So this post might be a smidge late, but, then again, you can make this any time and some still have turkey again for Christmas or other December Holiday dinners. I was speaking with the checkout person at my local grocery store when I was buying my 15lb. turkey a week ago. Cooking a whole turkey isn't always possible, cost effective, or even what some want. There might just be two of you, and you have no plans of eating FIFTEEN pounds of bird for the next few weeks, or yanking left over from the freezer for months on end. I don't mind.
This recipe/dinner idea came to me over the summer months and it works every time you get a hankering for turkey dinner. It's a limited amount of turkey and it won't overwhelm your freezer and menu forever. Not to mention, you can make a few of the sides you like, or more, or whatever in smaller packs (think muffin tins). Have you ever tried to do sides in a muffin tin? you can take a six cup tin and put two slots of stuffing, two slots of sweet potatoes, two rolls. If you have an eight cup that leaves you two slots for a dessert (like brownies, pie, muffins or cupcakes). Then you would roast your turkey on the side in a bath of turkey broth (so you can have some gravy too). Do your mashed potatoes on the side.
What you'll need for this dish is just one 9×9 glass bakeware. Two turkey cutlet breasts, a small bag of stuffing cubes, Bell's seasoning (or a home mix of sage and other spices), two eggs, turkey broth/stock (32 Oz), celery, onion, garlic, salt and pepper, butter, and Wondra fine flour powder for gravy.
32 Ounces of turkey stock (parted in 2 parts 20 for stuffing, 12 for gravy).
Bell's seasoning, salt and pepper.
Wash the turkey and set aside.
Chop your celery, garlic and onion. Transfer to fry pan with butter. cook until tender. Remove from heat.
Place stuffing cubes in a large bowl. Add Two eggs, 20 ounces of turkey stock, cooked celery, onion and garlic. Add Bell's Seasoning, salt and pepper to taste (about 1-2 tbsps of Bell's).
Put stuffing mix in 9 x 9 glass bakeware. Cook on 350 for 20 minutes.
Remove stuffing from oven, place raw turkey breasts on top. Season (with bells, garlic and onion powder, salt and pepper). Place back in oven and cook for an additional 25 minutes.
In a saucepan heat turkey stock, a 1/4 teaspoon of Bell's, dash of pepper, 1/4 teaspoon of garlic and 1/4 teaspoon of garlic powder.
Mix 1/4 cup of Wondra with enough water to make a thick soup. Slowly stir into boiling turkey stock until it thickens. You may or may not need the whole Wondra mixture.
On the side, you can prep mashed potatoes and vegetables, and even a Berry Mallow Yam Bake (which is a great dish to bring to any holiday pot luck party).
Enjoy, your turkey for two!
Just in time for the Holidays! Culinary K brings you a festive and fun, tasty pumpkin peanut butter dog treats made with human grade ingredients that can be made in the safety of your home. That's the best quality control ever!
This recipe is now a staple in my house. I keep pureed pumpkin on hand to make these awesome cookies for Miss Shagbottom. I've also figured out that you can replace 1/2 the pumpkin with apple to mix it up a bit. Thanks to Anita Chu of Dessert First!
The cool thing about these treats is that you can make them for special holidays so that your pooch doesn't feel left out of the holiday fun. We often make cutter cookies with fancy decorations that are just not very healthy for dogs, because they have too much sugar, might trigger a gluten allergy*, or contain forbidden foods like chocolate, macadamia nuts, walnuts, hazelnut, yeast or raisins.
Always check the ingredients of any food you might want to share with your pet. Onion is a common flavoring spice used in a lot of savory human foods. Dogs can't have that and aren't supposed to have garlic either because they come from the same family. Toxicity from everyday foods isn't the only fear faced by pet parents trying to do their dogs a favor. In more recent years, poisoning by sub-par ingredients and ingredients laced with deadly bacteria have become more frequent. With a little time and effort, you can save Fido that trip to the vet and make your own at home, where you know what is going into them, and the human grade ingredients are better regulated for safety.
*This recipe does use whole wheat flour, so gluten allergic dogs will need a viable sub.
The image is printable on a 8.5×11 sheet.
This past week I had sauerkraut for the first time. Yup. I am a German language student, and I haven't eaten sauerkraut, ever. I'm also of dutch ancestry…It never appealed to me (Stroopwafels, however, yum-eee). However, that said, certain influences have come into my life. I have been looking for different things to make for dinner. I love sausages and so I have been buying kielbasa. I have to keep beef at a minimum as it upsets my system terrible, so I get the turkey and pork mix. A couple of those and I've been peeking around the store for sauerkraut in a quest to satisfy my curiosity about this pickled dish.
I promised myself, back in my twenties, that I would not allow my childhood opinions of food stonewall my explorations of culinary delights. The truth is, your taste changes as you age. So, my deal is that I have to try something I didn't like every few years. It might be that I didn't like whatever it was because it was made with crappy ingredients, or something along those lines.
Back when I was a kid, I used to stay at my grandmother's house for babysitting or overnights. That meant eating dinner there sometimes. My grandmother, Ada, was Dutch and British. Her father was from Amsterdam. I'm not sure how German food came into the menu. I was too young to ask. My grandfather liked sauerkraut. That was either because it was what my grandmother cooked for him, or it was something he learned to like from his youth. I can't tell you if my great grandmother (his mother) cooked German cuisine–she was British.
Anyway, I distinctly remember a ham steak and sauerkraut and my nose turning up. Grandad smiled. He knew that a little kid wouldn't like that smelly old pickled cabbage. And, so, I didn't have to eat it. My family was always cool like that. They didn't make me or my brother do much of anything if we weren't having it. Protest was little needed. We were treated as adults in most respects. I think that has a lot to do with my excellent development.
Finally, my local grocery store put the sauerkraut where I could find it: right by the kielbasa. I snatched up the package and then took it home. I had no idea what I needed to do.
During the week, I looked over a couple of recipes and thought about what I could do to prepare it. I made Kielbasa and sauerkraut with zesty potato wedges.
What you'll need: sauerkraut package, favorite beer, saucepan, baking pan, cookie sheet, colander, two yellow potatoes, paprika, garlic, salt, pepper, parsley, oil.
Wash, peel and cut into chunks the two yellow potatoes.
Put 1/8 – 1/4 cup oil in a baking pan large enough to hold the pieces.
Sprinkle with salt, fresh cracked pepper, garlic powder, parsley and paprika.
Rinse sauerkraut in colander and drain by pressing with spoon.
Place sauerkraut in saucepan, cover with 1 bottle of your favorite beer.
Simmer sauerkraut for 30 – 40 minutes.
15-20 minutes before the above are done, lightly grease cookie sheet and place kielbasa on pan and bake. Flip half way through the heating process.
When done, plate the sauerkraut with a slice of kielbasa on top and a side of potatoes. It turned out great using Sierra Nevada Pale Ale. It's a light fresh tasting beer that lends itself well to the pickling.
Making plum sauce for a pork dish has been on my list for a while. Every time I have the best plums, or any plums at all, I completely forget, or I don't have pork to cook it with. My first experience with such a dish was at the illustrious Cinderella Castle restaurant in Disney, Cinderella's Royal Table.
Not too long ago, I purchased a plum steak sauce from Harry and David. It was really delicious, but it was store bought. It was smooth. It tasted great. Yet, I wasn't all that impressed. If you cooked it on the meat, it made it funny. That was a turn off.
So, last night, I took out the pork loin I had in my freezer and thought about making it with apples. Then I remembered that I had plums needing to be eaten. Finally! (Only 10 years later.) I looked at some suggestions online and in some books I have, but they were overly complicated for no reason.
What you'll need: 2 ripe black plums, ginger, cloves, cinnamon, vinegar, garlic, sea salt, water, sugar, honey, flour, saucepan, and food processor.
Wash, pit and slice plums. Puree 1 plum in the food processor. Add to saucepan. Combine with all other ingredients, EXCEPT flour.
Heat on low for ten minutes, stir in 1 TSP of flour. Simmer for five minutes and add remaining flour. Continue to simmer for another five minutes. The slices of plum should be tender.
Spoon over pork cut of your choice.
Hint: Prepare your pork without breading. gently rub with olive oil, sprinkle with salt, pepper, and garlic and dash of parsley. Roast on 375 for 25-30 minutes. Finish off on 425 for 5-7 minutes. This crisps the outside.
This isn't my recipe, and I'm going to link you to another page where you can find it. Thanks goes to Betsy Jabs for contributing this to DIY Natural. I agree with her that quality ingredients make a better tasting end result in every single recipe. My mother always baked from scratch. However, Bisquick was on the menu in our house–dumplings, drop biscuits, pancakes and waffles.
A couple of weeks ago I shared a pancake recipe. You can replace Bisquick in that and my beef stew recipes with this easy to make fresh alternative.
Reblog from DIY Natural – Betsy Jabs.
Use this baking mix in any recipe that calls for Bisquick.
Mix together dry ingredients in a large bowl (or pulse in a food processor).
Store in an airtight container in the refrigerator. Mixture will last several months. Makes about 7 cups.
Use your baking mix for simple homemade biscuits!
Continue reading on DIY Naturals.
Use this baking mix in any recipe that calls for Bisquick. Mixture will last several months. Use your baking mix for simple homemade biscuits!


