Newly declassified images have been released showing the devastating impact of global warming in Alaska.
The graphic photographs, released last week by the American military, show huge swathes of summer ice cover have disappeared from the Chukchi Sea.
The photos were kept strictly secret by the Washington administration under George W Bush and were declassified by the White House last week.
The first image, taken in July 2006, shows an island of sea ice still close to the shore while the second, taken the following July, shows the coastal waters are entirely free of ice.
The photographs serve as a stark reminder of how global warming is changing the Arctic. More than a million square kilometres of sea ice were missing in the summer of 2007 compared to the year before - a record loss.
Ice cover for 2008 was nearly as bad as for 2007, and this year levels look equally sparse.
The disappearance of this summer sea ice pose significant dangers, scientists have warned. A variety of animal life rely on these ice shelves. Polar bears as platforms for hunting seals and other sea creatures and without them, there is a real risk they could starve.
The ice also reflects solar radiation. Without that process, the Arctic sea could warm up even more than it already has done. The phenomenon threatens to set off runaway heating of the planet, say climatologists.
President Obama is urging Congress and the American public to take action to counter the threat posed by posed climate change.


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Beiersdorf on track
Visit the interactive version of the Interim Report Q1 2013 here.
Interim Report Q1 interactive version
Group sales rise 5.4%
Consumer sales up 5.7% on the previous year
tesa grows by 3.6%
Group EBIT margin increases to 13.6%
Outlook for fiscal year 2013 reiterated
Hamburg, May 2, 2013 – Beiersdorf has continued last year's positive trend in the first quarter of 2013. Organic Group sales rose by 5.4%. Nominal sales increased by 2.9%, from €1,533 million to €1,577 million. The key driver for this positive performance was the double-digit sales growth recorded in emerging markets. The operating result (EBIT) excluding special factors rose from €198 million in the previous year to €215 million, up 8.3%. The EBIT margin was 13.6% (previous year: 12.9%). Consolidated profit after tax rose to €155 million.
"Beiersdorf made a good start into the year 2013. We have made further progress in implementing our Blue Agenda, in particular in the areas of brands and innovation. Furthermore we expanded our position and increased our market share in emerging markets," said Stefan F. Heidenreich, CEO of Beiersdorf AG.
Consumer Business Segment
The Consumer Business Segment increased its sales organically by 5.7% in the first three months of fiscal year 2013. Nominal sales increased by 3.2%, from €1,277 million to €1,318 million.
NIVEA recorded sales growth of 5.7% as against the prior-year quarter. Eucerin generated a 9.4% increase in sales as of the end of the period and La Prairie an 8.2% increase.
EBIT excluding special factors rose to €178 million compared to €164 million in the previous year. The EBIT margin increased from 12.8% in Q1/2012 to 13.5% in Q1/2013. As in previous years, we expect the EBIT margin to decline over the course of this year due to the seasonality of our business.
Business performance in the individual regions was mixed.
Sales in Europe were down 1.2% versus prior-year mainly due to consumers in Europe – and particularly in Southern European countries – being generally reluctant to spend.
In Western Europe, sales were down 0.7% on the previous year while in Germany, they were down 1.8%. Beiersdorf recorded a 1.5% decline in sales in Eastern Europe after a strong performance in the prior-year quarter.
The company saw significant growth in the Americas region, where sales climbed by 14.8%. Beiersdorf was particularly successful in Latin America, increasing sales by 21.6%. The main driver here was the strong sales growth recorded in Brazil. Sales in North America were up 5.4% on the prior-year figure.
Beiersdorf's sales in the Africa/Asia/Australia region rose by 16.0%. This was primarily attributable to the positive performance seen in China, India, and the Middle East.
tesa Business Segment
tesa continued its positive performance from the past year, increasing organic sales by 3.6%. In nominal terms, sales rose by 1.2%, from €256 million to €259 million. EBIT rose by 7.5% to €37 million. The EBIT margin was 14.2% at the end of the quarter, compared to 13.4% last year.
Beiersdorf reiterates outlook for 2013
Beiersdorf is aiming for sales growth in the Group above market in 2013. The consolidated EBIT margin from operations should exceed the previous year in 2013.
In the Consumer business segment, Beiersdorf is aiming for sales growth above market in 2013. The EBIT margin from operations should exceed the previous year in 2013.
tesa anticipates that growth will be slightly above market in 2013. The EBIT margin from operations should slightly exceed the previous year in 2013.
Visit the online version of the Interim Report Q1/2013 here.
Beiersdorf Group's Performance in Q1/2013 at a Glance
Q1/2012
€1,533 million
Sales growth in % (nominal)
Sales growth in % (organic/like-for-like)
Operating result (EBIT)
Operating result (EBIT), excluding special factors €198 million €215 million
EBIT margin
EBIT margin, excluding special factors
Profit after tax, excluding special factors
Return on sales after tax
Return on sales after tax, excluding special factors 8.8% 9.8%
Sales €1,277 million
Operating result (EBIT), excluding special factors
Sales €256 million
€34 million
Press Release: Beiersdorf on track PDF 63 KB

