Emmanuel Ladouceur was on the bottom floor of a three-story building with his family when a 7.0 magnitude earthquake struck Haiti last January. A goalkeeper for a local soccer team, Ladouceur lost his parents when the building collapsed, and only he and his sister survived. After the loss of his left arm in the quake, he is determined to continue playing the sport.
The Austin Police Department is facing its fifth spike in the number of murders committed during the past 15 years — despite an overall drop in the violent crime rate.
The city launched eCheckbook, an online database of city expenditures, on its website Friday. Residents can browse the eCheckbook by city department or spending category, and city staff will update it every Monday.
Roller coasters, cornucopias and giant armadillos constructed out of 19,000 cans of food to feed the hungry line the halls of Barton Creek Square Mall.
As the sun rose Sunday morning, members of a local homeless advocacy group read the names of 168 homeless men and women who died in Austin this year, and mourners hung origami birds on the Tree of Remembrance on Town Lake.
Three new restaurants will debut next spring in the space where Follett's Intellectual Property bookstore once stood on the corner of 24th and Guadalupe streets. The space will host The Coffee Bean & Tea Leaf, Qdoba Mexican Grill and Noodles & Company.
Deadlines have ruled attorney Robert Icenhauer-Ramirez's life for the past 31 years. From completing doctoral assignments to writing briefs, the lawyer has become an expert in time management. He spends his spare time in the courtroom reading about history.
An electrical fault caused a fire in a North Campus apartment near Dean Keeton Street and Harris Park Avenue on Wednesday, displacing one woman and killing her cat.
A woman died Monday after a man shot her outside an East Austin establishment over the weekend.
Leander police charged and arrested former Austin Police Officer Leonardo Quintana on Tuesday for misdemeanors, said Wayne Vincent, Austin Police Association president.


text:
namespace base {
class FilePath;
}

// This file declares path keys for the chromeos module.  These can be used with
// the PathService to access various special directories and files.

namespace chromeos {

enum {
  PATH_START = 7000,

  FILE_DEFAULT_APP_ORDER,       // Full path to the json file that defines the
                                // default app order.
  DIR_USER_POLICY_KEYS,         // Directory where the session_manager stores
                                // the user policy keys.
  FILE_OWNER_KEY,               // Full path to the owner key file.
  FILE_INSTALL_ATTRIBUTES,      // Full path to the install attributes file.
  FILE_UPTIME,                  // Full path to the file via which the kernel
                                // exposes the current device uptime.
  FILE_UPDATE_REBOOT_NEEDED_UPTIME,  // Full path to a file in which Chrome can
                                     // store the uptime at which an update
                                     // became necessary. The file should be
                                     // cleared on boot.
  DIR_DEVICE_LOCAL_ACCOUNT_EXTENSIONS,  // Directory under which a cache of
                                        // force-installed extensions is
                                        // maintained for each device-local
                                        // account.
  DIR_DEVICE_LOCAL_ACCOUNT_EXTERNAL_DATA,  // Directory where external data
                                           // referenced by policies is cached
                                           // for device-local accounts.
  DIR_DEVICE_LOCAL_ACCOUNT_COMPONENT_POLICY,  // Directory where policy for
                                              // components is stored for
                                              // device-local accounts.
                                              // Currently this is used for
                                              // policy for extensions.
  PATH_END
};

// Call once to register the provider for the path keys defined above.
CHROMEOS_EXPORT void RegisterPathProvider();

// Overrides some of the paths listed above so that those files can be used
// when not running on ChromeOS. The stubs files will be relative to
// |stubs_dir|. It is not valid to call this when running on ChromeOS.
CHROMEOS_EXPORT void RegisterStubPathOverrides(const base::FilePath& stubs_dir);

