Science Shows Red Wine Burns Fat!
A new study from Oregon State University found that drinking red wine or grape juice can help overweight people burn fat easier.
The study found that a chemical found in grapes, called ellagic acid, helped to dramatically slow the growth of existing fat cells and the formation of new ones. It also boosted the metabolism of fatty acids in the liver.
In the study, mice were fed fatty foods for a period of time. This led to the same types of dietary problems that obese men and women face today such as high blood sugar. The now chubby mice were then given extracts of grapes to help counter these problems. The extracts worked like magic to lower blood sugar and lowered the accumulation of fat in the livers.
Important to note that this is not a miracle weight-loss drug. "These plant chemicals are not a weight-loss miracle", cautions scientist Neil Shay. "We didn't find, and we didn't expect to, that these compounds would improve body weight." However, having a healthy liver will help your overall health.
The mice were given the equivalent of 1.5 cups of grapes per day.
There are 6 cups of grapes in a glass of wine.
This is equal to a quarter of a glass of wine per day.


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How It's New York:Joe's Pub is one of the most acclaimed venues in the city, and much of the NY Irish trad scene was there.
How It's Irish: Two out of the three are Clare men– the other's a Dub. Kevin Crawford, Martin Hayes, and John Doyle took us on an exhilarating ride.
A version of this article was originally published in Irish Examiner USA on June 5.
We knew it would be good (see my preview here and Dan Neely's here, and listen to the podcast with Kevin and Martin!).
And it was…. the only bad thing? Over too soon!
It was musical enchantment at an almost supernatural level.
As a duet between fiddler Martin Hayes and guitarist John Doyle on Sunday night at Joe's Pub became frantic and yet controlled, a tidal wave of music burst over our heads as the audience cheered and waited for more, and it kept coming.
They picked us up and we went on top of the wave with them, going higher and riding it with the wind in our ears, we went on another wave, and finally we rolled into shore, elated and exhilarated.
The Teetotallers, the new Trad supergroup made up of guitarist John Doyle, fiddler Martin Hayes, and flutist Kevin Crawford, put on a simply amazing show at Joe's Pub. The venue has been renovated in the last year and is airier now, with better sightlines. The tall booths are gone and there seem to be more tables.
Everywhere you looked there was somebody you knew from the music scene: there's Paul Keating of The Irish Voice; there's button accordion player/photographer Christy Mcnamara; there's fiddle player Duncan Wickel: there's Consul General Noel Kilkenny and his wife Hanora; there's piper Ivan Goff and The Irish Echo's (and NYIA's) Dan Neely.
Actually, those last two were seated at my table, against a padded wall and facing the stage.
The Consul General and his wife shared a banana split (mmmm, it looked good).
But banter was at a minimum, because the set-up at Joe's Pub is two acts of 90 minutes each, and they keep to that like clockwork.
So despite the seemingly sold-out house, the boys had to keep to the minute – Kevin even said at the end they had been told they couldn't have an encore.
They did manage to have one, but the concert ended right on time at 8:30pm.
Highlights included an incredible rendition of the slow air "O'Carolan's Farewell to Music" by Martin Hayes, which Martin said he did for the Consul General, because he had played it for him at the residence, and our very cultured Consul General named it and said it was an unusual setting. The air was hauntingly lovely, and it led somehow into the reel I described above.
John sang "The Wild Rover," not in the major key and upbeat setting we know it, but in a minor, pensive way, in a setting by Robert Cinnamond. It should be in a high pitch, because that's how they sing it in the north, John said. But though Kevin teased him, John sang it in his own register.
He also sang his own "The Arabic," about his grandfather's attempt to go to America on a ship that was bombed by the Germans.
Kevin shone in a set of tunes from his album "Carrying the Tune" (we wrote about that album here), "The Dear Irish Boy/The Hole in the Boat/Sally Sloane," with John, who plays on the album, and also in a set that began with "Mac's March." Really, he's peerless. Kevin blows into the flute and the emotion goes right through you. He and Martin share that ability to turn your emotions to their key, and together, it's almost dangerous.
Later on, Kevin and Martin played at Tony DeMarco's session at 11th Street Bar. Martin had thought he'd just chill, but it wasn't long before he borrowed Tony's fiddle.
Once again: musical magic hung in the air.
It's a spell that lasts.


text:
V. ALONE WITH A LION (Pages 85 – 100)
Ginger had been left on guard with the Express rifle. After some time, Ginger sees two men opening the rush-plaited doors of the hangar. One is Sarda and the other is a short, stoutish man. Ginger decides to wait for an act of sabotage before revealing his presence. Ginger is totally surprised when the short man gets in their aircraft and starts it up. Ginger is literally blinded by dust blown back by the propellers. Ginger drops the rifle, gropes forward and is able to find an open a door and secretly get on board the aircraft before it takes off. Ginger suspects the pilot to be Leroux but is rather at a loss as to what to do. If he reveals his presence, he can hardly force the pilot to go anywhere as the carrying out of any threat to shoot him would only lead to the machine crashing. The pilot soon lands and leaves the aircraft. Ginger then looks out to see where he is. "In the dim starlight he could just see that in all directions except one the ground was flat". Ginger decides to fly the aircraft back but gets out to look at the hundred yards in front of it, to see if it is clear from obstructions for him to take off. After walking seventy or eighty yards, Ginger comes upon a creature in the darkness that he assumes to be a lion. Contemplating this problem, Ginger hears the Dragon aircraft start up and has to fling himself flat as the aircraft takes off over him. The beast appears to have gone but Ginger is alone on the veldt. "What would Biggles do in a case like this, he asked himself, but he could find no answer until a solitary tree about a hundred yards away caught his eye". Ginger goes towards it, but then he realises there is a lion trotting along behind him. "The desire to run was almost uncontrollable". Ginger edges towards the tree and the lion growls, so Ginger gets out his matches and lights a fire and this makes the lion back off. Ginger makes it to the tree and, with some difficulty, climbs up it. He then has to think what to do and what Biggles and Algy would be thinking. All he can do is try to get back to Insula but that could mean "walking fifty or sixty miles across wild-beast-infested country without a rifle, and without food or water". Ginger waits for dawn.

redpajama_set_name: RedPajamaCommonCrawl


"One should uplift oneself by oneself"
Why is there such a focus on standing poses in Iyengar yoga?
So, this is no American myth of pulling oneself up by their bootstraps. This is what Birjoo Mehta recently described as "dharmic action" or sustainability, where all the parts all support the whole.


text: Q: How can I avoid request timeout error in django app hosted in a docker container? I would like to create a button in django admin site that would run a process which could take a few minutes to complete. I have the app hosted in a docker container. It would be nice to receive a notification as well if the process was completed successfully or not.

redpajama_set_name: RedPajamaStackExchange


text:
Q: error while loading shared libraries: libboost_serialization.so.1.66.0: cannot open shared object file: No such file or directory I have build boost 1.66.0 from source by using the following commands.
First

*

*Go to the directory tools/build/.

*Run bootstrap.sh

*Run b2 install --prefix=PREFIX where PREFIX is the directory where you want Boost.Build to be installed

*Add PREFIX/bin to your PATH environment variable.

As I am using Eclipse c++ oxygen IDE and as the 4 step I put the path
/home/Hussain/boost_1_66_0/lib in the linker Library Search Path (-L)
Second
./bootstrap.sh --prefix=/usr &&
./b2 stage threading=multi link=shared

and then
./b2 install threading=multi link=shared

And added the path /home/Hussain/boost_1_66_0/stage/lib to the linker same as first.
When I compile, the code compiler without complaining. But When I run the exe file I get the error
error while loading shared libraries: libboost_serialization.so.1.66.0: cannot open shared object file: No such file or directory

What is the problem?
Same process I have repeated with my earlier system using boost1.65.1 that was working fine.


