1.1 – This website is owned and operated by The Auden Musical Instrument Co. Ltd, a company registered in England at 11A Lancaster Street, Higham Ferrers, Northamptonshire, NN10 8HY.
These terms and conditions apply to all users of this website/service (henceforth referred as "you"), and are upheld at all times by The Auden Musical Instrument Co. Ltd (henceforth referred as "we"). By using this website you agree to the terms as set out in this document, if you do not agree to any of these terms, please do not use this website.
1.2 – All goods and services are sold in accordance with the EU Consumer Rights Directive (2011/83/eu). The purpose of this directive is to ensure that the consumer is given clear and accurate information about the goods and services supplied by the retailer to help give consumers confidence when buying online. Note: Goods and Services sold prior to the 13th June 2014 where sold in accordance with The Consumer Protection (Distance Selling) Regulations 2000 (SI 2000 No.2334).
1.3 – Use of this website constitutes acceptance of the terms and conditions laid out on this page. The Auden Musical Instrument Co. Ltd. reserves the right to amend these terms at any time, without warning. All changes will be made current on this page.
2.1 – All orders made by you through www.audenguitars.com are subject to acceptance by us. In the circumstance we refuse your order, we cannot be held liable to any party.
2.2 – After submitting an order to us we will send you an order acknowledgement email with your order number and details of the goods that you have ordered. Please note this email is an automated acknowledgement and is not an acceptance of your order.
2.3 – Order acceptance and the completion of the contract between you the customer and The Auden Musical Instrument Co. Ltd will take place at the point of order dispatch, unless we have notified you otherwise, or you have cancelled your order in accordance with the terms set out in Section 4 – Cancellations & Returns.
3.1.1 – If you order an item that is in stock before 3pm on any business day (Mon-Fri) we endeavour to have that order sent out the same business day. This means that your order should be with you in less than 24 hours for mainland UK postcodes. This excludes Weekends, Public Holidays and Bank Holidays. The Auden Musical Instrument Co. Ltd reserve the right to amend delivery estimates at any point in the order process and any such changes will be notified in writing or verbal communication. In some cases, orders of excessive size, weight or value may take longer than the estimated time. We cannot be held responsible for delays in deliveries. The Auden Musical Instrument Co. Ltd will notify you of any such delays.
3.1.2 – In the event of any issue with your order, such as errors in the stock levels, or clerical errors in the order process, we will notify you of a new delivery date, or provide you with the option of an alternate date. We also may deliver some goods in several consignments but will not charge additional carriage for this. The Auden Musical Instrument Co. Ltd will not be liable to any party for items delivered outside the specified delivery estimates.
3.1.3 – All UK deliveries are normally dispatched using our express courier, DPD, using their premium next day delivery service. All non-domestic orders will be dispatched using our international courier, Fedex. Both methods are classified as an additional service agreement offered by The Auden Musical Instrument Co. Ltd at the following rates outlined in Section 3.2 and Section 3.3.
Orders to an alternative delivery address can be processed if the customer has been authenticated using 3D authentication (i.e. Verified by Visa, Mastercard, Maestro). The Auden Musical Instrument Co. Ltd reserves the right to deliver only to the cardholder's billing address. Orders made by American Express can only be delivered to the Customer's billing address, no exceptions will be made.
Customers are welcome to collect their purchases from Auden Guitars directly. Alternately delivery charges are listed below.
3.2.2 – Customers who have selected the incorrect option or have been undercharged for extreme weight items may be contacted by The Auden Musical Instrument Co. Ltd for the additional shipping amount; at this time a full refund can be provided if the additional charges are not satisfactory. We also reserve the right to charge additional carriage costs if a consignment is returned to us due to refusal at your delivery address.
3.3.1 – If you change your mind, you can return your purchase, subject to [Section 4. Cancellation & Returns Policy] in its original condition within 14 days to us for a full refund (minus any costs incurred for the initial dispatching using our express courier [Section 3.2] and any costs incurred by The Auden Musical Instrument Co. Ltd for the returning of the order Section [3.3]). Please note that shipping discounts will be removed if your full return or partial return takes your order below the free delivery threshold (this only applies for items that have been sent).
3.4.1 – All orders are pre-checked and are well packaged before dispatch. However, in the event of goods arriving damaged, any shipping damage must be reported within 24 hours of receipt. In this event, we will confirm the damage and if a claim is found valid, will collect the goods from you at no charge. A full replacement will be offered, or a full refund in the event that the goods are no longer in stock. We reserve the right to request additional photographic evidence in order to verify such claims.
3.4.2 – At the point of delivery, all goods become the responsibility of you the customer. From this point, you the Customer will be responsible for the safekeeping and correct use of all goods, The Auden Musical Instrument Co. Ltd will not be responsible for any damage or fault arising from incorrect storage or use. The validity and conditions of any refund/return will be affected by any damage considered to be caused through misuse or neglect.
4.1 – Under the conditions outlined in the EU Consumer Rights Directive and in Section 4.2, The Auden Musical Instrument Co. Ltd operates a 14 day cooling-off returns policy for products that are still in their original condition. This allows UK and EU customers to cancel their order up to 14 days after receipt of their goods. If you wish to cancel your order during this 14-day period, please notify us in writing by letter or by email at sales@audenguitars.com. A telephone call is not sufficient without the express written approval from The Auden Musical Instrument Co. Ltd.
• 4.2.1 – Special Orders – Any order which has been specified or customized to the customers specifications. This also includes any item which is not typically stocked by The Auden Musical Instrument Co. Ltd and has been ordered in at the request of the customer.
• 4.2.2 – Health and Safety – any product that has come in contact with a customer's ear or mouth, such as microphones, headphones, earphones or product with a mouthpiece that have been used or where the hygienic seal has been separate or broken.
• 4.2.3 – Software, Media and CDs – where the packaging has been unsealed (unless the product is faulty) and copyright policies apply, any product registered via digital or physical means becomes immediately exempt for any returns.
4.3 – If you wish to exercise your right to cancel this contract within the cancellation period, you should return the goods to us within within 14 days and take reasonable care in doing as detailed in the EU Consumer Rights Directive (2011/83/EU). The risk and cost of returning the goods to us shall be accepted by you unless you have notified us that the goods have arrived damaged or faulty (Section 3.4) and this has been verified by us.
4.5 – Upon cancellation of the contract we will credit your account with a full refund for the goods. Normally refunds are processed the same day if the goods haven't been dispatched or on the day of receiving the goods back, however, in any event, not later than 14 days after receipt of the cancelled goods. If you do not return the goods or do not pay the costs of delivery to us, we shall be entitled to deduct the direct cost of recovering the goods from the amount of the refund.
5.2 – The Auden Musical Instrument Co. Ltd does not take any responsibility for any import taxes, customs charges or administration fees payable on orders made outside of the European Union zone. It is the customer's responsibility to cover all charges related to Customs and the import of goods.
5.3 – All our prices, descriptions and shipping charges are reviewed regularly and we endeavour to ensure that the prices and the information provided on our website are correct at all times. In the event of an error in the information provided by our website, The Auden Musical Instrument Co. Ltd will notify you of this error immediately. In the event that a price or shipping charge is incorrectly displayed, The Auden Musical Instrument Co. Ltd will offer you the product/service at the correct price, or a full refund. We are not under any obligation to honour an incorrect price.
5.4 – Product images are for illustrative purposes only, The Auden Musical Instrument Co. Ltd cannot be held responsible for differences in the manufacturer's imagery and the actual product.
6.1 – All credit and debit card processing is encrypted and handled securely by Realex. We do not see your card details at any time.
6.2 – We currently accept the following methods of payment online: VISA, VISA Debit, Mastercard, Solo, Maestro, Visa Electron, Paypal, Bank Transfer in GBP, US Dollar and Euro.
6.3 – All Euro and US dollars amounts displayed on www.audenguitars.com are given as a guide only and may differ from the actual amount you pay, which will appear on your bank statement given by your own Bank or Credit Card Company. We cannot accept any responsibility for loss of funds caused by currency fluctuation.
8.1 – All Auden guitars are supplied with a life of guitar warranty against faulty workmanship. All other products sold on this site have a 12-month manufacturer's warranty unless specified otherwise.
8.2 – Any extended warranty offered by any manufacturer must be arranged by the customer. We are not responsible for organising such warranties. We can provide additional receipts upon request.
9.1 – Although we make every effort to ensure our website is available 24 hours a day, we will not be liable if, for any reason, our website is unavailable at any time due to maintenance, system failure or conditions outside our control.
9.2 – From time to time, The Auden Musical Instrument Co. Ltd may link to third party websites to provide the user with third party content, including but not limited to, videos from youtube, images, comments, reviews or links. The Auden Musical Instrument Co. Ltd does not accept any liability for the suitability or incorrect use of this content and is provided solely as a guide for the customer. If you choose to view any third party content (including visit a 3rd party site or play a video) you do so at your own risk.
9.3 – The use of tools for the purpose of price scanning (either automatically or manually) this website is forbidden without the prior written consent of The Auden Musical Instrument Co. Ltd Limited. Without prior consent, you agree to fines of up to £1000 a day if unauthorised scanning activity is detected.
10.1 – You may download, use or print extracts from this site for your personal use only. Unless otherwise stated, the copyright and other intellectual property rights in all material on this website (including without limitation photographs, web designs & implementations, graphical images) are owned by us or our licensors.
10.2 – Product images or descriptions which we were created by The Auden Musical Instrument Co. Ltd remain the property of The Auden Musical Instrument Co. Ltd at all times and cannot by copied in any format under any circumstance without full written consent from The Auden Musical Instrument Co. Ltd.
11.1 – The Auden Musical Instrument Co. Ltd and any of our owners, officers, directors, employees or shareholders will not be liable for any losses or damage that you suffer under the contract which were not a foreseeable consequence of breach of the contract. We are not responsible for indirect losses which were not considered at the time of the contract including, but not limited to, any loss of income or profits, loss of business or goodwill, loss of data, loss of opportunity.
11.2 – We are not liable for losses that arise in connection with this website in any way or in connection with the use, inability to use or the results of use of this website, any websites linked to this website or the material on such websites, including but not limited to loss or damage due to viruses that may infect your computer equipment, software, data or other property on account of your access to, use of, or browsing this website or your downloading of any material from this website or any websites linked to this website.
12.1 – By placing your order, you agree and understand that we may store, process and use data collected from your order process telephone order for the purposes of processing your order.
12.2 – We do not see or store your card number when you purchase online.
13.1 – We will make every effort to perform our obligations under the Contract. However, we cannot be held responsible for delays or failure to perform if such delay or failure is caused by any circumstances beyond our reasonable control. In the event of a delay, we will perform our obligations as soon as reasonably possible.
14.1 – We take customers' privacy and confidentiality very seriously so The Auden Musical Instrument Co. Ltd does not disclose buyer's information to any marketing third parties and takes every step to protect customer's data. All information is securely encrypted using industry standard 128-bit encryption Secure Socket Layer (SSL) certificates provided by Verisign.
15.1 – As a retailer of electrical & electronic goods, we conform to all WEEE regulations. As such, if you purchase any electrical and electronic equipment (EEE), we will dispose of any equivalent waste electrical and electronic equipment (WEEE) free of charge on a like-for-like basis.
15.2 – Full details of our WEEE Recycle Policy can be found here.