}  // namespace chromeos

#endif  // CHROMEOS_CHROMEOS_PATHS_H_

redpajama_set_name: RedPajamaGithub


text:
Fuel Cell Train To Be Tested In The Netherlands
The title of this post, is the same as that of this article on Railway Gazette.
This is the introductory paragraph.
A Coradia iLint hydrogen fuel-cell multiple-unit is to be tested on the Groningen – Leeuwarden line after an agreement was signed at the Klimaattop Noord NL climate summit by manufacturer Alstom, the province of Groningen, local operator Arriva, infrastructure manager ProRail and energy company Engie.
You can get a flavour of some of the Dutch railways in the area from The Train Station At The Northern End Of The Netherlands.
Hydrogen powered trains are also part of the future plans for the use of hydrogen, which I wrote about in The Dutch Plan For Hydrogen.
The Railway Gazette article gives more details on how they will be introducing low carbon trains in the network around Groningen and the wider Netherlands.
These general points are made.
The Netherlands has nearly a thousand kilometres of lines without electrification.
Alstom has forty-one orders for their hydrogen-powered Coradia iLints.
They will also be refurbishing the 51 Stadler GTW trains in the area.
The main improvement, is that they will be fitted with batteries to handle regenerative braking and cut their carbon footprint.
The Railway Gazette article also says this.
A further 18 new Stadler Wink trainsets have been ordered which will be able use overhead electrification or hydrotreated vegetable oil fuel, with batteries for regenerated braking energy. These will be designed so that their engines can be replaced with larger batteries when the planned 1·5 kV DC discontinuous electrification of the routes is completed.
The Stadler Wink appears to be the another train from the Flirt family, which is the successor to the GTW.
The Dutch seem to be moving very firmly towards a zero-carbon railway in the North.
Collateral Benefits For The UK
What areas of the UK would be ideal places to adopt a similar philosophy to that which the Dutch are using in the North of the Netherlands?
I think they will be areas, where there are lots of zero carbon electricity, railways without electrification and terrain that's not to challenging.
These areas come to mind.
Far North and North East Scotland.
The only electrification in these areas is the main lines to Norwich and Cambridge in East Anglia.
All areas have Gigawatts of offshore wind farms either operating or under development.
Vivarail are proposing to run battery-electric trains between Wick and Turso, as I wrote about in Is This The Most Unusual Idea For A New Railway Service in The UK?
With the exception of East Yorkshire, the train operating company is Abellio, who are Dutch railways, by another name.
East Anglia is already using Stadler Flirt Class 755 trains, that can be fitted with batteries.
I also believe that Hitachi will soon be providing battery-electric versions of their AT300 trains. I wrote about this in Thoughts On The Next Generation Of Hitachi High Speed Trains.
Battery electric AT300 trains could provide long distance services to the areas I listed.
What is happening in the North of the Netherlands, will be watched with interest in the UK.
November 2, 2019 Posted by AnonW | Transport	| Abellio, Battery/Electric Trains, Class 755 Train, Class AT-300 Train, Coradia iLint, Hydrogen-Powered Trains, Stadler Flirt, Stadler GTW, Stadler Wink, The Netherlands | Leave a comment
North Sea Wind Power Hub
I have just found the web site for the North Sea Wind Power Hub.
The Aim
This introductory paragraph details the aim of the project.
A coordinated roll-out of North Sea Wind Power Hubs facilitates an accelerated deployment of large scale offshore wind in the North Sea required to support realizing the Paris Agreements target in time, with minimum environmental impact and at the lowest cost for society (urgency & cost savings), while maintaining security of supply.
There is a lot to read on the site, however this article on the Daily Mail gives a good summary with lots of drsawings.
This is the sub-headline.
The world's biggest wind farm? 'Crazy' artificial power island in the North Sea that could supply renewable energy to 80 million people in Europe is set to open in 2027.
Crazy comes from this paragraph of the article.
In an interview at the time, Torben Glar Nielsen, Energinet's technical director, told the Independent: 'Maybe it sounds a bit crazy and science fiction-like but an island on Dogger Bank could make the wind power of the future a lot cheaper and more effective.'
Another quote sums up the engineering problems as the Dutch sea it.
Addressing the engineering challenge ahead, Mr Van der Hage said: 'Is it difficult? In the Netherlands, when we see a piece of water we want to build islands or land. We've been doing that for centuries. That is not the biggest challenge.'
Having spoken to one of the engineers, who planned and developed the Dutch sea defences after the floods of the 1950s, I'll agree with that statement.
September 21, 2019 Posted by AnonW | World	| Energy, North Sea Wind Power Hub, The Netherlands, Wind Power | Leave a comment
The Dutch Plan For Hydrogen
I have cut this out of The Train Station At The Northern End Of The Netherlands, so don't read if if you've read it before.
Searching Google for hydrogen around Groningen, I found this document on the Internet, which is entitled Green Hydrogen Economy In The Northern Netherlands.
It is a fascinating read about what you can do with hydrogen generated from wind and biomass.
This is a sentence from the document.
Large scale green hydrogen product.ion together with harbor transport and storage facilities will be located at Eemshaven, with green chemicals production in Delfzijl
It is an ambitious statement.
Eemshaven
It also appears that Eemshaven will be the main connection point for electricity from offshore wind farms. This is said.
In the Eemshaven an offshore electricity cable from Norway, the NorNed cable with a capacity of 700 MW, comes on land. The Cobra cable, with a capacity of 700 MW, from Denmark is foreseen to connect at the Eemshaven to the onshore grid. The Gemini wind farm is connected to the grid in the Eemshaven with a capacity of 600 MW. Within 10 years it is foreseen that another 4.000 MW offshore wind will have their electricity cable to the Eemshaven.
Does all this explain, the building of a station at Eemshaven? Delfzijl station was built in 1883 and has its own connection to Groningen.
The following proposed actions are from the document
Build A 1,000 MW Electrolysis Plant
This is an extract from the of the document.
A 1.000 MW electrolysis plant that runs 8.000 hours a year, uses 8 billion kWh and 1,5 million m3 pure water to produce 160 million kg Hydrogen. A reverse osmosis plant has to produce the 1.5 million m3 pure water, using sea water or surface water as input. If an electricity price of 2‐2,5 €ct/kWh and a total investment between 500 million and 1 billion Euro with a 10 year life time is assumed, a green hydrogen cost price around 2‐3 €/kg will be the result. This is about competitive with present hydrogen prices, produced from natural gas by steam reforming.
How much energy is contained in a Kg of hydrogen?
This page on IdealHY says the following.
Hydrogen is an excellent energy carrier with respect to weight. 1 kg of hydrogen contains 33.33 kWh of usable energy, whereas petrol and diesel only hold about 12 kWh/kg.
At three euros for a kilogram of hydrogen, that works out at nine euro cents for a kWh.
Build A 1000 MW Biomass Gasification Plant
The title is a section in the document and this is an extract from the section.
Green hydrogen can be produced by electrolysis using green electricity, but can be produced also from biomass via gasification. Biomass gasifiers use solid biomass as an input and deliver a green syngas, a mixture of hydrogen, carbon‐monoxide (CO) and carbon‐dioxide (CO2), and char as an output. The CO could be used, together with water (H2O), to produce extra hydrogen. The resulting products from biomass gasification are green hydrogen and CO2. However, from CO2 and green hydrogen every chemical product could be produced. Therefore, the combination of green hydrogen and CO2 or green syngas creates the opportunity for a fully green chemical industry in the Northern Netherlands.
The process is still being developed. My first question, is can you use animal manure as a feedstock? It should be noted that The Netherlands used to have a very large and smelly manure problem.
Offshore Hydrogen Production From Far Offshore Wind Farms
Offshore wind farms produce electricity which can be brought onshore via an electricity cable. Such an offshore electricity cable is expensive. The farther offshore the wind farm is located the more expensive the electricity cable cost. At the North Sea, an alternative solution for these wind farms is to convert the electricity into hydrogen at an existing oil/gas platform and to transport this hydrogen eventually mixed with gas via an existing gas pipeline. Onshore the hydrogen is separated from the natural gas and cleaned to be transported via pipeline, ship or truck to the markets.
