text:
Burke in Debt
Some day someone should write an essay on the struggles of Edmund Burke in his final years to overcome his considerable debts—some £30,000—by securing a peerage and a pension from the Crown.
Throughout his career, Burke's financial state had been precarious. Much to his embarrassment, he was periodically forced to rely upon well timed gifts and loans from his wealthier friends and patrons.
So terrified was he of dying in a debtor's prison that he struggled in his retirement to learn Italian. His hope, claimed one of the many visitors at his estate, was to flee England and "end his days with tollerable Ease in Italy." (He also floated, apparently, the possibility of fleeing to Portugal or America.) "I cannot quite reconcile my mind to a prison," he told a friend.
Thanks to the interventions of his well connected friends, Burke secured from Pitt in August 1795 two annuities that would wipe out his debts and a pension that, along with an additional pension and the income from his estate, would enable him and his wife to live in comfort into their old age.
Three months later, when Burke took up his pen against a proposal for the government to subsidize the wages of farm laborers during bad harvest years (so that they could sustain themselves and their families), he wrote, "To provide for us in our necessities is not in the power of government."
Tags Edmund Burke, Pitt
The Moderate and the McCarthyite: The Case of Robert Taft
For the New Intellectual…
barbara fitzpatrick October 24, 2013 at 4:27 pm | #
Ah continuity! Reminds me of congress folks getting agricultural subsidies, and cutting food stamps; protecting the peoples freedom to starve.
Greg October 24, 2013 at 4:38 pm | #
In some ways, Burke was right in saying "[to] provide for us in our necessities is not in the power of government." Such things are better left to our patrons and well off friends!
/sarcasm
Paul Rosenberg (@PaulHRosenberg) October 24, 2013 at 4:44 pm | #
It's nice to be reminded that hypocrisy has such a proud and prominent lineage in conservative thought. I'm sure they wouldn't want to have it any other way.
BarryB October 24, 2013 at 5:06 pm | #
I don't see Burke as a hypocrite. He was, as Corey points out, obsessively concerned for a long time with suffering the results of poverty and debt in his last years, taking steps that even on the surface appear ludicrous as a response. The fact that he could subsequently write as he did about subsidizing the wages of farm workers in bad years speaks more in my opinion to the split in the mind between what's real (self, one's loved ones, one's friends, co-workers) and what's theoretical (everybody we don't know) that is all too true of far too many people. And especially those whose psychological flaws lead them to run for public office, or achieve prominent roles in business.
Alongside the scoundrels like Dimon who deserve one of the danker rooms in Fleet Street prison, there are sadly too many people who just don't perceive humanity as truly existing beyond the immediate set of very real, proximate people. And while I don't feel the slightest bit of pity for them, I do think we need to be aware that not everybody who acts in this fashion really has a soul as black as ink. Some of them could be greatly improved by a few years at subsistence wages in the food industry.
Well, if that's not hypocrisy, it will just have to do, until the real thing comes along.
Of course, I have at times argued that it's not hypocrisy, since conservatives sincerely believe in double standards.
But then, again, that's not what THEY say!
Morgan Warstler (@morganwarstler) October 25, 2013 at 2:14 pm | #
That's really junk thinking. let me help:
Today we have "conservative think thanks" they are NECESSITATED by what? You and your kind.
We'd very much prefer that your designs were humble and relevant to your actual talent in the market place, but no you want to cheat (w govt.).
So we have to form CATO and AEI and ATR and on and on… just to neutralize you somewhat.
Nobody ever agreed that democracy is the game we are playing, we're playing another one.
The fact that we have to have "thinkers" get paid by rich folk to move memes, is unfortunate, we'd like everyone to stop trying to cheat, but oh well.
Note our paid thinkers must do petty well, as one side preaches free shit for laziness, you'd think you'd have overcome all forms of human decency by now.
Now to be clear, I have EXACTLY the same feeling about why so many thought leaders in the Democratic left are white men…
Can the justice movement not practice what it preaches?
Anyway, if all the talkers just shut up, our side would still have doers.
I'm not at all clear how this pack of lies relates to my comments.
But thanks for sharing!
Burke was just a conservative think tank guy of old. What part don't you understand?
Consumatopia October 25, 2013 at 8:26 pm | #
A conservative think tank guy of old, funded by the government.
Gordon Munro October 25, 2013 at 1:29 pm | #
To have an "inklike" soul ya gotta have a soul. Excellent comment on the non-false choice dichotomy twixt "the real" and "the theoretical." Some Brooklyn accented Vermont politicos not so phychologically flawed methinks.
Roquentin October 24, 2013 at 5:30 pm | #
It would be wise not to expect consistency from theoreticians of the right. I got into a great many arguments with people of a free market persuasion whom I knew in college who were shocked that the banks shifted the rules to save themselves when push came to shove and they were now "too big to fail." They seemed incapable of recognizing that rules and laws themselves are a function of power which can and most certainly will be changed by the people who have power when the law becomes harmful to them. I guess they never drew the line from "let them regulate themselves" to "we'll change the laws however we see fit so we always win." An idea which is the furthest thing from extreme. In fact, the recent Nobel prize in economics went to someone who advanced the "efficient markets hypothesis."
You can follow this right on down the line to how unequal the punishments for common street crimes are between people from different racial and socio-economic backgrounds. If someone has power, he or she can and most certainly will use it to avoid punishments and unpleasant circumstances. Whether it is hypocritical or not matters little, because the system was never supposed to be fair. It was set up to preserve a certain set of social relations and a given societal structure.
Jeremy October 24, 2013 at 7:23 pm | #
Maybe some day Andrew Sullivan will see that Ted Cruz is indeed a Burkean conservative.
Jonny Butter October 24, 2013 at 8:25 pm | #
Maybe some day Andrew Sullivan will…
Don't hold your breath! Or grow your beard!
What's it been? About two years since The Reactionary Mind came out? And Sullivan hasn't ever dealt with Corey pretty much nailing what conservatism is all about through the crazy idea of tossing everything labeled "conservative" into a pile and searching for the common thread, rather than just calling everything he disagrees with that is commonly associated with the conservative label (e.g. Rick Santorum)"not real conservatism." Really, it's nuts that he persists in just thinking everybody else is simply wrong in not using his pet definition of conservatism, rather than conceding that maybe he's the wrong one. So, yeah, I don't think he's about to come to his senses on this anytime soon.
Here in Boston, though, beards are currently all the rage for sports related reasons. I could probably buy one from a number of different places on pretty short notice.
bevin October 24, 2013 at 10:16 pm | #
In opposing Speenhamland, which was nothing more than an interpretation of the duties of magistrates under the Poor Laws, Burke was taking a radical position. The conservative view was that rural labourers had the right to outdoor relief in times of dearth.
Burke, at a time when the resources of the rural poor were being greatly diminished by the spread of enclosures and other confiscatory measures, was arguing in favour of the market and Political Economy's newly coined "laws."
He was siding with powerful interests, and, as the farmer of 800 acres, being selfish but, in contemporary terms, his ideas were offensive to conservatives.
He was, after all, like Pitt, a Whig.
wetcasements October 25, 2013 at 1:18 am | #
Grifters gonna grift.
Jeroen Laemers October 25, 2013 at 5:38 am | #
Perhaps to put this in context, Burke also wrote the following (in his Reflections):
But to drive men from independence to live on alms is itself great cruelty. That which might be a tolerable condition to men in one state of life, and not habituated to other things, may, when all these circumstances are altered, be a dreadful revolution, and one to which a virtuous mind would feel pain in condemning any guilt, except that which would demand the life of the offender.
So there's definitely a double standard. Which, of course, is hardly surprising, as Burke advocated on behalf of aristocracy and monarchy against democratic rule. Naturally, then, some people (including Burke) are better and more deserving than others. As a result, Burke wasn't necessarily being hypocritical – by eighteenth-century standards, at least.
It's just that by now we're supposed to have done away with "betters" and "inferiors."
Jon Certy October 25, 2013 at 11:01 am | #
What's the source on this?
Corey Robin October 25, 2013 at 11:04 am | #
Burke's Thoughts on Scarcity is on line. You can read it in a bunch of places. The details on his finances, pensions, and peerage, come from F.P. Lock's two-volume biography. The second volume, which gets into a lot of this later maneuvering, came out in 2006 with Oxford.
Bruce Bartlett October 25, 2013 at 12:50 pm | #
30,000 pounds in 1795 was A LOT of money. Just adjusted for inflation it would be $2.5 million today. In terms of economic status, it would be as much as $84 million today. In those days the average working man could live on 10 pounds a year.
So there's definitely a double standard.
There's a 'double standard' about *wealth* not money. Some little spike in income for the occasional peasant is not going to bother someone like Burke too much. He may find it sad and grotesque, but not dangerous. What he doesn't want to get out of hand is a situation of a generalized kind of wealth. When the 'little people' have a little wealth – a pension, a house, etc. – they tend to get out of line.
P.M.Lawrence October 25, 2013 at 7:57 pm | #
Although I do think that some sort of charge against Burke is justified, whether of hypocrisy or of cognitive dissonance, there is actually a view that is consistent both with personal rent seeking and with still generally disapproving of intervention. I have seen it presented by some people at (say) Lew Rockwell's site and by some mutualists.
Without my own endorsing it completely, the view holds that:-
– All our present difficulties are aggravated and perhaps even caused by interventions, which should therefore not be made. (This is far from proven in general, but it is at least arguable.)
– Given that situation, it is tactically justifiable to try to get back at least some of what we have been deprived of. (In this, there is no endorsement of the machinery of getting stuff back as it is merely an attempt at salvage, but there is the risk of it being read that way, as an endorsement not only of the getting stuff back but also of the taking and transferring machinery as a whole.)
So it amounts to rational behaviour in the face of an externality of taking and transferring, but not to an approval of the whole thing, which this view actually disapproves of. So, by treading a fine line, the view is actually coherent and consistent with itself.
However, as I remarked, Burke may well not have hewed to this view himself, and the view's premises are not established. There are also complicating issues of lead times and transitions, and so on. Even so, this does provide a line of enquiry that could lead to constructive policy development as, when and if it is applicable. I myself think that the labour market is indeed harmed by an externality like that, and that it would be more fruitful to promote people out of poverty along Professor Kim Swales's and Professor Edmund Phelps's lines than to help the unemployed as such – but, of course, it is not an either/or choice.
Conor October 25, 2013 at 10:41 pm | #
Reminds me of how UChicago used welfare to get Hayek to accept a post in America.
I'd be willing to take this seriously if the people who didn't offer it up (and I'm not sure where you fit in, given your inconclusive remarks, above) appear willing to countenance corporate welfare on a massive scale. It is always the poorest who must tighten their belts, while the richest are encouraged to buy new, ever expanding ones. This could just be coincidence, of course. Things always slip our minds! And if we had say, a century's worth of removal of intervention at the top of the economic ladder, starting now, I strongly suspect those of us who aren't gilded would actually start to believe this argument. My ghost could even be called upon to agree.
Until then, the anti-intervention argument only raises the question, again: are the people who believe it hypocritical, or incapable of believing the lower social orders are real people?
P.M.Lawrence October 27, 2013 at 2:15 am | #
I'd be willing to take this seriously if the people who didn't offer it up (and I'm not sure where you fit in, given your inconclusive remarks, above) appear willing to countenance corporate welfare on a massive scale.
That only makes sense if you meant to write "… if the people who offered it up … didn't appear willing to countenance corporate welfare on a massive scale". Please correct me if I am mistakenly putting words into your mouth, but that reformulation is quite easy to refute:-
-Even if that were true, they could still be holding a consistent view if they either had a different sense of priorities (I don't think the facts justify it, but they might) or if they believed that corporate welfare, itself, was just such a way of clawing back stuff that had been taken (which is also a dubious proposition that they might sincerely believe).
– But, as it happens, it isn't true, and if you think so you have been seriously misinformed. If you had taken the trouble to look up the examples I cited, people at Lew Rockwell's site (http://www.lewrockwell.com) and mutualists (e.g. those like Kevin Carson at http://c4ss.org), you would have found that many, perhaps most, of them massively disapprove of corporate welfare on any scale – and they are not unique, as you will find if you have the chance to cast your net wider.
