We've been getting you pumped and ready with our holiday series for the past two months now. But you didn't think we'd send you off on your own without a handy checklist, did you? Here's a comprehensive email sending checklist to sum up what we've been discussing so far and help you on your way to winning the holiday inbox.


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Return to Outreach Locations pages.


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Others, speed skating
ISU European Speed Skating Championships in Heerenveen final rehearsal before Beijing 2022
January 7, 2022 January 7, 2022 by Ajith Kumar
With the Olympic Winter Games in Beijing only a month away, the European Speed Skating elite settles down in Heerenveen for the ISU European Speed Skating Championships on 7-9 January. After last season's combined European Sprint and Allround Championships, the tournament will be held in single distance format this year. Due to Covid-19 restrictions, the event will be held without spectators.
At last season's Sprint and Allround Championships, the Netherlands took four out of four titles with Jutta Leerdam, Antoinette de Jong, Thomas Krol and Patrick Roest winning the men's and women's Sprint and Allround titles. In the single distance championships, there's a total of 14 titles up for grabs.
The Netherlands collected most silverware since the inaugural ISU European Single Distances Championships in Kolomna (Russia) in 2018. Russia leads the men's medal table (6G, 5S, 5B), ahead of the Netherlands (6G, 5S, 4B) and Italy (1G, 1S), while the Netherlands top the women's table (8G, 3S, 3B), with Russia (4G, 7S, 4B) in second and Austria (1G, 2S, 1B) in third.
Russian participation in jeopardy
Pavel Kulizhnikov (5G, 1B) and Olga Fatkulina (3G) lead the men's and women's individual medal rankings. Kulizhnikov will not skate in Heerenveen this weekend. The Russian Skating Union announced on Twitter: "In order not to risk the health of athletes before the Olympic Games in Beijing, it was decided that Pavel Kulizhnikov, Ruslan Murashov, Viktor Mushtakov and Artem Arefyev would not take part in the European Championships." Due to positive Covid-19 tests upon arrival in the Netherlands, according to the Russian Skating Union the participation of the other Russian skaters is uncertain.
Schouten aims at four titles
For many Skaters the European Single Distance Championships will be a dress rehearsal for Beijing 2022, and for others it's an opportunity to wash away the disappointment of missing out on their Olympic qualification.
Defending European Mass Start Champion Irene Schouten (NED) did qualify for Beijing 2022 in four disciplines (3000m, 5000m, Mass Start and Team Pursuit), and she will skate the first three events at the European Championships too. After a superb first half of the World Cup season, in which the 29-year-old won all three long distance races she skated convincingly, Schouten seems unstoppable.
Francesca Lollobrigida (ITA), who won the Mass Start and 3000m gold at the World Cup in Calgary on 10 December 2021, is one of Schouten's main rivals. Six-time European Allround champion and veteran long distance specialist Martina Sáblíková (CZE) is absent due to a thigh injury she suffered in training last week.
Friday, January 7, 2022: Team Sprint Women, Team Pursuit Men, 3000m Women, 1000m Men
Saturday, January 8, 2022: Team Sprint Men, 500m Women, 5000m, Men 1500m Women
Sunday, January 9, 2022: Team Pursuit Women, 1500m Men, 1000m Women, 500m Men, Mass Start Women & Men.
Photo : isu.org
Website : isu.org
Posted in Others, speed skating
Tagged #beijing2022, #Europeanspeedskating, #inlinespeedskating, #skating, #speedskating, #sportingindia
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TechnoCodex - Latest News from the World
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Why Your Ears Itch and What You Must Do About it
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Emborg sliced natural cheese has a smooth elastic texture that makes it easy to apply without tearing and breaking. The cheese texture softens and increases flavour depth as the residual heat of the chicken settles the cheese.
Excellent creamy flavour to enhance and contrast the freshness and tanginess of fresh lettuces, guacamole, pickled red onions and onion rings.


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01whole.pdf (714.31 kB)
Naturalising the group mind: the cognitive life of small groups and teams
posted on 2022-03-28, 18:05 authored by Kellie Williamson
Groups of people can do extraordinary things. A team of chefs is able to satisfy hundreds of guests, night after night, impressing them with the quality of that which they create and the efficiency and professionalism with which it is created. A Premier League football team astounds fans across the world with captivating on-field performances. Teams of paramedics operate under some of the most extreme temporal and emotional pressures confronted by humans, and are able to do so successfully. While there are countless examples of high-performing groups of people, there are likely just as many unsuccessful groups; not all football teams dazzle spectators, especially in amateur competitions throughout the world, and even at the elite level the best groups can have an 'off day.' Just as there are differences in abilities, skills and performance between individuals, there are differences between groups. Groups of people vary not only in the extent or continuity of their successes, but also across numerous other dimensions. Some groups are much less formal than professional teams of chefs or athletes. These less formal groups are the everyday groups we find ourselves in: book clubs, parent groups, craft groups, temporary committees, families and so on. What all of these groups, both formal and informal, have in common, is that on many occasions they involve multiple people undertaking cognitively demanding tasks together. They're remembering, planning, acting and deciding together. The cognitions and actions of each group member are coordinated such that the group is able to attempt, and hopefully complete, the relevant task and, if all goes well, do so successfully. From a scientific and philosophical perspective, the existence of such groups raises a number of interesting questions. In particular, what, if anything, makes genuine group behaviour different from aggregated individuals' behaviour, such as the behaviour of a mob or herd? And, particularly compelling, what are the processes or factors that enable multiple individuals to act as a group, especially successfully? -- One well-known way of characterising group behaviour, in both the social sciences and in the popular media, is to describe this behaviour in terms of a 'group mind'. A specific theory of the group mind is hard to pin down, but it has been associated with the surrendering of individuals' own intentionality to the group's will, a problematic metaphysics of downward causation and 'crowd' or 'herd' mentality - not the kind of skilful group performance one expects from the kinds of groups described above. Moving away from this characterisation of group behaviour, in this thesis I construct a newly robust theory of group-mind-cognition that avoids the problematic aspects typically associated with group mind claims. The motivation for this is straightforward. If we are to understand and explain how cognition unfolds in our everyday lives, an acceptable and shared goal among the cognitive sciences, then we need to understand the nature of groups, given their prevalence in our everyday life. I argue that the most useful way to do this is to characterise groups of the kind described above, as cognitive systems or information processors in their own right, under the right conditions. Throughout this thesis, a general account of group cognition is developed, which is applicable to a variety of groups across a variety of domains. -- Central to this account is the notion of 'cognitive interdependence' between the members of the group. Members are cognitively interdependent if they mutually influence one another's cognition, not merely by way of a stimulus and response relation, but through transforming one another's cognition and affecting one another's cognitive processing. By highlighting cognitive interdependence, two important steps can be made: firstly, the metaphysical claim that group cognition is a real phenomenon, subjectable to scientific and philosophical inquiry, is secured, and secondly, it helps to identify the kinds of factors and processes that facilitate successful group performance. Through identifying different forms of cognitive interdependence, this account emphasises the ways that cognitive processes can be distributed across interdependent group members. So as to generalise across a variety of different groups performing many different tasks, this account also explores the dynamic nature of cognitive interactions between group members, whereby members mutually influence one anothers' cognitions and actions, seemingly automatically, thereby enabling swift, improvisatory responses by the group to novel, unpredictable situations. On this view, group cognition is characterised as both distributed and dynamic.
ch. 1: The conceptual and empirical space for group cognition -- ch. 2: Groups as organised wholes -- ch. 3: The cognition and enduring, higher-level interdependence -- ch. 4: Dynamicising interdependence: coordination "On the fly" -- ch. 5: A philosophy of cognition for small groups and teams -- References.
Thesis masters research
Thesis (MPhil), Macquarie University, Faculty of Human Sciences, Department of Cognitive Science
Department of Cognitive Science
Copyright disclaimer: http://www.copyright.mq.edu.au Copyright Kellie Williamson 2012.
1 online resource (172 pages) illustrations
mq:28299 http://hdl.handle.net/1959.14/268408 1990313
Social groups -- Psychological aspectsSocial groupsSmall groups -- Psychological aspectsdistributed cognitionSmall groupssports teamsgroup mindemergenceCognitive psychology