I think that the technology and existing infrastructure could be made to work successfully.
Europe has over fifty years experience of handling offshore gas networks.
Recent developments have seen the emergence of floating wind turbines.
Would it be easier to refurbish redundant gas platforms and use them to collect electricity and create hydrogen, rather than demolish them?
Hydrogen is only produced when the wind blows.
There is no need to store electricity and we've been storing gas since the Victorians.
There will be problems, like the integrity of an ageing pipeline, but I suspect that the expertise to solve them exists.
Will there be a North Sea, where every part has a large wind farm?
Note that the Hornsea Wind Farm has an area of 1830 square miles and could generate around 6 GW, when fully developed.You could fit 120 wind farms of this size into the North Sea. Even if only a small proportion could be developed, a sizeable amount of hydrogen could be produced.
A Market For 300,000‐tonnes Green Methanol + 300,000‐tonnes Green Ammonia
Hydrogen (H2) and Carbon‐dioxide (CO2) can be used in chemical processes to produce a wide variety of chemical products. Two of the main building blocks in chemistry are methanol and ammonia. Methanol can be produced from H2 and CO2. Ammonia is produced from H2 and nitrogen (N2), captured from the air.
Wind power and biomass have been used tp create the basic chemicals for the petro-chemical industry.
The Construction Of Green Hydrogen Fuel Cell Balanced Data Centres
Google builds a very large data center in the Eemshaven, see picture below. The reasons for Google to choose for the Eemshaven are the existence of an offshore data cable, enough space and green electricity. Google as well as other companies that install and operate data centers wants to run on green electricity. Therefore, Google has signed a power purchase agreement with Eneco to buy green electricity for 10 years. For this reason, Eneco builds an onshore wind farm nearby. On a yearly average this wind farm produces enough electricity to meet the data center demand.
However, supply and demand are not at every time in balance. At moments that there is no wind, other power plants must take over the electricity supply. Now, these are fossil fired power plants.
In future, these power plants will be closed and supply and demand needs to be balanced in another way. And of course, that needs to be done with renewable electricity. This can be done by fuel cells fueled with green hydrogen. Fuel cells can follow demand and supply variations very fast with high efficiencies. Fuel cells are quiet and have no emissions, except very clean, demineralized, water.
I like this concept.
Surely, we could build a few data centres in places like Lincolnshire.
Build A Pipeline to Rotterdam And Germany
The Dutch have ambitious plans to export the hydrogen.
The report is full of clever ideas and I suggest you take the time to read it fully!
Hydrogen Trains In The Northern Netherlands
The document says this about trains powered by hydrogen fuel cells.
In the Northern Netherlands, 50 diesel trains are daily operated on non‐electric lines. These trains, operated by ARRIVA have two or three carriages and a power of 450‐600KW supplied by Diesel‐Electric engines. Fuel cell‐electric hydrogen trains could replace these diesel trains. Alstom is a company that builds these fuel cell hydrogen trains and will perform a test next year on the line Groningen‐Bremen. Because the depreciation time for trains is 25 years, not all trains will be bought new. Some trains may need to be retrofitted with fuel cell‐electric power supply, which is technically feasible. When all these 50 diesel trains are replaced an investment in new and retrofitted trains of about …? Million Euros is needed. The total hydrogen consumption of these trains is about 5,000 ton.
These points are shown in a table.
Total (diesel) trains in the Northern Netherlands is 50 units
Hydrogen consumption approximately 25 kg H2/100km
Train operations average 6 days per week. Train is operated approximately 1.200 km per day, based on two times per hour per trajectory of 50km.
Train operations average 6 days per week. 330 days per year.
Capital expenditure per train approximately …. ? 50 Units  …? Million Euro
50,000 tonnes of hydrogen will be needed.
The fuel bill at three euros a Kg will be 150 million euro.
Would this be economic?
From various comments, I suspect that Stadler are working on a hydrogen-powered GTW.
But failing that, as Stadler are developing a diesel/electric/battery Flirt for the South Wales Metro and some of the routes from Groningen are only about 30 km, I wouldn't be surprised to see diesel/electric/battery GTWs running across the flat lands of the North.
Battery trains could be fitted with pantographs and recharge in Groningen, where most of the platforms are electrified.
There are a lot of possibilities and engineers will come up with the best solution with regards to operation and economics.
Thr Dutch have big plans for a hydrogen-based economy in the North of the Netherlands.
Where is the UK Government's master plan for hydrogen?
April 4, 2019 Posted by AnonW | Transport, World	| Electricity, Energy, Gas, Hydrogen Power, Hydrogen-Powered Buses, Hydrogen-Powered Trains, Petrochemicals, The Netherlands | 6 Comments
From Groningen To Leer By Train
On my recent trip to the Netherlands and Germany, I didn't get to do this trip by train and had to make do with a slow bus ride.
However I've just found this video on YouTube.
The Freisenbrücke is about an hour from the start of the video.
I should fast forward, as there is only so much travelling on a single-track rail line, that you can watch before falling asleep.
I got this impression of the route in the video, which was made in October 2014.
The route is mainly single-track, with some passing loops at stations.
the track is not electrified, except for short sections at either end.
The track was almost straight.
The track, stations and signalling appear to be in good condition.
There were a large number of level crossings.
The train took around one hour and twenty minutes between Groningen and Leer stations.
I can imagine that Deutsche Bahn and Arriva Netherlands were a good bit more and just annoyed, when the MV Emsmoon destroyed the bridge.
Wikipedia says this about the accident.
On 3 December 2015, Emsmoon collided with the Friesenbrücke [de], which carries the Ihrhove–Nieuweschans railway over the Ems. The cause of the accident was reported to be miscommunication between the bridge operator and pilot on board the ship. The bridge could not be raised as a train was due, but the ship failed to stop and collided with the bridge, blocking both railway and river.[4] The bridge was so severely damaged that it will have to be demolished. Replacement is expected to take five years
I suspect, it's not just an massive inconvenience for the railway, as a couple of miles South on the River Ems, is the Meyer Werft shipyard, where cruise ships up to 180,000 tonnes are built.
I found this document on the NDR.de web site and gleaned the following information.
The cost of rebuilding could be up to eight million euros.
The new bridge will be finished in 2024, if all goes well.
Environmentalists are bringing lawsuits against the construction of the bridge.
It will be a challenge to rebuild this bridge.
This video shows the new bridge
Let's hope that one of those large cruise ships dopesn't hit the bridge.
This surely has been a very costly acciodent.
April 1, 2019 Posted by AnonW | Transport	| Bridges, Freisenbrücke, Germany, Groningen Station, Rail Accidents, The Netherlands | Leave a comment
Third Degree Murder
The title of this post is the same as that of an article by Ian Walmsley in the April 2019 Edition of Modern Railways.
In the article Ian has a heavyweight go at the Office of Road and Rail about their policy towards third rail electrification.
As a Control and Electrical Engineer, I agree with a lot he says, especially as I believe modern control systems and good design can improve safety of third rail systems to a high level.
I also believe the following.
In some places third-rail electrification, which is only live when a train is protecting the rails from morons, is safer than any other electrification system.
In some places, like on top of high viaducts third-rail electrification is safer for engineers installing and maintaining it, than overhead electrification.
Some battery charging systems will be designed around third-rail electrification.
Ian's article gives various reasons for using third-rail electrification.
He also proposes the radical innovation of using a voltage of 1500 VDC, which he calls 2XV.
I like it and agree wit his reasoning..
It sounds radical, but it is not a new idea.
An article on Wikipedia is entitled Rail Transport In The Netherlands.
This is said.