I didn't want to muddy the waters by introducing my own views in any detail, as I also wanted to use examples that do not precisely coincide with my own views. In particular, I am much more of a gradualist than many of those (particularly those at Lew Rockwell's site), but on the other hand I feel there is much less fundamental justification for all but a few special cases of corporate structures (Rockwellians often see corporate structures as consistent with undistorted markets and as being able to emerge without state assistance, rather than essentially being outworkings of distortions in and of themselves). I broadly overlap the mutualists, but I have a more pragmatic and empirical approach (well, I would say that), I am more concerned than they often are with transitions (which I expect would eventually converge on something like distributist arrangements, if not deflected), and I do admit the at least theoretical possibility of special cases that don't fit pure mutualist theory. I have much less overlap with the Rockwellians, though it is closer on diagnosis than on prescription; I certainly don't agree with their usual crash-through-or-crash preference for immediate abolition of ills etc. over gradualism (though I can certainly imagine some cases which should not be handled gradually).
Rob Smith October 27, 2013 at 5:48 pm | #
"It is always the poorest who must tighten their belts, while the richest are encouraged to buy new, ever expanding ones."
Right, but we are the makers, they are the takers. We are the Randian builders, they are the sheeple. They wouldn't know what to do with privilege, look how they've messed things up since You-Know-Who took over. We need to take our country back and set things right again. It's only fair if you think about it.
BarryB October 27, 2013 at 10:34 am | #
I did leave out the negative; thank you for showing it back in to its proper place. That noted, there's nothing to refute, and I'm surprised you've tried. My response is specific to the statement that "All our present difficulties are aggravated and perhaps even caused by interventions." Mentioning that Rockwell, Carson and unnamed others disapprove of corporate welfare (which isn't clear; certainly several of Rockwell's guest bloggers put much emphasis on the horrors of socialized medicine, public schools, wealth grabs from the wealthy and the intellectual joys of Ron Paul, but there are very few that argue for the sans-culottes to mobilize against the Energy Policy Act of 2005, or against the subsidies to the likes of WalMart) doesn't deal with the point that many who write, speak, fund, and are elected with opinions on this matter argue strongly against interventions at the lower end of the scale–while quietly and endlessly supporting them massively at the top. The government is indeed working at various levels to halt intervention in favor of the economic low end; I'm sure you've read of the same state laws that are now in place to achieve this, and the promises to pursue such matters further. But have you read anything about those victories against massive farm subsidies? Neither have I, because they aren't being seriously proposed or pursued.
I didn't want to muddy the waters by introducing my own views in any detail…
I respect your desire to establish a groundwork of personal integrity in these matters, but surely you realize that not presenting a personal viewpoint makes of one an object to be shaped by each viewer's prejudices and inclinations. I'm glad to see you correct this with your subsequent discussion. For myself, I'm temperamentally a gradualist in that I don't want to see anybody in the marketplace hurt by the sudden implementation of policies which in turn create knock-on effects that chain all too readily; but I'm too pragmatic not to believe that the only way to achieve any kind of economic change at the top is going to be sudden and sharp, before all the wealth the most powerful command can be mobilized against the slightest loss of interventions made in their favor.
It has been my observation, for what that's worth, that the only mobilization the poor can make against such losses is through their death, and the effect this has on the determination of those who remain alive. They've done that, died, mean, and quite a lot of it, gaining some advantage over time. Anti-interventionists need to look at what their predecessors have achieved and what's at stake at both ends of the economic scale if they want to avoid accusations of being just another fighting column for the powerful in class warfare.
… there's nothing to refute, and I'm surprised you've tried. My response is specific to the statement that "All our present difficulties are aggravated and perhaps even caused by interventions."
Now hang on, your original wording wasn't specific to that. Let's recap:-
– My original comment described a view held by some people, that both is coherent and allows them to take advantage of current arrangements while still disapproving of them. I referred to some of these people.
– You countered with what was meant to be "I'd be willing to take this seriously if the people who offered it up … didn't appear willing to countenance corporate welfare on a massive scale".
– I pointed out that I had actually been referring to a particular group of people who really do hold that view coherently. That is not a statement about those other people who, by accident or design, are trying to have their cake and eat it. The former are a counter-example to the idea that the view can only be held incoherently, which remains true even if there really are people who hold it incoherently.
– Now you assert that you were only discussing the statement that "[a]ll our present difficulties are aggravated and perhaps even caused by interventions". But that is shifting the ground; you were actually addressing my own assertion that there were people who think that consistently with themselves taking advantage of interventions (it's much like the justifications offered in response to attacks on socialist millionaires for trying to have their cake and eat it).
Briefly, the point isn't whether "[a]ll our present difficulties are aggravated and perhaps even caused by interventions" is true or not. It's something much weaker, whether it can be argued without falling into inconsistencies with opposing that situation (it could still be wrong, if the facts turn out not to support it).
Mentioning that Rockwell, Carson and unnamed others disapprove of corporate welfare (which isn't clear … ) doesn't deal with the point that many who write, speak, fund, and are elected with opinions on this matter argue strongly against interventions at the lower end of the scale–while quietly and endlessly supporting them massively at the top.
That is completely correct and completely irrelevant. It's like my citing people who have swum the English Channel as proof that it can be done, and you asserting that it doesn't address the point that many who have tried failed. Yes, it is perfectly true "that many who write, speak, fund, and are elected with opinions on this matter argue strongly against interventions at the lower end of the scale–while quietly and endlessly supporting them massively at the top". Yes, that is deplorable. But where I came in was with an attempt to show that it was quite possible to "argue strongly against interventions at the lower end of the scale" and even to take advantage of those interventions without supporting that situation and without inconsistency, if those doing so regarded it as making the best of a bad job. The fact that there are knaves who consciously do what you describe, and fools who do it out of ignorance and cognitive dissonance, in no way affects those others coming at it the way I described.
I respect your desire to establish a groundwork of personal integrity in these matters, but surely you realize that not presenting a personal viewpoint makes of one an object to be shaped by each viewer's prejudices and inclinations.
So what? The alternative is to start an unwanted hare and to chase off into digressions. That way ad hominems lie. I don't care what people think of me, and
Drat. The following got truncated:-
So what? The alternative is to start an unwanted hare and to chase off into digressions. That way ad hominems lie. I don't care what people think of me, and I am perfectly willing to pull anyone up with a choke chain if they start to digress like that.
I'm glad to see you correct this with your subsequent discussion.
I do no such thing. You asked politely – digressing – and I replied in the hope that that would satisfy your urge to digress. It was not anything to do with the core issue. If you do want to see more of my thinking, google my publications page and those economists I mentioned with whose approach I agree. Just remember that all that is a spun off topic, not this topic here.
Of course, when I wrote " They've done that, died, mean, and quite a lot of it, gaining some advantage over time," I meant " They've done that, died, I mean, and quite a lot of it, gaining some advantage over time." I periodically have to let the copy editor kept chained in my head out for coffee and bathroom breaks.
Bart October 27, 2013 at 1:13 pm | #
The English king gave Samuel Johnson a pension somewhat prior to when Burke received his charity. They weren't contemporaries, were they?
P.M.Lawrence November 17, 2013 at 11:25 pm | #
Samuel Johnson and Edmund Burke were roughly contemporary, overlapping at the end of the 18th century, but the last English king was William III, at the end of the 17th century (who was himself Dutch); after that, all kings were of the United Kingdom.
Since you take offense at my characterization of Rockwell's pipers and the interpretation of your remarks, let's return to basics:
– Without my own endorsing it completely, the view holds that:-
– Given that situation, it is tactically justifiable to try to get back at least some of what we have been deprived of.
If we are to accept this as arguable, should we assume you're not limiting this to the wealthiest and most powerful, alone? But that this argument can be made for the poorest, most disadvantaged to assault the Bastille for debt prisoners, retake the royal forests, and deprive Nicholas II and his wife of their estates? Would this also apply to Elizabeth II, and to the wealthiest few who own so much in the US, and have–sometimes, by their own admission–felt as though they were being forced to pay for social services they could never use? Is this an argument grounded in a belief of unfair loss?
It's a nice but dangerous sword, if I understand you correctly. It cuts both ways. The only problem for the poor is that it takes a lot more of their body weight to equal the blank checks of the folks at the top.
Sorry for the delay replying.
If we are to accept this [the bullet points presented in my original comment here] as arguable, should we assume you're not limiting this to the wealthiest and most powerful, alone? But that this argument can be made for the poorest, most disadvantaged to assault the Bastille for debt prisoners, retake the royal forests, and deprive Nicholas II and his wife of their estates? Would this also apply to Elizabeth II, and to the wealthiest few who own so much in the US, and have–sometimes, by their own admission–felt as though they were being forced to pay for social services they could never use? Is this an argument grounded in a belief of unfair loss?
I'm not limiting those points to the wealthiest and most powerful, but that argument can not "be made for the poorest, most disadvantaged to assault the Bastille for debt prisoners, retake the royal forests, and deprive Nicholas II and his wife of their estates", nor would it "also apply to Elizabeth II, and to the wealthiest few who own so much in the US, and have … felt as though they were being forced to pay for social services they could never use" (though some Rockwellians probably would go that far, in my view they do undercut their basis when they do). That's because all those things are themselves interventions, to wit expropriations and violence. The original points only applied to working within the internal logic of the system that is perceived as harmful, so as to get back what it is willing to give back. That is often construed as endorsing how the system continually takes, without which it would have nothing to give back; but the bullet points presented the coherent tactical approach that is willing to work the system for so long as that goes on, but prefers that the whole thing stop.
It is certainly true that the argument you present for your own examples is "grounded in a belief of unfair loss", though not only that since it also requires the idea that reparations of that sort are sufficiently linked to that loss to be coherent. Rothbard, I think it was, presented a thought experiment in which private property that had been gained by the unwinding of a state could be seized later; that kind of property fits the Russian oligarchs' case fairly well. Carson feels that unwinding corporations should transfer ownership of their works to their workers. I, though, feel that such things bring in separate damage, and that the best approach – other than avoiding having such a fait accompli to unravel in the first place – is to have replacement customs and traditions that don't support the indefinite retention of ill gotten gains. Then anything that lasted would only do so if there were a basis for that, subsequent to and independent of original acquisition.
But the argument I presented isn't about reparations at all, but only about taking tactical advantage of the internal logic of the system pending the end of the system. On the one hand it does not justify violence and expropriation (even of ill gotten gains), and on the other hand it does, e.g., justify people who have never paid taxes in claiming state child support (as done by some Mormon sects, which call it "bleeding the beast"; they are accused of hypocrisy in this, but they would be willing to go it alone farming their own land, if only that were possible – as it once was, before the Mormon War of the 1850s subjugated their predecessors).
Bugboy November 15, 2013 at 2:39 pm | #
Why, I'm so disappointed to discover Ayn Rand was so, so derivative by collecting Social Security and Medicare in her latter years. Burke had her beat on the "Do as I say, not as I do" gig by 2 hundred years!
Rafael Galvão May 10, 2014 at 10:10 pm | #
Chesterton criticized Burke for lack of empathy, and called him a sophist. Now I understand why.