redpajama_set_name: RedPajamaCommonCrawl


text:
Britain set to ban Huawei from 5G, though timescale unclear
13 July, 2020, 06:05 pm
Last modified: 13 July, 2020, 06:07 pm
'Absolutely wrong, counterproductive, mumbo jumbo': UK's Johnson on anti-vaxxers
China's Huawei says 2021 revenues down almost 30%, sees challenges ahead
Huawei Bangladesh honored with Pioneer 5G Partner Award
Thai PM meets Huawei CEO to collaborate on digital transformation
Under fire, UK PM Johnson tries to return to election agenda
The United States has pushed Johnson to reverse his January decision to grant Huawei a limited role in 5G, while London has been dismayed by a crackdown in Hong Kong and by the perception that China did not tell the whole truth over coronavirus
FILE PHOTO: The Huawei logo is seen at the high profile startups and high tech leaders gathering, Viva Tech,in Paris, France May 16, 2019. REUTERS/Charles Platiau/File Photo
Prime Minister Boris Johnson is set to ban Huawei from Britain's 5G network in a landmark decision that will anger Beijing but win plaudits from President Donald Trump as the United States grapples with China's rising economic and technological clout.
The United States has pushed Johnson to reverse his January decision to grant Huawei a limited role in 5G, while London has been dismayed by a crackdown in Hong Kong and by the perception that China did not tell the whole truth over coronavirus.
Britain's National Security Council (NSC), chaired by Johnson, will meet on Tuesday to discuss Huawei. Media Secretary Oliver Dowden will announce a decision to the House of Commons later in the day.
The immediate excuse for the about turn in British policy is the impact of new US sanctions on chip technology, which London says affects Huawei's ability to remain a reliable supplier in the future.
It is unclear how far Johnson will go on Tuesday. Operators already had to cap Huawei's role in 5G at 35 percent by 2023. Reducing it to zero over an additional two to fours years is now being discussed, although some telecoms firms have warned that going too fast could delay key technology and disrupt services.
Asked about Huawei in June, Johnson said he would protect critical infrastructure from "hostile state vendors". Justice Secretary Robert Buckland said on Monday the "priority" in the decision would be national security.
The United States says Huawei, the world's biggest producer of telecoms equipment, is an agent of the Chinese Communist State and cannot be trusted.
Huawei denies it spies for China and has said the United States wants to frustrate its growth because no US company could offer the same range of technology at a competitive price.
NEW COLD WAR?
In what some have compared to the Cold War antagonism with the Soviet Union, the United States is worried that 5G dominance is a milestone towards Chinese technological supremacy that could define the geopolitics of the 21st century.
Angering China just as Britain extracts itself from the European Union will put London firmly back on the side of its closest ally, the United States.
It would also mark the end of what former Prime Minister David Cameron cast as a "golden era" in ties with China.
China's ambassador to Britain said earlier this month a U-turn on Huawei would damage Britain's image and it would have to "bear the consequences" if it treated China as a hostile country.
HUAWEI BANNED?
In January, Johnson defied Trump by allowing so-called high-risk companies' involvement in 5G - including Huawei - to be capped at 35 percent. He excluded such companies from the sensitive 5G "core", where data is processed, as well as critical networks and locations such as nuclear and military sites.
Britain's major telecoms networks have said they need at least five years, and ideally seven, to remove Huawei.
BT CEO Philip Jansen urged the government on Monday not to move too fast on a ban, cautioning there could be outages and even security issues if it did.
"If we get to a situation where things need to go very, very fast, then you are into a situation where potentially service for 24 million BT Group mobile customers is put into question - outages," he told BBC radio.
Huawei has said the implications of the US sanctions are not yet clear, and it has urged Britain to wait. The Telegraph newspaper said on Friday the government was expected to set a deadline of 2025 for removing Huawei equipment.
Huawei / United Kingdom (UK)