Most of the network is electrified at 1.5 kV DC (which limits interoperability with neighbouring countries), although Belgian trains – built for 3 kV DC – can run on the Dutch network at reduced power. Both the HSL-Zuid and the Betuweroute have been electrified at 25 kV AC; although conversion of existing electrified lines to 25 kV AC was considered in 1997, 2005 and 2012 at a cost of over €10 billion, a 2015 proposal (revised in 2017) is to convert to 3 kV DC at a 2017 cost of €1 billion. The higher DC voltage would reduce power losses and have faster acceleration above 60 to 70 kilometres per hour (37 to 43 mph), so stopping trains would save seven to 20 seconds per stop.
Are the Dutch implementing their proposal?
April 1, 2019 Posted by AnonW | Transport	| Electrification, Ian Walmsley, The Netherlands | 2 Comments
Groningen Station
Groningen station sits at the centre of a rail network reaching to Delfzijl, Eemshaven, Harlingen,, Leer, Leeuwarden, Veendam and Zwolle.
These pictures show the station.
The large numbers of Stadler GTW trains, which Arriva call Spurt.
The decoration in the Booking Hall.
The multiple bay platforms, some of which are electrified.
It is certainly a station worth a visit.
The Harlingen–Nieuweschans Railway
Groningen station is on the Harlingen–Nieuweschans Railway.
It stretches from Harlingen. on the Ijsselmeer in the West to Leer in Germany in the East.
The distance is around eighty miles.
The railway was originally built for trade between the port at Harlingen and Cerntral Europe.
Unfortunately, the Eastern section is cut-off as the freighter; MV Emsmoon, destroyed a bridge. Wikipedia says this about the accident.
On 3 December 2015, Emsmoon collided with the Friesenbrücke [de], which carries the Ihrhove–Nieuweschans railway over the Ems. The cause of the accident was reported to be miscommunication between the bridge operator and pilot on board the ship. The bridge could not be raised as a train was due, but the ship failed to stop and collided with the bridge, blocking both railway and river.[4] The bridge was so severely damaged that it will have to be demolished. Replacement is expected to take five years.
Was für ein Haufen Wichser!
And we think, we have problems with level crossings!
Groningen would make a base from where to tour the area. But it will be even better, when the bridge over the River Ems has been rebuilt!
March 28, 2019 Posted by AnonW | Transport	| Accident, Groningen Station, Stadler GTW, The Netherlands | Leave a comment
The Train Station At The Northern End Of The Netherlands
Eemshaven station is the northernmost station in the Netherlands.
One of the reasons I went, was that the station is only a year old and I wanted to see how the Dutch build new stations.
Note this about the station.
It is very basic, with few facilities.
The single platform is very long.
The station is surrounded by oil and gas installations on one side and the sea on the other.
It appears that for a lot of the day, the station gets two trains per hour.
This Google Map shows the station by the beach.
I would assume that most of the cars are those of workers at the oil and gas complex.
I returned on the train, I had arrived on, after a few minutes taking the pictures.
The Stadler GTW Train
Shown in the pictures is one of the Stadler GTW trains,which work the services in the North of the Netherlands.
They are electric trains, with their own diesel power pack in the middle.
This train had three passenger cars, but some only have two.
Noise from the engine was noticeable and probably about the same in a Class 170 train.
Ride quality wasn't bad, considering the unusual configuration. But then the track looked very neat and tidy.
Arriva call the trains Spurt.
Stadler have not stood still, since they built these trains and Greater Anglia's new Class 755 trains are built by Stadler to similar principles.
At the turnround at Eemshaven with the driver. He indicated that there had been speculation about battery and hydrogen trains in the North of The Netherlands.
Level Crossing Accidents
An interesting aside is to look at the Wikipedia entry for Spurt.
Three of the trains have been involved in serious level crossing accidents.
This now a separate post at The Dutch Plan For Hydrogen.
March 27, 2019 Posted by AnonW | Transport	| Class 755 Train, Grpningen, New Stations, Stadler GTW, The Netherlands | 5 Comments
Is This Stadler's Plan For A Multi-Mode Future?
We have not seen any of Stadler's bi-mode Flirts in service yet although Greater Anglia'a Class 755 trains have been rumoured to be speeding between London and Norwich in ninety minutes from this May!
Today, I rode on one of Stadler's diesel GTWs between Groningen and Eemshaven in the Netherlands, which I wrote about in The Train Station At The Northern End Of The Netherlands.
GTWs are a diesel electric train with a power-pack car in the middle of the three car train. The diesel electric Flirts are a later train with a similar layout to the GTW.
So are the diesel GTWs and Flirts just a bi-mode without a pantograph? Or more likely the bi-mode is a diesel electric train with the addition of a pantograph and extra electrical gubbins.
Looking at the visualisations on Wikipedia of the bi-mode Class 755 train and the all-electric Class 745 train, it appears that the next-to-end car has the pantograph.
Are these cars with the pantograph identical on both the bi-mode and the all-electric versions? It would certainly be sensible from a engine erring point of view.
So could it be that all that is needed to convert a diesel electric Flirt into a bi-mode Flirt is to add the pantograph car and swap the power pack car for a bi-mode one? The old power pack car could then be converted into another bi-mode power pack car to convert another train.
But the power pack cars are not as simple as they look. They have four slots for diesel engines. Three-car and four-car Class 755 trains have two and four engines respectively.
I believe that one or more of the slots can be filled with a battery to create Flirts like the tri-mode ones proposed for South Wales.
So could we see some of the Greater Anglia Flirts converted in this way? Surely, Colchester Town to Sudbury could be a service that could benefit from battery power West of Marks Tey?
Today, I had a chat with a GTW driver, who said that the train he'd been driving was diesel-electric and that he had heard that batteries or hydrogen power could be used on the eoute.
The lines around Groningen seem to employ quite a few GTWs and distances are not overly long. So could some be converted to 1500 VDC electric/diesel/battery tri-modes? There is electrification at Groningen station and some of the bay platforms used by GTWs already have wires.
If the conversion is successful, then Stadler could be on a Swiss roll, as there are a lot of GTWs and Flirts out there, many of which are diesel-electric, like the one I rode today.
Would a train operator prefer to upgrade a diesel electric train that works well or buy a new bi-mode from another train manufacturer?
Could also an electric Flirt be converted into a bi-mode, by splitting the train and sticking a power pack car in the middle. Engineering common sense says that the passenger cars must be very similar to those of diesel Flirts to simplify manufacture of the trains.
We already know, that four-car Flirts are only three-car trains with an extra passenger car. Stadler could mix-and-match passenger, pantograph and power pack cars to give operators what they need.
Intelligent computer software would choose which power option to be used and the driver would just monitor, that the train was behaving as needed.
Looking at my route yesterday between Groningen and Eemshaven, it is a route of just under forty kilometres or twenty-five miles. Adrian Shooter is talking of ranges of sixty miles with battery versions of Class 230 trains. So I don't find it impossible to create a tri-mode GTW or Flirt for this lonely route at the very North of the Netherlands.
Stadler seem to have created a very imitative modular train concept.
As some Flirts can travel at 125 mph, could they be serious bidders to provide the new trains for the Midland Main Line?
March 27, 2019 Posted by AnonW | Transport	| Battery/Electric Trains, Class 745 Train, Class 755 Train, Hydrogen-Powered Trains, Innovation, Midland Main Line, Stadler, Stadler Flirt, Stadler GTW, The Netherlands | Leave a comment
ProRail And Arriva Launch Automation Trials
I have posted this article, because it lays out in a simple way, the benefits of digital signalling and Automatic Train Operation.
March 22, 2019 Posted by AnonW | Transport	| Automatic Train Operation, Digital Signalling, ERTMS, Groningen, The Netherlands | Leave a comment
Engine Change At Bad Bentheim
I'm on a train frim Amsterdam to Osnabruck. The train, which goes all the way to Berlin, is not very fast, but they've now stopped for ten minutes, whilst the Dutch engine is changed for a German one! Can't both railway companies use the dame Euro-blighter and just have a change of drivers, as we do on Anglo-Scottish services.
Surely, these are the problems that the EU should solve. Or do German and Dutch rail unions make the RMT look like pussy-cats?
October 11, 2018 Posted by AnonW | Transport	| Amsterdam, Germany, Hamburg, The Netherlands, Trade Unions | 2 Comments