Biotope (from Ancient Greek βίος (bios) 'life' + τόπος (topos) 'place') is literally an area where life lives. More precisely, a biotope is an area of uniform environmental conditions providing a living place for a specific biological community. Taken in the broadest sense, a forest or sea could be a biotope but generally a biotope is often considered to be within the circle of human everyday life.
The Biotope series was created as a visualization of a large installation project representing a "city" of trash containers. The project deals with one of the most serious problems today – the problem with the waste that has already not only pragmatic but cultural and social dimensions as well. The increasing consumption leads to increased environmental pollution. The increased production results from the increased supply - consumption. The consumption has become a "social duty" that should keep the economy going. The consumer society has turned into a waste society. The message of the project is quite clear and does not need special explanations: we leave so much waste after us that the place we live in, our "biotope", turns gradually into a dumping ground thus limiting our outlook and our movements. The coping with the growing amount of waste requires quick and intelligent decisions as well as socially responsible actions and behavior. It would be good if people reflect on these processes and on their personal attitude. I would refrain from further explanations, because I am convinced that an image reveals itself in a specific way that could and should not be completely verbalized.


As you all know, in about a month there's the second Eid. For my family that entails visits from the in-laws and the Eid prayer and consequently me dealing with the frustration of sock-less feet during prayer.
Someone please correct me if I am wrong, but we (as women) are meant to cover our feet during prayer, right?
I recall the hadith that the Prophet Muhammad (salallahu alayhi wa salam) had said (I believe) to Asmaa that for a woman the awrah is everything except the hands and face. Not hands, face and feet.
Call me crazy but I would think that if we are to wear jalaba and khilmar during prayer out of respect for Allah Subhanahu wa ta'ala then it would be redonkulous to cover every inch of our bodies except for our feet.
Call me crazier but I would think that a public prayer like Eid prayer would mean we would cover our feet.
If I am wrong, please let me know, I don't want to stress or be frustrated unnecessarily. Thanks for letting me vent.


text:
Cora Frances Stoddard (September 17, 1872May 13, 1936) was an American temperance activist.

Stoddard was born on September 17, 1872, in Irvington, Nebraska, to Julia F. (Miller) and Emerson H. Stoddard. She received an AB from Wellesley College in 1896. After graduating, she worked as a teacher in Middletown, Connecticut.

Stoddard represented the United States at the 12th International Conference on Alcoholism in London. As of 1914, she was the secretary of the Scientific Temperance Foundation, a successor organization to the Department of Scientific Temperance Instruction of the Woman's Christian Temperance Union. Stoddard had worked as a secretary to Mary Hunt when she headed the department.

She died on May 13, 1936, in Oxford, Connecticut.

References

1872 births
1937 deaths
19th-century American women
20th-century American women
American temperance activists
Wellesley College alumni
People from Omaha, Nebraska

redpajama_set_name: RedPajamaWikipedia


Recently cast in bronze by Laran Bronze Foundry in Chester, Pennsylvania is this large Pacific Octopus sculpture. The work is an exploration of the natural lines and forms of this beautiful creature. These photos show the piece while at the foundry. Placed on a 36" diameter table the Octopus is 18" H at tentacle, 30" W, by 29" D and weighs 123 pounds without the base. A wood or stone base would work best for this artwork. This piece is for sale. Please contact the artist for more details.
To download the full project sheet click here.


If you just discovered that your old personal computer does not want anything to do with your new flash drive that you bought after seeing your friends pass their files around with it, be willing to shell out a little more cash for this cheap and functional VIA VT6212L 4+1-port PCI USB card for just one time. You'll have hi-speed USB 2.0 in no time. You might also want this if your current motherboard does not have hi-speed USB support. You'll know it if it takes a very long time to transfer very large files accross your external drive or if it takes a good hour to burn a full DVD video to an external DVD writer.
The VIA VT6212L is a USB 2.0 host controller chipset. It is the heart of most generic or rebranded USB PCI cards like the one I bought for Php220 ($5) at CD-R King. It is also used in consumer appliances with USB ports such as DVD players. Launched in 2003, it is since then used by some motherboards with onboard USB ports. VIA recommends it for mobile devices with its power consumption efficiency.
The VIA VT6212L is at the heart of this rebranded CD-R King PCI USB Card. The front panel metal cover has been removed for clarity.
The internal USB port may be a future proof feature where you can insert a high capacity flash drive or a solid state hard drive inside your computer as a permanent internal drive. At present, along with the corresponding header pins, it is commonly reserved for an internal card reader's USB input/output connection. Other brands may exclude this extra port.
Package includes a 3-inch driver CD which you will only need for Windows 98 or Windows ME. In Windows XP Device Manager, the plug-n-play device appears as VIA USB Enhanced Controller under Universal Serial Bus Controllers. The driver installs automatically once the card is plugged in to the motherboard.
You might have difficulty inserting the card into the PCI slot due to its narrow gap at the contact edge. I used a cutter to widen this a bit and it fit snugly.
12.05.2008. Some motherboards made before USB technology came are found to be incompatible with USB cards like this. When installed, the computer fails to start. It is recommended only for USB-enabled motherboards.


text:
North Tyneside Council - a leader in best practice
Earlier this year North Tyneside Council published its Climate Change Strategy after months of work by council officers and community volunteers. The ISO 14001 process was started in 2007 and the council has just been through a successful audit. In this interview I talked to Tony Turnbull, Ainsley Rea and...
"Billions will die"
In a recent speech at the University of Brighton, Lord Stern said that climate change would lead to conflicts affecting billions of people. Anthony Day discusses the issues with Ian Danter, host of The Late Show on talkSPORT Radio. Duration: 9 minutes

redpajama_set_name: RedPajamaCommonCrawl


If you read my previous blog post on competing in the API economy, you probably have a feel for just how important APIs are in modern organisations. Implementing an API strategy will unlock internal assets and make you a competitive and relevant force to be reckoned with in our diverse and fast-changing tech landscape.
You're probably all too familiar with terms like 'digital transformation' or 'digital disruption'. There are endless concepts and trends behind these fancy words but you could say that they are 'a new way of developing, deploying and maintaining software'.
The vendors are changing how software products are made, and more importantly, they're changing how software is sold; there are new architectural styles (Reactive Manifesto and 12 Factor Applications, for example), and there are lots of new technologies in the mix: Platform-as-a-Service (PaaS), Software-as-a-Service (SaaS), the Internet of Things (IoT), Artificial intelligence (AI), Big Data, Responsive Web Apps, API Management, to name just a few.
If you read my last blog post on May's MuleSoft Summit, you'll remember that I told you I got a sneak peek at MuleSoft's roadmap.
Well, that functionality has now been released.
On July 29th, MuleSoft's Crowd release went live. It seemed like a long wait, but it was finally time to put my hands on the new Anypoint Exchange 2.0 and the completely new component, Design Center. Now that I've had a few days to take a look around at all of the new functionality, I'm rounding up my highlights below.
In the 'What are microservices (part 3)' we touched different approaches to building a microservices architecture. In this final post of series on microservices, I will discuss those approaches in more details.
Wait! Have you read 'What are microservices' blog posts part 1 and part 2? You need to cover those out before reading on.
When it comes to microservices, the million dollar question is: "How do I decompose my monolith into microservices?". Well, as you can imagine this can be done in many ways, and here I will be suggesting some guidelines.