text:
Iggy Azalea Denies "Blackfishing" Cases: "You Can't Shake Me"
Key sentence:
· Following the arrival of her music video to her new single "I'm the Strip Club," Azalea confronted kickback.
· Since she initially ventured into the Rap scene, Iggy Azalea has confronted analysis.
She's been blamed for having a "blaccent," misusing Dark culture, and in any event, "blackfishing" by tanning her skin to look more obscure.
The Rap-Pop star confronted judgment indeed following the arrival of her most recent single "I'm the Strip Club," a melody that showed up with a music video that highlighted the Place of Balmain.
Before long, Iggy was hit with "blackfishing" cases, and one of her fans sent her a message requesting the rapper to clear up the "phony accounts." Iggy reacted that she couldn't have cared less about the remarks, tweeting "f*ck those ppl angel haha."
Iggy's utilization of the words "those individuals" caused debate and individuals started shooting tweets, requesting that she clarify what she implied as they hinted she was in effect racially unfeeling. Her fans rushed to remain in the hole and safeguarded Iggy against doubters and Azalea bounced into the discussion to let the debate go.
"Precisely, the web stay attempting to add something extra to sh*t that is truly not excessively profound," Iggy reacted. "Those individuals is anybody that objects to the way that I wore a dark hairpiece and acted in a faintly lit room yet have nothing to say about similar cosmetics in different scenes… not difficult to comprehend [shrug emoji]."
Another Twitter client send Iggy empowering words, advising her to "stay solid" through the backfire. "I know at this point on the off chance that I drop a video or melody somebody online will attempt to cause it's anything but a secret importance or figure out how to make there be an issue," Azalea answered. "That is exactly how the web is! I'm 10 years somewhere down in it, you can't shake me."
As a partner to the LGBTQIA+ people group, Iggy Azalea is showing her help even since Pride Month has reached a conclusion. The rapper delivered "I'm the Strip Club," a dance-hefty single that includes a video that facilitated looks from Unbelievable dance hall stars, the Place of Balmain.
The track is obviously ready for dance club all throughout the planet and it will supposedly be included on Iggy's impending studio collection, Conclusion of A Significant time period. The task is purportedly scheduled for appearance in August.
"I'm the Strip Club" seems a very long time after Iggy's indecent single "Taste It" including Tyga caused a ripple effect. Following the video's delivery, Iggy grumbled that "Taste It" was being controlled and wasn't getting the consideration from real time features that it merited.
Stream Iggy Azalea's "I'm the Strip Club" and let us know whether you're checking for Conclusion of An Important time period.
blackfishingiggy azaleamusic news
About Author / Andrew Jones
Lil Reese Reacts To Boosie Badazz About Not Leaving Chicago After Shootings
Megan Fox Says She Is "Ignored" for "Comedy" Roles Because of Her Looks
Kanye West's "DONDA" Listening Gathering Makes Hip Hop Go Wild With Responses
Megan Thee Stallion Hid Rap Desires From Her Mom: "I Needed To Be Awesome"
Soulja Boy Finds Warmth For Saying He Was "The Main Rapper On BAPE, Period"

redpajama_set_name: RedPajamaCommonCrawl


The tour includes your bicycle rental, helmet, and tour guide, as well as a water bottle and a bumper sticker, and of course, your t-shirt; everything you need to get you on the road.
Where do we meet to begin our tour?
Ours tours begin at our shop, located at 352 Harbour Road, Naufrage.
We recommend arriving 15 minutes in advance to do the bicycle/helmet fitting, review the tour map, and sign the required documents. We depart promptly on time. There will be no refund to those who arrive late and miss the tour.
It is crucial that you wear comfortable active wear. T-shirts, shorts, and sweatpants are all good ideas, and sneakers are your best bet for footwear.
A washroom facility is available on site before departure, and in a two-hour tour this is usually sufficient. Talk to us if you have any concerns.
What if I cannot complete the ride?
The tours move at a leisurely and casual pace, which allows ample time for photos, conversations, and information from the tour guide. Talk to us if you have any concerns.
Are these tours suitable for children?
Yes they are, and our tours are often the highlight of a child's day! Typically a school age child is well suited for our tour, although suitability is determined on a case by case basis. If you have any questions or concerns, just give us a call.
Do you offer private, custom tours?
We certainly do! We offer a wide range of tours for private customers, including many that do not appear on our site. Give us a call; we would love to discuss these options with you.
Pricing for specific tours can be found under the tours subsection.
I am slow and not used to cycling. Should I come?
Definitely! Our tours are designed to progress at a comfortable pace, and are intended for people who want to discover the wonders of the Island, not for people seeking to win a race. Each tour is also assigned a difficulty rating which will help you decide what is the best fit for you. When in doubt, give us a call and we can arrange a plan to suit your needs.
Someone in our group cannot ride a bike. What do we do?
It is common practice for people to simply meet us at the beach. Often times customers (or those with small children) opt to do so, in order to spend less time biking and more time having fun on the beach.
Our tour guides have the tools and skills to deal with mechanical difficulties.
How many people will be on your tours?
It varies. There could be 2 to 10 participants on our tours. 10 is the maximum unless otherwise arranged in advance.
We will still hold the tour in light rain. In fact, it is refreshing. In stormy or windy weather the tour will be cancelled, and the final decision will be made 2 hours in advance of your departure time. We will call you to inform you of this decision. You will be fully refunded in this event, or you can simply choose to reschedule your tour.
Feel free to give us a call, we would love to hear from you. 902 215 0029.


text:
Synaphosus soyunovi est une espèce d'araignées aranéomorphes de la famille des Gnaphosidae.

Distribution
Cette espèce est endémique de la province de Daşoguz au Turkménistan.

Description
Le mâle holotype mesure .

Étymologie
Cette espèce est nommée en l'honneur d'O. S. Soyunov.

Publication originale
 Ovtsharenko, Levy & Platnick, 1994 : A review of the ground spider genus Synaphosus (Araneae, Gnaphosidae). American Museum novitates, ,  (texte intégral).

Liens externes

Notes et références

Gnaphosidae
Espèce d'araignées (nom scientifique)
Faune endémique du Turkménistan

redpajama_set_name: RedPajamaWikipedia


text:
Microsoft Azure CLI 'webapp' Command Module
==================================

This package is for the 'webapp' module.
i.e. 'az webapp'

redpajama_set_name: RedPajamaGithub


text:
SensationALL
therapy-based services for children and adults any support need or disability
Current timetable
Self-regulation support
SensationALL evolved in response to the closure of the Raeden Centre (a facility for children with complex needs in Aberdeen) in the summer of 2011, which left a gap in local service provision.
Parent, Susan Kay and occupational therapist, Suz Strachan came together with the vision to give families living with multiple support needs (MSN) and disabilities a place to belong, where they can feel empowered, safe and supported throughout their lives. A place where they can access specialist support and sensory facilities in a safe, friendly and tailored environment.
Due to the lack of existing provision in the North East of Scotland, they wanted to create a place for families to have the opportunity to enjoy leisure activities together. Initially operating as a voluntary service renting a room in the Lawsondale Sports Pavillion, they ran family play sessions. The response from attendees was overwhelmingly positive and demand for more frequent, structured support groups quickly grew, so they took the plunge and registered as a Scottish charity in 2012 headed up by Suz as Service Manager.
Soon the need for permanent premises was clear and we took the opportunity to apply for the Community Asset Transfer (CAT) of the Old Schoolhouse in Westhill. This was the beginning of a long negotiation with the Council that was to secure our long-term home and prevent the Schoolhouse [one of Westhill's few historic buildings] being taken out of community use.
In August 2016, our application was accepted and the 175 year lease, with an annual rent of £1, was finalised in May 2019. This achievement marks a significant milestone in the our history and we are grateful to all those who made it possible including Aberdeenshire Council, the community and our staff and trustees, particularly our then Chairman, Bob McCracken.
But this is only the beginning…we have big plans to transform the building into a state-of-the-art facility for MSN families and the local community. A truly inclusive facility for all abilities, and a home for our organisation for many years to come.
Susan Strachan, Bob McCracken and Susan Kay, May 2019 [image copyright SensationALL]
SensationALL (SCO43156)
Old Schoolhouse
Westhill Road
AB32 6FT
info@SensationALL.org.uk
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Supported By BBC Children in Need
The Robertson Trust
Big Lottery Awards
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Scottish Charitable Incorporated Organisation. Registered Charity No. SC043156
About us | What we do | Contact | Multiple Support Needs | Latest news |


text:
Robert Lynn "Bob" Thomas
Jackson, SC—Mr. Robert Lynn "Bob" Thomas, 89, entered into rest May 20, 2020. A Celebration of Life Service will be held at Matlock Baptist Church at a later date. Mr. Thomas was a native of Brownsville, TN and had made Jackson, SC his home for the past 68 years. He was a member of Matlock Baptist Church, a veteran of the United States Marine Corp, and was retired from E. I. Dupont. Survivors include his wife, Syble Thomas; three sons, Randy Thomas, Jackson, SC, Stephen Thomas, North Augusta, SC, and Mark (Connie) Thomas. Chipley, FL; five grandchildren, Kelly Anne (Casey) Anderson, Justin Thomas, Heidi (Joel) Putnam, Renae (Derek) Chadwell, Eli (Hanna) Leavins; one brother, Billy (Glenda) Thomas, Brownsville, TN; one sister, Mary Thomas, Brownsville, TN. Memorials may be made to Matlock Baptist Church, 980 Main Street, Jackson, SC 29831. Posey Funeral Directors of North Augusta is in charge of arrangements (803-278-1181). Visit the registry at www.PoseyCares.com
Jackson, SC—Mr. Robert Lynn "Bob" Thomas, 89, entered into rest May 20, 2020. A Celebration of Life Service will be held at Matlock Baptist Church at a later date. Mr. Thomas was a native of Brownsville, TN and had made Jackson,... View Obituary & Service Information
The family of Robert Lynn "Bob" Thomas created this Life Tributes page to make it easy to share your memories.
Jackson, SC—Mr. Robert Lynn "Bob" Thomas, 89, entered into rest...
Send flowers to the Thomas family.