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The National Review Invades Canada
By Chris Kelly
The National Review's cruise ship stops in Canada tomorrow -- for about a minute and a half -- and those passengers with the courage to go ashore should have a wonderful time. We have a tradition of hospitality to draft dodgers.
I don't truly expect anyone to disembark from the ms Noordam this Saturday night. That would involve curiosity. But it would be kind of interesting for the people who just spent three months shrieking about illegal immigration to see a country that will apparently let in just about anybody.
At least for a visit.
Still, even a gorgeous mosaic has to draw the line somewhere.
We're supposed to welcome Ramesh Ponnuru, Jay Nordlinger and Rich Lowry? Does any nation have that many couch cushions to smell?
John O'Sullivan? For six hours? What will the rest of us drink?
Vancouver's going to let Dick Morris wander around at will? Haven't the prostitutes suffered enough?
I hope Canada doesn't forget that it's all just for laughs. That the National Review isn't really a magazine at all, it's just a club where a certain kind of chin-challenged endomorph can sniff deeply of his own fingers and experiment with cruelty as a counterintuitive answer to everything.
(Touchingly, it's all paid for by small grants from America's largest corporations. The way Mobil used to sponsor Masterpiece Theatre.)
I hope Canada still doesn't have its back up about the National Review cover story that called the whole country "Wimps." Oh, wait, here it is.
That's the one where Jonah Goldberg wrote:
"A full-scale conquest is unnecessary; all Canada needs is to be slapped around a little bit, to be treated like a whining kid who's got to start acting like a man."
Of course, they didn't mean it when they ran it. Same goes for the cover line about "whiny and weak." They were just kidding around. Like when they said Saddam Hussein had WMDs.
The same goes for:
"But Canada is barely a functioning democracy at all: Its governmental structure, if described objectively, is far more similar to what we would expect in a corrupt African state with decades of one-party rule."
You have to take it in the spirit of fun. Like when I say that Jonah Goldberg fit right in, going to a girls' school, because he was born in a whorehouse. I'm just being provocative. But he really was born in a whorehouse.
Canada got sort of testy about the wimp-thing, back in 2002. But you have to give the National Review some credit. It takes a special type of balls to call a country cowards while you're killing its sons. Goldberg's goof ran the same year that an American F-16 dropped a laser-guided, 500-pound bomb near Kandahar, but even nearer to a unit of the Princess Patricia's Canadian Light Infantry, killing four of them, and injuring eight more.
The wimps had names. They were:
Cpl. Ainsworth Dyer
Pte. Richard Green
Sgt. Marc D. Leger
Pte. Nathan Smith
Suckers.
Or maybe that's what Goldberg meant by "slapped around."
I hope no one in Canada is still sore about something else Jonah Goldberg wrote:
"The Canadians have for a while now taken it upon themselves to be a "moral superpower," not a military superpower. The problem with this -- as is so often the case with groups, institutions, and even nations seeking to be the conscience of the world -- is that it leads to knee-jerk and cost-free preachiness rather than any attempt at real sacrifices... Its military, which used to punch well above its weight, is quite literally rusting through, and there are no plans to remedy that. In short, Canada has willfully forgotten that a nation which wants to be a moral superpower doesn't just say nice things, it does right things even at great cost..."
They have to understand he's just kidding around. (And that he doesn't know what the words "literally" or "rusting" mean, or he wouldn't apply them to an organization.) Even if he wasn't kidding, you'd still have to take your medicine, on the "real sacrifice" stuff, when it's coming from a man like Jonah Goldberg, who, although he didn't serve himself -- ever, anywhere, at any time -- did grow up in a broken home with a chain smoker.
In a whorehouse.
Thirteen thousand five hundred Canadians have served in Afghanistan. Canada has 2500 there, right now, from a country with one-tenth the population of the United States. The dead die. Four last month. Twenty-two this year.
No one on the National Review cruise wants to visit Canada. An obscure law, the Passenger Service Act of 1886, says they have to. The Act says a foreign-flagged ship making a roundtrip journey from a U.S. port has to stop in at least one other country. The Noordam is registered in the Netherlands. The National Review could have booked an American ship, but that would have cost more. What with all those messy rules about "safety" and "wages."
So they have to kill six hours in Victoria, Saturday night.
The Holland-America Line suggests that high tea can be taken at the Empress Hotel. (Not easily done, at night.) Or you can "stroll through the charming downtown that lives up to its British-flavored name with double-decker buses, turreted castles, fine British woolens and delicate china." (These shops, of course, will be closed.) "A coach-ride away, the Butchart Garden earns every superlative of its impeccable reputation for glorious blooms and redolent scents."
The Butchart Garden really is beautiful. But if you go just a few more miles, you can visit the Veterans Cemetery in Esquimalt. The golf course next door will be closed, but you can wander under the evergreens that line where it borders graveyard. The chapel is small, and plain, but the lanterns on the walls used to burn real whale oil. It's very quiet at night.
One of the newer graves, there, belongs to Bombardier Myles Stanley John Mansell. He lived in Victoria and was killed in Kandahar last year. He was 25. He was blown up by a roadside bomb. He's buried between his grandfathers.
At Myles Mansell's funeral, one of his uncles said, "In our hearts, he will always be home." Which isn't as hilarious as "Canada needs to be slapped around like a whining kid," but it's not bad.
"In our hearts, he will always be home."
I hope no one in Canada gets offended when people like Jonah Goldberg write ugly nonsense. They don't really mean it. They're just trying to be vile, as a substitute for how men might talk.
Writer, 'Real Time with Bill Maher'
This Blogger's Books and Other Items from...
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Tag Archives: hepatitis delta connect
Where Can I Order Hepatitis D Testing?
By Sierra Pellechio, Hepatitis Delta Connect Coordinator
Historically, testing for hepatitis D, also known as hepatitis delta or HDV, has been difficult to access and often not commercially available. With the rise in awareness about hepatitis B and D coinfection, more tests are beginning to be offered by multiple labs for clinicians in the United States looking to test their patients. Because hepatitis D can only infect people who also have hepatitis B, the Hepatitis B Foundation's medical director and leading hepatologist Dr. Robert Gish recommends testing all hepatitis B patients for hepatitis D. "Screening all hepatitis B patients will allow a better understanding of hepatitis D prevalence and its impact on outcomes and will identify patients who can be offered treatment within or outside clinical trials."
The first step in diagnosing a hepatitis D infection is the HDV antibody total (anti-HDV) test. Patients who have recovered from or are currently infected with hepatitis D will be positive for the anti-HDV and will present high titers in later stages of acute infection and persist in cases of chronic infection. If the HDV antibody total test is positive, it should be followed by the HDV RNA (PCR) test to confirm an active infection. If this test is negative, a current infection is unlikely.
Testing hepatitis B patients for hepatitis D is important because when people with hepatitis B are exposed to the hepatitis D virus, 90% will develop a chronic hepatitis D infection1. Coinfection will alter treatment and management plans, because antivirals effective on hepatitis B do not control hepatitis D2. While the standard treatment of interferon is less than 30% effective in controlling coinfection, there are new drugs in development. With two of these drugs set to enter phase 3 clinical trials in 2019, it is more important than ever to identify coinfected patients and connect patients into clinical trials.
Until recently, only the anti-HDV test was widely available in the United States. In February 2019, Quest Diagnostics began offering HDV RNA testing, making it easier for patients and their physicians to access this more detailed level of testing. A complete list of labs offering hepatitis D testing is below.
Providers can order HDV testing from:
Quest Diagnostics (US)
Tests Offered:
HDV Antibody Total
HDV Antibody IgM
HDV RNA
ARUP Laboratories (US)
HDV Antigen
Cambridge Biomedical (US, Limited States)
Mayo Clinic Laboratories (US)
Viracor (US)
Centers for Disease Control and Prevention (CDC) (US & International)
Disclaimer: This may not be a comprehensive list of all available labs offering hepatitis D testing.
Please note, if you are a patient in the U.S. and wish to be tested for hepatitis D, these tests must be ordered through a clinician.
It is very important for hepatitis B and D patients to be managed by a liver specialist who is familiar with managing coinfected patients. For assistance in locating a specialist near you, please visit our Physician Directory page. For additional questions, please visit www.hepdconnect.org, email connect@hepdconnect.org, or call our hotline at 215-489-4900.
Hooks, B., Billings, J., & Herrera, J. (2009). Hepatitis D Virus. Practical Gastroenterology.
2. Farci, P., & Anna Niro, G. (2018). Current and Future Management of Chronic Hepatitis D. Gastroenterology & hepatology, 14(6), 342-35
hep D testinghepatitis Dhepatitis D resourceshepatitis D testhepatitis deltahepatitis delta connect
Hepatitis B Diagnosis & Monitoring, Hepatitis B Treatment, Hepatitis Delta (HDV)
What New Treatments Are on the Horizon for Hepatitis B/D Coinfected Patients?
Although there are highly effective treatments available to manage hepatitis B, there are few available treatments for hepatitis D, and none are U.S. Food and Drug Administration (FDA) approved. Hepatitis D is the most severe form of viral hepatitis, and coinfection can accelerate liver damage and cause cirrhosis or liver cancer in as little as 5 years for some patients. Currently there is no approved drug for acute or chronic hepatitis B/D coinfection, but in trials pegylated interferon alpha has shown to be somewhat effective. By stimulating the body's immune system, around 25-30% of patients are able to suppress their hepatitis D viral load with weekly injections over 48 weeks. Emerging research is showing higher rates of effectiveness with prolonged interferon treatment beyond one year, but it can be difficult for patients to continue due to the physical and mental toll of interferon on the body. Antiviral medications that are proven effective against hepatitis B are sometimes prescribed along with interferon therapy for patients with a high hepatitis B viral load, but these have no effect on hepatitis D. It is urgent that more treatment options be developed for the millions of hepatitis B/D patients that are eagerly awaiting them.
The good news is that with renewed scientific interest, research and funding, eight new drugs are currently in development that offer hope for more treatment options in the coming years. Two drugs have even been granted special designations by the FDA and one by European Medicines Agency (EMA), paving the way for increased resources and funding for development. Due to recent advancements, the future looks hopeful, and within a few years it is likely there will be more treatment options available. Below is a chart that provides more information on these new drugs and their current clinical trial status.
Pegylated Interferon Lambda
Pegylated-interferon-lambda (PEG-IFN-λ) is a well-characterized, late-stage, first in class, type III interferon that stimulates cell-mediated immune responses that are critical for the development of host protection during viral infections. This drug has now been granted "Orphan Drug Designation" by the FDA, fast-tracking the development process.
Myrcludex B
This drug is an "entry inhibitor" that prevents the virus from entering into hepatocytes (liver cells) and has shown activity against the hepatitis B virus. It may also stop the development of a hepatitis D infection. A recent study showed promise for Myrcludex B when combined with PEG-INF in reducing hepatitis D viral levels. It has been granted PRIME Eligibility by the European Medicines Agency, a status that promotes support in development of drugs that serve an unmet medical need.
Currently used to lower cholesterol in the blood, Ezetimibe is being studied for effectiveness against hepatitis D. Ezetimibe possesses pharmacophore features to stop NTCP, the receptor required for hepatitis B and hepatitis D hepatocyte entry.
Lonafarnib
This drug works by targeting the protein assembly process, preventing the production of new virus particles. In a current clinical trial, Lonafarnib combined with Ritonavir has shown promise in reducing hepatitis D viral levels, and the FDA has granted it fast-track status since this class of drugs have been developed for the treatment of cancers and have been shown to be safe.
Rep 2139
This compound is known as a "Nucleic acid-based Amphipathic Polymer" (NAP) which prevents the release of hepatitis B surface antigen (HBsAg) from infected liver cells and is being evaluated for hepatitis D virus in combination with pegylated interferon (PEG IFN).
GI-18000
GI-18000 Tarmogen is being studied for its effectiveness in causing a T cell immune response against cells infected with Hepatitis D and thereby improving outcomes. The strategy is to identify molecular targets that distinguish diseased cells from normal cells and activate the immune system to selectively target and eliminate only the diseased cells.
ALN-HDV
This approach is being used for both the hepatitis B and hepatitis D virus to "silence" the viral RNA with compounds that interfere with and cause the destruction of the viral genome (e.g. stop replication of the virus).
As clinical trials progress, sites may open across the world that are enrolling hepatitis D patients. Keep checking here for an up-to-date list of all current clinical trials.
Click here for more information about the phases of the clinical trial process.
For more information about hepatitis B/D coinfection, please visit www.hepdconnect.org or email us at connect@hepdconnect.org.
hepatitis B treatmenthepatitis Dhepatitis D treatmenthepatitis deltahepatitis delta connecthepatitis treatment
Hepatitis B Diagnosis & Monitoring, Hepatitis Delta (HDV)
I Have Hepatitis B. Could I Also Be Infected with Hepatitis D?
Hepatitis delta, or hepatitis D, is an aggressive form of hepatitis that can only infect someone who is also infected with hepatitis B.
People can become infected with hepatitis B and hepatitis D from the same exposure, or people who are already infected with hepatitis B can later be infected with hepatitis D. Coinfection can promote more rapid progression to cirrhosis and liver cancer than being infected with hepatitis B alone and will require an altered treatment and management plan. Being aware could save your life!
Hepatitis D can be spread similarly to hepatitis B, through exposure to blood or bodily fluids of an infected person. People with hepatitis B are likely to develop a chronic hepatitis delta coinfection if they are exposed to the virus, making it important for you and your doctor to be aware of the signs of a coinfection.
Cues to suspect a coinfection:
You have chronic hepatitis B but are not responding to antiviral treatment, or you have signs of liver damage even though your viral load is low (HBV DNA below 2,000 IU/mL)
Note: Fatty liver disease (caused by obesity) and liver damage from alcohol or environmental toxins should be ruled out as causes of liver damage before testing for hepatitis D.
It is also important for hepatitis B patients who originate from Sub-Saharan Africa, China, Russia, the Middle East, Mongolia, Romania, Georgia, Turkey, Pakistan and the Amazonian River Basin to be tested for hepatitis D, where it is more common. Most of the time, patients do not have any signs or symptoms to let them know they are coinfected, so a simple blood test is the only way to know for sure! Talk to your liver specialist about testing at your next appointment.
Hepatitis Delta Connect is a dedicated program of the Hepatitis B Foundation aimed to provide information and support for those affected by hepatitis D. Please visit our website, www.hepdconnect.org for more information and follow us on Facebook, Twitter and Instagram to stay up to date on the latest hepatitis D news! If you are a patient or provider and have questions or concerns, please email us at connect@hepdconnect.org.
Check out our previous posts about hepatitis D here, here, and here.
could I be infected with hepatitis D?hep Dhep deltahepatitis Dhepatitis d diagnosishepatitis deltahepatitis delta connecthepatitis delta virus
Hepatitis B Foundation Launches Education Initiative for People Coinfected with Hepatitis B and D
October 26, 2016 hepbtalk	2 Comments
By Sierra Pellechio
The Hepatitis B Foundation is excited to launch the Hepatitis Delta Connect program to provide education and resources for patients and families affected by hepatitis D, the most aggressive form of viral hepatitis. Hepatitis D infection requires the presence of the hepatitis B surface antigen (HBsAg), so only people already infected with hepatitis B can become infected with hepatitis D.
There is a large gap in knowledge and awareness about this virus, and the foundation is working to provide easily-accessible information and support to those in need.
Because the hepatitis D virus (HDV) is acquired only if a hepatitis B infection is present, it can be effectively prevented through hepatitis B vaccination. While hepatitis D is not common in the United States, worldwide it affects 15-20 million people.
Areas with the highest rates of hepatitis D infection rate include China, Russia, the Middle East, Mongolia, Romania, Georgia, Turkey, Pakistan, Africa and the Amazonian river basin. It is transmitted through direct contact with infected blood and bodily fluids, and most commonly affects high-risk groups such as intravenous drug users, men who have sex with men or have multiple sexual partners, and people emigrating from countries where hepatitis D is common.
Hepatitis D can be acquired either through coinfection (becoming infected with hepatitis D and B at the same time) or a super-infection (becoming infected with hepatitis D after a person has hepatitis B). A coinfection generally resolves spontaneously after about six months, but it can sometimes result in life-threatening or fatal liver failure. Like hepatitis B, hepatitis D may not present with any symptoms, so getting a simple blood test is the only way to know if you are infected.
Treatment options are limited, but pegylated interferon has shown some effectiveness in a small percentage of patients (less than 30 percent). The good news is that there are five promising drugs currently in clinical trials. Visit our HDV Drug Watch and Clinical Trials page for more information about these drugs. We at the Hepatitis B Foundation appreciate the support of Eiger Biopharmaceuticals to help launch this valuable patient-focused program.
Hepatitis D is a complicated virus, and for this reason, it is very important for patients to find a knowledgeable liver specialist (or hepatologist) who can provide the best care and management.
The most important message for those living with hepatitis B is to get a simple blood test to find out if they have hepatitis D if they believe they are at risk. There are promising new treatments that could help prevent the serious complications related to a hepatitis B and D coinfection.
As the coordinator of Hepatitis Delta Connect, I am thrilled about this opportunity to help create a resource for patients who are living with hepatitis D. My experience in health literacy and community outreach blend with my commitment to support those in need, allowing me to promote the project in ways that will help raise the visibility of hepatitis D and let the 15-20 million infected people know that they are not alone.
In addition to our website, please email questions to connect@hepdconnect.org follow us on Facebook, Twitter and Instagram (@hepdconnect) to join the global conversation. We look forward to hearing from you.
co-infectionEiger Biopharmaceuticalshepatitis Dhepatitis delta connect