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Molly's Hammer
By Tammy Ryan. Based on the book Hammer of Justice by Liane Ellison Norman.
Product Code: MQ7000
Full-length Play
Rights and availability
This title can be licensed and sold throughout Australia, Canada, New Zealand, the United Kingdom, the United States.
* Please note the royalty rate listed is the minimum royalty rate per performance. The actual royalty rate will be determined upon completion of a royalty application.
Script use:
- Reading/Preview Auditions Classroom Study Performance
In 1980, Molly Rush, a Pittsburgh housewife and mother of six, walked into a G.E. plant in King of Prussia, Penn., and took a hammer to the nose cone of a nuclear warhead in protest of the buildup of our nuclear arsenal. She and her fellow activists, The Plowshares Eight, including Daniel and Philip Berrigan, went to trial to sound the alarm, and the world was pulled back from the brink of nuclear annihilation for the time being. Molly's Hammer is the fictionalized story of these events, inspired by the book Hammer of Justice by Liane Ellison Norman. Told with humor and love through the competing narratives of Molly and her working-class husband, Bill, Molly's Hammer shines a light on how the choice of ordinary people to take action is what is needed to save our world.
Type of Show Full-length Play
Product Code MQ7000
Cast Size 3
Min. Royalty Rate $80/perf
Cost $9.95
Approx. Run Time 90 min
Target Audience High School | College and Adult | Senior Adults
Performing Group College Theatre | Community Theatre | Professional Theatre
ISBN(13) 9781619591554
"A remarkable play that teaches you how to fear again in order to make you feel what's at risk if you don't take your chance to live." —Riverfront Times
"Deep and thought-provoking. … Based on real life events." —PLAYBACK:stl
"The main takeaways from the show are faith vs. fanaticism and the price of civil disobedience vs. accepting the societal norm of turning a blind eye." —PLAYBACK:stl
"Molly and her hammer vs. the nose cone of a warhead is a perfect example of a very inspiring underdog." —PLAYBACK:stl
"As someone who appreciates the beauty of dialogue, this show was a virtual buffet of delicious morsels." —PLAYBACK:stl
"The story is fascinating … one I won't forget for a very long time." —PLAYBACK:stl
"Gripping drama. … Could not be more timely." —Stage Left
"Deserves to be seen and debated." —Stage Left
"[Tammy Ryan] does a solid job in showing the complexities of Molly Rush, a 'normal' citizen whose conscience helped make a difference in the world." —Ladue News
"Ryan's writing is sophisticated … enabling the audience to draw its own conclusions." —Ladue News
"Molly's Hammer succeeds in bringing clarity to the back story of one of the core members of the Plowshares Eight—everyday people who made a signature statement about a worldwide issue." —Ladue News
"If we don't know our own history, we're surely doomed to repeat it. That makes Molly's Hammer both special and important. It's a reminder that individuals can make a difference." —Broadway World
"People who make a stand are becoming rarer and rarer to find. Maybe that's why a play like Tammy Ryan's Molly's Hammer … is so important." —Broadway World
"A quiet success, unleashing warmth and light and energy from an alternate Hollywood universe, and speaking of the darkest inhuman possibilities in the idealistic language of film romance." —Alive Magazine
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The Music Lesson
Classroom Scenes and Monologues
FBI Girl: How I Learned to Crack My Father's Code
Lost Boy Found in Whole Foods