redpajama_set_name: RedPajamaCommonCrawl


text:
Aphis atromaculata är en insektsart som beskrevs av Hille Ris Lambers 1974. Aphis atromaculata ingår i släktet Aphis och familjen långrörsbladlöss. Inga underarter finns listade i Catalogue of Life.

Källor

Långrörsbladlöss
atromaculata

redpajama_set_name: RedPajamaWikipedia


text:
Fox News Panelist 'Stunned' That Ilhan Omar Can Be Reelected When She Lacks 'Basic Reason'
Screenshot/Fox News
Sergie Daez Contributor
Fox Business host Lisa Kennedy Montgomery criticized Democratic House Representative Ilhan Omar of Minnesota for blaming the rise in crime in Minneapolis on the police.
"I don't understand why she's not addressing people who commit murder," Kennedy told the hosts of Fox News' show Outnumbered on Tuesday. "And the lack of respect for human life and basic decency. Because, really it's on the person who is committing the crime. And certainly, you can look back and say there might have been some failures along the way, but to take all responsibility away from them, it's completely illogical."
Omar had criticized the police during a town hall event in Minneapolis Saturday, according to Fox News. "What we must also recognize is that the reduction in policing currently in our city and the lawlessness that is happening is due to two things," she had said. Omar later elaborated that one of the two things she spoke of was that "the police have chosen to not fulfill their oath of office and to provide the public safety they are owed to the citizens they serve."
"The Minneapolis Police Department is the most dysfunctional in our state and probably in the country," Omar said. She also accused the Department of having no accountability, according to Fox News. (RELATED: POLL: Growing Number Of Americans Want Increased Funding For Police)
Kennedy felt that Omar was "being swallowed whole by her own illogic."
"She is asking to defund the police," Kennedy said, "she wants a department of public safety and no longer a police department, and then, when there are not enough police there, she's blaming them for not fulfilling their oath, which she's trying to take away from them. The whole thing makes absolutely no sense, and I'm stunned by someone who's so lacking in basic reason, how they are reelected."
Tags : defund the police ilhan omar outnumbered
Sergie Daez


(East Rutherford, N.J.) -- Breathe a little easier Philadelphia and surrounding areas. The Eagles are back and looking super.
Just goes to show you what a little urgency, some big plays -- and a timely game against the New York Giants can do for the defending Super Bowl champions.


Feminist and women's rights movements draw their strength and their ideological arguments from one simple observation. Throughout the world and throughout very long historical time, women have been oppressed in multiple ways. There is now an enormous literature presenting a very large gamut of views both about what explains this and what ought to be done about it.
I would simply like to explore here what are the major unresolved tactical issues that feminism as movement and feminism as ideology pose for all of us in the global struggle that is the central feature of the structural crisis of the modern world-system.
Given that we are all located in a whirlwind of constantly shifting situations that we call chaos, there are two different time horizons about which we must make decisions about alliances.
In the short run (up to three years), it is imperative that we defend ourselves against attempts to worsen the immediate situation. For example, there are constant attacks on the rights of women to control their own bodies or to reverse gains in the access of women to occupations that were once closed to them.
Fighting against these attacks on acquired gains will not end patriarchy or end inequalities. But it is very important to do what we can in the short run to minimize the pain. In this short-run struggle, whatever alliances we can build constitute a plus that we cannot disdain.
These short-term alliances however do not make it more likely to win the middle-run struggle to replace a doomed capitalist system with one that is relatively democratic and relatively egalitarian. And here we must be very careful that we are building alliances based on common objectives. To do that we need to discuss further what should be our objectives and what we can do now to move in the direction of tilting the balance between us and those who wish to replace capitalism with a system that is at least as bad, if not worse, for all of us, of course including all women.
Feminists and women's rights groups have been divided on a number of major questions: What is the long-term relation of feminist goals and movements based on race, class, sexuality, and/or social "minorities"? What should be the role of men, if any, in the struggle to achieve complete gender equality? How can we achieve a transformation of historic subordination of women in all the major religious traditions of the world?
How we answer these questions depends in large part on our epistemologies. We are perhaps past the point when our guiding epistemology is a binary one of universalisms versus particularisms. However, merely endorsing the rights of all groups to pursue their own particularisms does not answer the question.
We have twenty to forty years to hone a practice that would resolve this dilemma. That is the great challenge of feminism and women's rights movements to all of us. The oppression of women is probably the longest-lasting social reality we have known. It therefore provides the soundest basis for intelligent reflection, moral choice, and political wisdom.


