressure in old plumbing that, after thirty years, is no longer reliable.
An Alaskan hunter and trapper named Jack Reakoff who inhabits a log cabin in the old gold-rush settlement at Wiseman, a few miles north of Coldfoot, has learned from local pipeline workers that the underground sections in the mountains are dangerously corroded. Crews trying to patch the line here have uncovered "pipe so thin that it is pulsing," Mr. Reakoff told us. Jim Campbell, an outfitter, said that in the early 1990s, when he worked at Prudhoe, there was already talk of serious and widespread corrosion of the pipeline systems, which has become all too evident in the years since.
On March 14 of this year, Alyeska Pipeline Service, the company that operates the pipeline on behalf of BP, Exxon-Mobil, Conoco-Phillips, and others, acknowledged a spill of 267,000 gallons of heavy crude at Prudhoe,6 the worst leak yet recorded on the North Slope tundra. Constructing a bypass allowed Alyeska to resume production, but on August 7, BP announced that a small leak in the feeder pipes had obliged it to shut down the eastern half of its Prudhoe Bay field. Widespread corrosion and pitting had thinned the steel so badly that sixteen miles of pipeline had to be replaced. BP estimates that the pipeline will not be usable again until January 2007 at the earliest.
The underlying intentions of those who advocate drilling in the Wildlife Refuge are still debated even in Alaska, where people wonder, for example, whether or not the corroded sections of pipeline will be repaired, rebuilt, or replaced. Another question is whether—in view of these and other growing obstacles, including skeptical and adverse public opinion—the amount of oil beneath the refuge really justifies the continuing investment, not to mention the loss of a national treasure.
Like many informed Alaskans, Reakoff doubts that the industry seriously intends to drill a new oil field in the 1002: Why would the White House and Big Oil campaign so hard for those 1.5 million acres when 23.5 million acres are already available next door in the National Petroleum Reserve? The answer may lie in the offshore leases, which already extend six miles from the coast and almost as far east as the Canadian border. This is much too far for undersea pipelines—subject to additional hazards such as saltwater corrosion and shifting ice—to be dependably hooked up to the Trans-Alaska Pipeline, which lies sixty miles west of the refuge's western border. Increasingly it appears that the industry seeks control of the 1002 as a land base for the extended pipelines, flow stations, and other infrastructure that will be required to develop those offshore areas. "Alaskans are still arguing about the refuge," Reakoff said, "but the real story now is the NPR…. People here have no idea what's going on in the NPR and folks in the Lower 48 have even less."
Occupying most of the North Slope west of the Wildlife Refuge, the Petroleum Reserve, too, is unspoiled wildlife habitat, and arguably as biologically significant; so it is sad that, as a practical matter, it cannot be saved. The federal government has already sold leases there, and important deposits of oil, gas, coal, and other minerals have been found. This should not mean that public opinion can't still have an effect in ensuring that it is developed with discrimination. Our idea in June 2006 was to look at wild regions in the Petroleum Reserve that should be spared during its imminent transformation from our nation's greatest roadless wilderness to a road-scarred, marred, gouged, and contaminated wasteland, stained by leaks and spills of petroleum and toxic drilling fluids and littered with rusted drums and pipe and gear.
From Coldfoot we flew by bush plane to the far western region of the Petroleum Reserve to observe the migration and mass calving of the Western Arctic caribou, the largest of Alaska's mighty herds (490,000 animals, in this year's estimate) and a foundation of the economy and culture of twenty-two Indian and Inupiat communities in western Alaska. Continuing westward, and crossing the western border of the petroleum reserve, we flew to the coast to talk to the Inupiat whalers at Point Lay, a village on the Chukchi Sea, and to see the white whale calving area nearby. We also visited the village of Nuiqsut on the Colville River. The people of these two villages, like those of Kaktovik in the wildlife refuge, are increasingly concerned about their marine mammals and their culture's future in the face of impending industrial development, both offshore and on land. Every native community in Alaska lives in dread of very serious chemical contamination, not only from environments polluted by resource mining but, in a dreadful irony, from the toxins absorbed by the revered creatures at the heart of their traditional diet, such as caribou and whales and seals.
On the morning of our departure, the skies had cleared, leaving new snow on the mountains, and toward noon we left Coldfoot on Coyote Air, which consists of a pair of sturdy old DeHavillands, that legendary aircraft of the Great Northwest. The pilot and proprietor Dirk Nickisch banked the plane over the Haul Road and the pipeline before heading north and west, leaving behind late spring in the boreal forest and climbing heavily into a precipitous treeless landscape of gray shale escarpment, gorges, and brown mountainside. Skirting wind-whipped ridges edged with knives of snow, it leveled off in a more gradual ascent across plateaus of treeless alpine tundra where blackwater ponds were filled to the margins with white ice; skeins of spidery old tracks from the caribou migrations led everywhere and nowhere. Farther west, crossing the mountains, we came across bands of northbound caribou, scattered along the gravel banks of one of the many torrents that would impede but never halt migration. Down a mountainside swung a dark sow grizzly with a sandy cub. Dall sheep stood white and still on a ridge overlooking a headwaters creek in the North Slope drainage of the great Colville River, which flows east through the Petroleum Reserve before turning north toward the Beaufort Sea.
In this remote region of the reserve, almighty in its emptiness, the mountains are small and the barren ground is endless, descending northward some two hundred miles toward Point Barrow and the Arctic Ocean. That the Petroleum Reserve seems less dramatic and less beautiful than the Wildlife Refuge, where the mountains rise two thousand feet higher and are scarcely twenty miles inland, comes as a mild relief, since we know that alternative energies, tragically delayed by the stunted ambitions of industry and government, will never become competitive in time to save the greater part of it from being despoiled.
Below the plane at least ten thousand caribou are in view, seeking lichens on the hard snow-patched barren as they drift westward toward our common destination in the Utukok River uplands. On every side, the spindly calves are already appearing, close under the mother's flanks or nose pressed to her hind legs. At our low elevation and slow speed, even the larger bird species are identifiable without binoculars: tundra swans, the short-eared and the snowy owl, drake pintails, a Pacific loon, glaucous and mew gulls, two juvenile golden eagles (which occasionally will seize a newborn caribou). The hurtling white grouse flushed here and there are the rock ptarmigan; the dark swift sharp-winged raptors are not peregrine falcons but one or more of the three species of marine predators called jaegers—German for "hunters"—which after nesting will return to the oceans of the earth to pass the remainder of the year pirating other birds.
After our caribou reconnaissance in the far west of the reserve, our pilot makes close passes over a long gravel bar in the Utukok River before landing and quickly offloading his passengers and cargo. Then the plane is aloft and its drone dies away into the mountains and the sky is empty, as the great earth silence of the Arctic settles in.
We hump duffels and gear up a steep snowbank to an outcrop of broken shale and tussock. On this tundra knoll above the gray cold river are the first flowers of the arctic spring, a large gold-yellow cinquefoil and a harebell of deep midnight blue, grown close together in the moss and tight low heather as if keeping each other company against the elements.
The arctic sun scarcely sets and yet the air grows colder. Warming our hands with bowls of hot-spiced soup, alert for wolf or wolverine hunting the river edges, we perch on our lidded food buckets before the cook tent, observing the open tundra hills from which the caribou will soon appear.
Next morning six caribou graze the tundra behind our camp. Across the river, four more drink from a pool obscured by low red stalks of willow, and others still are drifting in. Three long-tailed jaegers swoop up, down, and around this grassy ridge. A fat lemming that sets out across the broad snowbank down the slope is struck almost at once by a jaeger that alights to harry the stunned rodent before letting it bumble back across the snow toward its low cover.
We head upriver. Before long, Tom Campion whispers back, "I've got a wolf." In his spotting scope, on a bed of dead matted vegetation on the river edge, lies the first white wolf that I have ever seen. Ears up, forepaws still neatly crossed, alert but unalarmed, its gaze is fixed on the point where we crouch, half-seen, among scrub willow stalks.
The white wolf is about to slip away. But to our astonishment, she lingers a few moments before turning without haste into the willows. A second wolf, a big gray one, rises from camouflage at the willow edge and stares our way. We think this is the male. Slowly he moves toward the place where the other wolf had vanished, at which point, miraculously, she reappears: ears forward, the two stare not at us but at something in the hills across the water. They are perhaps a hundred yards away.