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Research Tackles Hidden 'Tablet Overload' as COVID Isolation Fears Grow
Credit: Aston University
aston.ac.uk
New research provides a roadmap to help the millions of older Britons struggling with 'shopping lists' of medication, as fears grow that the current coronavirus lockdown could be further isolating the most vulnerable.
With the over-70s and people with existing medical conditions being encouraged to 'shield' or self-isolate in lockdown as much as possible, there are concerns many could be avoiding seeking help from GPs and pharmacies in managing multiple medications, known as 'polypharmacy'.
Around half of the UK's 12m people aged 65 or over regularly take five or more separate medicines for long-term health conditions, also known as comorbidities. And even before the coronavirus crisis, it was estimated that errors such as taking the wrong medication cause or contribute to over 2,400 deaths per year.
The new research from Aston University, conducted between 2017 and 2019 and in collaboration with the universities of Oxford, Sheffield, Bradford, and Wollongong and the NHS, has been published in the journal BMC Geriatrics. It aims to provide clinicians such as GPs and pharmacists with a more structured way of managing their patients' medicines.
The team behind the MEMORABLE (Medication Management in Older people: Realist Approaches Based on Literature and Evaluation) study, funded by the National Institute for Health Research (NIHR) and led by Dr. Ian Maidment, say a new approach rooted in real-world experience is needed to tackle the "unrivaled complexity" many older people and family carers face.
Retired dental secretary Sue Boex, 73, took part in the study while caring for her mother, Edna, who passed away in February 2019 at the age of 96. Towards the end of her life, Edna had dementia while also suffering from heart and digestive problems which meant taking at least six different medicines.
"She didn't know why or what she was taking and relied on me totally," said Sue, from Stourbridge, West Midlands. "It was incredibly stressful. It's not as though you get any training to be a carer, so we had to make it up as we went along."
Sue recalled how her mother would get confused and angry when medicines from different manufacturers were prescribed because she relied on shape and color to tell them apart. At one point, she became seriously dehydrated after refusing to take a thickening agent with her drinks to help with a swallowing problem.
Sue's husband Nick, 72, also suffers from a number of long-term conditions for which he takes 12 different tablets. She said that although they were lucky to have an "excellent" local GP and pharmacist who have been able to deliver his medication throughout the COVID-19 crisis, she worried about how others were coping.
"I once visited an elderly gentleman who kept his medicines in an old tobacco tin. He was hospitalized several times for taking too many or not taking them at all. I dread to think how someone in that sort of situation must be coping right now. I think a lot of older people, particularly if they live on their own and don't use technology, must be feeling like they can't ask for help even if they need it."
In the MEMORABLE study, the researchers reviewed existing academic literature and carried out 50 in-depth interviews with older people, their family carers, and health and care practitioners.
They identified five 'key burdens' faced by older people and their family carers. These included 'ambiguity', where the purpose of medicines was not explained clearly, through to 'fragmentation' from having to deal with lots of different health and care practitioners and 'exclusion' when older people and family carers were not involved in care decisions.
In response, the team behind the MEMORABLE study propose a five-stage framework for clinicians to help older people and family carers manage medication more effectively. It places greater emphasis on the need for regular reviews of the medications older people are taking involving patients and their carers – something that isn't always done routinely at present.
Clair Huckerby is Chief Pharmacist for Our Health Partnership, a 'super partnership' of 37 GP practices in Birmingham and the wider West Midlands, serving a population of around 400,000.
She said: "The MEMORABLE study is really important because I think historically the NHS perhaps hasn't put enough emphasis on talking to patients about how the complexity of their medication regimes can affect them. It also encourages us to have a more structured approach to medication review and that may well mean deprescribing items that the patient no longer needs."
Our Health Partnership is now looking to 'risk stratify' its large population to identify more vulnerable patients and take a more proactive approach in helping them manage their medication.
Dr. Ian Maidment, from Aston University's School of Life and Health Sciences, said:
"The reality is that many older people are taking what amounts to a 'shopping list' of different medicines. They may all be necessary, but older people and their family carers have told us what a huge burden it can be to remember how and when to take them all. And that was in ordinary times without the added pressures of lockdown.
"Many older people may struggle to access their GP and pharmacy right now and with such bad news every day may even be avoiding asking for help because they don't want to be putting further strain on the NHS. We urgently need further research on the impact of COVID and I am planning future research in this area.
"What we're hoping to show with this study is that practitioners need to be aware that the burden and risk with medication is often hidden. There needs to be a simpler way of identifying people who are struggling and more emphasis on fitting managing medication into older people's day-to-day lives. When prescribing new drugs, GPs will often consider things like side effects, but they equally need to think about how someone will actually manage taking them.
"That human side needs to be front and center."
Jo Rycroft-Malone, NIHR Programme Director and Chair of the Health Services and Delivery Research (HS&DR) Program said:
"This research provides important, usable insight into the issues facing older people when it comes to managing their medication. The proposed five-step approach will be very useful to practitioners when working with patients and their carers particularly at a time when people may be more concerned about asking for help."


Join Bill McKibben and divestment leaders from around the world for a live broadcast to discuss how we can step up this movement together for the Global Divestment Mobilisation, 5 - 13 May.
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Since 2012 when campaigns to cut ties between public institutions and fossil fuels first launched, the Fossil Free movement has been the thorn in their side that has convinced investors worth over $5 trillion that it is wrong to continue profiting from the very companies destroying our future.
On Thursday 27 April join Bill McKibben and divestment leaders from around the world for a live broadcast to discuss how we can step up this movement together for the Global Divestment Mobilisation, 5 – 13 May.
We'll be broadcasting live from the 350.org board meeting, where Bill be joined by the likes of Kumi Naidoo, Lidy Nacpil, and other wonderful movement strategists. More importantly they'll be joined by campaigners from around the world who have been winning campaigns at an incredible pace in recent years.
People in 35 countries have already registered events on all 6 continents — students, workers, faith communities and environmental groups are all joining together to make this. These are not just one-off events – they are the types of events that build power and help campaigns to win.
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May 5 – 13 is our moment to make it resoundingly clear that the people and institutions who stand on the right side of history are a force too great to ignore.


Thank you! It was so lovely to log on this evening (and with a renewed passion for blogging!) to find that you are still reading and that I even have some new followers. So hello, welcome, and thank you!
I was so excited to post today that I didn't even sew in my ends before taking this photograph! I'm slowly coming round to getting on top of my Christmas makes so thought I would break myself in gently, by making a set of my retro coasters in Christmassy colour. Not too overtly Christmassy, but definitely getting into the spirit of things! These will be heading to the shop at the weekend.
Now for something totally different....I'm going to my first scientific conference in over 2 years tomorrow. I'm also writing a report of the meeting so need to be alert and pay attention. Early night I think, those ends can wait til the morning!
Hi Sally! Well the crochet coasters certainly look quite Christmassy!!! :) Love the design!
Hope the conference went ok!


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Kelly Morris, the VP of Marketing for Solutionreach, is the well deserving recipient of a SAMY award, a recognition by Utah Business as one of Utah's Top Sales and Marketing Executives.
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Read Kelly's cameo, along with other SAMY award winners, in theUtah Business Magazine.


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The history of aviation in Canada begins with the first manned flight in a balloon at Saint John, New Brunswick in 1840. The development of the aviation industry in Canada was shaped by the interplay of Canadian national ambitions, national and international politics, economics, and technology. Experimental aviation started in Canada with the test flights of Bell's Silver Dart in 1909, following the epochal flight of the  Wright Brothers in 1903. The  experimental phase gave way to use of aircraft in warfare. Many Canadians served in the British Royal Flying Corps and Royal Air Force during the First World War.

After the war, aircraft turned from an expensive novelty into a vital transportation tool, particularly useful in exploration and development of Canada's North. Canadians who had served with the RAF put their acquired aviation skills to peacetime use. Aviation was applied to the task of tying together far-flung communities in the North,  and to gather information on the natural resources of the country. Aircraft were as important to opening up the North as the railway was to opening the West in the previous century. Between the wars many small regional airlines were founded. A lack of national transportation policy delayed the creation of a national carrier until the foundation of the government-subsidized Trans Canada Airlines ( now Air Canada) in 1937.

World War II forced more technological development and brought Canadian industry into the vanguard of aircraft manufacture.  Canadian airspace and facilities provide training for more than one hundred thousand Commonwealth aircrew, and the wartime facilities supported growing commercial aviation.

The Jet Age brought air travel into the lives of many Canadians, displacing passenger rail. Deregulation of airlines with less government control brought forth new competitors to the prewar airlines. Thin operating margins and aggressive competition led to periodic booms and failures.

Today aviation is an integral part of the Canadian economy. Scheduled airline passenger service, air mail and air freight connect Canadian cities and cities around the world. General aviation provides medical evacuation, air photography, and support for resource development.

Lighter-than-air aircraft

In August 1840 at Saint John, New Brunswick,  Louis Anselm Lauriat became the first person to complete a balloon ascent in Canada, which he did in his balloon Star of the East.