The president's declaration generated mixed reactions from Nigerians with many saying he has not done enough to merit a second term. What is your take on this?
If they believe he has not done anything in his first term, then they have the option of voting him out. If they can muster the votes to vote him out, goodluck to them. I was telling someone some few minutes ago that don't look only at what Buhari has failed to do, also look at what could have happened if Buhari had not been there. One major thing that could have happened if Buhari was not elected is that most of us enjoying Abuja and talking peace would never have been around because Boko Haram would have overran Abuja. That is the clearest danger that was prevented by Buhari's coming. Whatever people say about whether Boko Haram has been degraded or not, the fact is, in the North East today, Boko Haram is not holding any territory. Lots of people have now returned to their farms. Another fact is that today, we are not using all our monies in importing food. The fact that we have also gotten out of recession is another plus. Look at the South- East, in 16 years results of presidential election were written up. 99 percent of the results were written up and there is no doubt about that. Though Buhari did not have more than 5 percent in most of the areas, I am sure that there is no way in the 2019 presidential election, Buhari will get a minimum of 25 percent that needs in the South East and South South. That is one area that a lot of people don't think about that he will make inroads in those areas. Buhari has done a lot for those regions in the last three years and I am confident that they will appreciate him with votes. For instance, Onitsha- Enugu road, go there today and see what the Buhari government has done. What PDP failed to do in 16 years has been done. Enugu- Okigwe- Port Harcourt you can pass that road today. Also, the erosion sites are being addressed. Also, look at the social security programmed of the federal government, the one meal per day. So, a lot of things are being done by the Buhari government. Power is being generated from 3,000mw to 7,000mw. Things are happening. Look at the achievements in TSA and BVN. The blockages are there for everyone to see. The loss of the looters is the gain of the system. The economy is not full time boom, unemployment is still there. But it is unfair for anyone to say things are not happening.
There were reports that he once said if he becomes president, he will only serve one term. Why do you think he is changing his mind now?
Buhari never said he will only contest for a single term. Buhari I know will never say so. In fact, he said he will not contest again after the 2011 election. I was the national chairman of CPC and I said 'shut up! You are a member of CPC. It is the party that decides where you go to. You are only an individual and so, he bowed to the wishes of the party. So, he never said he will do a single term but even if he said so can he not change his mind? But I am saying that he didn't say so. He is constitutionally qualified to contest twice. We have people who fought for third term in this country. This man has not even contested for second term and you are saying he should not contest. If you are a member of the party and you are telling people not to contest, it will be understandable. But you belong to other parties and you are telling someone in which party you are not a member not too contests. People should respect themselves, otherwise some people will take issues with them .
Former President, Olusegun Obasanjo has advised President Buhari not to seek reelection in 2019, citing his non-performance as example. Do you think his call is justified?
I don't want to say anything derogatory about Obasanjo. I respect him, he is highly cerebral and he is of high consequence in our polity. In 1979, he gave us Peugeot as official car and Volkswagen. In 1999 when he came back, he ditched Peugeot as official car brought Jeep. It is as if he regretted the sacrifices he made up till 1979 and wanted to live a life of opulence after 1999. Obasanjo was really very poor by the time he came out of prison in 1998 but by the time he left office, he wasn't a poor man. Up to the time he came back to office in 1999, he was saying anything about whoever came. After 1999 and up till now, he has had a say in who is there. But the fact is that Obasanjo's relevance in political calculation has limitations because it is the votes that will count at the end of the day. I am happy with his guts because he knows that he cannot risk putting up a political party that will win an election. If he does and the party loses, he is finished politically. So, he won't try it. If he says Buhari should not seek reelection, it is his own business to say so. There is freedom of expression but he does not have the forces to stop Buhari. He doesn't have what it takes politically to stop Buhari.
Some people have claimed that once Obasanjo moves against any president, such a president cannot get a second term as witnessed in the last presidential election where the incumbent, Goodluck Jonathan lost. Do you also share that view?
Obasanjo will not get involved in any coup and no coup in Nigeria that is resisted ever succeeded. So, how will he remove Buhari and put another person there? Will he call the Yorubas, Northerners, South Easterners and South South to vote against Buhari?
You were alleged to have said Nigerians should stone APC leaders if the party failed to perform in two years. Do you think the party and President Buhari have performed to the expectations of Nigerians?
Yes, I said stone us if we didn't perform but we have performed. Look at the economy, we came out of recession. Look at the revolution in agriculture; look at what we have also achieved in the area of fighting corruption. I make bold to say that there is no president since 1999 that has performed as Buhari has done?
Are you saying in three years President Buhari surpassed Obasanjo's achievements in eight years?
Yes, by far! From 1999 to 2003, there were parallel presidency, Obasanjo and Atiku. Obasanjo spent one year travelling out of his first four years. He left governance to Atiku to such an extent that Atiku was calling the shots. I was working for Ekwueme and we were discussing with Atiku to run with Ekwueme. Unfortunately, Obasanjo went to meet Atiku, I don't know what agreement they reached but the fact is that Atiku changed his mind. When Obasanjo and Atiku won the 2003 election, people from Adamawa sent a delegation to Obasanjo asking him to support Atiku for 2007. I was writing my column that time in Democracy Watch and I predicted that the first casualty of Obasanjo's return in 2003 will be Atiku. Between 2003 and 2007, Obasanjo spent the most time trying to dislocate Atiku. In 2005, because the soul of PDP was PDM, Atiku's party on whose platform Obasanjo got to power, the then PDP chairman, Ahmadu Ali announced that PDP had sacked everybody and they should go and re-register but the instruction was PDM members, Atiku's people should not be registered and so they deregistered PDM. Atiku and Obasanjo were so much at loggerheads that Atiku as Vice – President had no work to do and he was funding his office with his own money. Obasanjo even wanted to remove him as his deputy but the courts refused. So in Obasanjo's eight years, he spent the first three years trying to find his feet, he then spent the last year settling down. However, the next four years that he would have sat down to do his work, he was busy using it to destablise Atiku and therefore destabilising the polity. After the eight years has gone, he now wanted Third Term which Nigerians kicked against. Obasanjo's coming from 1999 to 2007 was a time that he would have really built Nigeria just like Rwanda and other countries did but those eight years were the greatest disaster in our democracy project.