text:
Curbside Classic: 1987 Cadillac Seville – Somebody Loves Me
Eric703
This may well be Curbside Classic's most reviled car. Debuting at a crucial time for General Motors and for domestic manufacturers in general, the Seville bombed. Sales fell 50% after this body style was introduced for 1986, and coming on the heels of several other questionable products, it immediately brought Cadillac's future into question. Yet, this example seems to have found a loving home. It's in excellent original condition, so clearly someone out there is a 3rd generation Seville fan. That brings up an interesting question: What is there to love about this car? So let's cast aside our prejudices momentarily and try to uncover the bright spots on an awfully dark chapter of Cadillac history.
The 1980s represented an odd time for Cadillac. Sales were high, averaging 269,000 units annually, but the future looked bleak and some experts doubted the brand could remain viable. Conventional wisdom said that Cadillac needed to adapt to younger customers' preferences in order to survive. Coming in the middle of such a pivotal decade, the Seville was a make-or-break car for Cadillac. It broke, badly.
Originally introduced for 1976, Seville was Cadillac's answer to the curious phenomenon of Americans spending lots of money for compact European luxury cars. Whether this first generation Seville succeeded or not is debatable. Two years into its production run, Cadillac's General Manager claimed that a third of Seville buyers would otherwise have purchased an import. But ultimately the Seville was too traditional to win over import buyers long-term. Furthermore, with the original Seville based on Chevy's Nova, GM management regrettably learned that a profitable Cadillac could be pieced together from off-the-shelf corporate components. That perception would come back and haunt the company before long.
The 2nd generation Seville took a different trajectory in 1980, with bustleback styling that mimicked a design trend so old it couldn't even be called retro. Whomever GM targeted with this design, it certainly wasn't folks who were shopping for European premium brands, despite this ad that tried vainly to do just that. With imports comprising nearly a third of the US luxury car market when the bustleback Seville was introduced, disregarding import buyers was a glaring oversight.
Seville (known as GM's K-body), along with the Eldorado, Buick Riviera and Olds Toronado (E-body) was scheduled for a dose of downsizing in the mid-1980s. At one time this made sense, because most industry experts had assumed that big cars were quickly becoming unwanted relics. Instead, big cars came back in vogue rather unexpectedly… particularly for traditional luxury cars.
But downsizing was not the Seville's main marketplace obstacle. As we will see, this car didn't exactly chase the its supposedly intended target, the import competition (for which its size was appropriate). Furthermore, a few internal GM developments compounded that miscue.
A 1984 corporate restructuring took away autonomy from GM divisions – all engineering, design and manufacturing responsibilities were placed under new bureaucratic "supergroups." With Cadillac's responsibilities subsumed by a "Buick-Oldsmobile-Cadillac" group, the Cadillac division itself wound up as basically a marketing office. Envisioned as a remedy for redundant bureaucracy, this restructuring instead led to passionless facsimiles of the same concept throughout GM divisions. Seville was a car that needed to be distinctive; instead it became a cookie-cutter mold.
As if an insipid product weren't bad enough, GM bungled the car's launch. With much ballyhoo, GM announced that its E/K-body cars would be built a new, high-tech assembly plant in Hamtramck, Michigan. This was no ordinary factory, but a $600 million, 3.3 million sq. ft. cutting-edge facility using the latest in technology and robotics. Unfortunately (though not surprisingly), delays meant that Seville production didn't get fully ramped up until wintertime, well after the traditional new-car season.
Given that bit of background information, let's examine the car itself.
Seville was physically smaller than its predecessor – checking in at 16.6" shorter than the bustleback, somewhat narrower, and 400 lbs. lighter. But it wasn't size that doomed the Seville, but rather styling details. We're all aware that styling can augment or diminish a car's actual dimensions; in Seville's case the boxy, GM-generic design actually made the car look smaller. Coupled with luxury car buyers' renewed preference for larger, and imposing-looking vehicles, this was disastrous.
It's hard to imagine just how much styling affected the car's evidently petite appearance, so let's compare it to some other members of the Class of '86. That year saw a bumper crop of new sedans, such as Mercedes-Benz's W124 and Ford's Taurus. Our featured Seville was about the same size as both of those cars, though it appears substantially smaller. This design issue has been dealt with in depth in our Deadly Sins article, but a stubby trunk, awkward C-pillar and poorly placed rear wheel well each share a good bit of the blame.
Magnifying this problem was what the Seville did resemble – namely a half dozen cheaper cars in General Motors' stable, such as this Oldsmobile Calais. A Calais cost one-third as much, but without knowing the brands, who could possibly tell? If ever there was a visual manifestation of GM's ill-conceived restructuring, this is it.
Interestingly, in 1988 Car and Driver tested a Seville in France, and the car received positive feedback on its appearance. It appears that if not associated with hordes of similar-looking GM-mobiles (unknown in Europe at the time), this didn't come across as a terrible-looking car.
This is Seville's best angle — the 1986 Seville brochure never showed the car from the rear or side.
So, the Seville was poorly styled… but there's more. Just what was this car supposed to be? A challenger to the Europeans who were eating Cadillac's lunch in the mid-1980s, or yet another example of a traditional luxury car? It's unclear if anyone at GM asked that question – or if they did ask, they certainly didn't pick one answer and run with it. While appropriately sized to be a Eurocompetitor, this was an overtly traditional luxury car, with all the broughamy trimmings common in 1980s Cadillacs. That was a poor combination; the blend of a modest size and fantastic broughaminess answered a question that no one ever asked.
Already burdened with an unimpressive design and an unfocused personality, Seville was saddled with another obstacle: cheapness. Yes, the most expensive car in Cadillac's line was too cheap to be taken seriously. 1987 Cadillacs carried base prices between $21,316 and $26,326 (for the Seville), meaning that even well-optioned examples stayed in the $20,000 range – or around the selling price of a typical Mercedes 190E. Another angle is that the Seville was priced closer to a Buick LeSabre than a 300E. The entire Cadillac range could probably have been classified as "near luxury" rather than luxury, if not for historical inertia.
Cadillac dealers didn't help the brand's image much. Many Cadillacs were festooned with add-ons such as this oversized grille and partial fabric roof that only accentuated Cadillac's increasingly tacky nature. Though cheap-looking, this stuff generated huge profits for dealers, and therefore multiplied like a virus. In some parts of the US, it was unusual to see Cadillacs without this kind of paraphernalia.
Aftermarket firms such as Maryland-based E&G Classics (the originators of our featured car's roof and grille) sold their products to dealers, who in turn charged customers hundreds, or even thousands of dollars for such accessories. GM should have put a stop to such nonsense… these decorative packages likely damaged Cadillac's reputation as much as anything else – reinforcing the notion that Cadillac was quickly descending into obsolescence. After all, did anyone born after 1940 actually like this stuff?
Source of production figures: Standard Catalog of Cadillac, 1903-2000
Glancing at 1980s Cadillac division sales, things look superficially good. Selling more than a quarter-million cars annually during the decade, Cadillac's production output generally rose throughout the period. But trouble lurked in the form of an aging customer base. "Traditional" DeVilles, Fleetwoods and Broughams comprised 60% of Cadillac production in 1980, and 80% by '89. By mid-decade, the average age of B- and C-body customers was 60, and the rest of the model lineup wasn't much younger (50 and 54 for Eldorado and Seville, respectively). While older folks bought a lot of cars in the 1980s, relying exclusively on the Greatest Generation was an obvious demographic trap. But it was a trap that Cadillac lazily fell into – intoxicated by easy sales.
Buoyed by a strong economy, the US luxury car market boomed in the 1980s, but Cadillac was increasingly shut out of the party. Though Cadillac sales increased numerically, its share of the US luxury car market plummeted – from 28% to 22% by decade's end. Meanwhile, import brands' proportion of the luxury market soared from 31% to over 38%. Industry experts became sour about Cadillac's future. The brand's offerings continued to ignore the European threat, and Cadillac's main response to that threat – the J-car Cimarron – seemed like a bad joke.
Business-related articles about Cadillac from the 1980s mentioned how the division needed to attract younger customers without alienating its older, loyal customer base. In retrospect, the way out of this dilemma appears obvious. With the Seville being updated for 1986, why not make it appeal to baby boomers (then in their 30s)… customers who were scooping up Mercedes-Benzes and BMWs instead? With the DeVille and Brougham lines fulfilling the traditional end of the market, Cadillac could use Seville and Eldorado to explore some new concepts, and Cadillac's model range was certainly big enough to accommodate various tastes. If only that had really happened.
Now we can circle back to the love that this particular car has apparently received. And that begs the question: What did GM get right with this car? Of course, we can't get too exuberant here, because each of these positives is more than counterbalanced by negatives, but nonetheless:
The Size Was Right. It's easy to consider the Seville a victim of excessive downsizing for the simple fact that this car was smaller than the '85 models, and sales immediately tanked. Yet the size of this car was wholly in line with imported premium sedans. If only the design was as decent as the dimensions, Seville might have stood a chance.