"Evolution of Galactic Outflows at z ~ 0–2 Revealed with SDSS," by Yuma Sugahara, Masami Ouchi et al.
We conduct a systematic study of galactic outflows in star-forming galaxies at z ~ 0–2 based on the absorption lines of optical spectra taken from SDSS DR7, DEEP2 DR4, and Keck (Erb et al.). We carefully make stacked spectra of homogeneous galaxy samples with similar stellar mass distributions at z ~ 0–2 and perform the multicomponent fitting of model absorption lines and stellar continua to the stacked spectra. We obtain the maximum (vmax) and central (vout) outflow velocities and estimate the mass loading factors (η), a ratio of the mass outflow rate to the star formation rate (SFR). Investigating the redshift evolution of the outflow velocities measured with the absorption lines whose depths and ionization energies are similar (Na I D and Mg I at z ~ 0–1; Mg II and C II at z ~ 1–2), we identify, for the first time, that the average value of vmax (vout) significantly increases by 0.05–0.3 dex from z ~ 0 to 2 at a given SFR. Moreover, we find that the value of η increases from z ~ 0 to 2 by η ∝ (1 + z)1.2±0.3 at a given halo circular velocity vcir, albeit with a potential systematics caused by model parameter choices. The redshift evolution of vmax (vout) and η is consistent with the galaxy-size evolution and the local velocity–SFR surface density relation and explained by high gas fractions in high-redshift massive galaxies, which is supported by recent radio observations. We obtain a scaling relation of η ∝ vacir for α = -0.2 ± 1.1 in our z ~ 0 galaxies that agrees with the momentum-driven outflow model (α = -1) within the uncertainties.
Published in The Astrophysical Journal, v. 850, no. 1, 51, p. 1-14.
Funding for the SDSS and SDSS-II has been provided by the Alfred P. Sloan Foundation, the Participating Institutions, the National Science Foundation, the U.S. Department of Energy, the National Aeronautics and Space Administration, the Japanese Monbukagakusho, the Max Planck Society, and the Higher Education Funding Council for England.
Sugahara, Yuma; Ouchi, Masami; Lin, Lihwai; Martin, Crystal L.; Ono, Yoshiaki; Harikane, Yuichi; Shibuya, Takatoshi; and Yan, Renbin, "Evolution of Galactic Outflows at z ~ 0–2 Revealed with SDSS, DEEP2, and Keck Spectra" (2017). Physics and Astronomy Faculty Publications. 492.