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This dress is such a beaut! It is long sleeved with on-trend mesh panel detailing. It has a scoop neckline and is made from a soft stretch fabric. Team this with killer heels for an unreal night out look!
Underarm to hemline is approx. 32\"


text:
Circle Back Home
What Folks Are Sayin'
Wilcox and Carolina
--as published in the Asheville Citizen Times
"DAVID WILCOX!" These words gushed from my mouth without the slightest notion that my brain had endorsed the announcement.
My wife and I were hiking along one of the many trails that criss-cross the Blue Ridge Parkway, I was deep in thought—probably focusing on the way my boots made a squishing-sound when they encountered muck—when I looked up and there he was. David Wilcox.
By the time I had strangely, and unreasonably, shouted the legendary folk-musicians name, my brain had restrained any further outbursts, and thankfully kept me from saying what I wanted to say next—which was, "What are you doing here?!", as if famous musicians don't belong on trails criss-crossing the Parkway.
As I approached the renowned object of my vociferation, I politely waved, he nodded, smiled and passed—and my brief, embarrassing encounter with fame had ended. As I turned to look at my wife—whose path had now encountered the approaching talent—she smiled a knowing smile, spoke a reserved, "Hi", to Mr. Wilcox, and then smiled at me, saying with her eyes, "You are such a big Goober!"
Regrettably, she was right.
In a much less-cringeworthy fashion, Nancy and I were unofficially introduced to David Wilcox one summer evening in the late 80's when we attended a small concert at McDibbs (aka, The Veranda). It was a casual affair, and although I'm not exactly certain he remembers us—we were 2nd-row back, 3rd and 4th seat on his right, and clearly observable by indirect lighting from the stage—we remember him. And somehow, without much effort on our part, we ended up at his small-venue concerts every 3-4 years.
For some, his folksy, impassioned, story-telling melodies resemble a harmonic-convergence of James Taylor, Henry David Thoreau and Mark Twain. For others, Wilcox requires more specificity; rapturous virtuoso picking; a crisp and engaging voice; layered, nuanced and philosophical lyrics; stories evoking full-monty heart-break to knee-slapping fun. And although no one can legitimately pigeon-hole the music and lyrics of David Wilcox, of one thing all who've heard him would agree—his tunes are singularly, ingeniously profound.
Consequently, in the natural absence of teeny-bobbers, cell-phone-waving groupies and people dancing in the aisles, Wilcox draws those who like to hear bluesy, intricate guitar—and those who like to contemplate words. Deep, soul-stirring, sometimes witty, eloquent words. Words that, when connected, form particular thoughts; words that sometimes form stories; stories that require focused, prolonged, intimate chewing (and perhaps, even digestion).
Which may explain why his popularity remains on the low-key side of things. Although playing gigs from Santa Monica to Winston-Salem—with venues the likes of McGabes Guitar Shop or the Muddy Creek Music Cafe—David's venues are usually 300-seaters or less (usually less), and understandably, he seems to like it that way. Intimacy is central to his vibe and his listeners.
Perhaps intimacy is why David Wilcox lives in North Carolina (and occasionally hikes along the sparsely populated trails of the Blue Ridge Parkway). Hailing from Cleveland, Ohio, Wilcox moved to the Asheville area in 1980 and never looked back. Speaking of his past and present home-states, Wilcox commented, "I got out of [Ohio] as quick as I could; do you know anyone who likes it there? [Today, I] get to speak from a state that has dignity. [I am] in a state that has been a country before and looks forward to being one again."
Referring to Carolinians fiercely independent spirit, Wilcox sounds like one of us.
A largely conservative state, contesting everything from state-sanctioned lotteries to men wandering around in women's bathrooms, Tar Heels have employed somewhat of a common-sense, we'll-do-it-our-way approach to life—aided, of course, by a 200-mile stretch of barrier islands (the Outer Banks) and a deeply convoluted interior (thousands of soaring ridges and isolationist valleys).
Self-government and folksy-independent music are in our terrain and in our veins (and highlighted on our State Flag, which incorrectly supposes NC declared independence from the British, both politically and musically, in May of 1975, a year before Jefferson's Declaration—somebody should probably correct this historical error, but NC politicians are too independent to admit their impropriety).
Anyway, the point is, Wilcox and North Carolina seem to be symbiotically connected at the guitar, a feature which makes for pleasant, profound, intimate, melodiously independent songs. Honestly, the two deserve each other.
And in this spirit of symbiosis and mutual enjoyment, it's about time North Carolinians named something after him.
Some—the 21st Century crowd—have suggested we rename the Jesse Helms Center after him. Others have recommended a "Wilcox Beer"—the kind of brewski that suddenly makes you giddy, compassionate and sentimental, all at once. Maybe a solitary, elusive peak will do—Mt. Wilcox—carpeted in rich evergreens, sheathed in an enchanting mist, encircled by a crystal clear, softly crooning stream. One large North Carolinian advocated for the creation of a big fat, "Wilcox Special"—a juicy barbecue sandwich with a thick, rich, contemplative sauce (motives were questionable).
I'm guessing David might be able to come up with something a little classier—like maybe something people shout-at when they see it. "Look!!... it's the DAVID WILCOX"!
Personally, I kind of like that idea. It would certainly bring clarity to my wife.
--Ben Fortson
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The Logical Course
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Remember how I've been lusting over metal beds? Yeah, I know. I posted just yesterday about them. There is still a war waging between Piper and Mason with no clear winner.
So, is it him? It's totally him and not me, right? He's cool but is it limiting my decorating style? Is he a little too country for my wanna be edgy room?
Can you tell the bed looks like it has a slightly green tone? Also, how gorgeous are these floors? Pergo Outlast in Hawaiian Curly Koa. ALL the heart eyes. All of them. I'm going to need a bigger rug to anchor the one that I've been hoarding for actual years! I found it on clearance at Target for $38 and knew it was meant to be in my bedroom when I replaced the floors.
Here is the rug and a picture of my mess haha! They were all playing ipods before we went to Zumba this morning. I'm thinking a solid black, maybe fluffy faux fur for texture? Thoughts? Y/N?
And my big 4th grader! I can't believe he's going into 4th grade and I also can't believe he posed for me to take this picture!