On September 9, 1856, French aeronaut, Eugène Godard, operating a balloon called Canada (the first aircraft ever constructed in Canada), piloted the country's first successful passenger flight, carrying three passengers from Montreal to Pointe-Olivier, Quebec.

Free balloon and dirigible balloon exhibitions were popular attractions in the first years of the 20th century. The first power-driven dirigible flight in Canada was completed by C. K. Hamilton at Montreal in 1906. The British airship R100 visited Canada in August 1930, overflying both Montreal and Toronto; a mooring mast was constructed  and used only for this one occasion. After the crash of the R101, British airships no longer crossed the ocean and the mooring mast was demolished in 1938.

Periodically, lighter-than-air vehicles and hybrid airships are promoted for use in remote northern areas, on the basis of lower cost of operation than conventional aircraft. While vehicles such as Skyhook and Zeppelin NT regularly obtain press coverage, no company has yet undertaken commercial cargo operations by airship in Canada.

Experiments and exhibitions

Aerial experiments by Bell

Alexander Graham Bell had organized the Aerial Experiment Association for the development of aviation, which was funded by his wife Mabel Gardiner Hubbard from sale of some of her real estate. AEA member Frederick Walker Baldwin was the first Canadian to pilot an aircraft in 1908, although not in Canada. The first powered heavier-than-air flight in Canada occurred on Bras d'Or Lake at Baddeck, Nova Scotia on February 23, 1909, when John Alexander Douglas McCurdy piloted the AEA Silver Dart over a flight of less than 1 kilometer.

McCurdy and Baldwin in  August 1909 demonstrated the Silver Dart and the Baddeck No.1, a second aircraft built in Canada, to Canadian military authorities at Camp Petawawa. Both aircraft were damaged during the demonstrations and so did not impress the military authorities, who lost interest in using such aircraft. McCurdy later flew a record-setting over water flight from Florida nearly to Cuba in 1910. A trial flight to transport newspapers from Montreal to Ottawa in 1913 ended in a crash.

Other experimenters
Many man-carrying kites, gliders, and powered aircraft were constructed by individual private experimenters in Canada before outbreak of war. At Montreal in August 1907, Lawrence Lesh completed the first heavier-than-air flights in Canada with a towed glider. Experimenters were handicapped by limited personal financing, the high cost and short supply of suitable engines of sufficient power, and sometimes even by the lack of technical literature describing current aerodynamic theory and successful experiments.

Flight exhibitions

In 1910 two large "aviation meet" exhibitions were held at Montreal and Toronto, where several Canadian aviation records were set.  In October 1910, at an air exhibition near Belmont, New York, Grace Mackenzie, daughter of Sir William Mackenzie and her sisters became the first Canadian women to fly; Mackenzie soon married her pilot, Count Jacques de Lesseps. De Lesseps Field near Toronto was named for the French aviator. Aviation exhibitions were common in Canada until the outbreak of war. Generally American barnstormers participated in Canadian events such as fairs, where an exhibition of an aircraft was an attraction due to its novelty; movement of aircraft and performers across the border was virtually unregulated.

First fatality

The first aviation fatality in Canada, and the only one before the First World War was John Bryant who was killed in a crash in Victoria on 6 August 1913.  Bryant was visiting British Columbia from the US with his wife Alys McKey Bryant, who was also a pilot, in their Curtiss biplane.  Earlier in the trip Alys had become the first woman to pilot a plane in Canada.

First World War
More than 23,000 Canadians served in British air services (Royal Flying Corps, Royal Naval Air Service and  (after April 1918) the Royal Air Force) during the First World War, with more than 1,500 killed. Notable Canadian pilots include Billy Bishop, William George Barker and Alan Arnett McLeod, who were awarded the Victoria Cross. More than 180 Canadian pilots achieved the designation "ace", with five or more credited victories. Canadian aircrew served in every operational theatre during the First World War, and in roles including air-to-air combat, bombing, air photography and artillery spotting.

In 1915 the Curtiss Aeroplane and Motor Company of New York set up a small plant in Toronto for manufacture of the JN-4 training aircraft, managed by McCurdy. The Curtiss factory built 20 aircraft with pontoon float landing gear, exported to Spain; this was the first export of Canadian-built aircraft. The company was soon purchased by the Canadian government and operated as Canadian Aeroplanes Ltd. The Curtis factory was also associated with an aviation school, which graduated 129 pilots.  By the end of the First World War the factory had built 2900 aircraft, including an order of 1000 JN4s, completed in three months and shipped to the United States for pilot training on their entry into the war. Aircraft construction stopped at the end of the war.

In spite of the many Canadians in military aviation, the Canadian government had shown little interest or ability to organize its own air force. Canadian politicians made no attempt to fund flight training, aircraft purchase, or construction of airfields. The Canadian Aviation Corps, with only three members, was founded in 1914 by Sir Sam Hughes, but was an inept and ineffective false start, never flying in combat and with its sole aircraft abandoned after a few months.  A Canadian Air Force was established in 1918, but it was disbanded shortly after the end of the war.  Not until 1920 was a permanent air force established. Canadians seeking flight training, aside from a few who entered schools at Toronto and Vancouver, either had to travel to enlist in French or British air forces, or received training when the RAF set up schools in Canada in 1917.

Very little civilian aviation occurred during the war, although exhibitions were given by American aviator Katherine Stinson, included an air mail delivery between Calgary and Edmonton. In eastern Canada exhibitions by Ruth Law included races against automobiles.

Interwar period

After the war, Britain donated over 100 surplus aircraft to Canada. They included land and water-based aircraft. The United States also donated several surplus Curtiss HS flying boats that had been used for antisubmarine patrols. The donated aircraft were used both by the nascent air force and for civil purposes such as forest fire patrols, photographic surveying and reconnaissance. The seaplanes could use lakes and rivers instead of airstrips, making them ideal for exploring and patrolling remote regions.

Many Canadians had aviation training due to the war, and surplus aircraft were plentiful.  A two-year boom in aviation followed.  The first paying passenger flight in Canada occurred in 1920, between Winnipeg and The Pas.  Although the total number of aviation companies, registered aircraft, and registered pilots then declined between 1920 and 1924, the freight carriage had increased greatly. Canadian aviation was slowly transforming from the experimental era to the commercial era.

Aircraft manufacture restarted in 1923, when Canadian Vickers took on a contract to build eight flying boats for the new air force, de Havilland of England started building "Moth" aircraft in 1927. The Noorduyn company founded in 1933 produced the Noorduyn Norseman which was used in bush flying operations throughout Canada; the type was adopted by the US Army Air Force during the Second World War and many units were produced. War surplus aircraft gave way to types specifically designed for civilian service. By the 1930s enclosed cabins greatly improved pilot and passenger comfort.

Although mail had been carried by air in various demonstrations throughout the early 1920s, it was not until 1927 that the Post Office started regular use of air mail.

Aviation regulation and a new air force
The Canadian Air Board was founded 1919 and had regulatory control over all civil and military aviation, merging into the Department of National Defence (DND) in 1923. The Aeronautics Act of 1919 established federal control over aviation and gave the legislative authority for air regulations.

With the merging of the Air Board with the DND in 1923, the Canadian Air Force, which had been formed in 1920 as a training establishment, took over from the Air Board and became responsible for all civil and military aviation. The CAF became "Royal" in 1924 and continued with civil flying operations and control until 1926. In that year, the Directorate of Civil Government Air Operations (CGAO) took over responsibility for all non-military aviation regulations. In 1936, the Canadian Privy Council decided that aviation was subject to Federal regulation. This later allowed the Department of Transport, as CGAO was renamed, to become the civil authority over aviation in 1936, taking over from the Department of National Defence.

In the late 1930s, the priorities of the Royal Canadian Air Force became focussed on increasing its strength as a military organization.

Building the airway system

By 1927, a system of airways crossing the country had been proposed. The plan was to provide a major airport every 100 miles, with emergency landing strips every thirty miles, across the country. Airfields were equipped with navigational and runway lighting. Navigation beacons were provided.  During the Great Depression starting in 1932, many unemployed men were put to work clearing air strips with hand tools and horse-drawn machinery, as a method of providing some employment.  By 1937, the airway system stretched from Vancouver to Sydney, a distance of 3108 miles.

In 1928, the Dominion Meteorological Service began providing aviation weather forecasts, but this was suspended in 1932 due to government austerity during the Depression. On initiation of Trans-Canada Air Lines,  in 1936 aviation weather forecasts were once again provided, with forecasting stations at Moncton, Toronto, Kapuskasing, Winnipeg, Lethbridge and Vancouver, and intermediate weather stations. Later in the 1930s, surveying and planning took place for an airway system to reach from Edmonton into the far North.