It's back to basics day. What is sheet metal punching? A person who's unfamiliar with the process infers a few facts. There are plates of metal, and they're being held by a clamping mechanism. Suspended above that workpiece, a tool is descending rapidly and with great force. It strikes, a mark is produced, and then the process repeats. As impressive as this individual's conjectures are, has he guessed correctly?
Well, he hasn't quite intuited the procedure, but that guesswork came close. For the purpose of this post, let's look at a real-world punching project. The sheet metal has moved forward on a clamping assembly. It's a clean and absolutely flat plate, a section that has a known thickness. As the workpiece stops below the tool head, the punch drops down, it penetrates the metal, and a scrap "slug" drops into a receiver. Contrary to the observer's guesswork, the penetrating hole has gone all the way through the sheet metal.
Tungsten carbide punches get the job done here, with their hardened geometrical profiles shearing copious clones of the scrap slugs free every single minute. Computer numerical control interfaces move the automated punch turrets, or they're manipulated on rails. Regardless of the directional mode of operation, there are still criteria to satisfy at the punch site. For starters, this metal fabrication work is a two-way process. Granted, there's the upper assembly, the meticulously detailed tungsten carbide punch, but the second half of the job is taking place underneath the sheet metal. It's down here that the die section supports the metal so that the applied shearing forces won't distort the aperture's newly applied outlines.
The die supports the metal plating. It also prevents the localised punch forces from indenting the hole and creating aperture burring on the opposing side of the sheet metal. After all, we can't change the laws of physics. If a simple or complex punch profile is to be applied by a sharpened tungsten carbide tool, then the press tonnage collected at the tip of that punch will deform the metal workpiece. By having that workpiece sandwiched between the tool and a matching die, we eliminate such undesirable mechanical effects.
Essentially, the punch should be profiled and sized diametrically so that it makes the shearing action. Then the die, supporting the process on the other side of the workpiece, has to be identically shaped but sized ever so slightly larger than the tool. In this manner, we gain die clearance, a value that manages the deformation characteristics of the sheet metals' material. Pulled back from the shaped hole, and with the slug collected, the punch and die move on to the next strike site.


An industrial minerals producer in California, USA has successfully implemented a new HAVER wash plant to help improve their plant's cleaning process. Prior to installing the wash plant, our client had been forced to leave good product behind, as the previous wet plant was incapable of handling periodic high clay contaminated feed streams. The HAVER wash plant consists of a Hydro-Clean... Lasemi, Z., editor, 2016, The 52nd Forum on the Geology of Industrial Minerals: Rolling on the River—Industrial Minerals in the Midwest, Program with Abstracts and Field Trips: Illinois State Geological Survey, Open File Series 2016-1, 18 p.
The Kearney Graphite Mine Ontario Graphite Ltd.
Queensland's resources industries. Queensland's mineral, coal and petroleum operations and resources map (PDF, 2.8MB) Investment information. Queensland exploration and investment resource package is a comprehensive guide for potential explorers and investors.


The head of the Department of Health and Human Services. The secretary is responsible for protecting the public health. He/she has jurisdiction over drug inspections, implementation of Medicare and Medicaid, health service for Native Americans, and many similar operations. Until 1995, the secretary was also charged with the administration of the Social Security Administration. He/she is appointed by the president of the United States and confirmed by the Senate.


polarization. Two 2M12's side by side vertically polarized are a dynamite FM DX package and 4 or more are perfect for long haul tropo DXing or moonbounce.
through two 1-1/4 inch sections to stiff 1 inch tips. The heart of the 2M12 is the unique Driven Element Module: connectors are O-ring sealed to the CNC machined block and balun connectors feature triple O-ring seals.
include power dividers, phasing lines "H" frames and rotators.
Shipping Carton: 61"L x 5"W x 3"H Weight: 9 lbs.