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Team Plast-Recycling-Austria war ein österreichisches Radsportteam.
Hauptsponsor war eine Vereinigung führender österreichischer Kunststoff-Recyclingunternehmen.
Das Team hatte seit 2006 UCI Continental Team (vorher GS III) Status und hatte seinen Sitz in Völkermarkt in Kärnten.

Nationale Erfolge 2006

Das Team 2006

Weblinks

Ehemaliges UCI Continental Team
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AUTOMOTIVE CAN BUS TRAINING PDF
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Vehicle Communication System Diagnosis. Price: $1,899.00 Length: 2 DaysController Area Network (CAN) Training Controller Area Network (CAN) training covers the ISO 11898 standard of choice for automotive manufacturers and Vehicle Applications. Approved for use as an ISO and EPA diagnostic network, its usage continues to grow. Controller Area Network (CAN) training covers the theory, operation and use of the […], 7/30/2019 · Standard CAN bus implementations are popular for vehicular networking due to their electromagnetic properties, simple design, and well-understood, off-the-shelf hardware and software components. However, CAN bus lacks modern network security design considerations, such as cryptographic assurances of message sources or authenticity..
Comparison of FlexRay and CAN-bus for Real-Time Communication
What is CAN Bus?. The most commonly used network for control in automotive and manufacturing applications is the Controller Area Network, or CAN. The CAN protocol specifies rules for implementing the physical and data link layers of the OSI model in silicon to effect serial transfer of information between two or more devices. 1.2 Controller Area Network (CAN), CAN-Bus Troubleshooting Guide. Seite 2 von 8 CAN-Troubleshooting Guide Rev. 1.1 N O T E The information in this document has been carefully checked and is believed to be entirely reliable. esd makes no warranty of any kind with regard to the material in this document, and assumes no.
CAN-Bus Troubleshooting Guide Download a copy of the CAN-Bus Troubleshooting Guide (PDF). Changes in the chapters The changes in the document listed below affect changes in the hardware as well as changes in the description of facts. Chapter Changes as compared to previous version; Additional notes on CAN-GND. This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio.
What is Can Bus? The CAN Bus is an automotive bus developed by Robert Bosch, which has quickly gained acceptance into the automotive and aerospace industries. CAN is a serial bus protocol to connect individual systems and sensors as an alternative to conventional multi-wire looms. The automotive training equipment from Bestech Australia are suitable for assisting vocational teachers in their courses. To know more about all products we offer, please contact us on 03 9530 5100.
Seminar for CAN/CAN FD. If you would like to get detailed information on CAN/CAN FD just visit our "CAN Fundamentals" seminar. You will get a general introduction to serial bus systems in the motor vehicle and a basic knowledge of CAN (Controller Area Network). Data and Automotive Service Solution Information contained herewith is limited to Engine management and CAN BUS. For more information regarding Pin configuration, Circuit Diagrams and location of connectors please kindly contact above mentioned organizations.
The CAN Protocol Tour gives an overview of the ISO 11898-1 and ISO 11898-2 standards. This tour provides a great introduction to the fundamentals of CAN as it is used in automotive design, industrial automation controls, and many, many more applications. Our integrated circuits and reference designs for automotive gateway modules help you create customizable, multi-rail power solutions with CAN, LIN and Ethernet in-vehicle networking to enable large amounts of traffic to be transferred across a wide variety of physical networks. Automotive gateway m
The Controller Area Network (CAN) is a bus structure originally designed for automotive applications, but it has also found its way into other areas. The CAN bus is a balanced (differential) 2-wire interface running over shielded twisted pair (STP), unshielded twisted pair (UTP), or ribbon cable. automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis
This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio. communicate via several automotive bus systems, such as LIN, CAN, UDS, MOST, Flex Ray etc. with each other via Gateway Control unit.In such automotive bus a network has managing the increasing of complexity of Automotive Diagnostics Communication Protocols Analysis-KWP2000, CAN, and UDS
standard. CAN is a multicast-based communication protocolcharacterized by the de-terministic resolution of the contention, low cost and simple implementation. The Con-troller Area Network (CAN) [4] was developed in the mid 1980s by Bosch GmbH, to provide a cost-effective communications bus for automotive applications, but is today For the purpose of this training, a communication bus, or simply a bus, relates to a one- or two-wire media onto which The Controller Area Network bus, or CAN bus, is normally a two-wire differential bus, but is capable of The Society of Automotive Engineers J 1850 specification, or SAE J 1850 bus, is either a single ended or a
Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015 is growing. Ethernet deployment can, and will, reduce these costs. Recent technology developments make Ethernet viable for use in cars. Close to 400 million automotive Ethernet ports will be in use by 2020 per estimates by Frost & Sullivan and Strategy Analysis.1 By 2022, the total number of …
CAN-Bus Troubleshooting Guide Download a copy of the CAN-Bus Troubleshooting Guide (PDF). Changes in the chapters The changes in the document listed below affect changes in the hardware as well as changes in the description of facts. Chapter Changes as compared to previous version; Additional notes on CAN-GND. CAN Bus & Integrated Systems covers CAN, LIN, MOST and FlexRay, CAN bus diagnostics, bus network layouts and integrated vehicle electronic systems. CAN Bus & Integrated Systems follows on from Vehicle Electrics Module 2. During the course, you will gain a detailed knowledge of CAN bus and related system technologies.
Advantages of CAN Bus. Following are the advantages of CAN bus over other bus types: It allows 1Mbps data rate. CAN FD (flexible data rate) version supports more than this speed i.e. supports 2+Mbps. CAN FD will support more bandwidth which is eight times more than standard CAN bus. It is used to reduce wiring in various automotive applications. 2/21/2011В В· Teaching CAN Bus basics by vocational training with CANBASIC demo board presented by Ingendi Edutainment (http://canbasic.com).
CAN/CAN FD Vector
CAN_E Learning Module CAN. communicate via several automotive bus systems, such as LIN, CAN, UDS, MOST, Flex Ray etc. with each other via Gateway Control unit.In such automotive bus a network has managing the increasing of complexity of Automotive Diagnostics Communication Protocols Analysis-KWP2000, CAN, and UDS, Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and ….
CAN-Bus Troubleshooting Guide esd-electronics-usa.com. A CAN bus provides serial communication between control units. For example, a powertrain CAN bus allows an ABS control unit to broadcast a message containing wheel speed data simultaneously to the Engine Control Module (ECM), Transmission Control Module (TCM), Instrument Cluster (IC), and Supplementary Restraint System (SRS)., Automotive electronics is one of the few growth areas in electronics education. A major problem in this areas is understanding the control buses that have replaced wiring looms in vehicles. CAN bus is the most important of these – but many vehicles now use both CAN and LIN buses for cost reasons. We are developing solutions for both areas..
Vehicle Applications of Controller Area Network
Controller Area Network (CAN) Tutorial. CAN Bus & Integrated Systems covers CAN, LIN, MOST and FlexRay, CAN bus diagnostics, bus network layouts and integrated vehicle electronic systems. CAN Bus & Integrated Systems follows on from Vehicle Electrics Module 2. During the course, you will gain a detailed knowledge of CAN bus and related system technologies. https://en.wikipedia.org/wiki/J1939 6/26/2012 · Since the introduction of the CAN (Controller Area Network) Bus in production cars in 1991, this technology has grown from luxury models to virtually all levels of vehicle today. In the past few years, aftermarket technicians have become more aware of this technology. Used as a means of intercommunication between ECUs, the CAN Bus has provided a simple means of connecting ….
What is Can Bus? The CAN Bus is an automotive bus developed by Robert Bosch, which has quickly gained acceptance into the automotive and aerospace industries. CAN is a serial bus protocol to connect individual systems and sensors as an alternative to conventional multi-wire looms. lines used, must have at least two wires for the di fferential signals (CAN_H, CAN_L) and one wire for the reference potential CAN_GND. If a shielded line is used, the shield should be assigned to
Controller Area Network (CAN) was initially created by ally appears on the bus. CAN defines a logic bit 0 as a dominant bit and a logic bit 1 as a recessive bit. For example, an automotive airbag sensor can be con-nected via CAN to a safety system router node only. Controller Area Network CAN 507 HO CAN B (ICC)10-28-02. 2 These technical training materials are current as of the date noted on the materials, and may be revised or updated without notice. GF54.00-P-0999ZZ CAN data bus, contents, function description. 35 Additional Information for
This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio. automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis
is growing. Ethernet deployment can, and will, reduce these costs. Recent technology developments make Ethernet viable for use in cars. Close to 400 million automotive Ethernet ports will be in use by 2020 per estimates by Frost & Sullivan and Strategy Analysis.1 By 2022, the total number of … lines used, must have at least two wires for the di fferential signals (CAN_H, CAN_L) and one wire for the reference potential CAN_GND. If a shielded line is used, the shield should be assigned to
Controller Area Network (CAN) was initially created by ally appears on the bus. CAN defines a logic bit 0 as a dominant bit and a logic bit 1 as a recessive bit. For example, an automotive airbag sensor can be con-nected via CAN to a safety system router node only. communicate via several automotive bus systems, such as LIN, CAN, UDS, MOST, Flex Ray etc. with each other via Gateway Control unit.In such automotive bus a network has managing the increasing of complexity of Automotive Diagnostics Communication Protocols Analysis-KWP2000, CAN, and UDS
The CAN Protocol Tour gives an overview of the ISO 11898-1 and ISO 11898-2 standards. This tour provides a great introduction to the fundamentals of CAN as it is used in automotive design, industrial automation controls, and many, many more applications. 6/17/2019В В· Diagnosing communication problems on a vehicle network can be a little bit of a challenge if you're not sure how to hook up or what you're really looking at. The only way you can test the CAN network is by using a lab scope. So I'm going to go over here and show you how we can test it and how the pattern is supposed to look.
CAN-BUS analysis manual www.obdtester.com 1. Introduction CAN-BUS (Controller Area Network) is a vehicle communication bus standard designed to allow control units to communicate with each other within a vehicle. 1.1 Typical usage The CAN-BUS analysis function can be used typically for identifying the following issues: • Faulty ECU on CAN-BUS CAN Bus & Integrated Systems covers CAN, LIN, MOST and FlexRay, CAN bus diagnostics, bus network layouts and integrated vehicle electronic systems. CAN Bus & Integrated Systems follows on from Vehicle Electrics Module 2. During the course, you will gain a detailed knowledge of CAN bus and related system technologies.
lines used, must have at least two wires for the di fferential signals (CAN_H, CAN_L) and one wire for the reference potential CAN_GND. If a shielded line is used, the shield should be assigned to CAN Bus & Integrated Systems covers CAN, LIN, MOST and FlexRay, CAN bus diagnostics, bus network layouts and integrated vehicle electronic systems. CAN Bus & Integrated Systems follows on from Vehicle Electrics Module 2. During the course, you will gain a detailed knowledge of CAN bus and related system technologies.
Even without the CAN Bus circuit board H-PCB200, the technician/student workbook, H-WB200 is an excellent training aid to explain how CAN Bus works, how CAN Bus circuits fail and the troubleshooting techniques needed to identify and repair CAN Bus problems. CAN-BUS analysis manual www.obdtester.com 1. Introduction CAN-BUS (Controller Area Network) is a vehicle communication bus standard designed to allow control units to communicate with each other within a vehicle. 1.1 Typical usage The CAN-BUS analysis function can be used typically for identifying the following issues: • Faulty ECU on CAN-BUS
Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and … Introduction to the Controller Area Network (CAN) Application Report The CAN bus was developed by BOSCH (1) as a multi-master, defined serial communications bus originally developed for the automotive industry to replace the complex wiring harness with a two-wire bus. The
Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015 12/5/2016В В· View more CAN resources and the entire CAN portfolio at www.ti.com/CAN http://www.ti.com/can This training video provides an overview of the Controller Area
Hopping On the CAN Bus Black Hat Briefings. lines used, must have at least two wires for the di fferential signals (CAN_H, CAN_L) and one wire for the reference potential CAN_GND. If a shielded line is used, the shield should be assigned to, the automotive electronic components. The designer selects the appropriate bus system depending on the required safety level,the data transmission rate and the costs. For example, the CAN bus - even though it is currently the most important automotive bus system - is not well-suited for very fast data transmission as needed for multimedia.
The Automotive Digital Multi-Meter (DMM) when correctly
CAN Bus Basics Explained Practical and Theoretical. is growing. Ethernet deployment can, and will, reduce these costs. Recent technology developments make Ethernet viable for use in cars. Close to 400 million automotive Ethernet ports will be in use by 2020 per estimates by Frost & Sullivan and Strategy Analysis.1 By 2022, the total number of …, Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and ….
This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio. Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and …
lines used, must have at least two wires for the di fferential signals (CAN_H, CAN_L) and one wire for the reference potential CAN_GND. If a shielded line is used, the shield should be assigned to The most commonly used network for control in automotive and manufacturing applications is the Controller Area Network, or CAN. The CAN protocol specifies rules for implementing the physical and data link layers of the OSI model in silicon to effect serial transfer of information between two or more devices. 1.2 Controller Area Network (CAN)
Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and … CAN-Bus Troubleshooting Guide. Seite 2 von 8 CAN-Troubleshooting Guide Rev. 1.1 N O T E The information in this document has been carefully checked and is believed to be entirely reliable. esd makes no warranty of any kind with regard to the material in this document, and assumes no
Even without the CAN Bus circuit board H-PCB200, the technician/student workbook, H-WB200 is an excellent training aid to explain how CAN Bus works, how CAN Bus circuits fail and the troubleshooting techniques needed to identify and repair CAN Bus problems. Controller Area Network (CAN) Tutorial 1-6 ni.com Figure 1-3. Standard and Extended CAN Frames Arbitration ID The arbitration ID determines the priority of the messages on the bus. If multiple nodes try to transmit a mess age onto the CAN bus at the same time, the node with the highest priority (low est arbitration ID) automatically gets bus
The automotive training equipment from Bestech Australia are suitable for assisting vocational teachers in their courses. To know more about all products we offer, please contact us on 03 9530 5100. Our integrated circuits and reference designs for automotive gateway modules help you create customizable, multi-rail power solutions with CAN, LIN and Ethernet in-vehicle networking to enable large amounts of traffic to be transferred across a wide variety of physical networks. Automotive gateway m
Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015 Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015
Vehicle Applications of Controller Area Network Karl Henrik Johansson,1,Martin TВЁorngren,2 Lars Nielsen3 1 Department of Signals, Sensors and Systems, Royal Institute of Technology, Stockholm, Sweden, kallej@s3.kth.se 2 Department of Machine Design, Royal Institute of Technology, Stockholm, Sweden, martin@damek.kth.se 3 Department of Electrical Engineering, LinkВЁoping University, Sweden, 2/6/2014В В· Since I work in the automotive industry I realize I need to know how CAN bus works, how OBD-II works, how CAN bus and OBD-II work together, how CAN bus and OBD-II are related to each other. Surprisingly, such information accessible on the Internet is not easily understandable.
Controller Area Network (CAN) was initially created by ally appears on the bus. CAN defines a logic bit 0 as a dominant bit and a logic bit 1 as a recessive bit. For example, an automotive airbag sensor can be con-nected via CAN to a safety system router node only. CAN Bus stands for "Controller Area Network" Bus.. CAN-bus is one of those technologies that everyone experiences every day, without actually knowing about it. Because it is so widely used, in everything from cars and trucks through to boats, factories and even building management systems, the chances of interacting with it on a daily basis are pretty high.
Even without the CAN Bus circuit board H-PCB200, the technician/student workbook, H-WB200 is an excellent training aid to explain how CAN Bus works, how CAN Bus circuits fail and the troubleshooting techniques needed to identify and repair CAN Bus problems. This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio.
Even without the CAN Bus circuit board H-PCB200, the technician/student workbook, H-WB200 is an excellent training aid to explain how CAN Bus works, how CAN Bus circuits fail and the troubleshooting techniques needed to identify and repair CAN Bus problems. The Controller Area Network (CAN) is a bus structure originally designed for automotive applications, but it has also found its way into other areas. The CAN bus is a balanced (differential) 2-wire interface running over shielded twisted pair (STP), unshielded twisted pair (UTP), or ribbon cable.
12/5/2016В В· View more CAN resources and the entire CAN portfolio at www.ti.com/CAN http://www.ti.com/can This training video provides an overview of the Controller Area Seminar for CAN/CAN FD. If you would like to get detailed information on CAN/CAN FD just visit our "CAN Fundamentals" seminar. You will get a general introduction to serial bus systems in the motor vehicle and a basic knowledge of CAN (Controller Area Network).
Controller Area Network (CAN) was initially created by ally appears on the bus. CAN defines a logic bit 0 as a dominant bit and a logic bit 1 as a recessive bit. For example, an automotive airbag sensor can be con-nected via CAN to a safety system router node only. 7/30/2019В В· Standard CAN bus implementations are popular for vehicular networking due to their electromagnetic properties, simple design, and well-understood, off-the-shelf hardware and software components. However, CAN bus lacks modern network security design considerations, such as cryptographic assurances of message sources or authenticity.
Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015 Data and Automotive Service Solution Information contained herewith is limited to Engine management and CAN BUS. For more information regarding Pin configuration, Circuit Diagrams and location of connectors please kindly contact above mentioned organizations.
The most commonly used network for control in automotive and manufacturing applications is the Controller Area Network, or CAN. The CAN protocol specifies rules for implementing the physical and data link layers of the OSI model in silicon to effect serial transfer of information between two or more devices. 1.2 Controller Area Network (CAN) Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015
This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio. CAN Bus stands for "Controller Area Network" Bus.. CAN-bus is one of those technologies that everyone experiences every day, without actually knowing about it. Because it is so widely used, in everything from cars and trucks through to boats, factories and even building management systems, the chances of interacting with it on a daily basis are pretty high.
automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis For the purpose of this training, a communication bus, or simply a bus, relates to a one- or two-wire media onto which The Controller Area Network bus, or CAN bus, is normally a two-wire differential bus, but is capable of The Society of Automotive Engineers J 1850 specification, or SAE J 1850 bus, is either a single ended or a
CAN-Bus Troubleshooting Guide. Seite 2 von 8 CAN-Troubleshooting Guide Rev. 1.1 N O T E The information in this document has been carefully checked and is believed to be entirely reliable. esd makes no warranty of any kind with regard to the material in this document, and assumes no CAN (Controller Area Network) is a serial communication technology used especially for reliable data exchange between electronic control units (ECUs) in the automobile. Target Group. This E-Learning module is intended for all those who want to gain a better understanding of CAN communication technology. Vector Training Classes
automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis Potential faults on a CAN system The Controller Area Network (CAN) was originally developed by Bosch, Germany specifically for the automotive market. Although that's still its primary application area, CAN is also ideal as a general industrial bus and has found its way into many applications. Being a simple two-wire dif-ferential serial bus
Seminar for CAN/CAN FD. If you would like to get detailed information on CAN/CAN FD just visit our "CAN Fundamentals" seminar. You will get a general introduction to serial bus systems in the motor vehicle and a basic knowledge of CAN (Controller Area Network). 2/6/2014В В· Since I work in the automotive industry I realize I need to know how CAN bus works, how OBD-II works, how CAN bus and OBD-II work together, how CAN bus and OBD-II are related to each other. Surprisingly, such information accessible on the Internet is not easily understandable.
Automotive electronics is one of the few growth areas in electronics education. A major problem in this areas is understanding the control buses that have replaced wiring looms in vehicles. CAN bus is the most important of these – but many vehicles now use both CAN and LIN buses for cost reasons. We are developing solutions for both areas. communicate via several automotive bus systems, such as LIN, CAN, UDS, MOST, Flex Ray etc. with each other via Gateway Control unit.In such automotive bus a network has managing the increasing of complexity of Automotive Diagnostics Communication Protocols Analysis-KWP2000, CAN, and UDS
CAN-Bus Troubleshooting Guide esd-electronics-usa.com
Quick Tip CAN Bus Diagnostics Snap-on Incorporated. The Controller Area Network (CAN) is a bus structure originally designed for automotive applications, but it has also found its way into other areas. The CAN bus is a balanced (differential) 2-wire interface running over shielded twisted pair (STP), unshielded twisted pair (UTP), or ribbon cable., A CAN bus provides serial communication between control units. For example, a powertrain CAN bus allows an ABS control unit to broadcast a message containing wheel speed data simultaneously to the Engine Control Module (ECM), Transmission Control Module (TCM), Instrument Cluster (IC), and Supplementary Restraint System (SRS)..
Vehicle Applications of Controller Area Network. CAN-Bus Troubleshooting Guide Download a copy of the CAN-Bus Troubleshooting Guide (PDF). Changes in the chapters The changes in the document listed below affect changes in the hardware as well as changes in the description of facts. Chapter Changes as compared to previous version; Additional notes on CAN-GND., 2/21/2011В В· Teaching CAN Bus basics by vocational training with CANBASIC demo board presented by Ingendi Edutainment (http://canbasic.com)..
Automotive Ethernet An Overview Ixia
CAN_E Learning Module CAN. Potential faults on a CAN system The Controller Area Network (CAN) was originally developed by Bosch, Germany specifically for the automotive market. Although that's still its primary application area, CAN is also ideal as a general industrial bus and has found its way into many applications. Being a simple two-wire dif-ferential serial bus https://da.wikipedia.org/wiki/Local_Interconnect_Network standard. CAN is a multicast-based communication protocolcharacterized by the de-terministic resolution of the contention, low cost and simple implementation. The Con-troller Area Network (CAN) [4] was developed in the mid 1980s by Bosch GmbH, to provide a cost-effective communications bus for automotive applications, but is today.
Price: $1,899.00 Length: 2 DaysController Area Network (CAN) Training Controller Area Network (CAN) training covers the ISO 11898 standard of choice for automotive manufacturers and Vehicle Applications. Approved for use as an ISO and EPA diagnostic network, its usage continues to grow. Controller Area Network (CAN) training covers the theory, operation and use of the […] Data and Automotive Service Solution Information contained herewith is limited to Engine management and CAN BUS. For more information regarding Pin configuration, Circuit Diagrams and location of connectors please kindly contact above mentioned organizations.
Controller Area Network (CAN) Tutorial 1-6 ni.com Figure 1-3. Standard and Extended CAN Frames Arbitration ID The arbitration ID determines the priority of the messages on the bus. If multiple nodes try to transmit a mess age onto the CAN bus at the same time, the node with the highest priority (low est arbitration ID) automatically gets bus Seminar for CAN/CAN FD. If you would like to get detailed information on CAN/CAN FD just visit our "CAN Fundamentals" seminar. You will get a general introduction to serial bus systems in the motor vehicle and a basic knowledge of CAN (Controller Area Network).
bus, its main design was to provide simple, efficient and robust communications for networks inside vehicles. CAN as the serial bus were called was first presented to a broader audience at a congress for automotive engineers in 1986. About a year later the first CAN … automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis
Introduction to the Controller Area Network (CAN) Application Report The CAN bus was developed by BOSCH (1) as a multi-master, defined serial communications bus originally developed for the automotive industry to replace the complex wiring harness with a two-wire bus. The Controller Area Network CAN 507 HO CAN B (ICC)10-28-02. 2 These technical training materials are current as of the date noted on the materials, and may be revised or updated without notice. GF54.00-P-0999ZZ CAN data bus, contents, function description. 35 Additional Information for
What is Can Bus? The CAN Bus is an automotive bus developed by Robert Bosch, which has quickly gained acceptance into the automotive and aerospace industries. CAN is a serial bus protocol to connect individual systems and sensors as an alternative to conventional multi-wire looms. CAN-Bus Troubleshooting Guide. Seite 2 von 8 CAN-Troubleshooting Guide Rev. 1.1 N O T E The information in this document has been carefully checked and is believed to be entirely reliable. esd makes no warranty of any kind with regard to the material in this document, and assumes no
In an automotive CAN bus system, ECUs can e.g. be the engine control unit, airbags - or the audio system. A modern car can have up to 70 ECUs. This is where the CAN standard comes in handy: The CAN bus protocol allows ECUs to communicate with each other without complex dedicated wiring in between. bus, its main design was to provide simple, efficient and robust communications for networks inside vehicles. CAN as the serial bus were called was first presented to a broader audience at a congress for automotive engineers in 1986. About a year later the first CAN …
automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis Even without the CAN Bus circuit board H-PCB200, the technician/student workbook, H-WB200 is an excellent training aid to explain how CAN Bus works, how CAN Bus circuits fail and the troubleshooting techniques needed to identify and repair CAN Bus problems.
CAN Bus & Integrated Systems covers CAN, LIN, MOST and FlexRay, CAN bus diagnostics, bus network layouts and integrated vehicle electronic systems. CAN Bus & Integrated Systems follows on from Vehicle Electrics Module 2. During the course, you will gain a detailed knowledge of CAN bus and related system technologies. Controller Area Network CAN 507 HO CAN B (ICC)10-28-02. 2 These technical training materials are current as of the date noted on the materials, and may be revised or updated without notice. GF54.00-P-0999ZZ CAN data bus, contents, function description. 35 Additional Information for
12/5/2016 · View more CAN resources and the entire CAN portfolio at www.ti.com/CAN http://www.ti.com/can This training video provides an overview of the Controller Area bus, its main design was to provide simple, efficient and robust communications for networks inside vehicles. CAN as the serial bus were called was first presented to a broader audience at a congress for automotive engineers in 1986. About a year later the first CAN …