Foundation of civil airlines
The Canadian Pacific Railway (CPR) petitioned to start air service in 1919 but initially did not get involved in aviation. By 1930, Canada was one of the few countries without a national airline.

In Western Canada,  Western Canadian Airways was founded in 1926 by James Richardson. The airline specialized in northern operations, and was  particularly noted for an airlift of materials and men for surveying associated with the port of Churchill in 1927. Following acquisition of some competitors, in 1930 the airline was renamed Canadian Airways.  Cherry Red Airline was founded in Prince Albert, Saskatchewan in 1928 for similar purposes.

The effect of the Great Depression was severe on the Canadian civil aviation industry. The Federal government did not wish to spend money on aviation while the economy was in poor condition. R.B. Bennett was famously quoted as saying he didn't want government-funded aircraft flying over farmers whose fields were blowing away around them.   Government air mail contracts were cancelled, putting small aviation companies reliant on mail into financial difficulty. Tasks such as air photography, transportation of police to northern posts, air mail, and other civil operations, briefly in the hands of the private sector, were taken up by the RCAF to make it politically acceptable to continue funding it.

The Canadian government did not have a national policy in place for development of civil aviation. With the Air Force and Government Civil Air Operations in direct competition with private companies, and with the Post Office having no greater directive than obtaining air mail service at the lowest possible cost, civil aviation developed in a hap-hazard and slow fashion. Lack of a national trans-Canada airline permitted U.S. air lines to obtain important trans-border routes. The British Imperial Airways had no Canadian operator to co-ordinate with for trans-Atlantic routes and so routes served by the US Pan Am were used to carry on transcontinental traffic from Atlantic flights. Lack of reliable air mail contracts made it impossible for private aviation companies to operate on a sound financial basis. Without airway facilities, freight, mail and passengers were being carried by foreign airlines instead of a Canadian airline. Much of this delay in development was the result of Andrew McNaughton's role as head of the Department of National Defence, where he protected Air Force operations at the expense of civil airline development.

C. D. Howe's role was critical in the founding of Trans-Canada Air Lines in 1937. Rather like the railways of the preceding century, TCA was founded as the national cross-continent carrier to keep out foreign competitors, and was made a subsidiary of CNR. See main article Air Canada#History.

CPR was a part shareholder in Canadian Airways, and by 1941 CPR purchased Canadian Airways and other regional operations to form Canadian Pacific Air Lines in 1942. TCA, the government-controlled airline, was designated as the official transcontinental and international carrier by the Mackenize King government in 1943. For nearly forty years afterward, TCA and Air Canada benefitted from government regulation of air routes, fares, and standards of service. Government regulation was thought to be essential to prevent destructive competition between TCA and Canadian Airways. The two airlines, TCA and Canadian Airlines/CP Air, would remain bitter commercial and political rivals for the rest of the 20th century.

Aerial photography
Aerial photography was an urgent task for mapping remote regions of the country. War-surplus aircraft donated to Canada by the British and United States governments, or purchased by new private aviation companies,  were the foundation of aerial survey and air photography in Canada. During the interwar period extensive air mapping was carried out by the RCAF. Mapping of remote regions from the air was valuable in developing forestry and mining resources in Canada's North. The operational experience gained during this time was a foundation of Commonwealth Air Training Program during World War II.

International aviation
Worldwide commercial civil aviation expanded greatly after the First World War. Many European countries founded subsidized national airlines (Sabena, KLM, Deutsche Luft Hansa, Air France and others) for reasons of national prestige, security and commerce. The United Kingdom founded Imperial Airways with the mandate of tying together the far-flung regions of the British Empire, providing air mail and passenger services for overseas British and allied territories. In the United States, the conditions of a large land mass, uniform language and culture, large and growing population, and good flying conditions,  favoured rapid growth of private airlines. Many regional airlines grew, and looked to expand traffic to Canada and Latin America.  In the United States, Pan American World Airways became unofficially virtually the national flag carrier, being given preferential support by the American government in its negotiations with other governments.

Conditions in Canada were different from those in Europe and US. Inter-city operations were not the most important aviation sector in the 1920s. Float aircraft, operating on northern lakes and rivers, had become the basis of much commercial aviation for mining, paper industry, medical, police and mail carriage, so many private carriers formed regional airlines to serve this business. Little investment in fixed air strips was required for floatplane operations.  About the only government subsidy available was the contract to carry air mail; however, by the onset of the Great Depression, even these mail contracts were canceled, bringing some airlines to the brink of bankruptcy. While Imperial Airways negotiated  with Pan Am on the potentially lucrative and prestigious trans-Atlantic route, Canadian interests were at risk. A trans-Atlantic route that bypassed Canadian territory would greatly impede commercial aviation development in Canada.  No national airline existed, and none of the regional airlines was able to negotiate with Imperial Airways for trans-Atlantic routes. One route, feasible with the aircraft of the time, would run from New York to Newfoundland to Ireland to London, bypassing Canadian territory completely.

International aviation treaties were negotiated, mostly among European countries, after the end of WW I. The Air Navigation Convention signed by European countries in 1920 was an attempt to provide international rules for air traffic. Canada was only weakly represented at negotiations, but obtained an amendment to one article of the convention that would permit Canada and the US to make their own agreements on cross-boundary air regulations; in the event, the United States Senate never ratified the convention and so the Americans never became a party to it.

One side-effect of Canadian participation in international air regulations was the establishment of the International Civil Aviation Organization (ICAO) headquarters at Montreal.

Trans-Canada flights
Although Alcock and Brown had flown over the North Atlantic in 1919, the first non-stop trans-Canada flight from Halifax to Vancouver  was only in 1949. A cross-Canada air mail demonstration by the Canadian Air Force was staged in 1920, but this was a relay of a half-dozen aircraft. American aviator James Dalzell McKee (1893–1927) and  RCAF Squadron Leader Earl Godfrey took nine days in September 1926 to fly from Montreal to Vancouver. McKee donated funds for the Trans-Canada Trophy in 1927 to recognize accomplishment in Canadian aviation. McKee was killed in a floatplane crash.

Opening the North
An aircraft could traverse and photograph in hours rugged undeveloped country that would take weeks to cross by canoe, dog team, horseback, or on foot. Resource companies thrived with the ability to move personnel and material year round. Particularly important was winter flying, in conditions so cold that oil had to be drained from engines and kept indoors overnight, then preheated and poured back in. Skis and floats were as useful as wheels for northern fliers. These flights were made under the most primitive of conditions, often with no prepared airfields, no reliable weather forecasts, no radio or visual navigation aids, poor maps, and often no indoor facilities for repairs. Today the Canadian Bushplane Heritage Centre museum records some of the key events of this time.

Bush flying in Canada began immediately after the First World War, using war surplus aircraft for aerial photography and forest fire patrol. The Ontario Provincial Air Service used aircraft for forest fire surveillance and transport of fire fighters, and developed the water bomber for fire fighting.   The bush pilot era  produced such notable pilots as Wop May  and Punch Dickins. In January 1929 Wop May's flight from Edmonton to Fort Vermilion, Alberta carrying diphtheria vaccine became a headline news story. Both May and Dickins, along with many other bushplane aviators, became founders of Canadian aviation businesses.

Fred J. Stevenson barnstormed after the war, and flew in Manitoba and Northern Ontario. In 1927 he joined Richardson's Western Canada Airways and airlifted 14 men and  of material in support of exploration at Fort Churchill. These flights were proof of the utility of aircraft in the North. He was killed in an air crash.

Second World War
The British Commonwealth Air Training Plan in Canada trained over 130,000 aircrew during the Second World War. Some of the facilities built for BCATP were used after the war in extending and improving civilian aviation.

Canadian factories, far from the dangers of enemy attack, manufactured both training and combat aircraft. Since shipborne delivery was slow and vulnerable to attack, complete aircraft were flown in stages across a North Atlantic route to the European theatre of operations. Initial operations were organized by Canadian Pacific Air Lines, and the initial service was taken over by the RAF to become RAF Ferry Command. About 9000 aircraft were dispatched, and the operational experience gained became the basis for peacetime trans-Atlantic scheduled flights. The airport established at Gander, Newfoundland was a key element of the North Atlantic route and remains in operation.

The first women pilots were not licensed in Canada until 1928. As more men were sent off to direct combat roles, women were increasingly employed in aviation technical support roles and in aircraft manufacturing. Ferry Command and the British Air Transport Auxiliary used Canadian female pilots for trans-Atlantic movement of fighters and bombers.