Equipped Correctly, This was a Good-Driving Car. Seville's suspension was tauter and more "European" in feel than most Cadillacs. Obviously, that's not a very high bar to conquer, but in terms of handling, Sevilles (with MacPherson struts up front and automatic load levelling air struts in back) lacked the blatantly barge-like feel of other Cadillacs. Interestingly, the option list contained a $130 Touring Suspension, which made a substantial improvement over the base setup– reviews of early touring-equipped Sevilles were quite favorable. The touring suspension showed that GM had the wherewithal to create a car appealing to that critical demographic of 30-50-year old import buyers, but again, the end product wound up being muddled and unfocused. That touring suspension should have been standard.
It had a V-8. American luxury cars should have V-8s, and the Seville delivered. Well, sort of. While a V-8 was indeed standard, Cadillac's transverse-mounted 4.1L "HT 4100" engine was troublesome, prone to head gasket failures, and was also anemic. Delivering just 130 hp, the 4100 pulled the FWD Seville to 60 mph in a soporific 12 seconds. By comparison, V-6 equipped Buicks and Oldsmobiles were quicker.
Build Quality Was Good: Once the Seville's new assembly plant was fully operational, build quality was above average for GM products. GM faced a bumpy ride getting the highly automated plant up to speed, but ultimately these cars were solidly built.
So there were some glimmers of hope in the Seville, though one needs to squint through a haze of doom to see them. It's possible to see how a customer interested in a moderate-size traditional luxury car… a customer not interested in power, handling, or refinement… might purchase a car like this, and keep it for a long time. But there weren't many such people, as sales figures attest.
While production of the 2nd generation (bustleback) Seville averaged 33,000 units annually – and approached 40,000 in its final two years – consumer interest in the 3rd generation cars nosedived. Only 19,098 rolled off the production line for its introductory year, and by the summer of 1986, GM was already offering a $1,500 rebate on Seville. Despite those rebates and low-for-the-era 2.9% financing, sales fell even further for 1987 (to 18,578) when our featured car was made.
Our featured car itself is a standard Seville, not the costlier Elegante model that added two-tone paint, upgraded interior trim, additional power seat adjustments, cushier carpeting and so on. This car did come with some significant options, such as leather seats, wire wheel covers, and a Delco/Bose "Symphony Sound System" that carried a retail price of $905. Seville also offered an optional cellular telephone for $2,850 (!), though the original owner of this car chose not to splurge for that.
The highlight of Seville's interior was the genuine walnut trim used on the dash, steering wheel and console (Elegantes also had wood on the doors). This was tastefully done, and one of the best applications of wood interior trim of its era. With the exception of standard bucket seats, which seem oddly out of place, this was a strictly traditional American luxury interior – digital instruments with few readouts, a fiddly 18-button driver command center, and so on. If potential Mercedes or BMW shoppers got close enough to a Seville to peer inside, they would probably turn away before even opening the door.
To yield more room, GM created exceptionally thin seat backs on these cars. While that undoubtedly did free up some rear seat room, the seats look flimsy and uncomfortable, which certainly wasn't a selling point.
The rear area benefited from those thin front seats. Two adults could fit back there comfortably – three in a pinch – and dimensionally this was on par with other cars of its day (though Seville did provide less legroom than other Cadillacs).
By the time our featured car was produced for the 1987 model year, its faults were well known. And in what some may call tragic GM fashion, many of those faults were addressed in later years – which of course wound up being too late to do much good.
This car's introductory year went poorly enough that GM rushed an "emergency restyling" of both the Eldorado and Seville to make them somewhat more palatable for consumers. These styling refinements, appearing for 1988, were more noticeable on Eldorado, which received rear fender extensions, though the '88 Seville also featured a bolder grille and "power dome" hood. Cadillac also addressed Seville's lack of power by boring out the engine to 4.5L, providing some overdue muscle. (Remember how Cadillac gained back some engineering authority? They did good things with it.)
Further improvements came later in 1988 when Cadillac introduced the Seville STS. A bonafide sports sedan, STS came equipped with a touring suspension, antilock brakes, other performance enhancements, a unique four-seat interior, as well as visual differentiation in the form of unique wheels and monochrome trim. This is the Seville that should have come out for 1986. It could accelerate to 60 mph in under 10 seconds, could take curves without feeling like it's capsizing, and benefited from the design modifications that were ridiculous to have excluded from the beginning. Finally, at $35,000 it was in the price range where Cadillac's flagship should have been all along.
A mild 1990 restyle gave Cadillac enough confidence to finally show the Seville's rear
The STS wasn't radically different from our featured '87, and it didn't contain anything that GM wasn't capable of producing two years earlier. If GM had put just a little more effort into this car's development – if Cadillac had retained its autonomy and earnestly chased a younger demographic – then Seville could have provided both a sales and an image boost to its manufacturer. Instead, it wound up being a textbook example of corporate mismanagement.
One estimate placed GM's financial loss due to the C/K-body debacle at $500 million annually – certainly mindboggling, but greater losses came from unquantifiable measurements. Cadillac's brand image suffered immeasurably, and at a critical point when the luxury car market was growing and evolving.
The love that this car has received illustrates that even a product as reviled as the 3rd generation Seville can have some bright spots. In the Seville's case, with some more forethought, GM could have turned this into a much-loved car. In any event, I hope this example continues to enjoy the love it has found over the past several decades.
Photographed in Falls Church, Virginia in September 2018.
1986-91 Cadillac Seville: GM's Deadly Sin #21 Paul Niedermeyer
1986-91 Cadillac Seville: The Sales In Spain Fall Mostly With The Plain William Stopford
1988-91 Cadillac Seville STS: Cadillac Shows They Get It… Kind Of William Stopford
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Eric, another fabulously well-researched piece on my favourite "loser car". Thank you, too, for trying to find the positives. This wasn't fundamentally a bad car but it sure was a badly, badly missed opportunity for Caddy. And as you've astutely identified, it fundamentally comes down to styling. It's astonishing Irv Rybicki could style a car the same size as a W124 that looks so much smaller. It's disappointing the interior was so upright and blocky – it already looked relatively dated in '86 and by '91 it was just embarrassing. And as I said in my article, all Sevilles should have been more like the STS and Cadillac should have left the vinyl roof/wire wheels/etc to the DeVille (or, preferably, nixed it all)
The '86 may have been a sales flop but I'd argue the '80-85 was the bigger Deadly Sin, managing to completely miss the point of the Seville and take it in a pointless, dead-end design direction that alienated new buyers. The '86 may have been oddly proportioned but at least it had clean details and a sensible size.
All that aside, I like the '80-85 and I like the '86-91 even more, though even I find the third-gen challenging from some angles. I'd love to have one day because, well, how many other people are going to want to hold onto these? Except this devoted owner, of course.
…how many other people are going to want to hold onto these?
Funny you should ask that, because just last week I was photographing a Scirocco curbside, and look what happened to drive by. I guess there's at least two of them left in Northern Virginia!
It's a tough choice between the 2nd & 3rd generation Seville to rank which one is the deadlier sin. I'm in the (vast) minority since I actually like the bustleback, but from a Deadly Sin perspective, you're absolutely right, that it was a dead-end design, just at the very moment when pursuing the concept of a compact, European-inspired luxury car was the most important.
And I actually wouldn't mind owning one of these 3rd generation cars as an affordable CC… especially one with the 4500 engine.
James Allan Whitaker
Posted August 3, 2022 at 9:51 AM
The Seville pictured is a handsome car. What did the trick styling-wise, was moving the front shield thing more flush with the headlights, makiing the car look more cohesive.
My dad had one of these with the 4.5. It was a great commuter car!
It was also his last Cadillac. To him, Cadillac had lost its way with anonymously styled cars that lacked the style and presence they had in the 50s and 60s. Who knows how much better this could've looked with a faster backlite tucked into a few extra inches of length.
Although it was a total piece of junk, he was haunted by the dreams his boat-like '75 SDV – to him, the last "real" Cadillac. Even his 78, which had much better build quality than the ill-fated 75, had fallen from grace in his opinion. In fact, of his 4 Cads, that '90 was, by far, the best…and would've made an outstanding Cutlass.
This is always been a car I don't fully know what to make of. It's very much a car I love to hate, but I also do love it a little.
As you mention with though, when not comparing it to the plethora of look-alike cars from GM from the era, the styling of this car is actually rather alluring. I also agree that this is one of GM's best executed interiors of the era.
The thinness of the front bucket seats is what most stands out to me from your photos too. Those do look painfully uncomfortable and unsupportive.
Ultimately, I think the best conclusions I can make of this Seville was that it was a car that spread itself too thinly. Product planners were trying to make it wear too many hats at once, while at the same time having their budget and creative freedom limited. It was a recipe for disaster.
jakengle
It truly was a blunder of epic proportion to let this flagship of the brand come out with such resemblance to regular, pedestrian GM cars of the time. That, in and of itself, tells you how little true 'strategy' went into the design and marketing at GM at the time.
Today, they have certainly established their own styling language again, so that even though I don't care at all about Cadillacs, I always know one when I see one. The problem for them now is that I don't want one. I am 49 years old and in my prime earning years and I should want a Cadillac. In reality, I would be very unlikely to shop for one if in the market for a $60k sedan. I would first turn to Audi, Volvo, maybe BMW. Cadillac never really made that leap down to the wider, younger audience. They are certainly better than they were, but not in the league that they need to be.