CAN-Bus Troubleshooting Guide. Seite 2 von 8 CAN-Troubleshooting Guide Rev. 1.1 N O T E The information in this document has been carefully checked and is believed to be entirely reliable. esd makes no warranty of any kind with regard to the material in this document, and assumes no CAN Bus & Integrated Systems covers CAN, LIN, MOST and FlexRay, CAN bus diagnostics, bus network layouts and integrated vehicle electronic systems. CAN Bus & Integrated Systems follows on from Vehicle Electrics Module 2. During the course, you will gain a detailed knowledge of CAN bus and related system technologies.
the automotive electronic components. The designer selects the appropriate bus system depending on the required safety level,the data transmission rate and the costs. For example, the CAN bus - even though it is currently the most important automotive bus system - is not well-suited for very fast data transmission as needed for multimedia This training video provides an overview of the Controller Area Network (CAN) standard in automotive applications. We will go into depth about CAN applications, signaling and protocol. Learn more about CAN bus and view the entire CAN portfolio.
automotive trade. All test and repair procedures must be performed in accordance with recommended throughout this Technical Training Publication, the diagnostic manual, and the service manual. the traditional CAN bus network architecture and is found on Chrysler's first CAN bus equipped vehicles. 8 Vehicle Communication System Diagnosis Automotive electronics is one of the few growth areas in electronics education. A major problem in this areas is understanding the control buses that have replaced wiring looms in vehicles. CAN bus is the most important of these – but many vehicles now use both CAN and LIN buses for cost reasons. We are developing solutions for both areas.
Our integrated circuits and reference designs for automotive gateway modules help you create customizable, multi-rail power solutions with CAN, LIN and Ethernet in-vehicle networking to enable large amounts of traffic to be transferred across a wide variety of physical networks. Automotive gateway m Controller Area Network CAN 507 HO CAN B (ICC)10-28-02. 2 These technical training materials are current as of the date noted on the materials, and may be revised or updated without notice. GF54.00-P-0999ZZ CAN data bus, contents, function description. 35 Additional Information for
Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and … Price: $1,899.00 Length: 2 DaysController Area Network (CAN) Training Controller Area Network (CAN) training covers the ISO 11898 standard of choice for automotive manufacturers and Vehicle Applications. Approved for use as an ISO and EPA diagnostic network, its usage continues to grow. Controller Area Network (CAN) training covers the theory, operation and use of the […]
Vehicle Applications of Controller Area Network Karl Henrik Johansson,1,Martin TВЁorngren,2 Lars Nielsen3 1 Department of Signals, Sensors and Systems, Royal Institute of Technology, Stockholm, Sweden, kallej@s3.kth.se 2 Department of Machine Design, Royal Institute of Technology, Stockholm, Sweden, martin@damek.kth.se 3 Department of Electrical Engineering, LinkВЁoping University, Sweden, What is Can Bus? The CAN Bus is an automotive bus developed by Robert Bosch, which has quickly gained acceptance into the automotive and aerospace industries. CAN is a serial bus protocol to connect individual systems and sensors as an alternative to conventional multi-wire looms.
CAN-BUS analysis manual www.obdtester.com 1. Introduction CAN-BUS (Controller Area Network) is a vehicle communication bus standard designed to allow control units to communicate with each other within a vehicle. 1.1 Typical usage The CAN-BUS analysis function can be used typically for identifying the following issues: • Faulty ECU on CAN-BUS 2/21/2011 · Teaching CAN Bus basics by vocational training with CANBASIC demo board presented by Ingendi Edutainment (http://canbasic.com).
The automotive training equipment from Bestech Australia are suitable for assisting vocational teachers in their courses. To know more about all products we offer, please contact us on 03 9530 5100. Price: $1,899.00 Length: 2 DaysController Area Network (CAN) Training Controller Area Network (CAN) training covers the ISO 11898 standard of choice for automotive manufacturers and Vehicle Applications. Approved for use as an ISO and EPA diagnostic network, its usage continues to grow. Controller Area Network (CAN) training covers the theory, operation and use of the […]
Hopping On the CAN Bus Automotive Security and the CANard Toolkit Eric Evenchick Black Hat Asia 2015 6/17/2019В В· Diagnosing communication problems on a vehicle network can be a little bit of a challenge if you're not sure how to hook up or what you're really looking at. The only way you can test the CAN network is by using a lab scope. So I'm going to go over here and show you how we can test it and how the pattern is supposed to look.
Our integrated circuits and reference designs for automotive gateway modules help you create customizable, multi-rail power solutions with CAN, LIN and Ethernet in-vehicle networking to enable large amounts of traffic to be transferred across a wide variety of physical networks. Automotive gateway m Learn more with the full CAN Protocol Tutorial. The CAN Protocol Tutorial gives an overview of the ISO 11898-1 and ISO 11898-2 standards. It provides a great introduction to the fundamentals of CAN bus as it is used in automotive design, industrial automation controls, embedded systems and …
CAN-BUS analysis manual www.obdtester.com 1. Introduction CAN-BUS (Controller Area Network) is a vehicle communication bus standard designed to allow control units to communicate with each other within a vehicle. 1.1 Typical usage The CAN-BUS analysis function can be used typically for identifying the following issues: • Faulty ECU on CAN-BUS CAN-Bus Troubleshooting Guide Download a copy of the CAN-Bus Troubleshooting Guide (PDF). Changes in the chapters The changes in the document listed below affect changes in the hardware as well as changes in the description of facts. Chapter Changes as compared to previous version; Additional notes on CAN-GND.
6/26/2012 · Since the introduction of the CAN (Controller Area Network) Bus in production cars in 1991, this technology has grown from luxury models to virtually all levels of vehicle today. In the past few years, aftermarket technicians have become more aware of this technology. Used as a means of intercommunication between ECUs, the CAN Bus has provided a simple means of connecting … 6/26/2012 · Since the introduction of the CAN (Controller Area Network) Bus in production cars in 1991, this technology has grown from luxury models to virtually all levels of vehicle today. In the past few years, aftermarket technicians have become more aware of this technology. Used as a means of intercommunication between ECUs, the CAN Bus has provided a simple means of connecting …
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Ryan Burr Steps-Up To The Big Time (Updated)
Standing alone in the ESPN2 High Definition studios, Ryan Burr had a big smile across his face. Finally, Burr was getting an opportunity to host the one hour version of ESPN's racing show NASCAR Now. He would make the most of this opportunity.
As The Daly Planet has mentioned before, Burr has solid credentials behind him in TV journalism, and is currently working as an anchor on the ESPN News Network. Many emails have come our way from former co-workers and associates of Burr that all say the same thing. Great guy and hard worker. Monday on NASCAR Now those traits certainly showed.
Burr works fast, and he launched into the Martinsville NEXTEL Cup highlights without gimmicks or hype. He followed the video with a replay of his interview with Jimmie Johnson from the track on Sunday night. Johnson enjoyed the interview, and Burr asked all the right questions. Then, he tackled the controversy.
NASCAR Now reporters Angelique Chengelis and Marty Smith stopped-by to deal with the frustrations expressed after the race by Carl Edwards. In the past, NASCAR Now would have been over-the-moon with Erik Kuselias and Tim Cowlishaw hyping this incident for the entire hour. Smith and Chengelis put this one incident in perspective and then moved on to other news. What an outstanding change of pace for this show. Kudos for Burr for mentioning SPEED in reference to the footage.
Moving on to the Johnson vs. Gordon relationship, Burr questioned the honesty of the seemingly mild-mannered rivalry. He pushed both of the reporters for answers, and got them in clear terms. This was exactly the way to use these "Insiders."
Veteran reporter Mike Massaro showed up next to present a feature on the Martinsville experience of Jeff Gordon. Massaro and Burr were standing in the Home Depot garage on the ESPN2 set. Interestingly, once again ESPN chose to use the outstanding radio call of MRN's Dave Moody in place of the ABC audio of Jerry Punch in the highlights.
With Burr and Massaro side-by-side, finally two TV professionals were interacting and talking on ESPN where NASCAR was concerned. What a breath of fresh air.
Amazingly, NASCAR Now freely used the call of the SPEED announcers when showing their outstanding video recap feature on the NASCAR weekend at Martinsville. This really added another element to the show, as many things happened and many incidents occurred in the Truck race on SPEED. It was great of ESPN to include the audio along with the video highlights.
Jamie Little's post-race interview with Carl Edwards went a long way to answer the question of what was on his mind when he manhandled the much smaller Matt Kenseth. This sound was part of a big Chase contenders recap that put a lot in perspective for fans who watched the race on ABC. That crew left a lot of information at the track, and once the telecast was over they really did not offer viewers any closure.
Shannon Spake returned for her usual Monday feature, but this time she was off the mark. Spake was once again covering a topic that is making NASCAR fans absolutely crazy. That is the two glamour boys of Hendrick Motorsports, and the eternal question of...when will they fight? Spake added nothing new, had no new footage, and ended with a rambling interview of Chad Knaus who affirmed no hard feelings.
The king of reality for NASCAR Now has been Stacy Compton. This time, he addressed one final time the Hendrick Motorsports reality of Jeff Gordon being Jimmie Johnson's mentor and friend. Stacy has been putting things back into perspective for the ESPN anchors and commentators on this program all season long.
The NASCAR Now reporters returned with multiple news updates. They covered Jeremy Mayfield, Bill Davis Racing, Jacque Villeneuve and the future of Haas CNC Motorsports. Smith and Chengelis work well together, and both are confident enough in their own abilities to share the spotlight with another reporter.
Burr continued the fast pace of this show with highlights of both the Truck Series and the Toyota All-Star Shootout. Both these events were on SPEED, and it was great to see ESPN stepping-up and showing NASCAR highlights without regard to which network televised the event.
After rejecting the regional NASCAR racing action earlier this season, Burr hosted driver Joey Logano and led him through a review of his season and the outlook for his future in the sport. "It was awesome" said Logano of winning the Toyota Shootout as he smiled broadly. Imagine, happy people on NASCAR Now.
Burr again asked the right questions, including the relationship seventeen year old Logano has with the older competitors. At the end of the interview, a smiling Logano said "thanks, man." This interview meant a lot to the NASCAR regional racers, and it ended the Grand National Series on a good note for ESPN.
After a concise preview of the upcoming Atlanta race by Stacy Compton, Burr made several indirect references to his opportunity to host this show, and then told viewers he would be back on Tuesday. While this is a positive turn for the struggling NASCAR Now, there was one thing Burr could not avoid. One thing even he must bow-down and pay homage to as an ESPN employee.
He took a deep breath and said the one word that has struck fear in the hearts of ESPN's NASCAR viewers since February. It was time for...Aerosmith. Well, the transition to the fifty-nine year old in spandex was rough, but the other fifty-six minutes of NASCAR Now on this Monday was worth a little pain.
Update: Burr continued as the host of NASCAR Now on Tuesday, and worked his way through a show packed with information. Once again, he correctly identified SPEED TV as the source of the Edwards vs. Kenseth footage, and used his reporters to follow-up on this story. The show contained a long fantasy racing segment, but also contained news and a Memphis preview.
The Daly Planet welcomes comments from viewers. Simply click on the COMMENTS button below, or email editor@thedalyplanet.tv if you wish not to be published. Thanks again for dropping by.
ESPN Snubs Bestwick For Memphis Busch Race
The ESPN assignments are out for this weekend, and one of them is very surprising.
While the normal NEXTEL Cup crew will handle the Atlanta race, the Busch Series is off at Memphis Motorsports Park for a stand-alone event. To the delight of fans, former Busch Series Champ Randy LaJoie will provide the color commentary. But, that is not the story that grabbed our attention.
Hosting the ESPN2 coverage and providing the play-by-play will be Marty Reid. Meanwhile, down on pit road one of his reporters will be Allen Bestwick. That is a stunner.
ESPN has stationed Bestwick on the Busch Series beat all season long. His duties have included play-by-play as well as hosting the Busch Series pre-race show for the telecasts where Dr. Jerry Punch handled the call of the race.
Several times this season, Bestwick has single-handedly hosted the pre-race show, provided the play-by-play, and then hosted the post-race activity on the Busch Series stand-alone races. He was ESPN's one man band for the Busch telecasts.
Why and how Marty Reid comes into play is unclear. Reid is the open-wheel and NHRA broadcaster who has only appeared in a vacation relief role on the NASCAR beat this season. Reid is certainly qualified for this challenge, but once again it appears that Bestwick has been left out in the cold when high-profile assignments for ESPN come around.
One other announcer note, Brent Musburger will be back for the Atlanta race on ABC since he has plenty of time to travel from his Saturday college football assignment.
Also, the fifth installment of the Chasing Glory series airs on Wednesday at 5:30PM on ESPN2. This quality series from NASCAR Images has followed the "Chasers" as they go through the ten final races of the season. It is worth putting on the DVR for later viewing.
Finally, if you missed the outstanding Ultimate NASCAR series on ESPN earlier this season, you have the chance to record two episodes. "The Explosion" episode airs this Thursday at 4AM Eastern Time, and "Greatest Drivers" airs on Friday at 5AM Eastern. This is a chance to see Dr. Jerry Punch doing what he does best...reporting and presenting feature material.