text:
► Simutrans Extended
► Simutrans-Extended development
► Simutrans-Extended major projects
► Convoy operating staff cost
Convoy operating staff cost
Started by [C] Ranran, July 02, 2019, 09:33:19 PM
Go Down Pages 1 2 All
ACarlotti
Re: Convoy operating staff cost
Ranran: This suggestion completely ignores the fact that staff don't work 24/7. They have a limited amount of working time, and within this working time they will usually have shorter breaks. For a large company this might average out to about the right value (due to the current number of staff not varying as much proportionately), but for a company just starting out it could have a massive impact. For example, consider a company that uses a single truck to deliver goods from a producer to a consumer, where the truck remains idle three quarters of the time. If you charge for staff according to the maximum usage, then you miss the fact that you only need one hired member of staff to drive this vehicle (ignoring sickness/holiday cover), not four.
[C] Ranran
hibernating
Quote This suggestion completely ignores the fact that staff don't work 24/7.
It should be noted that there is no real time change in simutrans.
There is no difference between rush-hour and off-peak and midnight, and convoy (worker) always works.
The actual number of staff involved can adjust the salary.
We consider 18 hours as a two-shift work system and double the required personnel for convoy staff.
Assuming a 2 day break out of 7 days, multiply the required staffs (salary) by 7/5.
Also, the lowest class staff may be able to lower their salary because they are not full time.
Quote For a large company this might average out to about the right value (due to the current number of staff not varying as much proportionately), but for a company just starting out it could have a massive impact.
Even in the real world, small companies often use human resources inefficiently.
Imagine a rural line that runs two convoys in the morning rush and the evening rush.
When averaged it may be taken as one convoy going back and forth, but in reality it is not.
That is, two drivers and two conductors are needed.
Convoy is not working at off-peak hours, but they will be working differently.
Because they also have a life, there will be no one who applies for the job if company do not pay proper salary.
And it should also be noted that players have the option of leaving them free.
Fuel cost will increase if you increase flights because they are free. So the company may choose to spare them more than that.
And as company gets bigger, this kind of error gets smaller rather than larger.
On the other hand, setting all convoys to depart at the beginning of the month may require the most staffs... (´・ω・`)
Yeah, this may be a bad idea.
I thought that seeing the number of employees could be an indicator of the size of a company, a reference for improving management.
When paying a salary by the running cost method, the correct salary can not be calculated because this depends on the moving tile and not on the working time.
Is it better way to pay the staff salary for the travel time between stations for each station at the same time the convoy get the fare?
(I think it is currently calculating the traveling time between stations.)
Quote from: Ranran on August 01, 2019, 10:43:30 AM When paying a salary by the running cost method, the correct salary can not be calculated because this depends on the moving tile and not on the working time.
I think it would be sensible to charge for the time spent travelling, plus a proportion of time spent waiting at stations (beyond which we can perhaps assume that the workers are taking a scheduled break, or there is a gap between shifts, or the workers are switching to a different convoy).
jamespetts
Simutrans-Extended project coordinator
Cake baker
There are some complex issues raised here. First of all, for vehicles, the plan is to use the layover function in the vehicle maintenance feature-set to simulate times when those vehicles/convoys do not need staff. This requires, as noted above, quite precise time calculation of when these vehicles do and do not require staff. If we only sample the number of staff that they are using once a month, then all the changes between a laid over state and a non-laid over state within that month would be ignored (imagine sampling a 60hz frequency cycle once a second).
Buildings are another matter again. Currently, buildings simply have a single flat monthly cost, which takes into account the average total costs of that building, including the staff who work there regularly, services (coal/electricity/gas/water/telephone) and building maintenance (which is mostly also staff cost, but non-regular staff). Rent is not accounted for as the player is assumed to own the land (and charged accordingly in the construction costs). This is workable for buildings, since they are fixed and do not time slice their staff in the way that vehicles need to be able to do (with the layover feature). If one were to change the way in which the costs for buildings work so that one specifies a number of staff, however, one would then have to calculate the cost for that staff differently to the way in which one would calculate the cost for staff for a vehicle with exactly the same data, as, as A. Carlotti points out, staff do not work all day and all night. One might, however, imagine shift workers and calibrate the numbers on the basis of the average number of staff needed to operate the building at any given time; but would we then need to add a layover concept for a building? I suspect not given that we do not yet have any regular cycles of varying demand with time, so we might be able to use the simple system for buildings.
But we still need a way of recording times for vehicles. One additional complexity that has come to mind is this: in the planned future system, when convoy re-combination is introduced, it will be possible for one convoy to have vehicles from multiple different players, as in this real life example from Oxford in 1939:
Thus, storing the staff cost in the convoy will not work. It either needs to be stored per vehicle, or alternatively stored per player in the way that way maintenance is stored. The latter may have much to recommend it so long as only single threaded parts of the code will ever need to change this.
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Want to help with development? See here for things to do for coding, and here for information on how to make graphics/objects.
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Quote the plan is to use the layover function in the vehicle maintenance feature-set to simulate times when those vehicles/convoys do not need staff. This requires, as noted above, quite precise time calculation of when these vehicles do and do not require staff.
Staff should be working while convoy travels between stations.
The travel time between stations is currently recorded (as can be seen in the Times history dialog).
The time until the convoy leaves the station when it arrives at the station is calculated.
If convoy goes directly to the next station, the staff will continue to work.
So, player pays the salary by adding the calculated loading time to the travel time between stations.
That way, every time convoy arrives at a station or depot, it pays a salary for the staff according to the uptime.
If the schedule is set to "wait for time" or "minimum load", the crew can rest for the time waiting at the station.
In the case of reversing, it will fall into several patterns.
1) If the convoy only changes the direction of travel, as in EMU, the crew can rest until the departure time. In many cases, they will be chnaged to another staffs. Therefore, the salary of the staff is not paid while the convoy stops at the station.
2) If the convoy needs shunting, the driver has to work in the meantime. The staff for the passenger service will be able to take a break.
Some staff may be optional if there is no load in "no load" mode. There is a problem in how to distinguish it. A conductor may be unnecessary, but a brake man seems to be necessary.
Quote I think it would be sensible to charge for the time spent travelling, plus a proportion of time spent waiting at stations (beyond which we can perhaps assume that the workers are taking a scheduled break, or there is a gap between shifts, or the workers are switching to a different convoy).
I think that the staff waiting time suggested by ACarltti may be simulated by adding a certain margin to the salary.
For example, assume that two hours out of nine hours of restraint are spent at such time.
In the real world, the train driver does not drive the train for eight hours out of eight working hours. Usually about half. Therefore, the number of staff required may be large.
But truck drivers will drive a lot of their working hours.
I think that part can be dealt with by setting a high salary (class). For example, class higher than the bus driver.
This may differ from country to country, and to some extent it would be adjustable by class settings.
I think that the relationship between class and salary can be set as the pakset creator thinks.
Quote but would we then need to add a layover concept for a building? I suspect not given that we do not yet have any regular cycles of varying demand with time, so we might be able to use the simple system for buildings.
Yes, I think the building is good with a simple salary calculation method. The lowest class is considered part-timer, and lower working hours are set as low salary.
It would also be useful to display worker information in the station (detail) information as suggested in another thread.
Quote But we still need a way of recording times for vehicles.
I think we are recording the travel time between stations in Times history.
Quote Thus, storing the staff cost in the convoy will not work. It either needs to be stored per vehicle, or alternatively stored per player in the way that way maintenance is stored. The latter may have much to recommend it so long as only single threaded parts of the code will ever need to change this.
I think this applies to many other things.
The charts that convoy currently has, these data are almost meaningless for convoy with variable formations.
The resolution of the problem James pointed out seems to have to be done together with these.
However, dividing the data that convoy currently has into individual vehicles will consume more memory.
Quote it will be possible for one convoy to have vehicles from multiple different players
This issue is not limited to the staff cost issue.
After two train with locomotives join, only one locomotive is often used. That is, one locomotive is left behind.
If the owner of the locomotive is different from the owner of the coach, the owner of the locomotive will pay much of the operating cost of the convoy.
However, on the other hand, because the locomotive does not carry anything, will it not earn any income?
This raises a large number of highly complex issues.
First of all, I do not think that the idea of assuming that staff only work when a vehicle is in motion (or when a vehicle is in motion plus a fixed margin) is workable. It is likely significantly to underestimate staff times. Even if there is a fixed margin, whenever a vehicle comes to a stop for slightly longer than that margin, the staff would be assumed to be having an unpaid break for a very short fragment of time. In reality, times between shifts are never tiny fragments of time. Also, if a vehicle is unattended by staff, one cannot have passengers aboard the vehicle, and shunting operations cannot take place. This is why the layover concept was described; can I check whether you (and A. Carlotti, as well as any other contributors to this discussion) have read about and understood the layover concept in the other thread regarding schedule features? It is of some importance in this discussion.
As to convoy metrics, this is an interesting point that I had not considered fully, especially the GUI aspect. In terms of actually charging the player running cost, the current code for that is this:
* convoi add their running cost for travelling one tile
* @author Hj. Malthaner
void convoi_t::add_running_cost(sint64 cost, const weg_t *weg)
jahresgewinn += cost;
if(weg && weg->get_owner() != get_owner() && weg->get_owner() != NULL && (!welt->get_settings().get_toll_free_public_roads() || (weg->get_waytype() != road_wt || weg->get_player_nr() != 1)))
// running on non-public way costs toll (since running costs are positive => invert)
sint32 toll = -(cost * welt->get_settings().get_way_toll_runningcost_percentage()) / 100l;
if(welt->get_settings().get_way_toll_waycost_percentage())
if(weg->is_electrified() && needs_electrification())
// toll for using electricity
grund_t *gr = welt->lookup(weg->get_pos());
for( int i=1; i<gr->get_top(); i++ ) {
obj_t *d=gr->obj_bei(i);
if( wayobj_t const* const wo = obj_cast<wayobj_t>(d) ) {
if( wo->get_waytype()==weg->get_waytype() ) {
toll += (wo->get_desc()->get_maintenance()*welt->get_settings().get_way_toll_waycost_percentage())/100l;
// now add normal way toll be maintenance
toll += (weg->get_desc()->get_maintenance() * welt->get_settings().get_way_toll_waycost_percentage()) / 100l;
weg->get_owner()->book_toll_received( toll, get_schedule()->get_waytype() );
get_owner()->book_toll_paid( -toll, get_schedule()->get_waytype() );
// book( -toll, CONVOI_WAYTOLL);
book( -toll, CONVOI_PROFIT);
get_owner()->book_running_costs( cost, get_schedule()->get_waytype());
book( cost, CONVOI_OPERATIONS );
book( cost, CONVOI_PROFIT );
This code is called once per tile. We have a concept of the convoy itself having an owner, which is used for the way toll. This will need to continue, and this is in any event how real railways worked: the company controlling the train was traditionally considered to be the company which owned the locomotive hauling the train. Thus, whichever player owns the first powered vehicle in the convoy in its non-reversed direction should be considered to be the owner of the convoy. This then would determine whether a way toll should be paid.
As to the actual running costs, this method is called as follows from this code in convoi_t::increment_odometer(uint32 steps)
sint32 running_cost = 0;
bool must_add = false;
for(uint8 i= 0; i < vehicle_count; i++)
const vehicle_t& v = *vehicle[i];
if (v.get_pos() != pos)
if (must_add)
add_running_cost(running_cost, weg);
pos = v.get_pos();
weg = v.get_weg();
running_cost = 0;
must_add = true;
running_cost -= v.get_desc()->get_running_cost(welt);
if (waytype == air_wt)
// Halve the running cost if we are circling or taxiing.
air_vehicle_t* aircraft = (air_vehicle_t*)front();
if (!aircraft->is_using_full_power())
running_cost /= 2;
We would therefore need to create a system in which we pass a vector to add_running_cost of cost values per player, and these are booked accordingly. The most complex issue, however, is how to deal with the statistics and GUI. If anyone has any thoughts on how to deal with this, this would be much appreciated, as this is a potentially very complex issue.
August 04, 2019, 02:17:36 PM Last Edit: August 04, 2019, 02:49:18 PM by Ranran
Quote It is likely significantly to underestimate staff times. Even if there is a fixed margin, whenever a vehicle comes to a stop for slightly longer than that margin, the staff would be assumed to be having an unpaid break for a very short fragment of time
The idea I described in the previous post shows two cases where convoy's stop time may or may not be added to working time.
1) loading time (If stop time at the station = loading time, staff will be considered as working continuously)
2) Of the reversing times, the time spent on shunting. - *
During the above time, the convoy staff will continue to work even if convoy is stopped. (At the time of shunting it only looks like it is stopped.)
The stop time is currently calculated when convoy stops at the station. Therefore, add that time to the inter-station travel time.
The time they are loading and unloading passengers at the station they are still on the train and will continue to work and their salary will definitely be paid.
Is your "overlay" different from this?
Quote If the schedule is set to "wait for time" or "minimum load", the crew can rest for the time waiting at the station
If the time staffs have to work these way has not been decided, they will be released.
The staff will work continuously rather than fragmented, except in these case and in the case where EMU changes direction at the terminal station.
However, pay will be made every time convoy arrive at the station or depot.
(If the schedule changes, is it correct to be liquidated immediately?)
(And will waypoint be considered as a station?)
The margin is an addition to that (traveling time + loading time + shunting time).
Therefore, the margin will not be shorter than the stop time (which the staff may need to continue).
In the case of Japanese railways, the time when the crew is on the moving vehicle is about half of the working time.
In other words, it requires twice as many people as the train is moving.
Replace this with double salary. (This is the content that is properly adjusted by each pakset.)
*The head shunting needs one driver (per locomotive group), but the three-part shunting seems to require two drivers (e.g. move brake van to rear), but I think that distinction is possible.
Other necessary staff are often thought to be staff working at the station, but it may not be simulated correctly in the current specification.
Because the station does not judge whether the head shunting is possible or not. Even if that station doesn't have a shunting loop, you can do head shunting. We also do not need to build a turntable to turn the locomotive. That is, the cost of necessary facility is ignored.
I think that there are many contradictions of this kind today and will continue to do so. So I think that's not a big issue.
Quote the company controlling the train was traditionally considered to be the company which owned the locomotive hauling the train. Thus, whichever player owns the first powered vehicle in the convoy in its non-reversed direction should be considered to be the owner of the convoy. This then would determine whether a way toll should be paid.
If the convoy includes other owner's vehicles, I think paying the rental fee for the vehicle is the correct behavior.
The track owner and the rental vehicle owner may be different. Payment of tolls will not help.
In the Japanese example, it is customary to equalize the number of vehicles or the total distance traveled to offset the rental charges as much as possible.
However, it is necessary to set an appropriate vehicle rental fee because it is considered that many cases will occur in the game.
Hi all! Hope you had a good summer so far!
I was sitting and thinking about this and came up with this strategy. Im not sure if you talked about this approach before and I dont know how resource demanding it might be.
I was thinking that for each class of employers there is a value. These values fills up and down automatically by the player vehicles and buildings. For instance, when a vehicle goes out of layover into normal operation, it checks the vehicle_desc for what classes the employers are and then add the appropriate amount of employers to the respective class value,
When a vehicle goes into layover, it subtrakts the amount of employers it holds from the class values.
If all goes well, those values should never go below 0!
Now the tricky part which might be too consuming:
In simuconf.tab there should be a setting called employer_salaries_per_month. This value is a fractal of a month and should be as high as possible for better accuracy, but could be set to a lower value for better performance or pakset design. As far as I can think of, the highest value possible would be the number of ticks per month.
How it would work then is that whenever the time specified above has passed, the game looks at the current number of employes in the different working classes and then pay their salary. The formula would look like this:
monthly_salary_class[ X ] / employer_salaries_per_month * number_of_employes_class_[ X ]
.. and that would be done for each class of employers.
As to determine wether a vehicle needs an employe or not to run is more complex and it migh be quite difficult to get it fail proof. I have not yet thought out a princip that I think would work fail proof, but it should be possible I think.
Thank you both for your responses.
First of all, as to layovers, I suggest looking at this topic, which discusses them. This should give a clear description of what is intended.