The white wolf crosses the willows and springs up onto the grassy bank, then comes downriver to a point just opposite where we still crouch in disbelief. By now she must surely have our scent, but she only observes us, still unalarmed, as if, having no experience of such a smell, she has no reason to fear it. Meanwhile the gray one, slipping through the willows, comes right toward us. It is not a case of Lupus stalking Homo, for he makes no real effort at concealment. He is no more than forty feet away when the bare red willow stalks thin out, leaving him half-exposed. He stops then and fixes us with gold-flecked wolf eyes, as if to divine what these peculiar brutes are doing in wolf country. Then he turns and cuts across and rejoins the white wolf on the bank. Without greeting her, he raises his muzzle high, black nostrils flared into the wind, turning his head in a minute arc, sifting our scents. Finally, trailed by his she-wolf, he trots uphill a little way in no great hurry and lies down in the grass. In remote mountains a hundred miles from the nearest indigenous hunters on the coast, it seemed more likely than not that these fearless animals had never beheld a man before in all their lives.
From the Chukchi seacoast, we fly two hundred miles eastward over the icebound barrens to the northeast sector of the petroleum reserve to look at the enormous Lake Teshekpuk, which lies inland from the Beaufort Sea some 160 miles west of Prudhoe Bay. The coastal plain here has its own small herd of caribou, and the new calves have attracted a large black-and-brown grizzly. At the aircraft's approach, the bear takes to its heels in that untidy and galumphing grizzly gallop that makes its loose long-haired robe appear on the point of falling off.
The Teshekpuk wetlands, first set aside in the Reagan administration, are critical for wildfowl breeding, molting, and staging; in 1999 the marshy tundra between the northeast lakeshore and the Beaufort Sea was actually exempted from all future leasing. Unfortunately this area has fossil fuel deposits, and under the present administration its protection has been summarily removed. It is here that the Bureau of Land Management is offering leases on 1.7 million acres that for many years under previous administrations have been exempted from oil and gas development. For this outrage, it has been sued by several environmental groups. If the preliminary ruling of September 7 by the US District Court in Anchorage in favor of the environmental groups should be upheld, the lease sale scheduled for September 27 would not take place. Since the Bush administration seems sure to file a protest, Teshekpuk promises to be the scene of the first fierce battle in the fight to spare at least a little of the petroleum reserve for wildlife and our inheritors.
As we cross the ice-clotted Colville delta, Prudhoe's new Alpine oil drilling field is already visible across the dead flat land. The thousand square miles of Prudhoe Bay constitute one of the largest industrial complexes on our planet, imposed on amorphous waterland by grids of access roads and drilling pads and elevated pipes linked to lone factory-like installations that rise and sink all the way to the horizon. First one sees the Alpine field, then the Kuparuk field, and in the distance, the colorless, cheerless, soulless aggregation of service depots known as Deadhorse. Beyond Deadhorse lies the original Prudhoe complex, then a white wall of ice and fog—the Beaufort Sea—and, finally, North Star, BP's huge offshore drilling platform, like the shadow of a floating city in the frozen mists.
The political climate for drilling in the Wildlife Refuge may be changing. This past spring, after years of rumors, it was finally confirmed that exploratory well KIC-1, dug covertly by Chevron in the winters of 1985 and 1986 near the Prudhoe end of the Wildlife Refuge, "was ultimately a disappointment."7 Since one dry well is not always indicative of overall potential, what, if anything, do those twenty years of secrecy about KIC-1 suggest about the industry's long-term ambitions? In Alaska one hears rumors that some sort of tectonic shift had moved the oil strata previously thought to lie beneath the refuge to the offshore area east of Prudhoe Bay. (If nothing else, this might help explain why the refuge boundaries were acceptable to Big Oil's legislators in 1980 and also the continuing industrial interest in offshore leasing.) The more I inquired, the more I heard that the amount of economically recoverable oil in the 1002 section might not justify drilling, and that therefore the fixation on this region in the energy industry, Congress, and the White House had some other explanation besides the one about using 1002 as a land base for an offshore extension of the oil-field complex. In addition, gaining access to 1002 might set a precedent for corporate control of other environmentally sensitive public lands, including those off the Atlantic and Pacific coasts of what Alaskans call the lower forty-eight.
On August 23, these rumors were reignited by an acknowledgment by new Exxon CEO Rex Tillerson that, while Exxon still supported the campaign to open up the Arctic National Wildlife Refuge, "estimates about how much oil ANWR may hold could turn out to be illusive…. There may be nothing there. We don't know."8 Coming so soon after the news that Chevron's test well had been a disappointment, it is hard not to interpret Exxon's belated admission as some sort of feeler. If the oilmen's doubts about ANWR's potential are genuine, might they now attempt to dump their relentless campaign to develop it, declaring patriotically that our beautiful national heritage must never be defaced by low-percentage exploratory drilling? And might they even, perhaps, encourage Congress to abrogate the 1002 clause in the Alaska Lands Act and award the refuge the full protection that most other Americans have wanted all along? This would be in exchange, of course, for that overland pipeline that would facilitate those offshore wells, and for the uncontested right to exploit the petroleum reserve from end to end. But only Big Oil would wish for this exchange, since hundreds of miles of roads and pipes in the 1002 would be merely a lesser disaster, almost as destructive as the drilling. Everyone concerned with protecting the Arctic National Wildlife Refuge must oppose any such maneuver.
On August 23, the same day as Exxon's admission that ANWR might not be worth drilling after all, new leaks caused the flow of oil in the Trans-Alaska Pipeline to fall to an all-time low; on that date also, Alaska's Governor Frank Murkowski, a former US senator and a leader in the twenty-five-year fight to exploit the refuge, came in a poor third in his state's Republican primary with just 10 percent of the vote.9 Could these, too, be auspicious signs and portents?
Ted Stevens, the Republican senator from Alaska who with Murkowski has battled for decades to allow drilling in the 1002, still dismisses the Wildlife Refuge as "a wasteland." But unfortunately for his argument, his Republican colleague Lincoln Chafee of Rhode Island has traveled there and seen it for himself.
"I will have to say, Senator Stevens," Chafee protested a few years ago during a debate, "[that] I have been to forty-nine of the fifty states [and] this is the most beautiful place I have ever been."
More by Peter Matthiessen
The Tragedy of Leonard Peltier vs. the US
Alaska: Big Oil and the Inupiat-Americans
Canada and the Caribou
Letters:
Stephan Fuller
Peter Matthiessen won the 2008 National Book Award for his novel Shadow Country. His recent books include End of the Earth: Voyage to Antarctica and The Birds of Heaven: Travels with Cranes. (November 2009)
Part of the Alaska National Interest Lands Conservation Act (ANILCA), known as the Alaska Lands Act. ↩
These EIS's pay no attention to social and cultural disruptions of the native peoples. ↩
The US Geological Service estimate of the total oil that could be profitably extracted from the region amounts to 7.7 billion barrels, less than what is consumed by the American market in a single year. (Six months is the usual estimate.) ↩
For background history and information on the refuge, and especially the critical 1002 area under dispute, see my essay in Subhankar Banerjee, Seasons of Life and Land: The Arctic National Wildlife Refuge(Mountaineers Press, 2003). ↩
In a series of eloquent letters this past year to the Arctic Sounder, the newspaper of Alaska's North Slope Borough, Robert Thompson wrote, "I find it appalling that oil company executives have more say in what happens to our whaling areas than 10,000 Inupiat." ↩
This is not to be compared with the 11-million-gallon Exxon oil tanker spill of March 1989 off Port Valdez, or the 700,000-gallon loss in 1978 when vandals blew up the recently completed Prudhoe pipe. (Leaks and spills in the Prudhoe system average well over one per day.) ↩
See Joel K. Bourne Jr., "Fall of the Wild," National Geographic, May 2006, pp. 73–74. For many years, the KIC-1 results were as fiercely guarded as the list of oil industry "advisers" in Dick Cheney's behind-closed-doors White House meetings of his "Energy Task Force" of May 2001 (though Enron's Ken Lay and Exxon's executives are known to have taken part). ↩
"Exxon-Mobil CEO Says Current High Oil Prices Undermine Global Economic Growth," The Wall Street Journal, August 25, 2006. ↩
According to friends in Fairbanks, new Alaskan residents especially were displeased when Murkowski entered into closed-door dealings with oil entrepreneur Dick Cheney and Prudhoe's chief lease-holders—Exxon-Mobil, BP, Conoco-Phillips—in an effort to ram through his legislature a $20-billion contract for an immense natural gas line to run south to Canada and the US, complete with more enormous tax breaks for the Big Oil beneficiaries of Cheney's National Energy Policy of May 2001. ↩
The Tipping Point?
What Obama Should Have Said to BP
July 15, 2010 issue
Brian Urquhart
A Double Standard
Robert Secher
The Report of Captain Secher
Jane Yett Kiely
If the Fighting Had Taken Place Here