Particularly in life sciences and drug discovery, halogen bonding has gained a lot of attention in recent years . Thus, there is an increasing demand for computational tools recognizing and evaluating this interaction. Creation of a scoring function will enable the rapid assessment of halogen bond geometries and can help to derive their interaction qualities. We extensively used QM model calculations on the MP2/TZVPP-level of theory to systematically map the relationship between strength and geometry of halogen bonds to different interaction partners (carbonyl backbone, sulfur contacts, nitrogen contacts, carboxylates, π-systems, …) [2-4]. We evaluated the potential for molecular design of additional halogen bonds in existing protein-ligand complexes of the PDB by applying XBScore, our first QM-derived scoring function for the recognition of contacts to the carbonyl backbone . In addition, we used support vector regression to develop a QM-based scoring function for the recognition of halogen bonds targeting methionine.
We implemented both scoring functions in ChemPLP and investigated their potential to improve pose retrieval for a test set of crystal structures featuring halogen bonds. However, application in molecular design can be limited by the high molecular precision needed for an appropriate prediction. We have recently demonstrated this, by studying the halogen bonding to the gatekeeper methionine in c-Jun N-terminal kinase 3 . Surprisingly, exchange of a chlorine into bromine or iodine yielded a plateau of affinity, but showed effects on selectivity. The reason for this unexpected behavior was elucidated by solving the crystal structure of the iodinated ligand in complex with JNK3. Formation of a bivalent halogen/chalcogen bond toward the sulfur of the gatekeeper methionine rationalizes the observed behavior and may have an interesting impact on inducing kinase selectivity in the future.
 Wilcken R, Zimmermann MO, Lange A, Joerger AC, Boeckler FM: Principles and Applications of Halogen Bonding in Medicinal Chemistry and Chemical Biology. J Med Chem 2013, 56:1363-1388.
 Wilcken R, Zimmermann MO, Lange A, Zahn S, Kirchner B, Boeckler FM: Addressing Methionine in Molecular Design through Directed Sulfur-Halogen Bonds. J. Chem. Theory Comput. 2011, 7:2307-2315.
 Wilcken R, Zimmermann MO, Lange A, Zahn S, Boeckler FM: Using halogen bonds to address the protein backbone: a systematic evaluation. J Comput Aided Mol Des 2012, 26:935-945.
 Lange A, Zimmermann MO, Wilcken R, Zahn S, Boeckler FM: Targeting Histidine Side Chains in Molecular Design through Nitrogen-Halogen Bonds. J Chem Inf Model 2013, 53:3178-3189.
 Zimmermann MO, Lange A, Boeckler FM: Evaluating the potential of halogen bonding in molecular design: automated scaffold decoration using the new scoring function XBScore. J Chem Inf Model 2015, 55:687-699.
 Lange A, Gunther M, Buttner FM, Zimmermann MO, Heidrich J, Hennig S, Zahn S, Schall C, Sievers-Engler A, Ansideri F, Koch P, Laemmerhofer M, Stehle T, Laufer SA, Boeckler FM: Targeting the Gatekeeper MET146 of C-Jun N-Terminal Kinase 3 Induces a Bivalent Halogen/Chalcogen Bond. J Am Chem Soc 2015, 137:14640–14652.