Secondly, there is some merit to Ves's idea (which is very similar to the way in which infrastructure maintenance works, and I believe similar to what I suggest above), but it would make keeping track of metrics for convoys and lines very difficult. It also has the potential to be fragile in the sense that any place in the code where these data are added or not added incorrectly would lead to the number being incorrect for an extended period of time, and each error would compound the existing incorrect state; moreover, there are many different places where these data would have to be adjusted, and there is no easy way of making sure that nothing that requires adjustment can happen without this adjustment taking place, so it will be extremely easy to miss the line of code calling for an adjustment in one of the many dozens of places where it will need to be added (and it will be even harder to make sure that this be not missed when the code is modified). If we can think of some way of adding an abstraction layer so that there is some automatic link between the types of things that require adjustment of this figure and the actual code calling for the adjustment, that would make the code far more robust, but I cannot immediately think of such a mechanism that is compatible with the Simutrans codebase.
As Ves has correctly identified, sampling time is the real complexity with this. The only way of doing it that would not cause errors is to compute the staff cost every time that staff costs are added or subtracted (and probably also at the ends of months): any less frequent sampling would inevitably lose data and produce inaccurate results, and any more frequent calculation would have no benefit. This would not be too computationally intensive, as it would require only a few arithmetical operations and would require only a total of six 64-bit integers per player (one for each class of staff, if this sort of class be used, plus one representing the time when the calculation was last performed). However, where things get extremely complex is the interaction between this and rounding errors: if the recalculation occurs too frequently, the values may well be low enough to be a fraction of a simucent, which would then be truncated; but if there are tens of thousands of truncations per month, it is theoretically possible to truncate tens of thousands of fractions of simucents, which might add up to hundreds or thousands of simucents per month.
The only lossless way of doing this of which I can think is to record actual start and end points using the 64-bit integer representing current game time. It should be possible to do this per player rather than per convoy, and then compute the charges on the basis of this once per month: this would then ensure that any precision loss is a once a month event (and therefore trivial in amount) and not affected by the number of actual changes of staff requirements per player per month. This would take more memory than the more basic system suggested by Ves, requiring a 64-bit integer to be stored per player once every change. Assuming that each of 14 players has 1,000 convoys each (by way of comparison, there are circa 6,000 convoys on the current Bridgewater-Brunel server), and that each of those convoys change configuration on average 100 times per month, this would require 100 x 1,000 x 14 x 8 bytes of memory by the end of the month, being 1,814 bytes (just over 1 megabyte), which is not very significant in the grand scheme of things, and that is assuming a server even more heavily developed than the current Bridgewater-Brunel server.
As to Ranran's suggestions, one or two questions of clarification.
Quote from: Ranran The idea I described in the previous post shows two cases where convoy's stop time may or may not be added to working time.
Imagine that a train arrives at a station at 0:00. Its loading time is 0:15, but its schedule requires it to wait until 0:30. Assuming no shunting, would the staff be paid for the time between 0:15 and 0:30 in this situation in your proposed algorithm?
More generally, do I understand correctly that your proposed algorithm is one which, at the most fundamental level, computes staff time just spent in fixed blocks rather than assessing a monthly cost and then working out a fraction of that cost based on when the staff would be working?
So, for instance, to simplify what I imagine your algorithm might be for the sake of illustration, suppose that we have a train travelling between points A and B. Its dwell time at point A is 0:30, its travel time between points A and B is 1:00 and its dwell time at point B is 0:30; one could simply at 0:30 of staff time on departing point A, 1:00 of staff time on arriving at point B, and 0:30 of staff time on departing point B. Is this, at a very simple level, the sort of thing that you had in mind? This is potentially workable, but has a possible issue with precision loss: if we have a 'bus travelling from point A to point B, and the dwell time at point A is 0:00:10 and the journey time between points A and B is 0:00:45, then we could well end up needing to add a staff cost that is signifciantly less than 0.01 SimuCents (the currency being stored in a 64-bit integer representing 0.01 SimuCents). This would lead to 0 staff cost being recorded for that convoy at all.
Forgive me if this is not what you had in mind and I have misunderstood your proposed algorithm: perhaps you could clarify if that is so?
My apologies: I have not fully understood this. It would help if you could explain what you imagine should happen in each of the following examples.
Suppose that the toll is 10 SimuCents per km. What would you imagine the toll to player A to be for the following convoys travelling over player A's ways:
(1) a train with a locomotive owned by player A, 2 carriages owned by player A and 2 carriages owned by player B;
(2) a train with a locomotive owned by player A and 4 carriages owned by player B;
(3) a train with a locomotive owned by player B, 2 carriages owned by player A and 2 carriages owned by player B; and
(4) a train with a locomotive owned by player B and 4 carriages owned by player A.
Remember, the current toll system in Extended is based on a proportion of the revenue generated (which is based on how the Railway Clearing House worked), so it would also help to understand how you imagine this system interacting with your suggestions as to the toll.
For reference, what is currently planned is for the player which owns the convoy to take all the revenue for the journey but to have to pay all the variable maintenance costs and be liable in full for the tolls to other players (including if that other player owns some or most of the revenue earning vehicles, e.g. passenger carriages, in that convoy). No payment to other players for the use of their vehicles is envisaged (as in Railway Clearing House practice). This would incentivise players to send though trains onto other players' networks, but to change locomotives near the boundaries of the networks - exactly as tended to happen in reality.
December 27, 2020, 01:42:09 PM Last Edit: December 28, 2020, 12:27:46 AM by jamespetts
Given that implementation work on the schedule and related features is about to recommence, some further consideration of the issues discussed here is now merited.
What I intend to do here is set out a provisional design for some elements of what has been discussed here, based in part on Ranran's suggestions, so that we can move toward refining and then implementing this design.
Staff vs. fixed maintenance costs
It is probably better to have staff cost separated from the existing fixed maintenance cost. Although nobody has been able to find any data on fixed maintenance costs that are not staff costs, it would not take much additional work to implement this separately, and, given the staff specific code set out below that will be needed for staffing costs, it is probably better to have them separate. There is nothing to stop pakset authors from simply not using the fixed vehicle maintenance.
Different staff
It is definitely necessary to have a system to simulate the different cost of different staff and the ability to have inflation affecting the cost of different staff differently. I had wondered whether Ranran's suggestion above of using classes might work for this, but this might be problematic for paksets that do not define passenger classes, or define only a few of them. It would also be too inflexible as it would not allow enough differentiations: an airline pilot is paid more than a flight engineer, who in turn is paid more than a train driver, who in turn is paid more than a 'bus driver, who in turn is paid more than a minibus or van driver, who in turn is paid more than a 'bus conductor, who in turn is paid more than a shunter. The number of classes in a pakset do not allow for this number of strata.
I therefore suggest the following system: each pakset, in a staff.tab file, will define categories of staff and their monthly salary at various points in time, using the same format as the speedbonus.tab file (thus allowing code re-use). The speedbonus.tab file looks like this:
track=1750,8,1825,10,1830,15,1835,17,1840,33,1850,40,1865,52,1880,60,1895,65,1910,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
road=1750,8,1825,10,1830,15,1835,17,1840,33,1850,40,1865,52,1880,60,1895,65,1910,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
monorail_track=1750,8,1825,10,1830,15,1835,17,1840,33,1850,40,1865,52,1880,60,1895,65,1910,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
tram_track=1750,8,1825,10,1830,15,1835,17,1840,33,1850,40,1865,52,1880,60,1895,65,1910,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
narrowgauge_track=1750,8,1825,10,1830,15,1835,17,1840,33,1850,40,1865,52,1880,60,1895,65,1910,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
maglev_track=1750,8,1825,10,1830,15,1835,17,1840,33,1850,40,1865,52,1880,60,1895,65,1910,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
water=1750,8,1933,13,1955,16,1972,18,2010,20,2025,25
air=1906,67,1920,72,1930,78,1940,82,1950,84,1960,87,1970,100,1985,120,2000,150,2030,175
A staff.tab could look like this:
airline_pilot=1920,150,1930,160,1950,200,1955,250,1960,275,1970,375,1980,500,1990,550,2000,600,2020,620
cabin_crew=1920,20,1930,22,1950,40,1955,45,1960,50,1970,55,1980,65,1990,70,2000,72,2020,75
train_driver=1750,10,1800,11,1820,12,1850,15,1890,17,1900,20,1910,25,1920,30,1935,32,1940,35,1950,45,1960,75,1970,90,1980,100,1990,120,2000,130,2020,150
One might then define the staff in a vehicle's .dat file as follows:
staff[airline_pilot]=2
staff[cabin_crew]=3
I am not sure how easy that it would be to implement the system of using text strings to define the individual type of staff: the only reason that text strings can be used in speedbonus.tab is that they are the names with a hard-coded association with an enum. Since this will not directly affect users, only pakset maintainers, it may be implemented simply using numbers instead of names, in a similar way to the way in which signalbox groupings are implemented. Thus, the above would instead look like this:
# ** Aircraft **
# Airline pilot
1=1920,150,1930,160,1950,200,1955,250,1960,275,1970,375,1980,500,1990,550,2000,600,2020,620
# Cabin crew
2=1920,20,1930,22,1950,40,1955,45,1960,50,1970,55,1980,65,1990,70,2000,72,2020,75
# ** Trains **
# Train driver
3=1750,10,1800,11,1820,12,1850,15,1890,17,1900,20,1910,25,1920,30,1935,32,1940,35,1950,45,1960,75,1970,90,1980,100,1990,120,2000,130,2020,150
driver[1]=2
staff[2]=3
This would then make it much easier to maintain the paksets, as there would be no need to change each individual vehicle if one wanted to change the staff cost of, for example, airline pilots, nor any need to normalise the values of staff in each individual vehicle to a standard point in time for inflation purposes when adding each entry. Instead, the inflation computation would be built into the basic system for assigning staff costs.
Variable staff operating cost, including multiple working
Ranran's original analysis of this is very helpful, and it is necessary to take into account the issues that he raises. The suggested design and the statistics for staff costs on Japanese railways, trams and 'buses as of 2007 are especially helpful.
I think that a modified version of Ranran's algorithm is the best implementation for this. I adopt Ranran's tripartide distinction between drivers, conductors and other staff. However, instead of having flags for vehicles that do or do not need these, one would simply specify, for each vehicle, how many of each is needed.
For example, a diesel locomotive might have:
whereas a steam locomotive might have:
# Fireman
In reality, multiple working requires compatible equipment. For example, two BR Class 50 locomotives can work in multiple with one another, but not with anything else. A BR Class 47, however, can work in multiple with a range of other types of locomotives (e.g. the BR Class 37) and driving trailer types (e.g. the BR Mk. 2 DBSO).
Thus, we need to be able to specify a multiple working type. This can be done simply with a numerical value thus:
multiple_working=5
(multiple_working=0 would denote no multiple working capability).
Thus, the algorithm for drivers would be simple: ignore the driver staff cost of each vehicle in the convoy which comes later (in the present orientation) than each vehicle with the same non-zero multiple working type defined which has already had its driver staff cost counted. In reality, most sensible paksets will define the train driver costs to be the same, and thus it will not matter which vehicle is first, but there needs to be some algorithm for dealing with the theoretical possibility of differing values here.
For conductors (apt to cover 'bus conductors and train guards), the algorithm could be even simpler: for each convoy, count only the conductor cost of whichever vehicle is nearest to the rear of the convoy and has a conductor cost defined. However, I note that Ranran proposes a system to provide for multiple conductors dependant on train length. I am not sure how important that this will be to simulate; but, if simulated, it is likely to need to be customised at the individual vehicle level rather than the pakset level, and then have a system for dealing with what happens when vehicles with different settings mix in the same train. It is not immediately obvious quite how this should be done.
For all other staff, the staff cost would be counted in all instances, no matter the formation of the train. This other staff parameter could be used for train guards/brakespeople in trains without continuous braking, to simulate the fact that each brake carriage on such a train would need a guard no matter the formation of the train, as each brake carriage would need somebody manually to apply the brakes when the driver gave the appropraite whistle code. They would simply be defined, e.g.:
# Buffet staff
Thus, trains or 'buses without conductors or drivers would not need a "driverless" or "conductorless" flag: they would simply be composed entirely of vehicles without any driver or conductor staff defined.
Computing time based maintenance costs
This needs to avoid both rounding errors and excessive memory consumption. The easiest way of doing this, I think, is for each player to have a vector of staff cost for each pay grade of staff, as defined in staff.tab. That vector will store data in ticks (the internal measurement of time).
Based in part on Freddy's suggestion in another thread, each time that a convoy departs from a stop or arrives at a stop, and each new month, the number of ticks since its last departure or the last month can be computed and that number of ticks, multiplied by the number of staff of each type, added to the player's vector for each different staff pay grade. At the end of the month, the number of ticks would be multiplied by the current prevailing salary for that grade of staff and then dividided by the number of ticks per month and a figure for staff cost for that player in that month would thus be computed. Rounding errors would therefore be minimised and would be incapble of being compounded, and memory usage would be minimal.
Mixed player convoys and costs
This has the potential, as can be seen from above, to become extremely complex, so I would suggest the simpler version that I set out in my last post on this topic above: each convoy willl be regarded as having an owner, which would be determined by the owner of the first powered vehicle in the convoy's non-reversed state (based, as stated above, on Railway Clearing House practice). The owner of the convoy will pay all of the staff operating cost for the whole convoy. The owner of the individual vehicles will continue to pay the running (per km) and maintenance (per month) cost for those individual vehicles.
Convoy recombination and statistics
This is complex and challenging. In one sense, it is a less critical issue, as it does not directly affect gameplay, but it has the potential to mislead players.
The simplest solution would be to erase the data and start again whenever it becomes invalidated: this would at least prevent players from being given inaccurate or misleading data.
If anyone can think of a better alternative that does not take an infeasible amount of coding effort, that would be very helpful; but, otherwise, I think that I shall have to implement the erasure system.
Ranran makes the point that catering vehicles sometimes did not have through gangways, so that a dining car on a train could only service passengers in that particular carriage. This should be dealt with by a new .dat file setting,
self_contained_catering=1
which, when set, will mean that the catering revenue and comfort boost will apply only to the individual vehicle rather than to the whole convoy.
Edit: Added catering
Vladki
Regarding the multiple_working=X feature. This (if implemented) should affect also the functionality of "can_lead_from_rear" or "has_rear_cab". If the last vehicle has rear cab, but zero power, then look for a powered vehicle with the same multiple_working value. If such vehicle is not found, then it should be treated as if it does not have a rear_cab for reversal purposes. For even more realistic function - all vehicles in between them, should have the same multiple_working value - even if having no cab and no power - just to show that they have the necessary cables.
Regarding conductor costs. It would be nice to allow fractional numbers. Let's say that the railway rules say there must be one conductor for every 4 cars. So one could specify staff[train_conductor]=0.25. This value would be rounded up, so a 5-car train would have 2 conductors. This would also solve the problem of two or more multiple units connected together, where it is not possible to pass from one unit to the other, and thus each requires it's own conductor.
Quote from: Vladki on December 28, 2020, 10:16:03 AM
This is an interesting idea. I wonder whether this can be communicated clearly to the player? It should not be difficult in principle to write the logic for this.
I am still unsure about this feature, and in particular quite what the algorithm would be for this.
Quote from: jamespetts on December 28, 2020, 11:24:00 AM
Perhaps similar to showing the constraints - have a "translation" for each multiple working type, and show it next to constraints:
Supported multiple working type: WTB (wire train bus)
Supported multiple working type: Electrostar (classes 375, 376, 378 and 387)
Each passenger car would have staff[train_conductor]=1/x, where x is the max number of cars served by one conductor. (or the number of cars in multiple unit). Then these numbers would be summed up for all vehicles in the convoy, and rounded up to nearest integer. The result would be the number of conductors needed for that train, and used further to calculate the wages.
That could possibly work. I should be interested in Ranran's views on this.
Quote Each passenger car would have staff[train_conductor]=1/x, where x is the max number of cars served by one conductor. (or the number of cars in multiple unit). Then these numbers would be summed up for all vehicles in the convoy, and rounded up to nearest integer. The result would be the number of conductors needed for that train, and used further to calculate the wages.
There is no existing algorithm for parsing mathematical symbols in strings to be read, so there would be a very large amount of work required to add this as opposed to a basic system involving reading only numbers.
Of course you would not enter 1/4 but 0.25. Just the system would have to support fractional numbers for staff[...], and have the special logic if x is train_conductor, just as it would have special logic for train_driver.
Alternatively one could specify that staff[train_conductor]=x and the 1/x calculation would be done internally, but I think that would be confusing to pak designers, and lead to errors.
EDIT: maybe there would not be any need for special treatment of conductors. Any staff (except drivers) could be treated this way. (i.e sum over all vehicles using float, and round up the sum).
I do not think that the existing algorithm can even deal with floating point numbers; I think that it works only with integers, although I have not looked into this in detail.
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text:
require 'test_helper'