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A Look At The AAC
The UH/AAC Report: a high scoring week, some teams stay hot while others cool
Jermaine Every
Oct 9, 2019, 5:55 am
UH Football/Facebook
Week six in the AAC was pretty high scoring. Five teams scored more than 30 points, with four of them scoring more than 40 and one scoring more than 50. Let's take a closer look at what transpired:
UH was off, but there's still news
Even though the Coogs were off, there was a bit of news that came down. Graduate transfer offensive lineman Justin Murphy has apparently quit the team. He started four games this year: three at right guard and one at right tackle. It's yet to be seen how true the report from GoCoogs.com has any truth or other sources to back it up. So for now, we'll assume it's true.
Other key results
Cincinnati 27, UCF 24: The Bearcats handed the Golden Knights their second loss of the season, and bumped them from the top 25 rankings while taking a spot on the rankings themselves.
SMU 43, Tulsa 37: SMU stayed undefeated with triple overtime win over the Tulsa. No one saw the lowly Golden Hurricanes giving the ranked, undefeated Mustangs this much trouble. SMU is 6-0 for the first time since 1982.
Tulane 42, Army 33: Tulane held off the Army rushing attack for a strong win improving to 4-1 on the season. What's most impressive is they beat Army with a rushing yardage differential of +131.
Cincinnati Defense: I said last week that UCF would have a tough time with this defense on the road. While they gave up 423 yards of offense, they also forced four turnovers that helped them win the game.
Kenneth Gainwell, RB, Memphis: Talk about an appropriate name! He rushed for 209 yards on 14 carries and two touchdowns in a 52-33 win over ULM.
Tulane Offense: The Green Wave had four guys rush for 50 or more yards and a touchdown in their win over Army. This contributed heavily to their +131 rushing yardage differential.
Games to watch this week
Memphis @ Temple
Cincinnati @ Houston
Navy @ Tulsa
Players to watch this week
Kenneth Gainwell, Memphis: Gainwell leads a rushing attack that averages 214.4 yards a game going against a defense the gives up 125.6 yards a game on the ground.
Desmond Ridder, Cincinnati: I expect Ridder to have a big game against the porous UH defense as the 4-1 Bearcats look to build off their big win over UCF.
Tulsa Defense: The Golden Hurricanes are average against the run. Navy excels in their triple option attack. This will be the deciding factor in this matchup.
A powerful ally has emerged to fight for the future of Watson & the Texans
SportsMap Staff
Stephen A. and Max debate the top 3 trade destinations for Deshaun Watson
Turns out real Texans puppet master may not be Jack Easterby after all
SportsMap Emails
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BUYER'S REMORSE?
How the media in New York could make Rockets fans feel better
Ken Hoffman
The media has mixed feelings about the James Harden trade. Photo by Mike Ehrmann/Getty Images
James Harden was 100-percent exactly right earlier this week when he said the Houston Rockets were "just not good enough."
How could they be? Not when their moody superstar scorer, who makes about half a million dollars per game, shows up chubby, looking like a kielbasa about to explode in the microwave. Hey, some people eat when they're unhappy, it's a defense mechanism. In Harden's case, the only defense he's exhibited this season. At least he had a good excuse for missing pre-season training camp and alienating his teammates - he was busy partying with Cinnamon and Cherish in Atlanta and Vegas without a mask. Worst of all, he went into the tank his last four games in a Rockets uniform, standing around, arms folded, scoring fewer than 20 points each time, all Rockets losses. Fans in the front row were asking him to move, he was blocking their view of players who cared about winning. James Harden sabotaged his own team, a team that offered him $50 million a year to stay. Something that crazy could only happen in professional sports these days.
There's a saying that drives the American labor movement: "a fair day's wage for a fair day's work." It's the motto of the American Federation of Labor. The National Basketball Players Association is not a member. Harden's sulking on the court, cheating the Rockets and their fans, was unforgivable.
Harden, sitting out games while somehow being on the court, forced the Rockets to trade him - and quick - to Brooklyn. The trade, when you ignore the fine print and unindicted co-conspirators Cleveland and Indiana, sent Harden to Brooklyn in exchange for Caris LeVert (immediately flipped for Victor Oladipo), Jarrett Allen, three first-round draft picks and four swapped first-rounders. It's true, when you trade a superstar, you never get back equal value. The other team wins.
If it makes Rockets fans feel any better, the media in New York already has problems with their new problem child. I should say newest problem child. Kyrie Irving plays for the Nets.
"They (the Nets) gave up everybody! There's nothing left now. I just want to cry, It's awful," weeped WFAN Radio talk host Evan Roberts. For those who don't subscribe to weekly Arbitron ratings reports, WFAN is the most powerful, top-rated sports talk station in the Apple.
"You're leading down the road of doom. Harden and Durant could be gone in a year and a half. I'm not convinced this gives them a better chance to win a title. I'm living a nightmare again. They better freaking win."
Circle March 3 on your Rockets schedule. That's when the Brooklyn Nets, with their Big 3 of Kevin Durant, James Harden and possibly Kyrie Irving visit Toyota Center. I hear talk radio salivating over the record jeers that will cascade over Harden's name, although I'm not buying it. Fans don't think like the media does. I'm thinking that Rockets fans will welcome Harden back - one night only - with cheers.
Toyota Center public address announcer Matt Thomas: "Usually when former Rockets come to town for the first time since leaving, I give them a positive introduction. It's up to the fans how to react."
James Harden spent eight seasons with the Rockets. He is a spectacular player who watched other NBA players engineer trades so they could compete for a title. Harden didn't think the Rockets were good enough, and he's right. So he wanted out. We've all been there, a job we didn't like for a company we didn't like, for a boss we didn't respect. Harden wanting to be traded is understandable. How he went about it was deplorable. He hurt his co-workers.
Houston will make Harden pay for his disrespectful departure. He has an upscale restaurant set to open here. The name of the steakhouse will be "13." Harden's business partners may want to change that number ... before the restaurant's telephone number is disconnected. There are plenty of other restaurants in Houston. Rich people who can afford steakhouse prices hold grudges.
Rockets fans searching for a silver lining say, "We got two decent players and a whole bunch of precious first-round picks" for a malcontent who would rather be anywhere (except maybe Sacramento) than Houston." Yes, a bunch of first-round picks does bode well for the future. Anywhere, except maybe Houston.
Houston's draft war room isn't the most successful operation in the NBA. Over the past decade prior to 2000, under the direction of general manager Daryl Morey, the Rockets made 16 draft picks. Not one of them is still in a Rockets uniform, many of them have sought employment outside of America, some outside of basketball. Among their first-round whiffs: Nikola Mirotic, Terrence Jones, Sam Dekker - all out of the league. Best of all, Royce White, who played three whole games in his NBA career and finished with a scoring average of 0.00 points per game.
Examining the Harden trade and everything that led up to it ... ›
What the next chapter looks like for a Harden-less Rockets ... ›
Reaction to James Harden being traded on ESPN Houston ... ›
Blockbuster trade sends James Harden to the Nets - SportsMap ›
houston rockets nba james harden james harden trade rockets