In the West, the North West Staging Route was a channel for warplanes to be sent from factories in the United States to the Soviet Union. Starting in 1940, fifteen air bases and multiple emergency landing strips were prepared stretching from Great Falls, Montana through Western Canada to Alaska. The aircraft were completed in Soviet markings, winterized, and flown by stages to Alaska.  There, Soviet crews would take over the aircraft and carry on through Siberia to operational areas. About 5000 fighters and 1300 bombers and transports were ferried to the Soviet Union over this route. Additionally, seven hundred aircraft were sent for air defense of Alaska against a threat from Japan, and many internal communication, supply, and search-and-rescue flights used the air route as well.

Civil aviation during the war was restricted, with priority given to travel for war business, and rationing of oil and gasoline. However, Northern bush plane operations in support of mining carried on, with such tasks as the export of uranium concentrate for the atomic bomb project.

Aircraft manufacturing
The Curtiss company established a branch plant for manufacture of engines and airframes in 1915; this was taken over by the federal government and operated as Victory Aircraft until 1945, when it was sold to Hawker Siddeley.

Many aircraft made in Canada  during the Second World War were licensed designs from British or American manufacturers, in some cases altered for available materials, engines, and production facilities.

During the Second World War, companies such as Canadian Car and Foundry, not ordinarily in the aviation field, turned their production lines to the manufacture of fighters and bombers. About 16,000 aircraft were manufactured in Canada, including about 450 four-engine Avro Lancaster bombers and 1400 Hawker Hurricane fighters, as well as many training aircraft such as the Harvard, Anson, and Tiger Moth.

Aviation manufacturers in Canada included:
 Canadian Vickers 1923-1944
 Fairchild Aircraft Ltd. 1920-1950
 Fleet Aircraft 1928-1957
 Canadair 1944-1986
 Bristol Aerospace 1930-1996 founded as McDonald Brothers
 Avro Canada 1945-1962
 de Havilland Canada 1928-1986
 Viking Air - 1970–present
 Bombardier Aerospace 1986–present, bought the remains of Canadair, later added Short Brothers, Lear, and de Havilland Canada.
 Magellan Aerospace 1996–present

Rotary wing aircraft
The first rotary-wing aircraft registered in Canada was a Pitcairn PCA-2 gyroplane in 1931. A later Pitcairn gyroplane model PAA-1 was registered in 1932 and for about 20 years operated in a variety of roles including barnstorming, agricultural and forestry spraying, and photography.  Helicopters attracted interest from Canadian amateur experimenters ( the Froebe helicopter ) during the 1930s, but no commercial development followed.

During the Second World War, the Sikorsky R-4 went into serial production, with units used by the US Navy, US Coast Guard, and British Royal Navy. Seven Canadians underwent training on the R-4. Military applications for the helicopter included anti-submarine warfare, and search and rescue.  On May 11, 1945, Canadian R-4 pilot Lt. Cdr. Dennis Foley participated in the successful recovery of a downed Corsair pilot.

A helicopter was used in 1944 in a search and rescue operation on the St. Lawrence River. An American Sikorsky R-4 was dispatched for the search, but the survivors were recovered by icebreaker. In 1945, another US R-4 was sent to transport survivors of a Canso crash in Labrador. US Coast Guard helicopters were again called for rescue service in September 1946, to recover the survivors of a crashed Sabena DC-4 that had impacted 30 miles southwest of the Gander airport.

The RCAF acquired its first helicopter, a Sikorsky S-51, in 1947. Further helicopters were acquired by the RCAF and RCN and used for search and rescue.  Many flights were carried out during the 1950 Red River flood for passengers and air photography. In 1955, helicopters of the RCAF No. 108 squadron were used in support of construction of the Mid Canada Line of radar stations.

Cold War era
During the 1950s and 1960s, United States defence planning viewed Soviet aircraft travelling over the Arctic as a threat, and expended much effort and money on defensive systems. Early-warning radar stations of the DEW line and Pinetree Line constructed partly within the Canadian North; construction of these stations required many air freight shipments in isolated areas. Additionally, anti-aircraft missiles called BOMARC were also stationed in Canada. These were highly controversial since they had the capability of carrying a nuclear bomb.

Around 1953 Canada began development of its own supersonic interceptor aircraft, the Avro Canada CF-105 Arrow. The test aircraft achieved supersonic flight in 1958, but the nature of the threat changed from over-the-Pole manned aircraft to ballistic missiles. Many interceptor aircraft programs of the period were cancelled. Since Canada and the United States had signed a joint NORAD treaty in 1958, the BOMARC system was considered to address the bomber threat. With no export sales in prospect, the government of the time decided the defence budget could not support both missile operations and aircraft development, and the Arrow program was cancelled early in 1959.  The loss of the Arrow project lead to the closing of Avro Canada and the loss of many aerospace workers.

In 1978 Judy Cameron became the first female pilot hired to fly for a major Canadian carrier (Air Canada).

Airline regulation
Passenger airlines were closely regulated in Canada from the 1930s until the late 1970s. Regulations controlled which companies could participate as regional or national carriers, and the routes, schedules, and fares charged were approved by the government. Trans-Canada Airlines was given governmental preference for routes and international traffic. Deregulation of airlines in the United States, along with continuing requests by CP Air and Wardair to provide national service, were among the factors that lead to changes in the regulations.  These included the "Air Canada Act" of 1977, which turned  the national airline into a Crown corporation on virtually  an equal competitive footing with other Canadian airlines. By 1988 Air Canada had become fully privatized.

The National Airports Policy of 1994 turned over control of 90 airports to local organizations. Additionally, air navigation services were sold in 1996 to Nav Canada, a private organization.

Centennial celebration

In 2009, commemorations of the 100th anniversary of powered flight in Canada were wide spread.  Part of the contribution of the Canadian military was to paint the 2009 Demonstration McDonnell Douglas CF-18 Hornet in a dark blue and gold paint scheme which included the names of the 100 most influential people in Canadian aviation history.

See also
Air Canada
Avro Canada C102 Jetliner
Avro Canada CF-100 Canuck
Bombardier Aerospace and Embraer S.A. government subsidy controversy
Canada's Aviation Hall of Fame
Canadian Airlines
List of defunct airlines of Canada
List of defunct airports in Canada
Operation Yellow Ribbon
Pacific Western Airlines
Transair (Canada)
Western Canada Aviation Museum
Ontario Provincial Air Service

References

Notes

Bibliography

 Dobson, Alan. "Canadian Civil Aviation, 1935–45: Flying between the United States and Great Britain." International History Review, Volume 34, Issue December 2012, pp. 655–677.
 Ellis, Frank H. Canada's Flying Heritage. Toronto, Ontario, Canada: University of Toronto Press, 1961. .
 Goldenberg, Susan. Troubled Skies: Crisis, Competition and Control in Canada's Airline Industry. Toronto, Ontario, Canada: McGraw Hill, 1994. .
 Gray, Larry. We are the Dead. Renfrew, Ontario, Canada: General Store Publishing House. 2000. .
 Hatch, F.J. Aerodrome of Democracy: Canada and the British Commonwealth Air Training Plan 1939–1945. Ottawa: Canadian Department of National Defence, 1983. .
 Hunt, C. W. Dancing in the Sky: The Royal Flying Corps in Canada. Toronto, Ontario, Canada: Dundurn Press, 2009. .
 McKenzie, David Clark. Canada and International Civil Aviation, 1932-1948. Toronto, Ontario, Canada: University of Toronto Press, 1989. .
 Milberry, Larry. Aviation in Canada: The Pioneer Decades, Vol. 1. Toronto: CANAV Books, 2008. .
 Milberry, Larry, ed. Sixty Years—The RCAF and CF Air Command, 1924–1984. Toronto, Ontario, Canada: Canav Books, 1984. .
 Pigott, Peter. Flying Canucks: Fifty Canadian Aviators. Toronto, Ontario, Canada: Dundurn Press, 1994. .
 Stanbury, W. T. and Fred Thompson. Regulatory Reform in Canada. Montréal, Quebec, Canada: Institute for Research on Public Policy, 1982. .