One other note about the C/K body cars–my father had a 1987 Toronado with the FE3 suspension and a 3.8L V6 and it was a pretty good handling car as well as a GREAT highway cruiser. I still remember how silky and turbine-like that engine and transmission were. It would knock down 28+mpg on the highway too.
Ward Wagher
I like the looks of this car. Yes, it follows the standard GM styling motif, but then Cadillac always has. I think it was better executed than the rest of the GM line as well. The HT4100 notwithstanding, these were pretty good cars. The deadly sin, IMHO, was that GM either needed to make the car much more distinctive, or build in much more content. Or both.
rudiger
The beauty of the GM system was the ability to have exclusive, distinctive divisions that used 'some' parts commonality that wasn't easily seen (usually the roof and side glass).
Then good 'ole bean counter Roger Smith was handed the reins and, suddenly, thanks to Smith's centralized system, you had Cadillacs that looked way too much like other lesser divisions' cars and were being spit out in much higher sales volumes. Who wants to spend more money for a Cadillac that looks like an Oldsmobile, there are as many on the streets as a Chevy, and with the same build quality? No wonder Cadillac went down the tubes.
GM should have put a stop to such nonsense… these decorative packages likely damaged Cadillac's reputation as much as anything else
The simple answer to this is they can't. The way the dealership system works is the dealers buy the cars, then resell them to consumers. Thus, the dealers actually own the cars they sell and can do whatever they want with them (including selling them for whatever price they can get), and the the manufacturers are effectively powerless to do anything about it.
A terrific example of this is the recent Ford GT where Ford tried to stipulate that a buyer could not resell the vehicle within a certain timeframe. Unless it's a part of the purchase agreement between the dealership and buyer, that's simply not legally enforceable by Ford.
If a dealership wants to glue rubber fins onto the cars they sell, they can do it (and certainly will if they think it will sell more cars) and the manufacturer can't do a thing about it.
Right – Ford supposedly tried to design the roof of the Lincoln LS in a way that made it darn near impossible to slap a "carriage roof" on it but dealers quickly figured out a way.
Florida was famous for those models, bargain basement Grand Marquis GS with a full carriage roof and a silly gold "President Edition" badge slapped on the C-pillar.
ravenuer
I can't believe in this day and age, I still see the occasional recent Camry and Accord with a carriage roof! Gack!
With the 4.5 OR the 4.9 V8 that came after the HT4100 and finally fixed its sins these cars were mechanically fine.
MINUS the extra crap like the vinyl roof or silly grille or continental kit I don't think the styling is that bad for the era. (There never should have been factory wire hubcaps but then the rattles and problems with GM factory locking hubcaps could almost be a deadly sin in and of themselves.)
A terrific find and analysis Eric. The original GM A bodies from 1982 defined this formal shape, and everything thereafter using this styling template was derivative IMO.
To me, the Buick Century (for example) looked genuinely original, and was significantly more attractive than this downsized Seville. This is more an insult to buyers. The push button door handles look so out of place. An attempt to lure buyers with traditional luxury touches.
Drzhivago138
It could even be argued that before the 1982 A-bodies, it was the X-body Omega/Skylark and the refreshed B-bodies in 1980 that defined the formal shape that would dominate most of GM's offerings for the rest of the decade.
You are correct. I saw the A Bodies as the closest to the eventual three box shape GM used going forward. The Pontiac 6000, besides the Century, had a more original, elegant and better proportioned exterior than this Seville.
Brian V
I had 2 1991's with the 4.9 engines and found them fine. Most people have long forgotten about them and they can be found for low prices. The interiors are well equipped and comfortable. Everything that you can touch is leather or wood. I enjoyed them.
My dad had a '91 (final year for this style) STS with the 4.9 liter V8. It moved well and I think handled well. It was a monster in the snow.
He got a great deal on it as a used car at the massive Massey Cadillac in Orlando. He retired to Iowa a few years later and it started having intermittent electrical failures and woes. I think it was finally sent to the junkyard in 2001.
It was also his last Cadillac, or at least hasn't had one since…
justy baum
We are all of us constricted to thinking of history from where we are located within it. Our permanencies and certainties will not alter much through time, we think. Most likely we need to think that, so we can order the world into something manageable. But we are wrong. Simply reading something in the press from 40 or 50 years since will tell us that.
Cadillac looked to see a market as upright and square as the back window on this Seville, and about as forward-looking as the rest of it. So there was arguably good logic in selling strongly to that, to the Greatest Gen still only in their early '60's, and a (perhaps unexamined) assumption that that market would persist into the offspring of those. They did not seem to think at all beyond their time.
Worse, they succumbed to a cynicism equal to their myopia, taking the famed HL Mencken quote as if a truism rather than a bon mot: and they did (in a sense) go broke in that under-estimation. Potential buyers undoubtedly saw that this was not an exclusive Cadillac product. That it looks awful to many other eyes is almost unimportant.
Though it must be said that the basis for their error, that shape, has also to have played a part. It is childishly mis-proportioned at the back, looking like a musclebound cartoon character's flat-backed head, and in truth, with about as much thought in it. It is a rare example where the rear styling of a car helps seal its doom, that role more usually belonging to some ill-favoured face. In isolation, the front half of the Seville is innocuous, even with a whisper of the old elegance to the nose.
Above the idea that they did not in any way look forward, or look out of their time, this car says sharply that they did not look out of their country either (though arguably that is just a variation on not looking outside their time). To an outsider, the car speaks loudly of insularity.
Toyota makes very good cars that are a bit boring, conservative, largely unadventurous. Yet they have been leading sales in many places for 30 and 40 years, and are a byword for reliability. Keep in mind that dear Cadillac was on top of the world just 30 (or 20) years before this car, but was already in decline for lack of adaptation or foresight. Toyota now are doing anything but that.
Complacency, insularity, cynicism, awful design. I too hope somebody continues to love this car, if only for its preservation as a symbol of how to be stuck in time, and what not to do.
Excellent article, Eric.
Thanks Justy.
The comparison with Toyota is an interesting one. Lexus debuted during the 3rd generation Seville's lifespan. Both the Seville and the early Lexuses were, as you put it, "a bit boring, conservative, largely unadventurous." Yet that's where the similarities end. Lexus became wildly successful, while the Seville is consigned to articles like this one that is effectively a post-mortem.
I guess the point is that to succeed in the luxury market, a car does not need to be cutting-edge or audacious. The devil is in the details… details that Toyota got right and GM got wrong when marketing luxury cars at this time.
Poindexter
The '75 looked like a Chevy Nova–I never understood the appeal.
The '80 had that bustle-back which didn't look right; was cramped (with little head room), and there was cheesy plastic wood everywhere. Tacky in the extreme.
The 86-91s–nice size, crisp and classic lines, real wood and leather in the interior. Like the Fleetwood discussed last week, an American "jewel box beauty" kind of car which I find particularly appealing (without the tacky add-ons this one has.) The positives listed in this article are real. Truly the last of its kind–what came after this was too severe and plain…lost my interest. I would have switched over to Jaguar.
In the 1990s, I wanted to buy a nice blue one from an older lady–she wouldn't sell. This is what the interior looked like–pretty nice!
That's nice! Was that an Elegante? About 1988 or so? I don't recall that mixed leather and velour surfaces being offered for many years.
TheMann
My blue '89 had that same interior.
I was very comfy in there and it was quiet as a bank vault, in part due to the extra thick side glass.
The thing was solid as a tank. Great engine and trans too. I miss it.
It may have not been a great Cadillac, but it was a good solid car by '89.
I'd been out of the country for some years and had just returned when these appeared in 1986. I was car shopping (and ended up with an Integra but that's a story for another day) and actually went to a Cadillac dealership to look at the new design. The story in the car magazines was that Cadillac had learned from the Cimarron debacle and had put a lot of effort into a seriously modern design. FWD, sure but with a V8. That was fine as the Olds Toronado of the 60's had opened the door for FWD luxury. Built with robotic precision, here was a car for the future, they said.
We were appalled at what we saw. The sweepingly wide and long nose was okay although startlingly low… it still had presence. However the back end. The back end! It had zero relationship to the front of the car. Instead of sweeping lines it was all square lines, and not elegant lines but short abrupt economy car lines for a tiny tiny trunk. It was exactly as if the front and rear designers had never met and designing totally different sizes and classes of cars. You knew the days of the Mob driving Caddys were over because you couldn't even get one body in the trunk of that thing.
My friend looked at that rear end and said, "K-car". At that moment we both knew that Cadillac was dead….at least to our generation, and so it proved to be.
While the proportions are certainly odd, I do like how some of the details are integrated into the body, something about how the lights both front and rear are fitted so flush works for me.
The interior? Not so much, although the lighter colors are (when clean and neat) more inviting than the darker versions.
Another very well researched/document post and enjoyable to read. Thanks!
rpol35
Excellently written Eric – a real expose on one of the many ways that GM lost its way.
This crapster is garish & cheesy. Even today, as I look back, I find it unbelievable that Cadillac's then "target" market would find this dreck attractive. The 4.1 liter "blow-up on command" lawn mower motor just added to the ignominy.
Evan Reisner