There's no shortage of Insta-worthy Modernist decor to be found at Savona 18 Suites, an attractive boutique sleep in Milan – the culture-rich city that takes its role as the centre of Italian fashion extremely seriously. Housed in a historic building that was cleverly converted by esteemed architect and designer Aldo Cibic, it has all the elements of a smart and stylish stay: statement-making contemporary suites with state-of-the-art amenities, a gorgeous inner courtyard for anytime lounging, and a funky-looking café for breakfasts, lunches, drinks and snacks.
Most favourably, this sophisticated little gem is the ideal base for exploring Navigli – the historic neighbourhood celebrated for its art galleries, bars, restaurants, one-off design shops, and two canals (Naviglio Grande and Naviglio Pavese). You'll also be within easy distance of most of Milan's heavy-hitting sights, including Santa Maria delle Grazie for Leonardo da Vinci's The Last Supper, the Royal Palace of Milan for classic and contemporary art exhibitions, and the Quadrilatero d'Oro for innumerable flagships by most of the world's major fashion houses.
Please note that a city tax of €5 per person, per night is payable at the hotel upon check-out.


Hi all, I used to get my VWs serviced at VW Platinum in St Johns but I believe they have now gone. Looking for someone who is good value and can do a great job. I am also needing a cambelt change. Not sure if anything else needing to be done/checked on these cars as not a technical person. I do not use the DSG as I just use auto, although I should probably try as probably a lot of fun. Cars done 120k. Any recommendations please.
Have booked the car in with Qualitat European in Penrose. Quoted $1,250 inc gst for cambelt and water pump change etc and either $275 for std service or $700 for a full blown 100/120k service. I had also got a quote from another generic garage for $1,350 for the cambelt/water pump change so assume this is the going rate for quality workmanship?


Oriel y parc Cafe is open from 9.30am to 4.30pm seven days a week.
Food is served until 3pm and a selection of coffees, teas and cakes are served until 4.15pm.
For further information please contact Serena, Grant or Sarah on 01437 721512 or email: serena.orielyparc@btinternet.com.


Hello my lovelies! Where did the weekend go? I swear that just a few hours ago it was Friday. I'm not very happy that it's Monday, but at least I'm done with work today and it wasn't that bad. It's finally time for me to show you another blue manicure. I swear I have no idea how I got the idea of making water bubbles on my nails. It was there and I went with it. Take a look!
I started with a very subtle gradient using 3 colors. I used OPI My Boyfriend Scales Walls as a base and then near the cuticle. The other two shades are Illamasqua Caress and Barry M Huckleberry from the Gelly Hi-Shine collection. The difference between them is really subtle but that created an even better gradient.
I used acrylic paints and a thin nail art brush to freehand the bubbles. I know that some of them don't look that great but I was in a hurry. I did want them to look like cartoon bubbles though and I think I achieved that effect. I really need to do more freehand manicures because I enjoy it a lot.
This manicure was quite fun to wear. I hope you like it too! Don't forget that you can check out the rest of this month's Monday Blues in the links below!


18 long-stemmed soft pastel pink roses in our signature gift box. A symbol of beauty, gentleness and grace, these roses are grown in the Ecuadorian mountains and measure 65cm.
Elegant, gentle and visually stunning, our arrangement of 18 pink roses makes for a soft, gorgeous and delicate display of love. Our roses are picked at just the right time and handled with the utmost care.
Pastel pink roses have a lovely, light and weightless appearance and create a sense of calm and serenity, which make them an ideal gift for special events or for friends going through difficult times. They look magnificent when displayed in the home, and are also a popular choice for baby showers and high teas. An arrangement of 18 flowers also expresses wishes of health and youthfulness.