redpajama_set_name: RedPajamaCommonCrawl


Plasti Dip is a liquid rubber coating that comes in many finishes, and can be applied to your vehicle to give it a fresh new look and feel. When Plasti Dip is no longer desired, it peels off easily and returns your vehicle to it's unharmed factory paint. The final product of Plasti Dip results in a deep, vibrant, matte finish but can also be finished a gloss or a pearl. There are endless color possibilities, and new and more color options are added every day, so stop in today to see what color you like best.
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While $830,000 for a studio isn't anyone's idea of cheap, with its large windows, clever layout, and long list of high-end extras, we still find ourselves eyeing this luxury condo loft in at One Brooklyn Bridge Park in Brooklyn Heights.
As you'd expect, there's an open kitchen and dining area, which looks onto a spacious living room. A note about those large windows: the listing says they're from CitiQuiet, meaning the apartment will be relatively well-insulated from outside street noise. And most notably, the living room is separated from a sleeping alcove by a custom-designed "storage wall" that includes bookshelves in the living room, and on the bedroom side, a desk, drawers, and TV cabinet. This means both built-in storage and the sense that the bedroom is its own separate space in the apartment.
The bathroom and kitchen are both modestly sized but outfited with modern finishes and appliances, and there's also a washer and dryer in the apartment. For extras that just won't fit in the apartment, or are used seasonally, a "storage cage" on the same floor as the apartment is included with the purchase.
There are plenty of perks to go around, including doormen, porters, and a concierge, as well as a gym and loads of extra rooms (yoga studios, play rooms, golf simulator, conference rooms, screening rooms, etc.).


text:
Q: VirtualBox RAM memory issue Host PC: Windows 8.1 Enterprise x64
Processor: 3.4 GHz Intel Core i3-4130
RAM: 4 GB DDR3
I'm creating a virtual PC which will run Kubuntu 14.04 LTS. I lost the ISO but have a bootable USB stick (identified by Windows as Disk 1, no problem here). This is what I did:

*

*Opened up CMD as admin, cd to Oracle\VirtualBox and ran this command:

VBoxManage internalcommands createrawvmdk -filename H:\Kubuntu.vmdk -rawdisk \\.\PhysicalDrive1
This creates a VMDK hard disk which boots from the USB drive.