redpajama_set_name: RedPajamaWikipedia


text:
package com.amazonaws.util;

import static com.amazonaws.util.XpathUtils.asString;
import static org.junit.Assert.assertEquals;

import java.io.IOException;
import java.util.Arrays;
import java.util.List;
import java.util.concurrent.Callable;
import java.util.concurrent.ExecutorService;
import java.util.concurrent.Executors;
import java.util.concurrent.Future;

import javax.xml.parsers.ParserConfigurationException;
import javax.xml.xpath.XPathExpressionException;

import org.junit.Test;
import org.w3c.dom.Document;
import org.xml.sax.SAXException;

public class XpathUtilsSyncTest {
    @Test
    public void test() throws Exception {
        // System.setProperty("com.sun.org.apache.xml.internal.dtm.DTMManager",
        // "com.sun.org.apache.xml.internal.dtm.ref.DTMManagerDefault");
        final String content = "<?xml version=\"1.0\" encoding=\"UTF-8\"?>"
                + "<Error>"
                + "  NoSuchKey"
                + "  <Message>The resource you requested does not exist</Message>"
                + "  <Resource>/mybucket/myfoto.jpg</Resource> "
                + "  <RequestId>4442587FB7D0A2F9</RequestId>" + "</Error>";
        ExecutorService es = Executors.newCachedThreadPool();

        Callable<Void> task = new Callable<Void>() {
            @Override
            public Void call() throws SAXException, IOException, ParserConfigurationException, XPathExpressionException {
                final Document document = XpathUtils.documentFrom(content);
                final String message = asString("Error/Message", document);
                assertEquals("The resource you requested does not exist", message);
                return null;
            }
        };
        @SuppressWarnings("unchecked")
        Callable<Void>[] a = new Callable[50];
        Arrays.fill(a, task);
        List<Future<Void>> futures = es.invokeAll(Arrays.asList(a));
        for (Future<?> f : futures) {
            f.get();
        }
        task.call();
        task.call();
    }

    public static void main(String[] args) throws Exception {
        new XpathUtilsSyncTest().test();
        System.exit(0);
    }
}

redpajama_set_name: RedPajamaGithub


Dad Was Doing Some Gardening When Suddenly, He Got SKILLS!
Guy Sets New World Record For Highest Cliff Dive!
How To Change A Double Decker Bus Into An Amazing RV!
356 Pound Guy Runs The Anchor In The 4 x 100!
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Bee Breeders Architecture Competitions has announced winners for the Kemeri National Park Observation Tower architecture competition, tasked participants with delivering proposals for a buildable observation structure along the park's boardwalk system.Key factors to consider were wheelchair accessibility, durability, ease of construction, and a proposed budget of US $50k.
The entries proposed a wide range of ideas, with a variety of structural materials and forms, with modularity as an integral factor in many submissions.
The winning project - Funambulist Landscape - by Ernesto Urquízar Quesada and María Cervantes Lardón from Spain, impressed the jury with its three-storey design of light-structured ramps hung within a clean timber grid. The project's simple structure makes it easily adaptable and scalable, with beautifully-executed drawings submitted to show a clean design intent.
Second prize was awarded to Nathira Haja from Malaysia. The "Eye Tower" project features a spherical timber structure that encloses a lengthy spiraling ramp, elevating visitors well above the bog boardwalk, and was considered by the jury as the most formally striking submission presented in this competition.
Hunor Albert Szántó and Fanni Zita Salamin from the Budapest University of Technology and Economics in Hungary received third prize as well as the BB Student Award for their "Black Box" project. Simple 2.8m-wide x 1.5m-long grid comprised of wooden structural members and clad in a shell of burned-wood planks which the jury found to be buildable and well-suited for its location.
The jury also selected winner for the "Accessible Tower Award" - The Dark Hut - by Angelo Ancarola, Antonio Mastria, Salvatore Possidente Del Monte, and Luigi Simone from Italy.
"The jury was impressed by the "funambulist landscape", the title of this proposal. Three stories of light-structured ramps are hung within a clean timber grid. A visitor walking up into this structure would experience a "new sequence of relationships" among the landscape, flora, and fauna. The result is a well-designed project that is integrated within the bog boardwalk. Its components could easily be prefabricated offsite. Given the scale of the structure, the jury wonders if the project as shown could be constructed without the use of heavy equipment and suggests the exterior framework be segmented into smaller timber elements. The project's simple structure makes it easily adaptable and scalable. The submission drawings are beautifully executed and clear in their design intent."
"The most formally striking submission presented in this competition, the 'eye tower' features a spherical timber structure that encloses a lengthy spiraling ramp, elevating visitors well above the bog boardwalk. The large vertical members of the frame are completed at the apex with a series of smaller timber elements that act as a type of brise soleil, and help to give the structure a refined shape. The jury believes that, while the submission is likely not achievable on a budget of $50k, it could perhaps be scaled down for feasibility. Additionally, the base foundation for such a structure would likely be significantly larger, bringing to question whether the project could be constructed without damaging the bog ecosystem? The jury commends the designer for providing such a bold gesture that would certainly become a landmark within the park."
"The project is characterized by a simple 2.8m-wide x 1.5m-long grid comprised of wooden structural members and clad in a shell of burned-wood planks. The long-bar form of of the observation platform is integrated as part of the bog's boardwalk. The submission includes a series of sectional images that describe a variation of viewing experiences defined by changing patterns of perforations in the shell's walls and ceiling. It compares the viewing experience to a moving filmstrip, and describes the platform as a black box defined as a "device, process or system whose inputs and outputs are known, but whose internal structure or working is not well, or at all understood because of it's confidential nature." The jury found this submission to be buildable and well-suited for its location."
Accessible Tower Award: The Dark Hut by Angelo Ancarola, Antonio Mastria, Salvatore Possidente Del Monte, and Luigi Simone from Italy.