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Ireland Goes Boldly on to the Mountain
A decade ago parenting programs were not in fashion. It was commonplace to talk about the effects of family breakdown or the problems of single mothers, but relatively few people were paying much serious attention to what parents did or to how parenting behaviors could be changed with children's health and development in mind. Not so today: many jurisdictions are awash with programs, most of them of doubtful value.
The Incredible Years is a case apart. It was developed by Carolyn Webster-Stratton twenty years before most of today's plethora of programs were dreamed up, and it is now among the most successful and widely applied in the world.
The Incredible Years is often represented as a construction of eight building blocks. At the base are five modules designed for children at successive stages of development, infancy, preschool, early years and the first years of formal education. At the next level are two more that involve children directly and seek to improve their social, emotional and cognitive competencies. The eighth block is focused on teachers, providing skills to manage difficult behavior and a curriculum that encourages emotional self-regulation.
The catalyst for this weeks series of articles on The Incredible Years is a conference today in Dublin when the Minister for Children, Barry Andrews TD, launches the implementation and rigorous evaluation of Carolyn Webster-Stratton's program in the Republic of Ireland as part of a broader commitment to prevention and early intervention. The initiative is being led by Margaret Maher, Director of a new NGO called Archways that has been set up to shelter The Incredible Years in Ireland.
Keynote speaker Judy Hutchings almost single-handedly showed the UK Government how its flagship prevention program Sure Start, floundering elsewhere, could be made successful. She put The Incredible Years, already a proven model, at the heart of Sure Start in Wales. She then led an experimental evaluation that demonstrated impact on children's health and development.
After covering her contribution tomorrow, on Wednesday we profile the program's originator Carolyn Webster-Stratton. On Thursday we turn to an experiment led by Stephen Scott, Director of Research at the new National Academy for Parenting Practitioners in London. Before spearheading this new initiative Scott led an experimental evaluation of The Incredible Years in four London mental health services. He found it had clear benefits and that it cost no more than conventional and unproven interventions to run.
The week is rounded off by a conversation between Carolyn Webster-Stratton and Judy Hutchings about the future of The Incredible Years in particular and parenting programs in general. Huge steps forward have been made in the last few years but they have depended on the guile, determination and rigor of pioneers in the handful of countries that take prevention seriously.
The challenge moving forward is twofold. For all the success of The Incredible Years and the only other proven parenting model, Triple-P, most policy makers and practitioners have yet to get to base camp when thinking about improving parenting.
At the the bottom of the mountain is a stony cutter of parenting interventions, all of them unproven. Some are stray fragments The Incredible Years and Triple-P thrown together. In the worst cases they owe nothing at all to the years of work of Webster-Stratton or pioneers in the field such as Albert Bandura and Jerry Patterson.
Base camp is the place for the rigorous implementation and evaluation of proven models like The Incredible Years and Triple-P. It should be possible to share ideas here and openly disseminate the results.
Further up the mountain there is much uncharted territory. How do we make parenting programs as routinely valuable and unobtrusive as ante natal services? How do we help parents encourage desirable behavior while responding sensitively to their children's needs? Such is the focus of all the stories in Prevention Action this week.
Bibliography: Prevention Action. 2008. Online publication managed by the Dartington Social Research Unit. Preventionaction.org.
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Alternative drive systems in Buses of Daimler AG – Part II
Hybrid, gas and hydrogen drive: New concepts for low to zero emissions
Since 2000 the Canadian bus manufacturer Orion has been a group member company. Since 1997, Orion, together with BAE Systems, has been advancing the development of the diesel-electric drive and is now the world's leading maker of hybrid buses.
As in the case of the Cito – and unlike the hybrid Sprinter – the 260 hp six-liter diesel does not serve Orion as a drive engine, but, by means of a generator, produces electricity which is then available for the electric drive. By feeding the braking energy back into the batteries mounted on the roof, as much as 45 percent fuel can be saved compared with a normal diesel bus. At the same time it goes easy on the brake linings. The energy recuperation system is particularly well suited for stop-and-go traffic in downtown areas, where normally a great deal of energy is wasted due to frequent braking.
After testing ten vehicles, New York City Transit bought 125 hybrid buses in 2001, and two years later ordered another 200 and thoroughly compared them with an equal number of natural gas and diesel buses. The result of the study, conducted from September 2004 through May 2005, was convincing. With regard to emissions, but also energy consumption, acceleration and useful life, the hybrid bus wins by a mile against the competitors. The hybrid drive cuts the nitrogen oxide emissions by 40 percent and the particulate emissions (thanks to a particulate trap) by as much as 90 percent.
Low-emission drive systems: Orion bus with hybrid drive system
New York City Transit was impressed and promptly ordered 500 more vehicles, which were to be followed by another 389 units. Toronto, too, has ordered 150 hybrid buses, another 56 units are going to San Francisco, and in each case there is an option for follow-up orders. A special advantage of the Orion VII HybriDrive is its use of well-tried, robust components. However, the dual drive with lithium-ion batteries makes itself felt in the price.
Orion VII Next Generation diesel-electric hybrid transit bus
Experimenting with the flywheel: The gyro drive
A mechanical alternative to the battery which utilizes braking energy too is the so-called gyro drive. Originally the gyro bus was developed in the early 1950s by the Oerlikon engineering works in Switzerland and presented at the German Transportation Expo in Munich in 1953 in combination with an electric drive motor, as alternative to the trolleybus. A hydrogen-filled housing contained a flywheel which was wound up with the aid of electric energy. For this purpose the bus had to be docked onto a "charging" station for two minutes, enabling it then to travel up to six kilometers; the flywheel supplied the electric traction motor with energy via a generator.
In contrast, the gyro drive which Daimler-Benz studied in the late 1970s with grants from the German Federal Ministry for Research and Technology and in cooperation with Bosch, MAN and several university institutes involved a combination of flywheel and diesel engine. An O 305 standard regular service bus and two minibus variants with large, high windows served as test vehicles.
The flywheel stored the braking energy and the excess output of the diesel engine not required for drive purposes. Diesel engine and flywheel worked together, electronically controlled, to achieve optimum system efficiency. This enabled the vehicles to make do with a smaller diesel engine than usual. For short distances – for example in pedestrian malls or routes through tunnels – the flywheel, noiseless and emission-free, could take over to drive the vehicle alone.
Mercedes-Benz City Bus prototype, based on the 307 D, with eco-friendly gyro drive, 1980.
The 17-seat city bus was fitted with a 65 hp diesel engine. The flywheel weighed 115 kilograms and took up 750 Wh of energy. By means of two electric motors, connected by power collecting gears, and a four-speed power shift transmission, the flywheel gave energy back to the drive unit. In the O 305, by contrast, four hydraulic motors transferred the energy from the flywheel to the drive unit. With 1500 Wh and a weight of 226 kilograms the gyro drive was designed with twice the power of the city bus. The diesel engine developed 130 hp.
At the time of testing, the gyro drive had the advantage over the lead battery of a much smaller weight and a longer life. However, its capacity was not nearly as high that of efficient batteries. With the diesel engine switched off, the gyro bus only managed a distance of around 1000 meters, including starting off twice at bus stops. Larger flywheels would have required too much space. The gyro drive could not compete with new, lighter battery types like the zebra battery, the nickel-metal hydride battery or the lithium-ion battery.
The Olympic approach: First tests with natural gas in 1971
As the 1972 Olympics approached, commercial vehicle manufacturers were involved in a neck-and-neck race to develop new, environment-friendly drive systems whose effectiveness had not been proven in the least. "We refer to articles published recently about the development of natural gas engines by MAN," we read in a letter of commercial vehicle and engine designers Rubi, Hartmann and Müller-Berner to Daimler-Benz Development Chief Hans Scherenberg dated July 23, 1971. "They report on a new development proposed by MAN involving the use of liquefied natural gas for vehicle drive systems."
The engineers learned from a telephone conversation with the MAN engineering department that the news about the reduction of nitrogen oxide emissions by up to 80 percent came from American publications. "Unlike MAN, which has not carried out any tests to date, for the past several weeks we have a gas engine running on a test stand on compressed natural gas. We have not managed as yet to beat the emission figures of a diesel engine, which are a great deal better than those of the comparable gasoline-powered four-stroke engine."
Just six days later a meeting took place with two representatives of Munich's municipal authorities after it became known, again through the press, that the local public transport operators there had begun to convert a few vehicles to a liquefied petroleum gas drive system (propane-butane mixture). An internal memo recorded the results of the meeting: "Operation on propane/butane is viewed in Munich only as a temporary solution and is to be superseded in the medium term by liquefied natural gas."
Finally, on November 26, the press department suggested going public with the Mercedes-Benz natural gas bus after newspapers and television again had reported about forthcoming tests at MAN and about a liquid gas tank truck that was supposed to deliver the fuel for the propane-butane buses. The natural gas bus was to be presented to a "small group of ten to 15 commercial vehicle journalists" and then demonstrated before running television cameras. For after all, Daimler-Benz "currently is the only company that can immediately come out with a ready-to-operate natural gas bus."
Test bus of 1971: The six-cylinder spark-ignition engine of the Mercedes-Benz OG 305 operated on natural gas – with very low pollutant emissions.
Soot- and irritant-free: The OG 305 natural gas bus
A press release dated May 31, 1972, described the first natural gas-powered bus: "This natural gas bus has the advantage of low-noise, low-odor combustion, and its exhaust emissions are almost entirely free of irritants and soot. However, this environment-friendly design requires making certain concessions. As natural gas only can be carried along in liquid form in the vehicle, thermally insulated tanks that permit a storage temperature of minus 162°C for natural gas had to be developed. In the OG 305 they are arranged underfloor and naturally result in a considerable increase in weight."
The four insulated tanks made by Linde held 286 liters of natural gas, enough for a range of 400 kilometers. Depending on pressure state, the tanks emitted the natural gas in a liquid or gaseous state of aggregation. If the pressure were to exceed 4.2 bar at some point, two pressure relief valves blew the gas off into the open air. The system, tested by the German technical inspection authority (TÜV), was licensed for road use without reservations. The engine relied on spark ignition. It was a modified six-cylinder, model M 407 hG, with a compression ratio of 1:11, an output of 172 hp and maximum torque of 677 Nm.
The press release remarked in detail on the emission figures: "Today the Mercedes-Benz natural gas engine undercuts the limits for hydrocarbons and nitrogen oxides by more than 20 percent and gives off only a twelfth of the permissible carbon monoxide gas. As natural gas contains no lead and sulfur compounds, this engine cannot produce any such pollutant emissions. However, the price for these advantages is higher operating costs." Hans Scherenberg also came to a rather skeptical assessment in 1977: "Since natural gas is not available in adequate quantities in our country, realization of this drive system does not appear very feasible here. But it may be very interesting for other countries."
Compressed natural gas (CNG): New beginning in Australia
One problem faced by the first natural gas bus in the 1970s was that sufficiently light and strong containers which could carry the methane gas in compressed form were not available at the time, so that the only practical option was to use liquefied gas cooled to a temperature of minus 161°C and carried in heavy gas cylinders. Of course, this increased the vehicle's unladen weight, and 40 percent of the primary energy was lost in the liquefaction process.
It was not until the mid-1980s that safe, practical containers for compressed natural gas at a pressure of 200 bar became available. Daimler-Benz then tested three liquefied petroleum gas (LPG) buses and two natural gas (CNG) buses based on the O 305 in the Australian city of Perth. In Brazil, the further development of ethanol-fired spark-ignition engines for use with compressed natural gas began a short time later.
Three-way catalytic converter and lambda control: The O 405 N 2 natural gas bus goes into production in 1994
In 1994 the first Mercedes-Benz buses with natural gas drive went into production. They were low-floor solo buses of type O 405 N 2, which were soon followed by articulated buses, interurban buses, and finally standard buses. The M 447 hG engines were based on the corresponding six-cylinder diesel units which were fitted with an ignition system, three-way catalytic converter and lambda control and undercut the EURO II emission limits by more than 50 percent. Major orders were placed by Hanover and Mannheim, Greiz and Mühlhausen in Thuringia. A total of 216 units were produced at the Mannheim plant; more than half of them saw service in Germany. And 351 low-entry chassis of model O 405 NH were built for Australia.
O 405 low-floor bus with natural gas drive.
Natural gas Citaro: Major order for Expo in Hanover
A generation change fell due at the turn of the millennium. Since then the new Citaro model has been providing the basis for Mercedes-Benz natural gas buses. From here on advanced turbocharged and intercooled engines of type M 447 hLAG featuring improved efficiency were used. Fitted with an oxidation catalyst as standard, they met the then current EURO II standard.
In time for Expo 2000 the Mercedes-Benz plant received the biggest contract to date for natural gas buses in Germany: Hanover's Uestra local public transport service ordered 56 vehicles, 40 solo buses and 16 articulated buses. Their exterior and interior was the work of designer James Irvine: a special silver and green body with a raised, rounded roof which concealed the gas cylinders.
The Citaro urban bus has formed the basis for Mercedes-Benz natural gas buses since the start of the new millenium.
Clean combustion, but hard to handle: Hydrogen as a source of energy
From the very beginning of alternative drive system development in the late 1960s, Daimler-Benz had an eye on hydrogen as a possible source of energy for the future. Hydrogen has only about 25 percent of the energy density of conventional fuels. On the other hand, no harmful emissions whatsoever are produced during combustion: hydrogen reacts with the oxygen in the atmosphere to form pure water.
The first problem to solve in using hydrogen to power vehicles was that of storage. High-pressure tanks or storage in liquefied form could not be realized for use in vehicles back then. For one thing, the strictest safety precautions had to be observed since in the event of an accident the hydrogen could combine with atmospheric oxygen to create an explosive mixture. Adequately safe storage tanks to achieve even small ranges would have been extremely heavy. Cooling to minus 253°C, on the other hand, would have required an unreasonably large input of energy.
So in 1967 Daimler-Benz awarded a research contract to the Geneva-based Battelle Institute to develop a titanium hydride storage system suitable for vehicle drive purposes. Storage in the form of attaching the hydrogen to metal hydrides (adsorption) was the only safe variant for a vehicle drive system at that time. Initial results were recorded in the minutes of the technical meeting of November 13, 1967:
By adding nickel to the titanium, hydrogen adsorption is achieved and activation energy retired.
In the tests to date, several hundred mA/cm² could be achieved at a constant voltage of 0.83 V.
To date, 1500 discharge and recharge cycles have been performed with an air electrode.
The system still operates without restrictions at minus 20°C.
The energy density of the titanium hydride storage system is about 150 Wh/kg, i.e. it is about five times higher than that of a normal lead battery.
Titanium and nickel today cost around DM 10 per kg, so that should make the price of the base material quite interesting.