*Opened VirtualBox as admin (a must to use that VMDK file).

*Created new VM. 64-bit Ubuntu (Linux). 1.5 GB RAM, 8 GB Disk Memory, 2 Cores.

*The VM boots up. I see this message but no errors here, it boots up the installer after this:

*Setup comes up. RAM is hitting 2.6 GB right now-looks like I may run out of memory:

*Bah! I get this nagging error.

I believe this may be due to lack of memory. So I shut down the VM, scale the memory down to 512 MB.

*Again! And  the "Try Kubuntu" button hasn't even shown up. Do note, RAM usage has gone down from 2.5 GB to 2.2 GB.

Help please!

A: I guess it can't read properly from the flash drive despite administrator access. Found the ISO and reinstalled it with initial VM specs. All is well now.

redpajama_set_name: RedPajamaStackExchange


text:
Sunday, October 31, 1999 Published at 14:45 GMT
Hakkinen crowned F1 champion
Mika Hakkinen retained his F1 title in inimitable style at Suzuka
Mika Hakkinen has won the 1999 Formula One driver's world championship after a flawless performance at Suzuka.
Hakkinen and his team drove a magnificently strategic race, timing their two-stop strategy to perfection to thwart Ferrari hopeful Eddie Irvine, who led the Finn in the championship standings by four points at the start of the race.
Ferrari gained some consolation by taking the constructors title.
Hakkinen, who finished the season with 76 points, two ahead of third placed Irvine, was understandably exuberant after the race.
"Brilliant," he said. "Deciding a championship in the last Grand Prix is nerve-wracking and I really don't recommend it."
Irvine, in contrast, was downbeat. "We won the constructors' championship which is important," he said.
"We didn't win the one I would've liked or Ferrari would've liked but we did get a consolation prize."
German Heinz-Harald Frentzen finished fourth to secure third place in the driver's championship ahead of Hakkinen's McLaren team-mate David Coulthard, who spun off in the closing stages.
Williams' Ralf Schumacher was fifth and France's Jean Alesi was sixth for Sauber.
Former world champion Damon Hill's 115th and final race of his career came to a premature climax on lap 22, his Jordan having slid into a gravel trap six laps earlier.
Hill, who won his title at Suzuka three years ago, got back on the circuit after a long trip across the gravel but had to immediately pit for new tyres and returned in 18th spot.
It proved only a brief return to the track, however, with Hill's exit mirroring his hugely disappointing final campaign.
Dream start
Hakkinen made a dream start from the grid, surging past a sluggish Schumacher in pole to storm into the lead going into the crucial first bend.
The Finn then proceeded to put daylight between himself and the chasing pack, quickly opening up a useful 4.0 second gap by lap six.
Irvine also leapt up one place from the grid at the start, outstripping Coulthard to move from fifth to fourth at the opening bend.
With his lead from Schumacher at 8.2 seconds at the end of lap 18, Hakkinen went in for his first pitstop, coming out after a quick refuel and tyre change to trail his the German by 10.8 seconds in second place.
Finn regains the lead
But Hakkinen took control of the lead again on lap 22, when Schumacher made the first of his two stops. A blisteringly fast 6.6 second change saw Schumacher re-emerge 7.5 seconds behind Hakkinen.
Further down the field, Irvine also went in for a stop but crucially Coulthard had made his break one lap earlier and when Irvine emerged from the pit lane the Scot came flying past him to slam the door on third place.
Once ahead of Irvine, Coulthard frustrated him, appearing to be content to sit back and keep the world-title holder pegged back.
Irvine went in for his second stop on the 32nd lap, but came out from the pits in fifth place behind Britain's Johnny Herbert from the Stewart Ford team.
Irvine moved up through the field though when Coulthard spun off on lap 34, but Coulthard still had a significant part to play in the race, and held up Schumacher to give his team-mate Hakkinen some extra breathing space.
Schumacher came in for his second stop on lap 37 and Hakkinen, leading comfortably, followed soon afterwards and roared out of the pit lane with a healthy 11.747 second cushion to maintain first place.
Coulthard's race ended on lap 40, but not before Schumacher had vented his fury at him - waving a clenched hand as he passed him shortly before the McLaren driver's withdrawal from the fray.
With his two stops out of the way and a useful lead, Hakkinen was left hanging on and praying that his car would come through the final vital laps.
It did and he crossed the line in first some five seconds ahead of Schumacher to spark wild celebrations amongst the McLaren team.
1. Mika Hakkinen (Fin) McLaren-Mercedes 1hr 31min 18.785sec (average speed 204.086kph)
2. Michael Schumacher (Ger) Ferrari at 5.015sec
3. Eddie Irvine (Gbr) Ferrari 1:35.688
4. Heinz-Harald Frentzen (Ger) Jordan-Mugen Honda 1:38.635
5. Ralf Schumacher (Ger) Williams-Supertec 1:39.494
6. Jean Alesi (Fra) Sauber-Petronas one lap
7. Johnny Herbert (Gbr) Stewart-Ford one lap
8. Rubens Barrichello (Bra) Stewart-Ford one lap
9. Jacques Villeneuve (Can) BAR-Supertec one lap
10. Alexander Wurz (Aut) Benetton one lap
11. Pedro Paolo Diniz (Bra) Sauber-Petronas one lap
12. Ricardo Zonta (Bra) BAR-Supertec one lap
13. Pedro de la Rosa (Spa) Arrows two laps
14. Giancarlo Fisichella (Ita) Benetton six laps
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Whether your purse of choice is a cool designer number or a small canvas tote, we all tend to use it as a place to stash everything we "need" on the go. The problem is it's too easy to forget all the items we've been putting in there. Then when it comes time to find your keys, a pen, or "that coupon I'm going to use one of these days," it's like digging elbow-deep into a mystery grab bag.
Here is our guide to cleaning out your purse—and then keeping it organized.
Take out everything and lay the items out on a table. Make sure to check every single compartment and pocket, inside and outside—even ones you rarely use.
Get rid of all garbage—wrappers, lists, receipts you don't need, pens that don't work, dried-up lip balm, a broken and non-repairable bracelet, old kids' items, etc.
Group together multiples. Do you really need more than one pen, or more than one pair of sunglasses? Likely not. Keep one of each essential item, then put the rest away (but don't throw it in your junk drawer, natch).
Do you have containers in your purse, such as a cosmetic bag or first-aid kit? Clean those out as well. Throw out that old cracked compact, or the Disney Princess band-aids your now-teenager does not need.
Get rid of seasonal items. Do you really need an umbrella or a wool hat in there when it's July? Or your seasonal allergy medications when it's the off-season? How about the heavy set of keys to your in-laws' cabin that you only visit in November?
Now start returning items to your purse, while evaluating how often you truly use each item. Things like your wallet, keys, phone—of course. But items like a flashlight, hand cream, a granola bar—maybe not? In other words, get rid of the "just in case" items.
Becoming a professional organizer has been the smoothest, most enjoyable job introduction I have ever experienced, because what I do for clients is an extension of what I instinctively do elsewhere in my life everyday—organize and simplify!
I remember, as a child, organizing my books by height on the bookshelf and rearranging my bedroom furniture to reflect my changing tastes and needs as I grew older.
When I think about the question: why I became a professional organizer, I think about how far back my passion for organizing goes. And I've concluded that it goes back, way back.
If organizing were a gene, it would have been one passed on to me by my mother. I have memories of watching her pack the family car for camping trips as a child. I would watch in awe as she placed each item like she was playing a real-life game of Tetris; and she was definitely winning. Her grasp on finances and time management were also something to be admired. Along with these lessons she demonstrated, and my natural propensity for creating calm and visually pleasing spaces, organizing just became part of who I am.
You are spending all day tending to more crucial tasks. Your job is demanding. Caring for your family is a full-time job. Then there are groceries to buy, homework to supervise, sports games to attend, you try to do it all. Something must give, and if that something is staying organized – it's not your fault. In the past homes were smaller, people owned fewer things, and as a result keeping homes organized wasn't an issue. One study stated that today the average American family has over 300,000 items – that is a lot of stuff to keep track of and keep organized. Today people work longer hours, spend more time commuting or shuttling children to activities – it's no wonder so many are disorganized. If you've run out of time in the day to maintain an organized home, then it's time to call for back up.
Organization isn't one of your talents. We are all born with different strengths and skill sets. I am a terrible singer, I can't draw or paint, but I can walk into a room and tell you the most efficient way to organize the space.
We talk about how busy we are all-the-time. We talk about how we can't get everything done. We talk about needing to slow down and do less. Simultaneously, we talk about what we will finish "someday," when we have extra time. We earmark "projects" for this mythical "someday in the future," but then (not surprisingly) that time never comes!
Someday, I will read through those old magazines in the office and under the coffee table. I might want to try the recipes in those old magazines I've been saving. Someday, I would like to look through this catalog to see if there is anything I like.