I'm amused to see the comparison to the Oldsmobile Calais, but only because the cheapest Cadillac model for the 60s and early 70s was the Cadillac Calais!
58L8134
Whatever its good qualities, in that tiny-appearing package, it was just a major disappointment. With its general body architecture so similar to the Olds Calais and brethren, GM shot themselves in the foot allowing Cadillac to field this car.
As much as GM usually played out their platforms to get as much use as possible, it struck me as strange they didn't simply restyle the existing E/K-bodies for another iteration. The fwd Deville was already having enough problems with market acceptance, then compound it with this misbegotten thing.
For reasons I cannot explain, I always liked the round wheelwells on these.
Spoiler alert. This is a rant.
I don't get all the hate for this car, once the problematic 4.1 was replaced, anyway.
I understand it was a let down as a Cadillac, but compared to most new cars it is only guilty of being plain, in my opinion. So many here liked the K-cars. How is this worse than a K-car? I know, cost and class of car. But still…
I'd take that Seville's style over all the ugly insectoid nasty classless turds rolling around the streets now. Looking at you, well, almost every brand except VW. And that Buick Tour-X. And of course the Challenger. I like a few of the new cars. And think most new cars are aggressively ugly, soulless over-teched messes that need cameras just to see out of.
My '89 was bought for $800 as a work car. It got MPG in the 20s while being very comfortable and roomy. It was quiet, and had a torque-y 4.5L. It had 150,000 on it and was almost perfect. No leaks, no rattles, no drama.
It also had excellent visibility (remember that?) in part because of that upright rear windshield that everyone seems to hate. That window was also easy to reach to clean.
So what if it's boring? Boring things are better than intentionally ugly things to me. You could actually see out of the windows, in every direction.
So many praises for the '84 Escort the other day and then so much hate for this Seville?
How can I be alone in thinking that is just nuts? The Escort was a joyless, cheap crapbox that blew head gaskets at 50,000 miles. Wheel bearings at 70,000. It also looked BLAH, and barely had a functioning rear suspension. And I had a "nice" one back then.
I guess I just judge cars on their own merits and not as a brand name or status symbol.
And this downsized, derivative, boring and hated Seville was not even close to being one of the worst cars I've owned. Or looked at on the street.
Someone has to defend this thing and I guess it'll have to be me.
I get what you are saying and you are right if you judge this as just an average car–like something that dodge or olds would sell as a high-end model. The problem was that this was what Cadillac came up with when they were supposedly trying to reinvigorate/reinvent the brand! By that measure, you have to admit that it is a disaster. It is way too bland and derivative to be the top model from the top GM brand. Good car maybe, but a terrible product for what they were trying to accomplish.
Hi Jason,
I agree. It is the perfect example of a Cadillac/GM deadly sin in fact.
It was a rough day at work and baby needed a nap.
My perspective always comes from so often getting cars when they're older and at bargain prices so I judge them independently. So, obviously any comfy V8-powered car is impressive when priced the same as an Escort or K-car.
Now I can recall thinking how sad the Seville looked next to my Taurus, being smaller, and yet so tacky. And it had that awful fake convertible top.
I still have the set of "gold" keys. Even those were silly.
But time reduced the bad memories and reinforced the good ones I guess.
Even then while I enjoyed how it drove I was a little embarrassed by how it looked. I was happy to have a luxury car for $800.
Thanks for your reply and you made your case well.
Posted October 1, 2019 at 5:08 AM
Dang! I forgot about the gold keys! I had intended to mention that in the article. Here's an Internet picture of such keys, since words alone don't suffice:
Old Pete
An excellent article, Eric! And a very insightful lot of comments too.
It's as though once Cadillac had built the initial Seville, they didn't know what to do with it next. How do they follow the first generation? Do they go full-Euro? Full traditional? Could they do both off a single shell? Instead for some reason they headed for uncharted waters with the second-gen, then tried to return to the mainstream currents of the market with this. I can see what they were trying to achieve with this one, but as others have said it lacked the old Cadillac distinction. It's like they designed the car in a vacuum, not stopping to realise that every buyer would have memories of (if not experience with) Cadillacs 10-20-30 years ago or more, and would be judging the new model in comparison with its forebears. As well as the modern competition.
At a time when a firm hand was needed at the helm, Cadillac, like the rest of GM, seemed to be swept to and fro by every current of the market. In trying to respond to everyone, they wound up making a car for no-one.
Great post, and great comments that followed. The reorganization of GM in '84 to remove the autonomy of the different brands seems to have essentially reduced them to marketing divisions. It was only going to be a matter of time before some of those brands (Oldsmobile, Pontiac, etc.) disappeared.
As if there weren't enough reasons to sit on the styling of this turd. The ribs on the bottom the doors are a total rip off of the Mercedes SL. Maybe no one will notice?
Jose Delgadillo
Even though the first gen Seville was based on the Nova it had a distinctive style that actually looked like a Cadillac. The interior was not that bad, but the dashboard and instrument panel were a huge letdown. Why the aversion to actual gauges?
Instead of building on the relative success of the first gen, Cadillac decided to build a Bill Mitchell baroque dream. To be honest I like it. But then I also had a boat tail Riviera at one time. (Another Bill Mitchell fever dream!) Any momentum that the Seville had been building evaporated.
The gen three was just too generic and bland. While not a really bad car, it wasn't even as distinctive as the regular De Ville models. There was nothing special about it's looks, and looks are what a Cadillac was ALLLLL about! Not only how the car itself looked, but how it made the owner look. Like a successful person envied by the masses. Who would ever envy the driver of that dinky looking Seville?
With the introduction of gen four in 1992, and especially with the adoption of the potent Northstar engine, Cadillac finally had an effective import fighter. Or as it turned out an effective weapon to keep the fold from defecting and maybe picking up some sales from those still climbing the Sloan ladder. I had a '94 and it was a knockout. Even so, Cadillac still lost it's way. As much as I have loved them in the past, I don't think that I would buy another Cadillac, not even a well depreciated older example. They no longer interest me.
It's not that bad looking especially compared to the butt ugly fwd Deville and 86 Eldorado. The 88 is pretty decent. Had this been the Cimarron it would have done well as an entry level car for Cadillac. I like the grille and a continental kit. That roof is horrible. It's like the Hitler 'stach of roofs and I like vinyl tops in general. I love the Fifth Avenue top from the 80s. I like the back. It's like an 82 Imperial with out the bustle back. I would never buy them. To me it's too little. To those rich enough to buy Cadillac cars gas is not that big of an expense. So the super compact was a dumb idea especially across the whole line and using crap 4.1 engine was a mistake. In the 80s one was better off in a Town Car, Marquis, Caprice or a Fifth Ave than a Caddy.
This car just makes my head explode, and I have waited a day to decide how I felt about it. What a horrible Cadillac! But then I could also see myself (like the Mann, above) buying a clean old one for peanuts and driving it. It was probably as durable as anything else in the class – I would certainly rather drive one of these than the FWD Continental, for example.
So, I hate the styling, hate the concept, but have to grudgingly admit that the execution of the mechanical bits was pretty decent.
Litewerk
Posted October 1, 2019 at 6:11 PM
While my memory of these when new has certainly faded a bit, seems I wasn't so fond of them back then. But, I was quite a bit younger. Have to say that right now I like the looks of that thing. Fairly certain that I've never seen one in that color combination. I actually like the style pretty good now. Let me explain. I like most all the Chryslers and Chrysler products of this era. So while I recognize that it certainly veered off from what Cadillacs had always been, I both like it and can appreciate it today.
Oh, and thanks for a great article, Eric.
Thanks! The color is Sunburst Yellow — I've seen Devilles in that color before, but never a Seville… I think it complements the car very well.
T Type
Posted October 2, 2019 at 10:17 AM
There was an 88 Seville for sale here in Manitoba similar to this one for $3995 CAD. It sold in a week! It seems that here on the Canadian prairies any car over 20 years is considered to be a "classic" LOL.
Roger Carr
Posted October 2, 2019 at 12:30 PM
Sorry, but I cannot get past the long nose, bizarre grille, extreme tail styling and that roof and rear quarter trim to visualise myself in this.
Joe Yoman
It wasn't necessarily the styling that turned me off as a 15 year old viewing these for the first time but more the too small size and carryover engine. The tacky aftermarket stuff was in vogue at the time so Cadillac can't really be blamed for that. What they can be blamed for was rushing yet again a product that was half backed into production with a troublesome also rushed to market engine that didn't make enough power into a set of cars that were too radical from there predecessors.
If the Eldo and Seville for 1986 were given the power dome hood, elongated taillights (for the Eldo) and at least the same port injected 170 Hp 4100 from the Ellante, which also incorporated many of the improvements that went into the 4.5/4.9 engines, these would have been much better received. Alloy wheels would have been standard and a good reasonably firm suspension would come on all models with an optional larger tired touring setup like they did offer in later years as on the STS. Just those changes would have helped quite a bit but the Seville would have needed a more aggressive front end and slightly longer trunk which looked too stubby. If only
William Beck
Posted October 10, 2019 at 7:39 AM
I purchased an 87 Seville in 2001 which was in excellent condition. Actually, it was fun to drive and peppy enough for a 55 year old man at the time. I had no problems with the 4100 engine; but, always ensured the radiator was clean and filled with the recommended tablets. I sold it in 2004 due to an electrical problem I could not get resolved.