module SimpleValidations
  module Wrappers
    class UnlessWrapperTest < Minitest::Test
      def setup
        @validation = Doubles::ErrorValidation.new(:error)

        rule     = proc { |subject| subject.skip? }
        @wrapper = UnlessWrapper.new(rule, @validation)
      end

      def test_validate_returns_errors_from_validation_if_rule_returns_false
        subject = OpenStruct.new(skip?: false)
        errors  = @wrapper.call(:value, subject)

        assert_equal [:error], errors.map(&:name)
      end

      def test_validate_returns_no_errors_if_rule_returns_false
        subject = OpenStruct.new(skip?: true)
        errors  = @wrapper.call(:value, subject)

        assert errors.empty?
      end
    end
  end
end


text:
Der Haussee oder Klostersee ist ein kleiner natürlicher See auf der Gemarkung von Gramzow im Landkreis Uckermark (Brandenburg).

Lage
Der Haussee liegt unmittelbar nordwestlich des Ortskerns von Gramzow. Am Südufer reicht die Bebauung an einer Stelle bis fast an das Ufer heran. Am Nordufer stehen zwei Gehöfte ebenfalls dicht am Ufer.

Hydrographie
Der Haussee ist bis 780 m lang und bis 280 Meter breit. Er hat eine Fläche von 14,6 ha, und der Seespiegel liegt auf etwa . Bei der Anlage des Seenkatasters 1992 wurde eine max. Probentiefe von 3,5 m ermittelt. Er hatte damals einen Trophie-Index von 4 (polytroph) und hatte keine stabile Schichtung. Der See hat keine größeren Zu- und Abflüsse. Der Haussee ist mit dem Cantorsee durch einen Graben verbunden. Ein minimaler Abfluss kann durch einen Graben zum Schulzensee und von dort weiter zum Großen Kuhsee erfolgen. Von Norden münden drei Entwässerungsgräben in den See.

Geschichte
Der See wird bereits 1592 als Hauß Sehe beim Closter gelegen erwähnt. Er wird später auch Kloster- oder Haussee genannt. Der Begriff Haussee ist in Brandenburg seit dem 16. Jahrhundert nachgewiesen und ein häufiger Seename. Er bezeichnet Seen, die zu einem Kloster, einer Burg, einem Schloss oder einem Rittersitz gehörten. Meist wurden dadurch ältere Seenamen verdrängt.

Im Schmettauschen Kartenwerk von 1767/87 sind Haussee und Cantorsee noch ein See; dieser größere See ist als Haussee bezeichnet. Wann der Seespiegel so stark abgesunken ist, oder abgesenkt wurden, dass zwei Seen entstanden sind, konnte nicht ermittelt werden.