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Camera IconEmergency services at the scene. Credit: Supplied/Will Russell
Car crashes into Joondalup Health Campus
Mark DonaldsonJoondalup Times
A CAR has crashed into Joondalup Health Campus near the entrance, injuring six people, with three in a serious condition.
A Joondalup Health Campus spokeswoman said those being treated included the driver (a woman in her 80s), a staff member and patients waiting to be discharged.
The incident happened about 12.05pm when a Ford Focus hatchback crashed through the entrance of the therapy building next to the reception area.
Police said three people were in a serious but stable condition and two others were in a stable condition.
The driver was not seriously injured.
There was not believed to be anyone with life-threatening ailments.
Emergency personnel are on scene.
"JHC has well-rehearsed procedures for dealing with major incidents and is working with the State Health Emergency Operations Centre as part of coordinated WA Health response," the hospital spokeswoman said.
"The ED remains operational and the hospital is not on diversion."
The hospital has set up a hotline, for anyone concerned, at 9408 3700.


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Can You Grow Squash and Pumpkins Together?
By SF Gate Contributor Updated September 08, 2020
Planting Cucumbers Near Cantaloupes
Varieties of Yellow Squash Plants
What Vining Vegetables Not to Plant Together
Sister Planting for Gardens
Why Are My Yellow Squash Green?
Cucurbits are a large group of vegetable plants prized by home gardeners for their interesting and tasty fruit. The possibility of cross-pollination between cucurbit plants such as pumpkin and squash has led some home gardeners to believe that planting these crops together should be avoided. However, cross-pollination of cucurbits occurs only between members of the same species.
Because pumpkin and squash are part of the same species, Cucurbita pepo, they can cross-pollinate, but this doesn't always affect fruit quality or yield, reports Iowa State University. This because the effect of a cross is not visible in the first year but only if the seeds are saved, then planted. In that case, the plants will produce different fruit from either of its parents.
Both vegetables are warm-season plants, so set them in the garden only after all danger of frost is past, according to Missouri Botanical Garden.
About Squash Types
Squash is a type of edible gourd and is divided into two types: summer and winter squash. Summer squash plants are typically large and bushy, while winter squash are largely vining plants, although some varieties are categorized as semi-bushes.
Both types of squash produce a wide range of fruit colors and shapes. For example, crookneck squash fruits are yellow, with tapered, curved necks, while zucchini fruits are club-shaped and green.
About Pumpkin Varieties
Pumpkins are categorized by fruit shape, fruit size and flavor, and may be vining or bushy. Like squash, pumpkins vary in color, with varieties that are typically shades of orange, red-orange, yellow or tan. Pumpkin size varies significantly among varieties. Dwarf pumpkins can weigh less than 5 pounds, while the standard pumpkin (Cucurbita pepo), produces fruit that weighs about 7 to 10 pounds. Cucurbita maxima varieties, on the other hand, produce large fruit that can weigh 50 to 100 pounds.
Growing Squash and Pumpkins Together
Cucurbit plants produce male and female flowers. The pollen is transferred from the male flowers to the female flowers on the same plant so that the fruit sets. While cross-pollination is possible among some cucurbits, it can occur only within the same species. Because pumpkin and squash are part of the same species, Cucurbita pepo, they may cross-pollinate if planted close to each other. However, the fruit quality of the current season's harvest is not typically affected.
If the seeds produced in that season's fruit are planted, though, the fruit that sets the following season will be different than that of the parent plants. For example, planting the seeds of pumpkins growing next to a striped squash may result in a striped fruit that is similar to a pumpkin in shape and color.
Cucurbit Growing Tips
All cucurbits require similar growing planting methods, but they vary in their growing season and time to harvest. Squash and pumpkin can make good companions because both require a long growing season with warm temperatures. Both crops grow best with temperatures that range between 65 and 75 degrees Fahrenheit, according to the Farmer's Almanac. Summer squash requires 50 to 60 days from planting to first harvest, while pumpkins and winter squash require 90 to 120 days.
Squash and pumpkin must be planted only after the soil has warmed to 60 degrees F, and both are typically planted in hills or mounds. This planting method ensures that water drains away from the seedlings, which prevents rot. Once seedlings emerge, pumpkins and squash should be thinned so that only two or three of the healthiest seedlings remain in each mound.
Missouri Botanical Garden: How Do I Grow Pumpkins and Squash?
Iowa State University: Cross-pollination Between Vine Crops
Is Watermelon Related to Cucumber and Gourd?
Can Cantaloupe & Cucumber Cross-Pollinate?
Growing Cucumbers & Melons Together
Cross-Pollination of Squash & Zucchini
Can I Plant Different Varieties of Corn Together in the Garden?
Can Green Pepper Plants Be Planted Next to Tomato Plants?
Vegetables That Are Wind-Pollinating
Vegetables to Grow in the Summer
How Much Space Between Cucumbers, Pumpkins & Squash to Prevent Cross Pollination?
1 Is Watermelon Related to Cucumber and Gourd?
2 Can Cantaloupe & Cucumber Cross-Pollinate?
3 Growing Cucumbers & Melons Together
4 Cross-Pollination of Squash & Zucchini