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Theology Degrees
The Onlilne Resource for Theology Degrees and Careers
Theology Articles
Theology Careers
Renowned Theology Professors
Aug 25, 2014 by theology in Theology Articles
Traditionally, many people believe that a professor's sole duty is to simply teach the students that attend the university. In most cases, this is true; however, we have performed a great deal of research and have discovered 5 of the most renowned Theology Professors who have accomplished great things outside of the classroom.
Veli-Matti Kärkkäinen
Currently teaching at Fuller Theological Seminary; VeliMatti Kärkkäinen is a prolific writer/editor that has been involved in over 20 books written in the English language, despite his native language being Finnish.
One of his most re-noun books: "Christology: A Global Introduction" provides an up to date introduction on biblical, contemporary, and historical Christology perspectives. He also focuses on the ancient discussions of Christ that took place during the beginnings of the Early Church.
Wayne A. Grudem, PhD
Possessing an incredible resume that spans over 20 years in the religious field, he has proven to be a very prolific writer producing over 100 articles for both mainstream and academic journals. He has also edited and/or co-edited a number of books.
One of his most notable works is the "Systematic Theology: An Introduction to Biblical Doctrine." In this book, he reviews the Christian Church's long tradition of systematic theology. Many readers claim it to be the best systematic theology written in the current century. With a Bachelor's at Harvard University, a Master's while attending Westminster Theological Seminary, and a PhD attending the University of Cambridge; Wayne A. Grudem is now teaching at the Phoenix Seminary.
E. Frank Tupper
Currently teaching at the Wake Forest School of Divinity, E. Frank Tupper is a Professor of Theology and one of the founding members of the school that he currently teaches at. His most well-known works are "The Theology of Wolfhart Pannenberg" & "A Scandalous Providence: The Jesus Story of the Compassion of God". The latter mentioned book required over 15 years of academic research, reflection and pondering in order to develop it into a published work.
Ron Sider
A professor at Palmer Theological Seminary, Ron Sider received his Bachelor at Waterloo Lutheran University before receiving his Master's and Doctorate's at Yale University.
He is most noted for his book: "Rich Christians in an Age of Hunger" which is touted as being one of the most influential books in the past 50 years according to Christian Today. Released in 1978, his book focuses on the many children around the world who die from starvation and preventable diseases. In this book, Ron Sider discusses how both the Democrat and Republican parties disagree on the cause of poverty and has their own explanation – Ron Sider, takes no sides and agrees with both parties. He goes to uncover the deep underlying causes of the poverty in other places.
Cornel West
One of the most recognizable and hardest working professors in the world, Cornel West currently teaches at the Union Theological Seminary in the City of New York. Writing and editing over a combined 32 books, his most notable work is his classic Race Matters, Democracy Matters.
In this book, Cornel West writes one of his most powerful essays to expose specific crises, dissolve false myths about the black community and create a work that can help bring people together. Graduating Magna Cum Laude from Harvard in 3 years; while obtaining his M.A and Ph.D. in Philosophy at Princeton, Cornel West has found time to be featured on television and movies, one of the most famous appearances was on the blockbuster hit "The Matrix".
More Articles on Theology…
Great Travel Destinations for Christian Thought Leaders
Top 20 Religion Blogs of 2014
My Favorite Christian Historians
How to Effectively Manage Time While Pursuing a Degree
Theology Degrees Copyright 2013 Theology Degrees Online. All rights reserved.