In response to the demand for weight reduction, Müller Kunststoffe, the German arm of the HEXPOL TPE group, has partnered with polyamide (PA) manufacturer AKRO-PLASTIC (Niederzissen, Germany) on a low density adhesion modified TPE, with a specific gravity of less than 1 g/cm3.
The TPE, which is part of the Dryflex A family of compounds, has been developed to deliver optimal adhesion to the Akromid Lite and Akromid XtraLite modified PA compounds in multi-component applications. AKRO-PLASTIC developed Akromid Lite and Akromid XtraLite to offer a range of technical polyamide compounds with a lower density while maintaining the typical properties of polyamide. The modified PA provides several benefits on chemical resistance having the same or better mechanical properties as standard PA6 or PA 6.6.
For the last 25 years AKRO-PLASTIC GmbH has been a developer and manufacturer of high-quality technical compounds specialising in the field of polyamides. AKRO-PLASTIC offer you a broad range of both standardized and specialized compounds, as well as comprehensive knowledge about application-oriented use of polymers.
Our customers are multinational companies as well as small and medium-sized enterprises. But they all have high requirements. Therefore, we do more than just producing simple plastics. We are a service company constantly developing our own products and setting standards with both our certified quality management and our test lab.
AKRO-PLASTIC GmbH is a member of the Feddersen Group.


I drove up to Chicago this weekend to celebrate Emily and Stephen's engagement! It was a gorgeous day — so we drove over to Lake Michigan and took some celebratory engagement photos!
Stephen proposed while he and Emily were on vacation. Their vacation spot was also off Lake Michigan, but seven hours north. Stephen told me when he got down on one knee to propose, he had this whole speech written out.
However, Emily immediately started bawling (happy tears). He said he still tried to fit in some of the speech he worked so hard on, but realized it just wasn't going to work out because Emily was so excited and couldn't stop crying. Maybe he can save the speech for the wedding?
The ring is gorgeous — with a deep blue sapphire in the middle. Stephen really wants to tell Emily how much it cost, but she says she wants it to be kept a secret! The world just may never know — but it is stunning!
And, sometimes, I'd be trying to pose them — and this is what would happen. This is definitely not how I instructed them to stand! I'm not sure if they're going for a Rosie the Riveter vibe or what.
So, I just … let it happen. You're welcome, world.
Emily and Stephen are native Chicagoans. Emily loves everything about Chicago. So, when we found this backdrop around Montrose Beach — we had to hit it up. Emily can even tell you what the four stars on the Chicago flag mean!
A few photos on the dock never hurt anyone, right? We did at least make sure it was locked on our way out, though!
I had originally envisioned the two of them on a cute canoe on the water. Emily kept trying to tell me the water was just too choppy — but I didn't believe her until I actually saw it! Definitely better to just hang your toes over the edge!
Later that night, we all went out for drinks. At one point, Stephen was outside waiting for our Uber. Emily looked at me, and giddily declared, "I just feel like I found my person, you know? He loves me for me!" It was just too precious for me not to share!
Congratulations, Emily & Stephen! I can't wait to be there for your wedding!
Briana and Brian's Rustic Engagement Shoot!
When I first arrived for Briana and Brian's engagement shoot, I was met at the door with a grandma holding a shotgun. But more on that later!
Briana and Brian were winners from our free engagement shoot when I, Tatiana, first got hired on to work for Kansas City Photography!
Briana had a vision for her photos, so she and her fiancé Brian chose some gorgeous farmland out in Buckner for their location! It was beautiful for a rustic, country setting.
The farm is actually owned by her friends family, and that friend is also named Brianna.
When I arrived, the other Brianna's grandma came out with a shotgun. It wasn't pointed at me or anything, but I still wasn't sure if I should laugh at the sight, or turn around and make a run for it. I explained I was there for Briana's engagement shoot, and the grandma was in shock.
She told me she didn't realize her granddaughter was engaged.
I TOTALLY THOUGHT I SPILLED THE WEDDING BEANS ON ACCIDENT!
Thankfully, it was just a miscommunication (that I meant Briana and not her granddaughter Brianna) that resulted in a funny thing I could write about.
Briana wanted a sunset photoshoot. We recommend doing 5:30 – 6:30 p.m. range for sunset backgrounds because once it starts setting, it's not gonna wait on us to get to the next location! They are also using this antler for their "Save the Date" notice. So clever!
I couldn't get over how beautiful Briana's makeup was and then she told me she got it done from the same woman who does some of the Kansas City Chief's ladies makeup — Dani Jo Bell Makeup Artistry. Work that contour, girl!
Brian and Briana met as Bass Pro Shop about four years ago to the dot. Literally, their anniversary was a week ago!
He proposed in the kitchen while dancing and cooking because all his previous attempts were interrupted.
First, he tried to take Briana to the place they first kissed, then later wanted to ask on a hunting trip; but then Briana was too sick to go. Finally, he just couldn't wait any longer and asked her — right there in the kitchen!
I couldn't stop myself from asking Brain to get up on the silo for this shot. This farm was a photographer gold mine! It was worth the constant bug attacks, right?
Seriously, it really brings personality to the photos! Also, it's just really funny.
And it wouldn't be a photoshoot I did without a furry friend somewhere. This doggo was following me all over the farm! I think his name was Buddy.
I really wanted to take him home, but Eric would probably not be too happy.
He just wanted to wish Brian and Briana a happily ever after — as do we at Kansas City Photography!