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COVID-19: Thousands pushed to starvation due to faulty biometric system in Bihar
Poor, elderly not able to match fingerprints on system, not getting food grain as a result
NEXT NEWS ❯
By C K Manoj
Published: Friday 24 April 2020
Thousands of poor villagers have been pushed to the brink of starvation in Bihar as the biometric system installed to curb leakages in the public distribution system (PDS) is proving to be the stumbling block on their way.
The Food and Consumer Protection Department in the state has made it mandatory for use of Aadhaar-based biometric authentication at the PDS shops after complaints of large-scale irregularities in distribution of rations to ration card holders.
The system involves installing point of sale (PoS) machines at the PDS outlets and verifying the identity of the cardholders by matching their fingerprints against the Aadhaar database over the internet but this has caused a new problem for the poor.
The main worry for the beneficiaries is that the machines are not identifying them as their fingerprints have either faded or have almost vanished due to long hours of hard labour in the field.
This is a common problem with the elderly and labourers, who work as daily wagers. The result is that the PDS dealers are refusing to give them free rations even though they own a ration card.
According to an official report, there are a total of 1.68 crore ration card holders in Bihar. Around 85 per cent people living in villages have ration cards whereas 72 per cent of those living in urban areas have the cards, according to the government.
"I waited patiently for my turn to come for about an hour hut when I put fingers on the machine, it didn't authenticate," 80-year-old Suga Devi, a resident of Ram Krishna Nagar locality in Patna, said.
"I did it twice, thrice, but it didn't accept. I kept saying that I was a genuine card holder and in dire need of food grains but the dealer didn't listen to my appeal and asked me to go away," she added.
There are thousands like her who have been cursing the dealers every day after being denied food grains by dealers, owing to similar reasons.
Jean Dreze's appeal
"The biometric system must be done away with at this critical time when the poor are severely battling food crises as a result of loss of jobs due to the lockdown," prominent economist Jean Dreze told Down to Earth by phone on April 24, 2020.
"The experience of states like Jharkhand with PoS machines too has been very negative," he added.
Dreze is a Belgian-born Indian economist who has worked on several developmental issues facing India such as hunger, famine and gender inequality, and also had conceptualised and drafted the first version of the Mahatma Gandhi National Employment Guarantee Act (MGNREGA).
He said the first priority of the government at this moment should be to provide emergency supply of food grains to the poor while keeping the technology aside.
Dreze also shot off a letter to Bihar Chief Minister Nitish Kumar on April 13, urging the latter to supplement the PDS with other means of emergency food assistance including community kitchens for the urban poor.
He said the PDS is likely to be the most crucial lifeline of poor people in Bihar during the next few months and it needs the highest possible vigilance.
Dreze suggested that the Bihar government request additional food grain allocation from the Centre.
"A special food grain quota could be used by the Bihar government to provide food rations to households that do not have a ration card, as well as for other emergency relief measures such as community kitchens which could save villagers from hunger and starvation," Dreze said.
"We feel that universalising the PDS in rural areas and urban slums may not seem like an urgent matter since PDS coverage in Bihar is already supposed to be close to universal (84 per cent)," Dreze wrote in his letter.
"However, the actual coverage is barely 70 per cent, because of population increase since 2011, ignored by the central government," he added.
"Even if only one third of the excluded 30 per cent consists of households vulnerable to hunger, this would mean that 10 per cent of the population of Bihar (about 13 million persons, based on projected 2019 population) is exposed to hunger at this time. This is bound to take a lasting toll on the health and well-being of the people of Bihar – it cannot be allowed," he said.
Dhirendra Jha, general secretary of All India Agriculture and Rural Labour Association, said the introduction of PoS has given birth to new troubles rather than solving the existing problems in the PDS systems.
"Poor people are returning homes without grains after waiting for long in queues since their fingerprints don't match the Aadhaar database. How can you expect the labourers' finger marks will be safe after their hard labour? This is sheer injustice," Jha said.
He said every poor household should be given 25 kg free ration for three months without any delay and without following any technology to let them survive at this hard time.
He also demanded that every MNREGA labourer should be given at least 200 days of work and their daily wage should be hiked to Rs 500.
Currently, the daily wage of a MNREGA labourer is only Rs 197, that is less than even the minimum wages of Rs 277 as fixed by the government.
Dalit Vikas Samiti, a non-profit working among the downtrodden sections of the society, said it was pathetic to see many poor go without food even at this critical juncture.
"This is a very hard time. We all have to come forward to rush food to the poor without any discrimination," the Samiti's Assistant Director Father Jose, said.
The government said it was trying hard to solve the problem. "We too have come to know about this problem and are trying hard to sort this out as soon as possible," Dinesh Kumar, director of Consumer Protection Directorate, Bihar, said.
"We have directed the officials to ensure the ration card holders are not denied food grains at any cost," Kumar said. He said the ration card holder would be given food if anyone from his / her family had Aadhaar Cards and their fingerprints matched with the Aadhaar database.
फूड से जुड़ी सभी खबरें हिंदी में पढ़ें।
biometric cards Aadhar cards covid-19 outbreak lockdown Food India Bihar
COVID-19: The world scrambles for food