The cost per installed kW is about DM 150–200 for the titanium hydride storage system, DM 600–800 for the normal lead battery.
In 1975 it was finally ready: at the Frankfurt International Motor Show, Daimler-Benz introduced the world's first hydrogen-powered minibus with a hydride storage tank. From practical testing of the vehicle the developers gained further valuable insights which were incorporated in the design of a new hydrogen minibus two years later.
Hydrogen-propelled city bus: Modified gasoline engine and TN chassis
At the 1977 Frankfurt Motor Show, Daimler-Benz presented the new city bus with hydrogen drive system. The basis was a vehicle from the new "Bremen" model series on a TN chassis. The modified gasoline engine developed 60 hp. Its range was 200 kilometers with tanks weighing 200 kilograms. "Since hydrogen operation must begin in conurbations for reasons of supply, we started with the city bus project on the basis of Mercedes-Benz vans," a press release stated.
"Hydrogen - Drive System of the Future" is the title of an information sheet distributed at the 1977 Frankfurt Motor Show to explain the project: "With the limited availability of petroleum reserves in mind, Daimler-Benz investigates possibilities for the use of alternative fuels. In this context, hydrogen, together with the use of suitable metal hydride storage tanks, which have supplanted the previously known both voluminous and dangerous storage options (high-pressure cylinders and liquid hydrogen), gains increased importance. These hydride storage units, whose development is furthered by the Federal Ministry for Research and Technology, contain special metal alloys which absorb hydrogen and give off heat as they do. Waste heat from the engine then releases the hydrogen again for use in the drive system."
An ingenious feature of the new city bus was that it integrated the heat produced during hydrogen adsorption and the heat required to release the hydrogen into a complex heat management system which made use of the waste heat of the engine, and also incorporated the heating and air conditioning system of the vehicle. For test purposes, five different hydride tanks were installed in the vehicle. They were based on the materials titanium/iron and magnesium/nickel and operated either as high-temperature accumulators at temperatures of 250 to 300°C, or as low-temperature hydrides between 80 and 90°C: "Fundamentally, various methods of releasing hydrogen are possible: using the engine coolant, the engine exhaust gases, or the heat contained in the air of the passenger compartment. This opens up interesting opportunities for vehicle climate control, heat recovery and exhaust gas cooling."
A 1979 brochure shows an again modified vehicle with a 78-hp engine and now three hydride storage tanks, a 55 kilogram magnesium2-nickel tank and two titanium-iron tanks weighing 93 and 98 kilograms, respectively. Insulation included, the total weight of all three storage units added up to 400 kilograms. The gasoline equivalent of the stored hydrogen quantity of 5.5 kilograms was 20.5 liters.
Mercedes-Benz City Bus: eco-friendly hydrogen drive, 1979.
A diagram explains the layout: The waste-gas-heated high-temperature hydride tank also serves as a stationary heater that delivers an output of eight to nine kilowatts. A downstream low-temperature hydride tank utilizes the residual heat of the exhaust flow. Another low-temperature hydride tank is connected to a heat exchanger and serves also as a cooling unit of the air conditioner, delivering three to four kilowatts.
"In a hydrogen drive system (sponsored by the Federal Ministry for Research and Technology) with a hydride storage tank, a large part of the engine heat is accumulated in the hydride when the hydrogen is extracted," the brochure explains. "At the hydrogen filling station, this stored energy is recovered when the storage unit is recharged. Measurements by Daimler-Benz show that as much as 80 percent of the energy in the exhaust gas of a hydrogen-burning engine can be reused."
The first fuel cell bus: NEBUS
Three years after the New Electric Car, Daimler-Benz was already able to present a New Electric Bus (NEBUS). It was an O 405 N low-floor urban production bus furnished with ten stacks of 150 fuel cells each, located at the rear, which together developed 250 kilowatts. In terms of volume, a 25-kilowatt stack had more than five times the power of the system in NECAR 1. A large cooling unit on the roof protected the power plant from overheating. The drive system made use of wheel hub motors, the same as in the articulated and interurban buses operating at the time.
NEBUS, O 405 N city bus with fuell-cell drive, 1997.
Thanks to the many years of development work on natural gas buses, safe high-pressure tanks for the hydrogen were meanwhile available. Seven 150-liter cylinders were placed on the roof of the NEBUS. They were made of aluminum with a casing of carbon-fiber-reinforced plastic, and each transported three kilograms of hydrogen compressed to 300 bar. On one tank filling of 21 kilograms of hydrogen, the bus could travel 250 kilometers. The top speed was 80 km/h.
The NEBUS attracted much attention and spurred on competitors to acquaint themselves in more detail with the fuel cell technology. The NEBUS operated in regular scheduled service for a few weeks in Oslo, Hamburg, Lisbon, Melbourne, Perth, Sacramento and Mexico City.
Two-year field test: 30 fuel-cell Citaro as part of the CUTE project
In October 2002 DaimlerChrysler presented the next generation of the fuel-cell bus. In 2003, 30 Citaro low-floor buses began a two-year practical test in ten European cities, sponsored by the European Union within the framework of the CUTE project (Clean Urban Transit for Europe). In some respects the fuel-cell Citaro even was a step back behind the NEBUS. There was no more talk of wheel hub motors; the power was transferred by a conventional six-speed transmission. But the point was to test the fuel cell technology, so it made little sense to simultaneously take likewise little tested and still unreliable components on board: in all its parts except for the drive system proper, the fuel-cell bus corresponded as far as possible to a conventional urban bus.
With over 90 percent availability, the fuel cell drive performs better than expected in practice.
Two approximately 80 x 60 x 60 centimeter stacks with 980 fuel cells each were accommodated on the bus roof this time. They each developed 125 kilowatts and powered a central 225 kilowatt asynchronous motor. The consistently high torque made itself felt in a positive way for hill starts: 1027 Nm were already available at 500 rpm and rose to 1045 Nm at 1000 rpm. The use of carbon fiber in the casing permitted raising the pressure in the hydrogen storage tank cylinders to 350 bar. Nine 200-liter cylinders were arranged on the forward section of the roof and stored a total of 43 kilograms of hydrogen, adequate for a range of 200 to 300 kilometers.
On the occasion of the 2003 UITP Congress in Madrid, the first trio of buses took the start. Hamburg, Stuttgart, Amsterdam, Barcelona, London, Luxembourg, Porto, Stockholm and Reykjavik followed. One aim was to test the fuel cell drive system under practical conditions which differed as much as possible: from the flat-as-a-pancake downtown parts of Amsterdam and Hamburg to the hills of Stuttgart and Luxembourg, but also from the summer heat of Madrid to the Icelandic winter. Before the two-year test was over, Perth in Australia joined it with three vehicles; in 2005 Beijing followed suit. When the two-year testing period was complete, each of the ten participating cities had gained an average of about 7,000 operating hours or 100,000 kilometers of practical experience.
Special attention was paid in the test to the production of the hydrogen, by means of steam reformer or electrolysis, because the energy balance and lifecycle assessment for the drive system can be conclusively determined only on the basis of the complete system. If the bus operates free of emissions, but the production of the hydrogen consumes all the more energy and simultaneously gives rise to high emissions, then little has been gained in the end. In some cities the hydrogen was produced in distributed fashion, which led to unexpected technical difficulties in Stuttgart, for example. With central production, on the other hand, additional energy was lost during the subsequent transport to the hydrogen filling station.
First Mercedes-Benz Citaro regular-service bus with fuel cell drive is running in Madrid.
At the end of the two-year test, one thing was certain: with an availability rate of more than 90 percent the fuel cell drive system had given a better account of itself than expected. The new technology was extremely well received by local public transport operators, drivers and passengers so that seven cities promptly extended the test by another year. Hamburg even bought the vehicles from Stockholm and Stuttgart and now operates nine fuel-cell buses.
However, the fuel-cell bus is still far from being able to compete with the conventional diesel bus. The cost price of a single vehicle was 1.25 million euros. Despite its surprisingly good performance, the service life of the fuel cell is still far less than that of a diesel engine. The consumption of the test buses ranged between 15 and 30 kilograms of hydrogen per 100 traveled kilometers, the equivalent of the consumption of 50 to 100 liters of diesel fuel (diesel has a higher gross calorific value).
Unless service life and efficiency are enhanced significantly and the price is reduced at the same time, the new technology consequently will not be able to keep up with conventional drive systems. Moreover, considering the additional weight of the fuel-cell Citaro – some three tons – there is still major potential for reducing weight. Further development will therefore necessarily focus on the reduction of cost, weight and consumption, as well as on efficient energy management.
Finally, the definitive energy balance and lifecycle assessment for the drive system have not even been computed yet. It may make sense to operate emission-free locally, and the efficiency of the fuel cell itself is distinctly higher than that of an internal combustion engine. But if, for instance, more energy is lost during the production of hydrogen from natural gas than in the combustion of that gas in a natural gas engine, then little will be gained. And hydrogen production through electrolysis will in the end only help to protect the environment if the electricity required for electrolysis is generated from renewables like wind, water or solar energy.
Of course, questions like this cannot be answered in theory, but only through practical testing. Bearing this in mind, the large-scale test with the Citaro fuel-cell buses has furnished the most comprehensive data material so far.
Alcohol in the tank: Methanol drive with energy recovery
In addition to gasoline, diesel fuel, natural gas and liquefied petroleum gas, there are other fuels basically suitable for use in vehicular drive systems. Owing to the different properties of the fuels, modifications to the engines are necessary in each specific case. As a matter of principle, alcohols like methanol and ethanol can basically also be used in the diesel engine, however their lower gross calorific value, the higher heat of vaporization and the required higher cooling performance constitute definite system drawbacks.
In a standard bus with methanol drive system introduced in 1981, Daimler-Benz took advantage of the heat of the coolant and methanol's low boiling point of 65°C and, instead of the diesel engine, used a modified M 407 hG natural gas engine, many of whose parts were identical with a normal 11.5-liter production diesel. After a short preheating period of about two minutes before a cold start, the heat of the coolant sufficed to vaporize the methanol for use in the gas engine. Considering the short stops in urban regular service operation, any further warm-up usually was unnecessary.
Methanol operation and energy recuperation: The Mercedes-Benz O 305 test city bus on the test track in Stuttgart-Untertürkheim (1981). The vehicle was also tested in regular service.
With this configuration the circle was squared, as it were, and the methanol engine came close to a diesel direct injection unit in the utilization of energy. A diesel bus converted to methanol operation in June 1981 took up operation one month later in Auckland, New Zealand, as the world's first methanol-powered public service bus. In early 1982 another methanol bus followed, going into practical operation with the Berlin local public transport service BVG. In May of the same year, a third methanol bus, a double-decker, went into service in Pretoria, South Africa. After two years of regular service and mileage of 100,000 kilometers, the Berlin methanol bus had given an extraordinarily good account of itself. It operated quietly, with low emissions, in particular with practically no particulate emissions, and impressed the drivers with its acceleration characteristics and its flexibility. As a result, BVG put seven more methanol buses into service in 1985. Methanol could be produced from natural gas or coal, but also from organic wastes, and was therefore considered a possible alternative fuel. The problem is not just the engine conversion, but even more so the provision of adequate fuel quantities and the establishment of a dedicated infrastructure for the fuel.
Prospects for the future: Alternative drive systems more important than ever
Which alternative drive gets preference at which point in time depends on various factors: on the availability of the particular fuel, on legal requirements and tax privileges, on the state of the art of each system, and on the emotive issues of the environmental debate. By now there are diesel engines which with the right aftertreatment meet the EEV standards no less than natural gas engines do. And the question arises whether it makes any sense at all to fix increasingly lower limits for nitrogen oxide and particulate emissions where there are so many old vehicles which emit many times these emissions.
There are essentially two reasons that call for doing further research on alternative drive systems. One is that the supply of fossil energy sources is limited. The mathematical models for computing the range of these stocks differ and are influenced by the discovery of new reserves as well as by the additional consumption caused by new, rapidly growing economies. All the same, at the end of this century at least petroleum production, and perhaps also natural gas production, will have passed its zenith. Continuing to ensure mobility therefore means keeping a lookout for new drive system alternatives.
Daimler-on provides first fuel cell buses in Germany at Hamburger Hochbahn AG.
Moreover, we increasingly see that along with the emissions on which attention has centered to date the handling of the greenhouse gas CO2 will play a more and more important role in future. But carbon dioxide emissions can only be reduced on balance if, instead of fossil fuels, renewable sources of energy, so-called BTL (biomass-to-liquid) fuels, are used, since the growing of the plants binds exactly the amount of CO2 which is released afterwards during combustion.
Along with biodiesel from rape seed oil, which, however, will never be available in adequate quantities, ethanol and methanol are possibilities which again could become attractive. Making this unlikely – leaving aside special cases like Brazil and recently Sweden – is that a special filling station system would have to be built up, which would be economically viable probably only in very few countries. The same can be said about other possible fuels such as dimethyl ether.
In addition, synthetic diesel oil manufactured from lumber industry and agricultural wastes soon will be available on a larger scale. Daimler AG has been working in this field together with the Choren company, Freiberg, since 2002. Before long, Choren will be manufacturing this fuel, known by the brand name SunDiesel, on a large scale. Like biodiesel, synthetic diesel fuel does not require the development of separate engines, but can be admixed with conventional diesel or used alone in a normal diesel engine. There is no need for a separate infrastructure.
Of course, at the present time no one can say whether in the long run enough fuel will be on hand to replace the fossil sources of energy. It would therefore be ill-considered to refrain from investigating other possible solutions, and Daimler AG as world market leader has a special responsibility in this respect. If we succeed in manufacturing enough hydrogen by electrolysis with regenerative electricity, then the fuel cell indeed may have a great future in store for it.
However, the hopes raised by the rapid progress from NECAR 1 to NEBUS and through to NECAR 5 meanwhile have given way to a certain disillusionment. Fundamentally, a conclusive energy balance and lifecycle assessment must consider the overall system. The vision of new bus transport systems of the 1970s unexpectedly gains present-day relevance here.
Finally, we see that it is precisely the synergies from the development of different systems that lead to new solutions. The fuel-cell buses benefited from the development of new high-pressure tanks which had previously been used in natural gas buses. To make the fuel cell drive system fit for production, it would have to be integrated into an uncompromising energy management system of the kind developed in the area of hybrid drives.
Mercedes-Benz Citaro G Bluetec Hybrid
At the same time, new storage systems like the lithium-ion battery and the fuel cell enter into a competition whose outcome is undecided yet. Future developments consequently will depend not least of all on whether we consistently pursue all possible options further and, where indicated, develop new solutions from their combination.
Photos and text:
gedruckt am 29.01.2020 - 23:06
http://www.omnibusarchiv.de/include.php?path=content&contentid=445