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Renault follows in Nissan's tracks with global Workday rollout for HR
The French carmaker is following its strategic partner Nissan in rolling out cloud HR software from Workday, and it has learned some lessons from its Japanese compatriot
Scott Carey
Scott is the Group Editor for B2B titles at IDG UK. He covers the big IT and cloud vendors, the SaaS market and digital transformation stories at UK enterprises.
Scott Carey November 22, 2017
French carmaker Renault is currently embarking on a global rollout of Workday's cloud HR software across 120,000 employees following a successful implementation across the business of its strategic partner Nissan.
Speaking at the Workday Rising event in his native Barcelona last week, Alfonso Díez David, alliance general manager of global digital human resources at Renault-Nissan-Mitsubishi, talked Computerworld UK through its journey with the software at Nissan, and how that has impacted the ongoing rollout at Renault.
© Renault Nissan
For context, the strategic alliance partnership between Renault, Nissan and Mitsubishi is not a merger or an acquisition, instead the three companies are joined by a unique cross-sharing agreement.
This agreement, it would appear, has now extended to cloud software choices, as Renault is adopting Workday's SaaS Human Capital Management (HCM) software globally, following a successful 110,000 employee rollout at Nissan wrapped up in September 2016.
Workday implementation at Nissan
The adoption of Workday at Nissan wasn't a straight road however. In September 2012 Nissan was running multiple on-premise HR systems across its regions, with no link between them. It was running both Success Factors and Oracle PeopleSoft in North America, SAP HR software in Europe, and Japan was running an internally developed mainframe system "from the 70s," Díez David said.
So the board decided it wanted to upgrade its HR systems but also take the opportunity to consolidate around a single technology and, boldly, to go with a cloud-based SaaS system.
At the time of the decision Diez David said the board demanded that there be "no more internally designed HR processes" and that it would use off-the-shelf software across the regions. This, he said, took some convincing across the the regional offices who asked: "You want me to take the personal data of my employees from my secure server to the cloud?"
However, after considering some other SaaS HR software, the decision was made to go with Workday following its Rising event in Las Vegas in 2012, and the deal was signed in January 2013, with a four-wave rollout designed to start the following year.
Read next: What to expect from Workday version 30 and beyond
Nissan piloted Workday HCM in smaller regional markets like Hong Kong (with the Infiniti brand) and South Africa before rolling out to North America and Japan in early 2015, followed by EMEA in September 2015 and completing the implementation in September 2016. Since then it has worked towards adding learning, recruitment and talent modules, as well as Workday Mobile access for its employees.
Teething issues and benefits
In terms of teething issues, Díez David said IT had to design custom integrations to several of its third-party payroll systems, which are anything but consolidated across Nissan, an SAP time-tracking application in Europe and finance systems which are not unified under a global ERP system and often reliant on spreadsheets.
Read next: Nissan-Renault brings in App Dynamics to manage its global websites
The aim of implementing a global HR system was to give Nissan the ability to compare "apples with apples" when it came to talent, as Díez David put it. Previously, things like appraisal ratings differed depending on the region, meaning talent mobility across the organisation was virtually non-existent.
Next, Nissan wanted to start to leverage talent analytics to optimise shift patterns. For example, in Europe, a factory floor supervisor would rely on Excel spreadsheets when viewing if they had a full team ahead of shifts, and would have to ring around other teams if someone was signed off sick. Now they have dashboards as a simple way to view where people are.
Lastly, it wanted an HR system employees could use to self serve for simple requests like a shift change or leave request, instead of taking up HR capacity.
Now, as it embarks on a similar rollout of Workday at Renault, Díez David has learned some lessons from the Nissan implementation.
First off, he says "be user-centric" and preempt the impact the new system will have on people. He admits they didn't do this as well as they could have at Nissan and with the Renault rollout the focus is on recruiting 'champions' to visit offices to run training and answer questions users may have.
Díez David also recommends using a rollout like this as an opportunity to focus on data quality, as simply lifting and shifting employee data from an old system to Workday brings lots of inaccuracies with it. By getting ahead of this data quality issue you can save your organisation issues down the line.
Lastly, he advised to budget for data privacy concerns, as this requires resources and outside help, especially ahead of GDPR.
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Measles cases flying in from NZ
by Janelle Miles
19th Oct 2019 5:58 PM
MEASLES cases in Queensland continue to mount with the latest patients diagnosed in Cairns, the Gold Coast and Sunshine Coast.
So far this year, more than 40 cases of the highly contagious virus have been recorded in Queensland, about three times the 14 diagnosed for the whole of last year.
Queensland Chief Health Officer Jeannette Young is particularly concerned about the numbers of people flying into the state from New Zealand with measles, which is experiencing an epidemic of the potentially serious disease.
Measles has reached epidemic status in New Zealand this year with more than 1800 cases recorded, many in the Auckland region. Picture: istock
Dr Young said that in the past three weeks, more than half a dozen Queenslanders had been diagnosed with measles after recently visiting New Zealand, which has recorded more than 1800 cases this year.
"Travellers planning on visiting New Zealand in the near future should ensure they are up to date with their vaccinations," she said.
"It is also important that contacts of people who have recently returned or are returning from New Zealand ensure their measles vaccinations are up to date to prevent contracting measles from a returned traveller who is infected."
Measles is one of the most infectious of all communicable diseases and is spread by tiny droplets formed through coughing and sneezing.
Potentially fatal complications include pneumonia and encephalitis, inflammation of the brain.
Vaccination is the best protection against measles.
Tropical Public Health Services director Richard Gair has warned people the latest measles case in Cairns was unknowingly infectious while on the Sunbus between Smithfield to Cairns and back again on October 11, 12 and 13.
"People who visited Skydive Cairns at Portsmith may also have a small risk of being exposed to the virus," Dr Gair said.
A New Zealander visiting the Sunshine Coast with measles may also have exposed people while staying at Noosa Heads.
Sunshine Coast Hospital and Health Service public health unit director Rosie Muller said the man visited Hastings Street and Noosa Beach between October 5 and 9 while not knowing he was infectious.
"We urge anyone who was at these locations during this period to ensure they are protected against measles and to seek medical advice if they develop symptoms," Dr Muller said.
If people fear they have measles, they should call ahead before visiting a medical practice to warn staff they may have the virus so that precautions can be taken to avoid the infection spreading.
Measles symptoms include fever, fatigue, runny nose, a moist cough and sore, red eyes followed a few days later by a blotchy red rash.
The rash starts on the face then spreads.
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甜蜜蜜 (pinyin: tián mì mì) may refer to:

 Comrades: Almost a Love Story, a 1996 Hong King film
 甜蜜蜜, a book by Theresa Fu
 "甜蜜蜜", a song by Teresa Teng, derivative of Indonesian folk song "Dayung Sampan"
 "甜蜜蜜", a song from Smile (Fiona Sit album)
 "甜蜜蜜", a song from Star Track (album) by Leo Ku

redpajama_set_name: RedPajamaWikipedia


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in Post Progressive, porcupinetree, Porcupine Tree, Metal, Electronica, prog, Steven Wilson, Norway, Alternative, Gazpacho, Progressive Rock, Rock, mansun, Lunatic Soul, Paul Draper, TesseracT, Instrumental, Electronic, Interview, soundtrack, paul draper, progressive metal, metal, britpop
Podcast 97 - TesseracT Sonder Interview
Kscope Podcast Ninety Seven - TesseracT Sonder Interview
In this episode Billy Reeves talks to TesseracT guitarist James Monteith and singer Daniel Tomkins at the final rehearsal for the Sonder tour about the gigs, the essentials, and their self-contained set-up. You'll hear three tracks from the new LP (which is out now).
PLUS pre-release listens of tracks from Lunatic Soul (Maruisz Duda from Riverside's solo project) and Gazpacho.
AND in support of Paul Draper's tour of the USA with Steven Wilson – we have an exclusive play of the re-mastered version of the Mansun classic Taxlo$$ from the new deluxe Kscope edition of their number one LP Attack of the Grey Lantern.
ALSO - listen out for the unveiling of the title of the new album by The Pineapple Thief and details of their biggest show to date.
Gazpacho "Exit Suite" (from Soyuz)
http://www.kscopemusic.com/gaz
TesseracT (from Sonder)
"Beneath My Skin"
"Orbital"
"The Arrow"
http://www.kscopemusic.com/tess
http://www.kscopemusic.com/ls
Mansun "Taxlo$$" (from Attack of the Grey Lantern)
http://www.kscopemusic.com/man


Hundreds of thousands of people have joined demonstrations against new job laws in France, but strikes have not affected transport systems as badly as had been feared.
Dominique de Villepin, the prime minister, hopes that the First Employment Contract (CPE) will reduce youth unemployment from the current 22.8%, but union and student leaders say it will create a generation of "throwaway workers" because it makes it easier to dismiss young employees in a trial two-year period.
Unions claimed a bigger turnout on Tuesday than on the last day of worker-student demonstrations on March 18.
In the southern city of Marseille, about 250,000 people took to the streets, according to organisers, waving banners reading "We will not give up". In Grenoble, in the east, 60,000 rallied, and 40,000 protested in Pau in the southwest, unions said.
The biggest demonstration was to start from the Place d'Italie in Paris and thousands of police were on high alert for fresh outbreaks of trouble.
Previous marches in the capital have ended in running battles between police and rioters. On Thursday gangs of youths from Paris's poorer suburbs smashed windows, set fire to cars and mugged demonstrating students on the Invalides esplanade.
Visiting a police station near the route of Tuesday's march, Nicolas Sarkozy, the interior minister, told officers that their task was "first to protect the demonstrators, second to arrest as many hooligans as possible, and third to protect passers-by and shops".
Trade unions and student groups had vowed a "black Tuesday" in their three-week campaign against the CPE, but disruption to transport was lighter than feared.
In Paris, 70% of city metro trains and buses were running normally and more than half of suburban commuter trains. Nationwide, two out of three TGV high-speed trains were operating and half of other rail services, according to the state-owned SNCF.
The civil aviation authority said a third of flights from French airports were cancelled, but most of those were domestic services. Airports around Paris were reporting delays of around half an hour on some flights.
Public transport was affected in around 70 towns and cities, while the airport in the southwestern town of Pau was closed. Schools, post offices, banks, government and benefit offices were all disrupted, and no newspapers were published.
Meanwhile, unions turned down an invitation from de Villepin to attend afternoon talks on the contested contract, which was voted through parliament two weeks ago and is awaiting approval.
Unions and student groups are demanding withdrawal of the CPE, but the prime minister is offering only "adjustments" on its two most contentious aspects: a two-year trial period, and the free hand given to employers during that period to sack people aged 26 and under without explanation.
Francois Chereque, of the CFDT union, told RMC Info radio that he would not return to talks if de Villepin did not withdraw the CPE. "How do you want us to go [to meet Villepin] if he is giving us as precondition that we accept the CPE," he said. "After two months of conflict, this precondition is unacceptable."
"How do you want us to go [to meet Villepin] if he is giving us as precondition that we accept the CPE ... After two months of conflict, this precondition is unacceptable"
De Villepin reiterated his refusal to withdraw the CPE on Tuesday, telling deputies in the Union for a Popular Movement (UMP) party that he was open only to modifications introduced outside the framework of the law.
But there were clear signs of division inside UMP ranks, with Sarkozy - who heads the party and is de Villepin's rival for leadership of the political right - urging suspension of the contract pending more talks with unions and employers.
An Ipsos poll this week for Le Monde newspaper gave some comfort to the prime minister, who has staked his political career on getting the CPE into law and is a potential candidate in next year's presidential election.
While 63% of those polled disapproved of his decision to stand by the CPE, views were heavily influenced by political allegiance. About 74% of UMP voters supported his position.
In addition, 50% overall favoured keeping the CPE "with adjustments" compared with 44% who wanted it completely scrapped. Only 37% believed that de Villepin would end up withdrawing the contract.