Wirtschaftliche Bedeutung und Freizeit
Der See ist an die Prenzlauer Fischereibetrieb Uckermark GmbH verpachtet. Es werden auch Gästekarten zum Angeln ausgegeben. An Fischbestand werden Barsch, Hecht, Karpfen, Rotauge und Rotfeder angegeben.

Literatur
 Olaf Mietz (Projektleiter): Die Seen im Brandenburgischen Jungmoränenland. Teil 2. Gewässerkataster und Angewandte Gewässerökologie, LUA, Referat Öffentlichkeitsarbeit, Potsdam, 1996.

Einzelnachweise

See in Europa
Gewässer im Landkreis Uckermark
See in Brandenburg
Geographie (Gramzow)
SHaussee, Gramzow


text:
Q: Change DNS for Thomson TG585 Cytanet Router I have a Cytanet Router (from Cyprus) and I need to change the DNS so I can watch my netflix, and other geographically blocked content. Any ideas?
To log in to the router I successfully got in by going to 192.168.10.25 and put in my username and password. (user=cytauser and password=blank) This is how they distribute their routers.
Problem is, there is not GUI or browser console section to change DNS :-/.
Any help? I'm on a Windows 7 computer.

A: So after searching for answers here is what I eventually found...
http://community.plus.net/library/dns/how-to-change-the-default-dns-servers-in-a-thomson-speedtouch-router/
However, here is the one specific to Cytanet (Cyprus) Thomson TG585 v7 on a Windows 7 machine with Telnet Client installed (See the link above to get telnet installed).

*

*Go to Start and open windows command prompt.

*type the following depending on your router IP address (mine was 192.168.10.254)
telnet 192.168.10.254

*Then you should get a screen asking you for a "Username:". In my case since it was for Cytanet ISP, I used 'cytauser' and blank password and worked. The factory default is 'Administrator' and empty password.
Username: cytauser
Password:

*You should then see a window with a bunch of DOS design if you successfully signed in
__  Thomson TG585 v7
                         _/_/\
                        /         /\  7.4.3.2
                  /_       /  \
                _/       /_____/_ \  Copyright (c) 1999-2007, THOMSON
               //       /  \       /\ \
       _____//_/    \     / _/______
      /      / \       \    /    / /        /\
   /      /   \       \  /    / /        / _
  / /      /     _____/    / /        / /   /\
 //_/_______________/ /____/ /_/  \
 \ \      \    _________    \ \        \ \   \  /
  _\      \  /          /\    \ \        \ ___/
     \      /          /  \    \ \        \  /
      _____/          /    \    \ ________/
           /______/      \    \  /
           \     \      //
            \ /    /\  \    //
             /_/  \  \  /
             \    \  /_/

*Then type the following to see your current DNS settings.
dns server route list

*you should see a list of at least 2 entries with IP addresses, source, Label, Metric, Inf, etc.

*Now you want to flush your dns servers which will delete the default ones. Type the following
dns server flush

*Now type the following to see if it actually flushed them, you should now see no entries for your DNS.
dns server route list

*Now you're ready to put in your DNS IP addresses that you got from UnBlock US or Unlocator. Type the following for each of the DNS entries. Notice xx.xx.xx.xx is for the numbers you were provided, don't actually put in xx.
dns server route add dns=xxx.xx.xx.xxx metric=0 intf=pppInternet

*Now do the same for the second IP/DNS address one you were provided.

*Then go to the DNS Server List again and make sure it changed. You should see the numbers that you just added by using this command again.
dns server route list

*Once you confirmed the new entries have been added, you should save the settings by typing:
saveall

*You should be all set! Try resetting your Wifi or internet connection from your device and you should be good to go. Don't reboot/reset the router though.

redpajama_set_name: RedPajamaStackExchange


In the new Version WinSCP 5.9.3 I found a little Bug in the installer.
If the user account is no local admin on the installing machine, the installer will loop endless without any ui - the process starts over and over again... it's impossible to quit the process... the only way is to restart(or logout).
"Run as" (domain) administrator works of course.
Do you get a UAC prompt? Or not even that?
Can you enable logging using /log=c:\path\to\log.log command-lie switch and attach the log here?
Really I have the same issue with v5.9.3 installer.
I relly think you know about this one.
Will try to find the logs.
No I'm not. It works for me. Please attach the log.
There is no any UAC prompt.
3. A windows appears saying that Russian translation it only 97% and asks to press "OK". I press "OK" and the process restarted.
5. And every time I press "OK" a new log file is been created with adding -elevated to the filename end.
P.S. WinSCP-5.9.1-Setup.exe the same problem.
1) If you right-click the installer and select "Run as Administrator", what does it do?
2) What does this command do? powershell.exe -Command "Start-Process WinSCP-5.9.3-Setup.exe -Verb RunAs"
This particular computer is in Domain and has limited rights to install software. In other words my user is in group "Users".
So if I try "Run as Administrator" this will do all the same because I don't have Administrator's rights and I can't obtain them.
It really do the same. After about 15-20 seconds I see a windows about 97% translation and when I press OK then process restarts.
Logs really the same but I attached them.
3. Got the same situation.
So I assume, all you want is the installer to run unprivileged and install to user profile, right?
Martin, here are the logs.
And got Message box (Abort/Retry/Ignore) with words "no access (in Russian).
Hit several times Retry and then Abort.
but I don't have access to it for Write/Edit actions.
It does that. But for new installations only. For upgrades, it's difficult to guess, what the user actually wants. Perhaps the installer should ask.
I do understand you, Martin.
1. Logically the Installer sees that the folder C:\Program Files (x86)\WinSCP\ exists.
2. So Installer wants ti Upgrade in this case.
3. But then Installer checks that folder for Write access and fails.
At such situation (and this is my situation) I really thing that Installer has to propose to make a new installation and may be to move setting from old directory to a new one.
Also the steps 1.2.3. can be hidden for user so he just sees a note that only New installation to New folder can be made (with proposal to move setting if the *.ini file is kept in old folder).


Write a program that, given a map with goals and obstacles, tells if it is possible to reach any goal from a given initial position. The allowed movements are horizontal or vertical, but not diagonal.
Input begins with the number of rows n > 0 and the number of columns m > 0 of the map. Follow n rows with m characters each. A dot indicates an empty position, an 'X' indicates an obstacle, and a 't' indicates a goal. Finally, two numbers r and c indicate the initial row and column (both of them starting at 1) where we must start looking for goals. You can assume that r is between 1 and n, that c is between 1 and m, and that the initial position is always empty.
Print "yes" or "not" depending on whether it possible or not to reach any goal.