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AES® Los Angeles Section and SMPTE® Hollywood Section to Showcase Sound for Amazon Series "Philip K. Dick's Electric Dreams" at January Meeting
by Keith Gayhart | Jan 18, 2018 | Other | 0 comments
LOS ANGELES — The Los Angeles Section of the Audio Engineering Society (AES®) and the Hollywood Section of the Society of Motion Picture and Television Engineers® (SMPTE®) will host a joint meeting this month exploring sound editorial for Amazon's new sci-fi anthology series Philip K. Dick's Electric Dreams. The meeting is slated for Tuesday, January 30 at Sony Pictures Studios in Culver City, California.
Based on various writings from author Philip K. Dick, Electric Dreams features ten standalone episodes, each set in a different and unique world – some that lay in the far reaches of the universe, and others that are much closer to home. The series debuted this month on Amazon Prime Video.
The meeting will include a screening of an episode from the series followed by a panel discussion. Panelists will include series Executive Producer Michael Dinner as well as Supervising Sound Editor Mark Lanza (who'll also moderate the discussion), Dialogue Editor Ryne Gierke, Sound Effects Editor Harry Snodgrass and Music Editor Brittany DuBay.
The meeting will be held in Sony Pictures' Kim Novak Theater. It is free and open to AES and SMPTE members and non-members. Doors open at 6:30 p.m. with the screening beginning at 7:15 p.m. Reservations for all persons, including guests, are required – no exceptions – for entry to the AES/SMPTE event on the Sony Pictures Studios lot.
Michael Dinner (executive producer) is an award-winning director, producer and screenwriter. He made his directorial debut in 1983 with Miss Lonelyhearts, which won a special jury prize for directing at the Cannes Film Festival. His studio directorial debut, Heaven Help Us, followed in 1985. Among his many television credits as executive producer and director are The Wonder Years, Chicago Hope, Early Edition, Karen Sisco, Kidnapped, Justified and Sneaky Pete. He also directed the film The Crew. He began developing Philip K. Dick's Electric Dreams in 2013.
Mark A. Lanza, MPSE (supervising sound editor) is an award-winning supervising sound editor at Sony Pictures Post Production Services with more than 250 film and television credits. They range from the sci-fi blockbusters Independence Day and Starship Troopers to the dramas Natural Born Killers and True Lies. He won a BAFTA Award as part of the sound team on the Oliver Stone film JFK, and earned a Hollywood Post Alliance Award as supervising sound editor on the NBC series Grimm. Additionally, he has been nominated for more than two dozen MPSE Golden Reel Awards, including for the Showtime series Homeland. Other recent credits include Justified, Sneaky Pete, Powers, Empire and Scorpion.
Ryne Gierke (dialogue editor) began his career in sound in 2012. His credits include the television series Homeland, Empire, The Goldbergs and Preacher. In 2017 he was nominated for an Emmy Award for Outstanding Sound Editorial for his work on Homeland. Along with Electric Dreams, his current projects include Unsolved, a true crime series based on the investigations into the murders of Tupac Shakur and Biggie Smalls, and Season 7 of Homeland.
Harry Snodgrass (sound effects editor) has been a sound editor, designer and supervisor for more than 30 years. His many distinctions include Emmy and CAS awards for his work on the AMC drama Flight 93. He began his career at 20th Century Fox where his credits included Predator 2, Alien 3, Robin Hood: Men in Tights, The Beverly Hillbillies and Hot Shots! Part Deux.
Brittany DuBay (music editor) is a graduate of George Washington University in Washington, DC and began her professional career in 2012. As a music editor she has worked on projects including Amazon's Sneaky Pete, A&E's Bates Motel and the films The Late Bloomer and Chuck. In addition to Philip K. Dick's Electric Dreams, she is currently working on the CBS hit series Seal Team.
The meeting is produced by Richard A. Wollrich (AES) and Linda Rosner (SMPTE).
What: AES, Los Angeles Section, and SMPTE Hollywood Section, Joint Meeting
Topic: Sound for the Amazon original series Philip K. Dick's Electric Dreams
When: Tuesday, January 30, 2018
6:30 p.m. — Reception
7:15 p.m. — Screening
8:15 p.m. — Panel Discussion
Where: Sony Pictures Studios, Kim Novak Theater, 10202 West Washington Boulevard, Culver City CA. Free parking.
Price: Free for AES and SMPTE members and nonmembers
Reservations for all persons, including guests, are required—no exceptions—for entry to the AES/SMPTE event on the Sony Pictures Studios lot.
Register: https://www.eventbrite.com/e/the-sound-of-electric-dreams-tickets-42157463107
About Philip K. Dick's Electric Dreams
Philip K. Dick's Electric Dreams is a ten-episode sci-fi anthology series featuring standalone episodes inspired by Philip K. Dick's renowned short stories as adapted by leading British and American writers including Ronald D. Moore (Battlestar Galactica, Outlander), Michael Dinner (Justified), Tony Grisoni (Fear and Loathing in Las Vegas), Jack Thorne (Harry Potter and the Cursed Child), Matthew Graham (Doctor Who), David Farr (The Night Manager), Dee Rees (Bessie), and Travis Beacham (Pacific Rim).
Commissioned by Channel 4 for the U.K. and by Amazon for the U.S., Michael Dinner of Rooney McP Productions is executive producer alongside Isa Dick Hackett, Kalen Egan and Christopher Tricarico of Electric Shepherd Productions, David Kanter and Matt DeRoss of Anonymous Content Entertainment, Ronald D. Moore and Maril Davis of Tall Ship Productions, Bryan Cranston and James Degus of Moonshot Entertainment and Lila Rawlings and Marigo Kehoe of Left Bank Pictures, Don Kurt and Kate DiMento in association with Sony Pictures Television.
About the Audio Engineering Society
The Audio Engineering Society was formed in 1948 and now counts over 14,000 members throughout the U.S., Latin America, Europe, Japan and the Far East. The organization serves as the pivotal force in the exchange and dissemination of technical information for the industry. Currently, its members are affiliated with more than 75 AES professional sections and more than 95 AES student sections around the world. Section activities may include guest speakers, technical tours, demonstrations and social functions. Through local AES section events, members experience valuable opportunities for professional networking and personal growth. More information at http://www.aes.org.
About the SMPTE® Hollywood Section
The Hollywood Section of SMPTE® was originally organized as the West Coast Section in 1928. Today, as its own SMPTE Region, it encompasses more than 1,200 SMPTE Members with a common interest in motion-imaging technology in the Greater Los Angeles area. The Hollywood Section offers free meetings monthly that are open to SMPTE Members and non-members alike. Information about meetings is posted on the Section website at www.smpte.org/hollywood.
About SMPTE®
For more than a century, the people of SMPTE (pronounced "simp-tee") have sorted out the details of many significant advances in media and entertainment technology, from the introduction of "talkies" and color television to HD and UHD (4K, 8K) TV. Since its founding in 1916, SMPTE has received an Oscar® and multiple Emmy® Awards for its work in advancing moving-imagery engineering across the industry. SMPTE has developed thousands of standards, recommended practices, and engineering guidelines, more than 800 of which are currently in force today. SMPTE Time Code™ and the ubiquitous SMPTE Color Bars™ are just two examples of SMPTE's notable work. As it enters its second century, SMPTE is shaping the next generation of standards and providing education for the industry to ensure interoperability as the industry evolves further into IT- and IP-based workflows.
SMPTE's global membership today includes more than 7,000 members: motion-imaging executives, creatives, technologists, researchers, and students who volunteer their time and expertise to SMPTE's standards development and educational initiatives. A partnership with the Hollywood Professional Association (HPA) connects SMPTE and its membership with the businesses and individuals who support the creation and finishing of media content. Information on joining SMPTE is available at www.smpte.org/join.
All trademarks appearing herein are the properties of their respective owners.