Is KING ME jewelry real?
KING ME Jewelry comes standard in vermeil and, by request, in 10-24k solid gold. Our jewelry is "real" in the sense that we use pure sterling silver and/or solid gold as base metals under gold finish. In comparison, our jewelry is made of the same material Tiffany & Co., Pandora, and Cartier, just to name a few.
Does KING ME jewelry tarnish?
The gold finish may fade or scratch with normal wear over time. We offer services to refurbish your jewelry should you need gold finishing & to restore the brand new look.
Will my skin react to your jewelry?
Everyone is different and thus we cannot say whether or not you will react to jewelry we sell, or in general. We follow regulations to ensure our jewelry is produced with the highest quality manufacturing and by honest standards.
We suggest checking with your doctor to determine your jewelry tolerance & potential reaction to certain metals.
Our jewelry comes standard in vermeil or solid gold (depending on which you purchase) and more specifically, this is labeled on every product page, as it varies.
In general, sterling silver without gold finish & 24k gold are the purest metals and can pretty closely guarantee no reaction, in the case of sensitivities. A note about 24k gold though, is that it's a very soft metal and is not durable for everyday wear jewelry.
Typically, vermeil is a type of gold finished material that is composed of a layer of gold over solid sterling silver. Industry standards dictate that the gold portion must be 10 karats or above for a piece to be considered vermeil in the U.S., but most high-quality pieces are 14, 18 or 24 karats depending on the thickness of the jewelry. We usually finish in 14-18k.
Vermeil usually looks like gold to the naked eye, making it a great alternative for those who can't afford pure gold jewelry. You can also shine it up to give it a beautiful gloss, or leave it to fade for a vintage look.
Gold finish is not to be confused with gold plating. Gold finish is a high-quality process of gold layer over pure and quality metals such as sterling silver or solid gold. Industry standards dictate that the gold portion must be 10 karats or above for a piece to be considered high quality (for vermeil, for example) in the U.S., but most high-quality pieces are 14, 18 or 24 karats depending on the thickness of the jewelry. We usually finish in 14-18k.
Gold finish is achieved by using gold leaf or powder instead of a sheet of gold.
In gold plating, any metal can be used as the base, and the gold layer can be of varying levels of purity.
It's an actual layer of gold-pressure bonded to another metal. Gold filled is not to be confused with gold plating, (*we do not sell gold plated jewelry, this information is for educational purposes only.*) as filled literally has 100% more gold than gold plating.
Gold filled is much more valuable and tarnish resistant. It does not flake off, rub off or turn colors. As a matter of fact, most who can wear gold can wear gold filled with limited worries of reaction to the jewelry.
Gold filled jewelry is an economical alternative to solid gold.
Due to limited availability, our gold filled collection is small but we add this option for new pieces often.
Why wear vermeil vs. gold?
Vermeil jewelry can be a great and durable alternative to solid gold pieces.
We are a trusted seller when looking to purchase a vermeil piece.
You will certainly love the look and feel of vermeil jewelry, especially once you understand what it is, it's quality, and how to care for it.
Can I wear your jewelry in the shower?
While our jewelry is very durable and many customers brag about being able to wear and "never" take off, we advise avoiding direct and prolonged contact with dust, pollution, cosmetics, water, lotions, perfumes, and chemicals. It's suggested to remove jewelry before taking a shower or swimming.
We recommend storing your jewelry in the tarnish-proof box or bag we provide. Storing one piece per airtight container will help prevent oxidation.
To clean your jewelry, use a clean cotton or microfiber cloth to buff it gently. Do not use chemical cleaners as they can easily strip the gold finish.
Over time, the gold layer is likely to fade. This is a common and natural property that adds a unique sense of character to the piece but can also be refurbished. Don't fret when that happens, read below for information on refinishing and refurbishing.
Do you have photos of the chain styles you offer?
Why does it take so long to receive order?
Our jewelry is handmade and customized by individual jewelry craftsmen in Los Angeles. We do not mass produce overseas and every single piece is made-by-hand, so all pieces are made-by-the-order. For this reason, we need time to receive, pass along to our manufactures (goes through many steps and layers of craftsmanship), allow time for customization and shipment for every single order.
Some items take longer than others. We try to keep in communication with our customers regarding any items or orders that will need more time. In general, more time is needed during sales and holidays.
Please check the date you placed your order and count 15 business days (this does not include weekends) from that date. If it has not been 15 business days, please allow us up to this time to receive your tracking details. If it has been longer, please email us at kingme@bypinkgrasshopper.com to inquire. We are more than happy to provide details into the status of your order.
I want jewelry I cannot find on your website, can you make it for me?
Yes, we can make anything! We've already created wedding rings, brooches, large pendants for men, earrings and much more- all from scratch! We can provide a quote and get you started on your design today.
If you want to add to or change an existing design we have on our website, please email us at kingme@bypinkgrasshopper.com to inquire!
I need a repair, can you fix my jewelry?
Yes, whether you purchased from us or have fine jewelry you'd like repaired or refurbished from elsewhere, we offer services to make your jewelry look brand new again.
Please email us kingme@bypinkgrasshopper.com detailing your repair and/or refurbishing needs.
I have jewelry I did not buy from you but want refurbished, can you help?
Yes, we offer services to make your jewelry look brand new again. Please email us kingme@bypinkgrasshopper.com detailing your repair and/or refurbishing needs.
Why is king me different from other brands?
KING ME is different from other brands because we specialize in custom high-quality jewelry, a place where you can customize any original design you have or one we offer on our website. We also offer thee very distinct and usually exclusive services, right at your fingertips, with the convenience of an e-commerce store.
We provide high-quality fine jewelry, repair warranty throughout the lifetime of your jewelry, and other jewelry services, such as refurbishing, even for items we did not make- all at very affordable pricing!
How does king me jewelry compare to other well-known jewelry companies?
Our jewelry is of the same quality as Tiffany & Co and Cartier, for example. Our jewelry is made of the same metals and gold finish they use, as well as similar handcrafting by very experienced manufacturers in Los Angeles, who produce our jewelry using the same manufacturing standards as these known brands. Similar to Cartier, we also design, manufacture, distribute, and sell jewelry.
Moreover, much of our jewelry is of better quality than select, high-priced items sold by brands such as David Yurman & Gucci, who sell their "fashion jewelry" for more than quadruple a normal retail price. A lot of the metals they use, for example, is cheaper, such as brass or mixed metals, but have the price tag of solid gold and platinum. Not only are our metals more high-quality than what these brands offer for their "fashion" high-priced items, for example, but we can offer solid gold jewelry items at usually less than they offer their cheaper metal pieces.


Located in Western France, close to Loire River, Nantes is the capital city of the Pays de la Loire region and the sixth largest city of France. Nantes is well-known for being one of the most liveable cities in France as well as in Europe, and it even holds the title of European Green Capital, awarded by European Commission in 2013. Regarding its history, the city as Breton roots since the reign of Charlemagne. Its historic relevance continued with the "Wars of Religion" occurred in France between the XVI and the XVII century and the French Revolution. Among the main venues, monuments and museums to see one can mention the Jardin des Plantes, the Chateau des Ducs de Bretagne, the Cathedrale de Saint-Pierre et Saint-Paul, and the Musée d'histoire naturelle de Nantes.


The End of Tomorrow: How to Stop Anticipating Your Future Good & Start Participating in it NOW!
What is the Garden of Eden story?
Adam eats of the fruit of the knowledge of the tree of good and evil. Then all hell breaks loose.
And why should you strive to have true freedom? What's the reward?
Quantum Prayer: Where Are You Coming From?
What if what you've learned about the direction to achieve wealth, health, harmony, happiness, and success is 180 degrees opposite to the truth?
Today's Quantum Prayer – "Rapid Confidence and Self-Esteem" – will help you to unleash the strength and stability within you so that you can achieve your highest creative and productive goals.
What sense is there in the tragic experiences of our lives? Our setbacks feel so permanent.
Niagara Falls: beautiful, powerful, magnificent. A wonder of the world. It never ages because the water, the energy, the life force that's pouring over it is always new in every instant.
What does it feel like to let go of it all, to fall down …and to be caught and held? It is the most beautiful experience you can imagine.
This is the experience of Emergence.
People end up becoming like those they love. In fact, we end up becoming ONE with whatever we love.


Registration is non refundable. The Missouri Perfusion Society is required to pay meeting expenses based on the number of registrants submitted. Even if you do not attend, we are still required to cover this expense so we are not able to give refunds.
Membership dues are non refundable. Due to the access and privileges given to those who join our society, we do not allow refunds after purchase.
In the event a user makes an error while completing the meeting registration or membership dues and is charged an incorrect amount, we will take steps to correct the situation on a case-by-case basis. If you believe you have made such an error, please contact us at info@missouriperfusion.com and describe your situation in full.


text:
Kenny Lisabeth (Deinze, 22 juni 1981) is een voormalig Belgisch wielrenner. Hij was prof tussen 2005 en 2010.

Belangrijkste overwinningen
2001
 6e etappe Ronde van Namen (U23)

2003
 Gent-Ieper
 6e etappe Ronde van Namen (U23)

2004
 5e etappe Ronde van Vlaams-Brabant (U23)

2008
 1e etappe Vuelta Ciclista Internacional a Extremadura (Ploegentijdrit)

Externe link
 Officiële website

Lisabeth, Kenny


The British economy won't begin to recover until 2014, as government's cuts and the euro crisis slash demand which is a key driver for UK economy growth, is the conclusion of a study prepared by a leading UK think tank.
The National Institute of Economic and Social Research revised its forecast, saying the UK economy would shrink 0.5% this year, down from an initial estimate of zero growth.
"The major problem in the U.K. economy is a lack of demand, and the government can do things to boost demand," Simon Kirby, the economist at the NIESR said.
Though the 2010 austerity program, which was extended for two years to 2017, was aimed to boost growth to 2.8% this year, the UK economy contracted by 0.7% in the second quarter of 2012, the report stressed.
Had the government postponed its austerity program by three years, the country's economy could grow 1.2% this year and the output could grow 239 billion pounds between 2011 and 2021, the NIESR said.
NIESR called on the government to loosen its debt reduction plans and borrow more to pay for key infrastructure projects. The think tank expects Chancellor George Osborne to borrow 12.5 billion pounds more than planned in the year through March 2013. However, NIESR welcomed recent steps to boost the economy such as the Funding for Lending Scheme which is designed to avoid a possible credit crunch and higher interest rates during the crisis.


text:
Q: ObservableArray.push() triggers click event I'm making a searchable list of objects (students). When I append objects to list, I also want to add click event handler, which will pass me the objects Id.
I've made an observable array:

And it's html:

And function which should be triggered on click:

The clicking itself works fine. The problem is, that the self.studentList.push(singleStudent) line ALSO triggers the event.
How can I add event that would be triggered ONLY if element is clicked?