text:
https://www.universitypressscholarship.com/search?f_0=keywords&q_0=colour%20symbolism
You are looking at 1-5 of 5 items
Keywords: colour symbolism x
Columbia University Press (1)
Edinburgh University Press (1)
Open Section Archaeology (1)
Prehistoric Archaeology (1)
Open Section Film, Television and Radio (1)
American History: early to 18th Century (1)
Open Section Religion (1)
Religion and Society (1)
Nancy Shoemaker
in A Strange Likeness: Becoming Red and White in Eighteenth-Century North America
History, American History: early to 18th Century
Eighteenth-century Indians and Europeans meeting on the council grounds relied on the human body as a resource for metaphors that could explain their relationship: that because they were all people ... More
Eighteenth-century Indians and Europeans meeting on the council grounds relied on the human body as a resource for metaphors that could explain their relationship: that because they were all people with arms, legs, eyes, and ears, they would join in one body with one heart and one mind and become one people. This was the language of peace negotiations, but as conflicts erupted over broken agreements and European expansion, increasingly the human body provided the metaphors to explain why they were not one people — they had different skin colors. In particular, Indians began to claim an identity as "red people" sometime in the early 18th century, a trend originating among Southeastern Indians such as the Cherokees and Creeks, probably because it made sense within an existing color symbolism organized around "red" (the color for war) and "white" (the color for peace) and because Europeans settling in the Southeast at that time had identified as "white people," instead of "Christians" which was still the prevalent term in the Northeast, to distinguish themselves from their "black" slaves. Indians adopted the same racial terminology as Europeans (and vice versa) but endowed the terms with different meanings, so that "red" came to be a source of pride and supremacy, for the "red people" were here first, and "white" came to be associated with the accumulation of wealth and greed.Less
Eighteenth-century Indians and Europeans meeting on the council grounds relied on the human body as a resource for metaphors that could explain their relationship: that because they were all people with arms, legs, eyes, and ears, they would join in one body with one heart and one mind and become one people. This was the language of peace negotiations, but as conflicts erupted over broken agreements and European expansion, increasingly the human body provided the metaphors to explain why they were not one people — they had different skin colors. In particular, Indians began to claim an identity as "red people" sometime in the early 18th century, a trend originating among Southeastern Indians such as the Cherokees and Creeks, probably because it made sense within an existing color symbolism organized around "red" (the color for war) and "white" (the color for peace) and because Europeans settling in the Southeast at that time had identified as "white people," instead of "Christians" which was still the prevalent term in the Northeast, to distinguish themselves from their "black" slaves. Indians adopted the same racial terminology as Europeans (and vice versa) but endowed the terms with different meanings, so that "red" came to be a source of pride and supremacy, for the "red people" were here first, and "white" came to be associated with the accumulation of wealth and greed.
Keywords: body metaphors, red and white color symbolism, Cherokee Indians, southeast, identities, whiteness
Homa Rituals in the Indian Kālacakra-tantra Tradition
Vesna A. Wallace (ed.)
in Homa Variations: The Study of Ritual Change across the Longue Durée
Religion, Religion and Society
The Kālacakra-tantra is considered one of the most authoritative tantric traditions, and the chapter examines the homa as found in that tradition. Instructions for the construction of a ritual site ... More
The Kālacakra-tantra is considered one of the most authoritative tantric traditions, and the chapter examines the homa as found in that tradition. Instructions for the construction of a ritual site include color symbolism, revealing another layer of symbolic associations between the type of ritual and the requirements for its effective performance. Also discussed are the directions and locations where a ritual hearth is best constructed, along with its size and shape. In contrast to other texts discussed in this collection, the texts discuss five kinds of ritual performance. According to this tradition, while external homa can accomplish mundane goals, it is only the internal homa in which the awakened consciousness acts as the ritual fire that can accomplish the ultimate goal of awakening.Less
The Kālacakra-tantra is considered one of the most authoritative tantric traditions, and the chapter examines the homa as found in that tradition. Instructions for the construction of a ritual site include color symbolism, revealing another layer of symbolic associations between the type of ritual and the requirements for its effective performance. Also discussed are the directions and locations where a ritual hearth is best constructed, along with its size and shape. In contrast to other texts discussed in this collection, the texts discuss five kinds of ritual performance. According to this tradition, while external homa can accomplish mundane goals, it is only the internal homa in which the awakened consciousness acts as the ritual fire that can accomplish the ultimate goal of awakening.
Keywords: Kālacakra-tantra, homa, ritual performance, ritual hearth, internalization, color symbolism
Staying Alive: Stallone, Authorship and Contemporary Hollywood Aesthetics
Paul Ramaeker
in The Ultimate Stallone Reader: Sylvester Stallone as Star, Icon, Auteur
10.7312/columbia/9780231169813.003.0001
Film, Television and Radio, Film
This chapter studies Sylvester Stallone's first seven films as director. These include: Paradise Alley (1978), Rocky II (1979), Rocky III (1982), Staying Alive (1983), Rocky IV (1985), Rocky Balboa ... More
This chapter studies Sylvester Stallone's first seven films as director. These include: Paradise Alley (1978), Rocky II (1979), Rocky III (1982), Staying Alive (1983), Rocky IV (1985), Rocky Balboa (2006), and Rambo (2008). Stallone's accomplishments with Rocky and Rambo are considerable. He has made significant progress in recovering his stardom by resuscitating his signature roles and in forging an authorial identity. He has also demonstrated a mastery of contemporary Hollywood aesthetics, while extending the strategies of his earlier films, particularly with regard to editing. In this, he continues to offer a distinct variation on prevailing trends. In Paradise Alley, this meant overt colour symbolism alongside a self-conscious mobilisation of classical Hollywood conventions in relation to 1970s genre revisionism. Rocky II, III, and IV saw him develop a form of melodramatic storytelling that is nonetheless classicist, inflected with elements of the backstage musical seen most explicitly in Staying Alive.Less
Staying Alive : Stallone, Authorship and Contemporary Hollywood Aesthetics
This chapter studies Sylvester Stallone's first seven films as director. These include: Paradise Alley (1978), Rocky II (1979), Rocky III (1982), Staying Alive (1983), Rocky IV (1985), Rocky Balboa (2006), and Rambo (2008). Stallone's accomplishments with Rocky and Rambo are considerable. He has made significant progress in recovering his stardom by resuscitating his signature roles and in forging an authorial identity. He has also demonstrated a mastery of contemporary Hollywood aesthetics, while extending the strategies of his earlier films, particularly with regard to editing. In this, he continues to offer a distinct variation on prevailing trends. In Paradise Alley, this meant overt colour symbolism alongside a self-conscious mobilisation of classical Hollywood conventions in relation to 1970s genre revisionism. Rocky II, III, and IV saw him develop a form of melodramatic storytelling that is nonetheless classicist, inflected with elements of the backstage musical seen most explicitly in Staying Alive.
Keywords: Paradise Alley, Rocky II, Rocky III, Rocky IV, Rocky Balboa, Staying Alive, Rambo, contemporary Hollywood aesthetics, editing, colour symbolism
Object biographies
Joanna Brück
in Personifying Prehistory: Relational Ontologies in Bronze Age Britain and Ireland
Archaeology, Prehistoric Archaeology
In September 1886, John and Richard Mortimer excavated a large barrow at Garton Slack, East Yorkshire (Mortimer 1905, 229). At the centre of the barrow lay the inhumation burial of a young adult ... More
In September 1886, John and Richard Mortimer excavated a large barrow at Garton Slack, East Yorkshire (Mortimer 1905, 229). At the centre of the barrow lay the inhumation burial of a young adult male. A flint knife, a clay button, and two lumps of yellow ochre had been arranged behind his head; at his left hand were two quartz pebbles and fragments of two boar's tusks, while the scapula of a pig had been laid on top of his ribs. One detail of this burial seems particularly alien to contemporary eyes, however. When the body had begun to decompose, his mandible was removed and placed carefully on his chest, and a miniature Food Vessel inserted into his mouth. Here, a pot replaced an element of the human self and the physical boundary between person and object was elided: the open mouths of both pot and body worked as channels through which relationships flowed in processes of communication and commensality. This chapter will explore the relationship between people and objects in the Bronze Age. The Bronze Age saw the introduction of new technologies, notably metalworking, which had a significant impact on concepts of personhood and identity. A greater diversity of materials was employed than in previous centuries, including visually striking substances such as amber and faience, while more 'mundane' materials such as bone were used to make a new and wider variety of objects, particularly during the later part of the period. Such objects were incorporated into new contexts too, notably settlements and burials, and our interpretation of these finds—especially those from burials and hoards—has had a significant impact on our understanding of the period. We will start by examining objects from Early Bronze Age contexts, focusing in particular on burials, before moving on to consider what technologies such as metalworking and cloth production can tell us about the construction of concepts of the self in the Middle and Late Bronze Age. During the early part of the period, artefacts such as copper-alloy daggers, bone pins, pottery vessels, and stone tools were buried with the dead. Less
In September 1886, John and Richard Mortimer excavated a large barrow at Garton Slack, East Yorkshire (Mortimer 1905, 229). At the centre of the barrow lay the inhumation burial of a young adult male. A flint knife, a clay button, and two lumps of yellow ochre had been arranged behind his head; at his left hand were two quartz pebbles and fragments of two boar's tusks, while the scapula of a pig had been laid on top of his ribs. One detail of this burial seems particularly alien to contemporary eyes, however. When the body had begun to decompose, his mandible was removed and placed carefully on his chest, and a miniature Food Vessel inserted into his mouth. Here, a pot replaced an element of the human self and the physical boundary between person and object was elided: the open mouths of both pot and body worked as channels through which relationships flowed in processes of communication and commensality. This chapter will explore the relationship between people and objects in the Bronze Age. The Bronze Age saw the introduction of new technologies, notably metalworking, which had a significant impact on concepts of personhood and identity. A greater diversity of materials was employed than in previous centuries, including visually striking substances such as amber and faience, while more 'mundane' materials such as bone were used to make a new and wider variety of objects, particularly during the later part of the period. Such objects were incorporated into new contexts too, notably settlements and burials, and our interpretation of these finds—especially those from burials and hoards—has had a significant impact on our understanding of the period. We will start by examining objects from Early Bronze Age contexts, focusing in particular on burials, before moving on to consider what technologies such as metalworking and cloth production can tell us about the construction of concepts of the self in the Middle and Late Bronze Age. During the early part of the period, artefacts such as copper-alloy daggers, bone pins, pottery vessels, and stone tools were buried with the dead.
Keywords: amber, colour symbolism, dryland contexts, faience, grave goods, incense cup, jet, kinship, linen, magical materials
Inventions of the Skin: The Painted Body in Early English Drama
Andrea Stevens
Edinburgh University Press
10.3366/edinburgh/9780748670499.001.0001
Literature, Drama
This book challenges the narrative of Shakespeare's 'bare' stage by looking at the 'ground zero' of early modern theatrical representation: the painted body of the actor. Organised as a series of ... More
This book challenges the narrative of Shakespeare's 'bare' stage by looking at the 'ground zero' of early modern theatrical representation: the painted body of the actor. Organised as a series of studies and considering the impact of the materiality of stage properties on live performance, the four chapters of the book examine goldface and divinity in York's Corpus Christi play; bloodiness in Elizabethan and Jacobean drama, including the unexpected use of blood as a disguise device; blackface performance within seventeenth-century court masques and in popular plays performed at the public playhouses; and finally whiteface, death, and stoniness in two King's Men plays of 1611. Not only did dramatists turn to paint to sustain a variety of theatrical illusions, they also strategically manipulated the multiple significations of this technology to create stage characters with complex effects of depth; allude to past and to contemporary performances; and thrill audiences by showcasing actors' virtuoso transformations. Addressing current debates about the relationship between pre- and early modern subjectivity and embodiment, this book challenges the persistent notion that the drama of Shakespeare and his contemporaries was built predominantly around a new, 'modern' language of interiority. As a whole, the book questions the boundaries of the period categories 'medieval' and 'early modern' by demonstrating important continuities in theatrical labour and theatrical materials from medieval cycle drama through to the popular and courtly drama of the 1630s.Less
Inventions of the Skin : The Painted Body in Early English Drama
This book challenges the narrative of Shakespeare's 'bare' stage by looking at the 'ground zero' of early modern theatrical representation: the painted body of the actor. Organised as a series of studies and considering the impact of the materiality of stage properties on live performance, the four chapters of the book examine goldface and divinity in York's Corpus Christi play; bloodiness in Elizabethan and Jacobean drama, including the unexpected use of blood as a disguise device; blackface performance within seventeenth-century court masques and in popular plays performed at the public playhouses; and finally whiteface, death, and stoniness in two King's Men plays of 1611. Not only did dramatists turn to paint to sustain a variety of theatrical illusions, they also strategically manipulated the multiple significations of this technology to create stage characters with complex effects of depth; allude to past and to contemporary performances; and thrill audiences by showcasing actors' virtuoso transformations. Addressing current debates about the relationship between pre- and early modern subjectivity and embodiment, this book challenges the persistent notion that the drama of Shakespeare and his contemporaries was built predominantly around a new, 'modern' language of interiority. As a whole, the book questions the boundaries of the period categories 'medieval' and 'early modern' by demonstrating important continuities in theatrical labour and theatrical materials from medieval cycle drama through to the popular and courtly drama of the 1630s.
Keywords: stage paint, Shakespeare, early modern drama, skin, body of the actor, embodiment, disguise, inwardness, colour symbolism, visual aspect of Shakespeare's theatre