https://www.ukecigstore.com/innokin-cool-fire-iv-plus.html 9369 Innokin Cool Fire IV Plus https://www.ukecigstore.com/media/catalog/product/c/o/cool-fire-plus-black.png 39.99 39.99 GBP OutOfStock /Mods /Vape Kits/Variable Voltage /Vape Kits/View All Vape Kits The plus-sized version of the original Cool Fire IV. Keeping a similar design, the look and feel of the plus is much the same as its predecessor and it is its internal features where the differences are made. With a maximum output of 70w and a 3300mAh internal battery, the plus is much more powerful. All in all, you can't go wrong with the plus!


text:
PublicationsJournal > Reviews
Bahá'í Studies Monographs
ABS Quarterly Bulletins
The Spirit of Agriculture
January 05, 2016 — 4 mins
edited by Paul Hanley. Oxford: George Ronald, 2005. George Ronald Bahá'í Studies Series. 226 pages. Available at George Ronald. reviewed by Arthur Lyon Dahl in Journal of Bahá'í Studies, vol. 15, no. 1-4 (2005)
Agriculture and religion are two subjects which are not immediately associated with each other, especially in the industrialized countries and in more intellectual circles, where both are considered to have lost much of their relevance in the modern world. Yet they are reemerging separately as topics of concern: agriculture with respect to the sustainability of future food supplies, and religion because of its implication in the rise of fanaticism and intolerance and in a renewed search for meaning in life. The originality of The Spirit of Agriculture is that it brings the two together in a unique way, drawing on the high place given to agriculture in the Bahá'í Writings.
What can a spiritual perspective contribute to something as practical as growing our food? While only a tiny fraction of the population is involved in agriculture in Western countries, it is still the dominant activity in most of the developing world, and in all rural areas, where it is deeply implicated in the structure and function of communities. Also, our attitude toward agriculture and the attention we give it will be critical in the years ahead, because it is a subject of the utmost importance for the future of civilization.
The mechanized and industrialized large-scale agriculture of today is facing a series of crises that threaten its future. The rapid exhaustion of oil and gas reserves will leave agriculture without cheap fuel for its machinery, feedstocks for fertilizer and pesticides, and transport to take its products to distant markets. The heavy overuse of water reserves will push many important agricultural areas into crisis. Over-intensive use leads to rapid soil degradation. Commercial imperatives are forcing a severe narrowing of the genetic basis of most crops, leaving the most productive varieties increasingly vulnerable to changing environmental conditions and emerging diseases. Climate change also threatens to force expensive transformations in what, and where, crops can be grown. For the moment the subsidy represented by cheap fossil fuels and the drawdown of agricultural capital have allowed food production to keep up with population growth. But how much longer will that continue?
As we exhaust the nonrenewable resources of this planet, we shall be obliged to turn more and more to the renewable resources represented by agriculture, forests, and fisheries not only to meet our essential requirements for food and materials, but also for energy. It will be necessary to cultivate the planet not only to produce things, but also to absorb and recycle our wastes and to maintain the ecological balance of both the natural and human environments. This agriculture will have to go far beyond the unstable monocultures of today to become integrated multispecies systems, and as our biological wisdom increases, we shall have to learn how to engineer complex ecosystems, of which human society will be an integral part. A first challenge will be to restore the fields and forests degraded by our short-term profligacy to sustainable productive use.
Agriculture is also on the verge of a technological revolution driven by our deepening understanding of genetic control systems and biotechnology. Are we opening a Pandora's box of environmental catastrophes and threats to human welfare, or preparing for a productive future of new products and materials to meet every human need? This debate is as much about ethics and values, and the driving forces in our economic system, as it is about agriculture and science.
For a subject of such importance, there has long been a need for a book that would pull together broader perspectives than just a discussion of the technical issues. Paul Hanley has now prepared such a book, drawing on a wide variety of approaches and practical examples from many countries. The surprising range of its chapters shows the richness that can come from addressing a topic from widely divergent perspectives and specialities: science and religion, economics and architecture, from the steppes of Mongolia to the coral reefs of the Pacific Islands. The book is explicitly Bahá'í in orientation and tends to assume a Bahá'í readership, although it would be of great interest to others who are open to a Bahá'í perspective.
As editor, Hanley sets the stage with an excellent opening chapter on the unity of agriculture and religion. He emphasizes the need for a radical transformation in agriculture (as one would expect from a specialist in organic farming), and presents the guidance that the Bahá'í teachings can provide in effecting that transformation. This broad introduction to the topic is followed by a contribution from P. J. Stewart, reflecting on agriculture in the world's religions, another by Hanley, surveying the Bahá'í Writings on agriculture, and a third by Iraj Poostchi describing the involvement of the central figures of the Bahá'í Faith in agriculture. These chapters show the richness of the Bahá'í approach to this topic.
The second section of the book provides more technical and social analyses of food, agriculture, and rural development. Paul Fieldhouse provides a broad perspective on food as it relates to religion, culture, and health. Michel Zahrai looks at small rural businesses as alternative income-generating activities for rural areas. Gary Reusche reconsiders the village as a social unit and explores the implications of the Bahá'í teachings for future village life in a more rural and spiritual society. Paul Olsen comments on the genetic modification of crops, primarily from a North American perspective.
The final section of the book offers case studies of these Bahá'í perspectives in practice around the world in such widely diverse countries as Nigeria, Colombia, Fiji, Mongolia, Bolivia, Tanzania, Honduras, Wales, and the United States. It concludes with the significance of the Bahá'í gardens in Haifa, Israel, as a model marriage of nature and art to express a spiritual ideal. The authors bring to bear on their subject broad international experience, reflective of the Bahá'í community as a whole. In general, the book is well balanced, with only Paul Olsen's chapter on GMOs taking a more limited view of a very complex topic.
Unlike much of the current literature, this book weaves spiritual, scientific, and social dimensions seamlessly together, providing something for everyone, in an accessible and readable form. For those of a more religious orientation, it demonstrates how spiritual principles can have important practical applications. For those approaching the topic from an interest in agriculture, it sets their field in a broader and deeper context, essential for its future development. For the general reader, it shines new light on two important and neglected aspects of our society. Hopefully it will also inspire many young people to consider careers in agriculture, a field with an exciting and challenging future, vital to our survival on this planet.
George Ronald is to be commended for publishing such an insightful and rewarding overview of a long-neglected topic in its Bahá'í Studies Series. This subject is one which will be increasingly important in the years ahead, and there must be other fields that are now ripe for similar treatment.


text:
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