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Celebrating a Revolution
Written by Gerard Michael on July 02, 2020
July 4th - In praise of revolution.
{This is an updated version of a post originally published July 4, 2017}
Smartleaf is located in Boston, MA, and we're surrounded by historic sites from the American Revolution. There are Smartleafers (we actually call ourselves that) who live in Boston proper (site of the Tea Party and the Boston Massacre), Lexington (site of the war's first battle), Quincy (home of John Adams), and Marblehead (home of America's first naval ship to sail under George Washington's command). I live in Cambridge, and my walk to work takes me past George Washington's first headquarters (later home to the poet Henry Longfellow, who wrote about Paul Revere's "midnight ride"), past the field where Washington assumed command of the Continental army, past the route of Revere's compatriot rider William Dawes, past a revolutionary war-era cemetery, and past the encampment of the American army during the siege of Boston. (Shameless hometown history plug: George Washington so outmaneuvered the British that they abandoned Boston without firing a shot. He had directed Henry Knox (of Fort Knox fame) to haul cannons from Vermont's Fort Ticonderoga to Cambridge. Washington installed these cannons overnight on a hill overlooking Boston, using hay bales to disguise the activity. The victory is celebrated locally as "Evacuation Day." We also celebrate "Patriots' Day" on the anniversary of the battles of Lexington and Concord. The rest of the world knows it as the date of the Boston Marathon.)
Every tech firm claims to "revolutionize" this or that. And, yes, we say the same thing (except, well, we really do…). But even we recognize that there's a difference between reinventing wealth management and establishing the world's first large-scale democracy. It's easy, at least for me, to gloss over just how truly risky, imaginative and disruptive the American War for Independence was. "So you want a revolution?" asked the Beatles. Today, most of us would probably respond with something akin to a shrug, but all around us here in Boston are reminders of those who said "yes." This is pleasing, and we like the idea of holding onto some of that spirit. Happy Independence Day from all of us at Smartleaf.
Covid-19 postscript: this year, July 4th celebrations in Boston will be curtailed as a public health precaution, but even this has historical echoes: in July, 1775, shortly after taking command of the Continental army, George Washington wrote to the Continental Congress that "We shall continue the utmost vigilance against this most dangerous Enemy."1 The "Enemy" he was referring to was not the British, it was a smallpox epidemic.
1 Ann Becker, Smallpox at the Siege of Boston: "Vigilance against this most dangerous Enemy" pg 60
Gerard Michael
President, Co-Founder
Smartleaf's Top Blog Posts of 2020
How Smartleaf Can Help You Grow Your Business
The Direct Index Arms Race. And You.
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Hanna Not Happy with HB 7069
By Karen Murphy on August 6, 2017 9 Comments
TALLAHASSEE — While not prepared to join other Florida school districts in a lawsuit against recently passed HB 7069, Leon County School Superintendent Rocky Hanna is clearly frustrated with the new legislation.
"The state is trying to destroy public education which is a cornerstone of our great nation. Without a productive education system, I fear for the future of, not just Leon County, but all the students in the state of Florida," Hanna said in an interview with Tallahassee Reports.
HB 7069 was signed into law June 15 after it narrowly cleared the Florida legislature on the final day of session. It easily passed the Republican majority Florida House, 73-36, but only passed the more politically divided Senate with a 20-18 vote.
The legislation sends more public money to privately-run charter schools. It also requires recess in elementary schools, makes changes to the state's standardized testing system, and includes millions of dollars for teacher bonuses, known as the Best and Brightest Teacher Program.
"The Best and Brightest Teacher Program is absolutely absurd," Hanna said.
"We are rewarding teachers based on criteria of college entrance scores when they applied to go to college. It's just crazy," he said.
He explained that under the program there will be some first-year teachers that haven't even been evaluated by their schools who will qualify for a $6,000 bonus while 80 percent of Leon County teachers, most of whom are more experienced will not qualify because they may have gone to a junior college or don't have a qualifying college entrance score.
"A SAT or ACT score has no correlation to the effectiveness of a teacher. It is a morale buster," Hanna said, "because nothing will split an organization faster than money."
He continued, "When we have 200 of our teachers being rewarded and 2100 are not, it causes a lot of animosity."
He said because of the colleges in Tallahassee, it's not as hard to attract teachers.
"There's really no need to incentivize a $6,000 bonus for a teacher with a high SAT score to attract her to Leon County where, in other counties, that might be an issue. That should be left up to local superintendents and boards to make those decisions as opposed to the legislature where it's one size fits all," he said.
"I would, honestly, rather not have the money," he confessed.
He said the Florida Education Association (FEA), the school teachers' union, is suing Leon County Schools and all the other school districts because they are implementing the Best and Brightest Teachers Program that the legislature is forcing on the districts.
"How ironic is that when even the teachers' union realizes that it's a bad program," Hanna said.
But it really is not that surprising considering many have called HB 7069 an all-out attack on FEA by House Speaker Richard Corcoran (R).
During his remarks at the opening of the 2017 legislative session Corcoran called the union "downright evil" and accused it of trying to "destroy the lives of 100,000 children, mostly minority, and all of them poor."
After Governor Rick Scott signed the legislation into law Corcoran said, "Today is a great day for Florida's students, parents, and teachers. This bill is the most transformative pro-parent, pro-student, pro-teacher, and pro-public education bill in the history of the state of Florida."
Hanna vehemently disagrees.
"The legislature is slowly and methodically taking away all local control from district superintendents. The state just wants to control all 67 school districts in Florida, for some reason. It's disappointing. Our needs in Leon County are very different than in Okaloosa or Miami/Dade, and for us to lose control at the local level kinda handcuffs school district superintendents because they can't make the decisions which best fit the needs of their school community," he said.
He was particularly incensed with the charter school provisions within the legislation.
"They are sharing capital outlay dollars with charter schools, who's schools are located on private property. So we are using public tax dollars to renovate and remodel private property. That to me seems completely unconstitutional," Hanna said.
Several of the other larger districts think it's unconstitutional, too, and have filed suit with the state.
On July 5, the Broward County School Board voted to sue the Florida Legislature over provisions of HB 7069, and Pinellas County joined the suit July 15. Others like Alachua county are considering joining too.
According to the Tampa Bay Times, lawyers for Broward County say HB 7069 violates the state's constitutional requirement that bills focus on a single subject, by encompassing more than 60 separate measures. It circumvents the constitutional mandate that school boards operate, control and supervise all public schools in their district, with the creation of a separate "schools of hope" charter school system and it violates the constitutional rules regarding ad valorem taxes for schools, with the requirement that districts distribute a portion of their capital funding tax revenue to charter schools.
"We're monitoring what they're doing," said Hanna. But he said Leon County would not, at this time commit taxpayer dollars to file a law suit.
"Now we may, if we don't see any relief whatsoever, as a last alternative (join the suit)," Hanna said.
"(Before making that decision) I'll talk to school board members about jumping in on the suit," he said.
He explained the big districts are affected a lot more and have more resources with which to fight.
"We don't have the resources these bigger districts had and even if we did I'm kinda reluctant to jump into a lawsuit to sue the state. I would hope common sense will prevail," Hanna said.
He continued that he had spoken at a recent meeting of the Florida Board of Education about the lack of autonomy and lack of local control.
"I'll keep screaming from the mountaintops and hopefully at some point they'll listen," he said.
HB7069, Leon County Schools, rocky hanna
Hanna Not Happy with HB 7069 added by Karen Murphy on August 6, 2017
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9 Responses to "Hanna Not Happy with HB 7069"
Corcoran's wife runs a charter school. Corcorans kids go to a charter school. This isnt a secret. He is an strong advocate of Charter schools because they are a better model to teach many kids – especially at risk kids – than the traditional bogged down public school. Corcoran's net worth dropped over a quarter in the last year, as reported to the Commission on Ethics – down to less than $400,000. He's one that really hasnt benefited.
That said, the bill is an overreach.
Andy Martin says:
Education in the United States spends more than any other country in the world. Money is not the problem. Unions and liberals are the problem.
Mr. Curious says:
I cannot defend Supt. Hanna's position on this when I personally have seen the wasteful spending that goes on within our county schools. Because of political community ties schools that should close and be joined together are remaining open when not meeting half capacity. Seeing lunchrooms waste god amounts of tax payer money on food that is thrown away because of kids not using it. Whole cartons of milk trays of food thrown out every day and we want to argue about some money being given to charter schools to help educate kids that some of our public schools can't. Sorry, not this time. It may not be the best answer, but I can't fault the bill HB7069 when there has been so much waste in LCS.
Kim Keller says:
The teachers union called and wants their talking points back from Supt. Hanna.
While I appreciate the author extensively including's Hanna's point of view, I am disappointed the author could not find and quote one the tens of thousands of parents (and their children) who stand to benefit from the expansion of educational choice this bill provides. While many kids in Florida are assigned to high quality public schools, there are still too many who aren't. Unless their parents are rich enough to move elsewhere or pay private school tuition, they are stuck attending the failing school their local bureaucrats assign to them. No citizen or reader of this paper should endorse such government entrapment into limited opportunity.
Also, even with the boosts in capital outlay and Title I funding, charter school students are still going to get significantly less per pupil than traditional public school students. This cost-savings (1-2K or more per student) is critical to ensuring our state will continue to meet its ballooning health care for low-income residents and educational financial obligations to its citizens. In today's dollars, come 2030, we won't have enough money to pay to educate every child for the cost we spend per-pupil in traditional public schools. Every time a student takes a cheaper non-traditional option, be it enrolling in a charter school, taking a lower-cost voucher to attend private school or enroll in virtual school, it will help Florida make ends meet long term. Nevermind the fact that student outcomes are at worst the same and more often than not better the more students who take advantage of these options.
Stanley Sims says:
Refreshing to read an article in the Tallahassee Reports having nothing to do with the City of Tallahassee! Keep up the good work..
Hanna lost me when he agreed with the Teachers Union. The Union cares only for its members, their tenure and benefits, not children.
The best quote, however, was the complaint of "using taxpayer dollars for private property redevelopment." Sounds a lot like current Tallahassee FBI investigation into CRA money, doesn't it?
Check into Corcoran's wife who has deep charter school ties. HB 7069 was little more than a money grab for her and the Corcoran family.
Of course, Corcoran is a Republican, so we might get crickets on this one.
Corruption does not have a political bias.
You are 100% correct sir. There is major corruption in both Republican and Democratic parties, but even if we get rid of the politicians that are corrupt who's to say the next one is going to stay clean? It seems like a continuous losing battle.
Pretty much, I generally vote against incumbents for that reason.