Contributed by Clarke Cribb on Dec 12th, 2016.
White Mulberries. License: All Rights Reserved.
The Navigator is a quarterly newsletter for St. Katharine Docks, London. Its purpose is to encapulate the spirit and culture of the docks. The fonts used inject character, elegance and sophistication into the St. Katharine Docks brand.
Photo: Clarke Cribb. License: All Rights Reserved. Artwork by Clarke Cribb.


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Home/article/15-year-old fangirl of BTS passed away due to bone cancer before going to their concert
15-year-old fangirl of BTS passed away due to bone cancer before going to their concert
tuleconghoa1January 23, 2019Last Updated: August 14, 2021
A Vietnamese fangirl of BTS passed away due to bone cancer before coming to BTS' concert whose ticket she bought.
On January 19, the mother of K.L (15 years old, living in Hanoi, Vietnam) wrote a heartfelt letter to her daughter on her SNS. The letter was then spread rapidly on many social networking forums and received great sympathy from everyone.
"My daughter, please fly with the 7 guys that you love. Go to Singapore to meet them to please your heart, daughter. I know you have been waiting for this day for a very long time, honey. Until today had you counted it every day. Until the last day, you still tried to stand up to exercise, to be able to meet the people you love. I know that in the past 3 years, they are a great motivation for you to overcome the disease.
Especially Jungkook, who you and I talked about every day, I even called him my son-in-law. Every time you heard me say that you became so happy. Once you are there, play happily, honey. Buy things you like. Buy things that I hadn't been able to buy for you even though it was close to your flight. I will send you a lot of money.
So buy all the things you like, don't save up. I know you usually save money for me. But for the first time, do what you like, honey. I love you so much, I miss you so much … And here I send the story you hadn't been able to finish about your life and Jungkook. Please continue writing the rest there. "
As known, K.L passed away on December 20, 2018. The 15-year-old is a fan of the Korean boy band BTS and especially loves member Jungkook of the group. On her mother's personal SNS, she constantly shared moments with her daughter and the process of overcoming the illness of this strong girl.
K.L is a fan of BTS.
Because of love and passion for the group, K.L had tried so hard. The family helped K.L to fulfill her dream of going to Singapore to watch BTS' concert on January 19. But sadly, after the procedure was completed, K.L suddenly left when the wish was not yet fulfilled.
Her mother's words made many people cry. Although K.L had left, she shared her photos every day, confided to her in grief. This sentiment has received sympathy from netizens, and especially fans of BTS.
Some fans sent condolences about K.L's case
Because of that, the story of K.L has spread widely. Many people also shared the news, wishing BTS' fans to let the members in the group know about the case of L. This made her mother very touched and gave her sincere thanks to the fans.
"I hope you stay up there without any pain nor torment, what you haven't done yet, please save it. Thank you for being an Army, loving Jungkook and falling in love with Bangtan. People will always remember you, "said a touched netizen.
"Looking at how she had always been strong for the past years. Your mother, family and burning dreams will always stand by your side. Really admire and thank you very much. I hope K.L's family soon overcome this pain, "another netizen shared.
K.L will not suffer the pain of illness anymore and hopefully her family will soon overcome this great pain.
Source: Saostar
BTS BTS Jungkook
Naver Webtoon's "7FATES: CHAKHO" hits 15 million views, proving BTS' power
SM's ace girl group broke a record of BTS only 18 days into their debut