A: You are not correctly wired your click handler, because you haven't passed in a reference to your function but the actual executed result.
In its current form ClickEvent is executed every time when the binding is parsed, e.g. when you add a new item to your array.
To fix it you need to wrap it to an anonymous function

Or you can use the bind function:

See also in the documentation: Accessing the event object, or passing more parameters

redpajama_set_name: RedPajamaStackExchange


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Figure out your niche before making money online. Do you have a flair for writing? Sell your content writing services. Are you good at graphic design? Many people will hire you to work on their sites or documents. Introspection is a good thing to hold onto during this time.
TIP! To generate an online income, you need to identify your niche. Do you have good writing skills? Think about becoming a content writer.
It seems like today that so many people are looking to work at home, and one of doing is this on the Internet. Perhaps you are one of these people, but you just haven't done it yet? The ideas here will ensure that you start on the right foot.
If you enjoy writing, take a look at revenue sharing sites. These sites allow you to write about the things you like and get a share of the revenue. Even better, you can use Amazon affiliate opportunities on these sites to make even more.
Do some surveys. There are many different surveys you can take. They can really help you earn extra money. You may not make a lot from any individual survey. However, you can easily do these things when you have some down time, and you can make quite a bit of money when things add up.
Be careful about online income scams. You can make money online, but you can also lose money online. Before going down a road you are uncomfortable with, make sure to do your research.
You can earn money tutoring others. You can teach people online and work from your home. TutorVista is a great site to use if you want to do this. If you do good, a lot of doors will open up.
There are a number of revenue sharing sites that you should look into if you like to write. Both of theses sites let you write on your favorite topics, and you get a split of the incoming revenue. These sites are affiliated to Amazon.com, making it a great site to use.
Perform a Google search to locate money-making opportunities. There you will find lengthy lists of different options. When you do find something that interests you, try researching the company thoroughly. Remain cautiously optimistic as you learn about different companies and methods that work.
TIP! Search Google to learn about making money online. There will be many different things you find.
Make out a daily schedule. Your income is absolutely tied to working hard daily. There isn't a way to make lots of money. You have to put in the time necessary. Make specific times to work every day. Just an hour daily will add up with the passage of time.
Think about what an hour of your time is actually worth to you before you get started. Any job you are considering doing, how much is the time associated with it worth? If you work for peanuts, that might be all you ever get. It'll be tough to get anyone to pay you ever more.
You may have to show proof of your identity prior to making cash online. You will have to provide valid identification at many online moneymaking sites. If you lack digital versions of your identification, get them before you apply.
Making money online can be difficult if you don't know what you are doing. Just start with networking amongst your successful peers. Keep your learning flowing and look to new opportunities at all times. If you're open-minded and want to learn, you can make yourself a lot of money.
TIP! To make real money online, it'll take some time to get it all down. Try finding the niche or industry that you are familiar with and mingling to start with.
Search Google to learn about making money online. There are many ideas to explore. When you see something you think you would like to do, check into it further. Approach each opportunity with caution, regardless of which one you pick.
There are many reputable companies that can hep you make money online, but there are many scams. That's the reason you have to investigate any opportunities before signing up. Check out the BBB for any complaints that may have been lodged.
TIP! You know that there are online money making opportunities that are legitimate, but you also need to know that there are many scams too. This is the reason you have to carefully research each company before you try to make money with them.
Use your downtime smartly. You don't need to be too focused on certain online money-making ventures. Tasks on sites like Amazon's Mechanical Turk are perfect for this. Try doing some of them while watching TV. This is not a get rich quick scheme; however, it will help you maximize the value of your time.
Check out affiliate marketing if you're wanting a way to earn cash on the Internet. To be successful, you must own a website that gets plenty of traffic. Give consideration to the types of themes and topics that you enjoy writing about. After that you will have to find a company that is looking for affiliates. Every time someone purchases from your ads, you make a cut of the purchase.
Think of ebook publishing as an income source. Lately, self-publishing has increased in popularity. This is a great money-making opportunity if you are an author or just an expert in a specific field. You can find many publishing platforms on the Internet, some with a commission rate of 70%.
TIP! For extra money, write and publish an eBook. In recent years, it has become trendy to self-publish.
Flipping domain names can be very popular. There are many who can earn a living by simply flipping domain names. There is a lot of trial and error that you will need to experience. Adsense is a great site for you to make use of. Buy domains that will use an acronym. Find some names that you think you can make money off of.
Trade using the foreign exchange market if you are serious in making money online. Take a look at the market trends that are happening now and use that knowledge to capitalize on the market. Make sure that you do not overextend your budget or get too carried away with your winnings if you are initially successful.
It can take some time to learn about making money online. You would do well to align yourself with experienced veterans within your niche. If you can find a mentor, take advantage of them. Be sure to keep your mind open and you will be making money online in no time.
A very popular way to make money online is by blogging. Lots of folks blog for pleasure, so it makes sense to make it profitable too. You make money on blogs through advertising. When a visitor reads your blog posts and then clicks on an ad, you generate money.
TIP! Blogging can make you a lot of money. If you're already blogging for fun, think about turning your blog into a cash cow.
Write a good E-book that you can sell over the Internet. It's an excellent way to earn an online living while using your know-how. Writing a recipe e-book is a great way to begin.
If you like to shop, think about earning extra money with online mystery shopping. You may know something about mystery shopping already. These people get paid to go shopping at a store and then share what happened. It only seems natural that the need for mystery shoppers has now come online. Some mystery shopping online requires using your own money to shop, but you can probably recoup your expenses quickly.
TIP! Do mystery shopping on the Internet. Surely you know about secret shoppers already.
Working online is not hard. You simply need to learn how to get started. The ideas and tips you learned here have been designed to get you off to a good start on your path to earning money online. Anyone could make cash online, but you must keep learning if you desire to make money. Keep these tips in mind and get started as soon as possible.
You can begin an interesting blog. Be sure to post on a regular basis. Use social media to increase the traffic as well. As it gains in popularity, you will be able to sell advertising space. When visitors go away from your blog and as they go to the page that they own, you will get a percentage.


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Jesus gave the Great Commission to "Go and make disciples of all nations…" (Matt. 28:19) Every member of our church is called to be a part of the mission of making disciples in our city, across America, and around the world.
We believe that the scope of God's love is world-wide, and the only way the lost can be saved is through the message of Christ. This leads us to take the Gospel to all who need to hear, from our community to the most unreached places in the world.
Our goal is to be a people who are making disciples among all nations, and supporting others who are doing this work as well. Prayer is necessary in accomplishing this task. When we pray, God leads us to serve others in amazing ways that will bring Him glory and honor. We ask that you pray for those committed to serving from Decatur to the ends of the earth sharing the Gospel of Jesus Christ with those who do not know Him.
The people who have dedicated their lives to full-time missional work.
The individuals and the projects for those who are on mission trips.
"Finally, brothers, pray for us, that the word of the Lord may speed ahead and be honored, as happened among you,".
Giving financial is another way to support others who are committed to making disciples among all nations. There are many expenses involved in mission work. We ask that you prayerfully give as you feel led to mission work. You can give in a variety of ways: to mission organizations, general TBC missions, specific mission trips, or specific individuals serving on mission trips*. Your contributions make it possible for others to follow their call to missions.
*Please note, when giving to an individual serving on a mission trip, the donation is not tax deductible.
Serving is the action of making disciples of all nations, sharing the Gospel of Jesus Christ with those who do not know Him. As Christians, we believe we are commanded to do this by Jesus. This could be as close as going to your neighbor next door or as far as traveling to a foreign country to share the Gospel. It can be done through building relationships over coffee, caring for the elderly, building a home for those in need, feeding the hungry, loving orphans, and so much more. The need for Jesus to be known from Decatur to the ends of the earth is great. As a church, we ask you to prayerfully consider how God is calling you to love and serve others.


Compacts a personal or file geodatabase. Compacting rearranges how the geodatabase is stored on disk, often reducing its size and improving performance.
It is recommended to compact personal geodatabases when they become larger than 250 MB.
If data entry, deletion, or general editing is frequently performed on a database, the database should be regularly compacted to ensure optimal performance.
If a database is open in ArcMap for editing, it cannot be compacted. To compact the database, remove any layers with a source table or feature class in that database from the Contents window.
Personal and file geodatabases are stored as binary files on a disk drive. As data is added, removed, or edited, these files become fragmented, decreasing overall database performance. The Compact tool is used to rearrange how the database is stored on disk by defragmenting these binary files, reducing the database's size on disk and improving database performance.
The personal or file geodatabase to be compacted.
The following Python window script demonstrates how to use the Compact function in immediate mode.
The following stand-alone script is a simple example of how to use the Compact function in a scripting environment.


The Road Trip: Winvian Farm. A unique collection of cottages in the Connecticut woods, for a secluded weekend getaway that's a magical retreat from the ordinary.
Good for: A couples weekend away to relax and enjoy gourmet meals and chilled out activities.
The scoop: This is not your average Relais and Chateaux. The Winvian Farm is a collaboration of eighteen architects, who were invited to design one room each. Kind of like Project Runway, except for hotels and the task was to design a cottage based on a quirky theme. The collection ranges from the Library Cottage (a two-story, wood-paneled affair) to the Helicopter Cottage (which has, you guessed it, a complete helicopter inside). Though there is plenty to do in the Litchfield area from antiquing to hiking, it's just as compelling to stay on property. The spa treatments and the gourmet restaurant are not to be missed, and there are few better ways to end an evening than with a glass of pinot noir while cozying up in front of a wood-burning fire.