text:
Ewald Georg von Kleist, Ewald Jürgen von Kleist (ur. 10 czerwca 1700 w Wicewie koło Białogardu, zm. 10 grudnia 1748 w Koszalinie) – niemiecki prawnik i uczony, jeden z dwóch niezależnych wynalazców butelki lejdejskiej (drugim był Pieter van Musschenbroek).

Życiorys
Urodził się 10 czerwca 1700 w Wicewie koło Białogardu. Ukończył gimnazjum akademickie w Gdańsku, a następnie studiował nauki prawne w Lipsku i w Lejdzie. Po ich ukończeniu wrócił do Kamienia Pomorskiego, gdzie odziedziczył majątek po wuju, i w 1722 r. został dziekanem kapituły przy katedrze, z czym wiązała się opieka nad szkołą katedralną.

W wolnym czasie badał zjawiska elektryczne i 11 października 1745 r. przeprowadził udaną próbę z kondensatorem elektrycznym, który był zamkniętym korkiem naczyniem ze szkła wypełnionego wodą. Przez korek przebito na wylot miedziany drut. Butelkę można było naładować elektrycznie, pocierając pręt jedwabiem. W liście z 19 grudnia 1745 r. do profesora Johanna Gottloba Krügera z Halle, opisał swoje doświadczenia, a list ten znalazł się później w książce Krügera Historia Ziemi. O dokonanym odkryciu poinformował listem z 4 listopada 1745 członka Berlińskiej Akademii Nauk i sekretarza jej sekcji fizyki Johanna Lieberkühna oraz kolegę z czasów gimnazjum w Gdańsku, diakona w gdańskim kościele św. Jana Pawła Swietlickiego, który zainteresował nim późniejszego burmistrza Gdańska Daniela Gralatha. Jego wyników nie udało się odtworzyć badającym je naukowcom, jedynie Gralath zdołał je powtórzyć.

W 1747 r. został powołany przez Fryderyka II Wielkiego na stanowisko prezesa Sądu Królewskiego w Koszalinie, które piastował do śmierci 10 grudnia 1748 r. w Koszalinie.

W 2021 r. wyremontowany został dworek, w którym mieszkał, a w miejskim muzeum powstała interaktywna wystawa poświęcona jego życiu.

Przypisy

Linki zewnętrzne
 Biografia
 Kurzer Artikel über die Geschichte der Elektrizität
 Romuald Nowakowski, Piotr Szymczak, Izabela Moszyńska, Ewald Jürgen von Kleist – Człowiek i jego dzieło, Maszyny Elektryczne - Zeszyty Problemowe Nr 4/2016, s. 1-6

Niemieccy wynalazcy
Niemieccy fizycy XVIII wieku
Niemieccy elektrodynamicy
Elektrostatycy
Zmarli w 1748
Ludzie związani z Koszalinem
Urodzeni w 1700
Ludzie związani z Kamieniem Pomorskim

redpajama_set_name: RedPajamaWikipedia


STATEN ISLAND, N.Y. -- Port Richmond High School celebrated its senior prom Friday night at the Hilton Garden Inn. The 250 young men and women were treated to a red carpet arrival fit for top celebrities as they had the opportunity to be interviewed on the carpet by Vinnie Modugno and his Port Richmond High Media Arts team.
Then they packed the dance floor and danced the night away to music provided by Feel The Beat Productions.
Check out our photo gallery from the festivities! And take a look back at 2016's prom to see how the two compare.
Christina Fabre and Emmanuel Baker arrived in a 1930 Rolls Royce.
Jamie Jones wore a brilliant custom made red gown by Jazmine. Joel Hom, Rawson Archer, Jayzor Boyd and Tshawn Ross were decked out in stylish jackets and sunglasses.
As part of our coverage, we invite you to join in on the fun by tagging all prom photos #SILive. Not going to the prom, or just curious as to how much fun everyone is having? You can follow along as we provide live coverage on Instagram and Twitter. Want to buy a photo print? You can do so by clicking the "Purchase Photo" button in the gallery above.
Did we leave your school out? Let us know by clicking on the comment box.