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Q: How do i completely delete file (image) I'm trying to delete an image from my gallery:
 file.delete()

and the file was not completely deleted - when I check if the file exists:
 file.exists()

It return false but if I get into the gallery I can see that instead the image there is an empty image (like an error). But if I restarting my device the image completely delete!
so my question is: How can I refresh the gallery?

A: I work in my computer,there is not this problem,when i use file.delete(), the file can be completely deleted. And my environment is jdk 1.7_0_51. so i think it's maybe a version error

redpajama_set_name: RedPajamaStackExchange


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Ralph G. Giordano
POPULAR CULTURE/ AMERICAN STUDIES
Pop Goes the Decade: The Fifties
by Ralph G. Giordano
With Essay Contributions by Matthew R. Giordano, Jeff Benjamin, and Omar Swartz
Social Dancing in America: Fair Terpsichore to the Ghost Dance 1607 to 1900
Trace the history and cultural development of American social dancing from 1607 through 1900.
Social Dancing in America: Lindy Hop to Hip Hop 1901 to 2000
Trace the history and cultural development of American social dancing throughout the 20th century.
Fun and Games in Twentieth Century America: A Historical Guide to Leisure
This book traces the historical development of leisure time through the 20th Century and how American culture has intertwined with leisure time.
Architecture / American History
The Architectural Ideology of Thomas Jefferson
McFarland & Company 2012
American History / Architecture
AMERICAN CULTURAL HISTORY
Country & Western Dance
A History of Country & Western Dance from Western Swing to the Two Step
Satan in the Dance Hall: The Rev. John Roach Straton, Social Dancing, and Morality in 1920s New York City
Purchase the book at ScarecrowPress.com (click this link)
"Thank you for the interesting book. I enjoyed reading about Mr. Straton, whom I had never heard of." Michael Pollak, The New York Times
The New York Times Sunday February 14, 2010
Quoted in The New York Times Sunday, February 14, 2010
"Dancing in the Street, "
By MICHAEL POLLAK
METROPOLITAN Section p. 8
• Describes a huge cultural phenomenon focusing on the debate about the morality of social dancing. (Foreword Reviews, January 2009)
• This is a book of amazing revelations, leaving no doubt that jazz culture was more threatening than punk. (Djhistory.Com, Fall 2009)
• An in-depth examination of the clash between morality and modernism in New York City in the 1920s. (Zentralblatt für Geologie und Paläontologie, March 2009)
"Read your book, nicely done . . . insightful, probing and well researched; a very good read." Carl J. Sabatino, American Songbook Radio RadioASB.com
Chapter Previews at GOOGLE Book Search (Click this Link)
For the historical influence of the book, you can read the article "Satan in the Dance Hall" written by Gregory Mason in H.L. Mencken's
American Mercury Magazine May to August 1924
1924 Article "Satan in the Dance Hall"
Satan in the Dance Hall explores the overwhelming popularity of social dancing and its close relationship to America's rapidly changing society in the 1920s. The book focuses on the fiercely contested debate over the morality of social dancing in New York City, led by moral reformers and religious leaders like Rev. John Roach Straton. Fed by the firm belief that dancing was the leading cause of immorality in New York, Straton and his followers succeeded in enacting municipal regulations on social dancing and moral conduct within the more than 750 public dance halls in New York City.
Ralph G. Giordano conveys an easy to read and full picture of life in the Jazz Age, incorporating important events and personalities such as the Flu Epidemic, the Scopes Monkey Trial, Prohibition, Flappers, Gangsters, Texas Guinan, and Charles Lindbergh, while simultaneously describing how social dancing was a hugely prominent cultural phenomenon, one closely intertwined with nearly every aspect of American society from the Great War to the Great Depression. With a bibliography, an index, and over 35 photos, Satan in the Dance Hall presents an interdisciplinary study of social dancing in New York City throughout the decade.
Review: George M. Eberhart American Library Association C&RL News, March 2009, Vol. 70, No. 3
Satan in the Dance Hall, by Ralph G. Giordano (247 pages, November 2008), is an in-depth examination of the clash between morality and modernism in New York City in the 1920s. Although the focus is primarily on the long-forgotten crusade of Calvary Baptist Church preacher Rev. John Roach Straton against social dancing in public dance halls, Giordano's wide-ranging cultural survey encompasses the Spanish flu epidemic, Prohibition, the flapper image, jazz, the Scopes trial, eugenics, and the influence of the Ku Klux Klan. Unlike its flamboyant portrayal in cinema, the 1920s Jazz Age was a morally restrictive era characterized by a rise in fundamentalism. Just as Jerry Falwell blamed the 9/11 terrorist attacks on New York secularism, Straton saw God's hand in the 1906 San Francisco earthquake and predicted New York's doom in 1929 "like that of the wicked cities of the past unless the city mends its ways." $49.95. Scarecrow. 978-0-8108-6146-6.
George M. Eberhart is senior editor of American Libraries, e-mail: geberhart@ala.org
http://crln.acrl.org/content/70/4/244.full.pdf
Review: Alex Moore, Book Review Editor, ForeWord Magazine, January 21, 2009.
Social Science. SATAN IN THE DANCE HALL: REV. JOHN ROACH STRATON, SOCIAL DANCING, AND MORALITY IN 1920'S NEW YORK CITY by Ralph G. Giordano (Scarecrow Press, b/w photographs, 304 pages, softcover, $49.95, 978-0-8108-6146-6): professor of history and American studies at the College of Staten Island, City University of New York, and author of Social Dancing in America describes a huge cultural phenomenon focusing on the debate about the morality of social dancing; includes pictures of famed dancing couple Vernon and Irene Castle, Uldine Utley, the "Girl Evangelist," and the Hippodrome Theater near Times Square.
http://www.forewordmagazine.com/ftw/ftwarchives.aspx?id=20090121.htm
Rudolph Valentino dances the Tango in the movie "The Four Horsemen of the Apocalypse" (1921).
Cover images, Left: Rev. John Roach Straton, Middle: Satan claiming a dancing couple. The illustration is from Thomas A. Faulkner's "From the Ballroom to Hell." Right: New York Mayor Jimmy Walker and Betty Compton.
Satan in the Dance Hall: Rev. John Roach Straton, Social Dancing, and Morality in 1920s New York City
Ralph G. Giordano, Scarecrow Press 2008 –
ISBN 0-313-33756-X (304 pages – Soft cover)
Satan in the dance hall about to claim a young woman and her social dancing partner for condemnation to hell and appears in Thomas A. Faulkner's From the Ball-Room to Hell, 1920 edition, page 11.


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