Moore Maker Inc. is located in Matador, Texas and has a history of building tools and knives to meet the demands of the working cowboy. All knives have carbon steel blades unless otherwise noted.
This knife features a Delrin handle, two locking carbon steel blades, and measures 3 3/4″ when closed.
This knife features a yellow bone handle, two carbon steel blades, and measures 5 1/4″ when closed.
This knife features a stag handle, two carbon steel blades, and measures 5 1/4″ when closed.
This unique knife features a yellow bone handle, two carbon steel blades, and measures 3 3/4″ when closed.
Each size features different tools and a ring to hang the tool from a key-chain.
This small knife has a white bone handle, one carbon steel blade, and measures 2 7/8″ closed.
This small knife measures 2 1/4″ closed. Blade is carbon steel.
This knife features a white bone handle, one locking carbon steel blade, and measures 3 1/2″ when closed.
This lockback Sodbuster style knife features a Delrin handle, one carbon steel blade, and measures 4 5/8″ when closed.
This Sodbuster style knife features a smooth yellow bone handle, one carbon steel blade, and measures 3 1/2″ when closed.


text:
AllanHutchison.net
El Guru's Gallery
Firefox 3 Beta 5 Delayed
Author: ElGuru
Categories: Firefox, General Mozilla, Uncategorized
Firefox 3 Beta 5 was suppose to be released last Thursday the 27th. However, on Sunday, March 23rd a major bug was discovered. Bug 424719: Firefox leaks nsDocument on http://www.freearcade.com/ when playing a game. Since the next developmental release after Beta 5 is suppose to Release Candidate 1 (which should not contain major bugs) there were faced with two options: Option #1: continue with the Beta 5 release as scheduled then fix this bug with a Beta 6 release. Option #2 : delay the Beta 5 release until this bug is fixed I believe part of the reason they went…
Week Update 2008-03-31
Categories: Firefox, General Mozilla, Thunderbird, Uncategorized
Here's an overview of this week's Update Meeting: Fx 2.0.0.13 Released: March 25 Fx 2.0.0.14 Schedule in development Planning meeting later this week. Firefox 3 Beta 4 Beta 4 Shipped on March 10th Firefox 3 Beta 5 Code freeze: March 18 Builds start: March 27 QA: In Progress Release to beta channel: Final Release: March 27 Week of March 31st Status: Delayed due to 'showstopper' bug 424719 Firefox 3 Final 53 Blockers resolved in the last week 54 Blockers added in the last week 100 blockers remain for final 20+ blockers have patches waiting on review/landing Character of the bugs…
Mozilla's 10th Birthday
Categories: Browsers, Firefox, General Mozilla, Open Source, Thunderbird, Uncategorized
March 31, 1998 was the official beginning for Mozilla (then Netscape Communication Corp) with first developer release of Netscape Communication 5.0. Over the next 10-years the source code ended up being completely re-written. Here's the press release: MOUNTAIN VIEW, Calif. (March 31, 1998) — Netscape Communications Corporation (NASDAQ:NSCP) today announced that the first developer release of its Communicator 5.0 source code is available for download from the mozilla.org Web site. Targeted at the developer community, this unprecedented release of the client source code promotes acceleration of the evolution of Communicator 5.0 development by allowing the company to harness the creative…
Update: New AMO Launched
Categories: Add-Ons, Blogs, Firefox, Uncategorized
Just a quick addendum to the earlier post: New AMO Launched. Basil Hashem who is part of the AMO Team added a comment in reference to the inability to install incompatible add-ons: Try visiting the "Advanced Details" section and take a look at the Complete Version History link – it includes all available versions and doesn't do the smart detection so that testers, developers and others can download any version of an add-on (for whatever OS platform and edition of Firefox) you want without the hassle. Here is an example: https://addons.mozilla.org/en-US/firefox/addons/versions/1865 Now I can understand the justification for keeping this…
New AMO Launched
Categories: Add-Ons, Blogs, CyberNet, Firefox, General Mozilla, Thunderbird, Uncategorized
Back in February I took a look at the preview for the soon-to-be released Addons.Mozilla.Org (AMO). Some of the things that were pointed out in this review included: New visual refresh/redesign is a nice new clean look, but at the same time the site seems cluttered with so much information. The site automatically defaults to add-ons for English-US Firefox. Other applications can be selected from the top-right. The search box is very prominently displayed on top, but still sucks. As pointed out in the review, you can not filter for add-on type (extension, theme, plug-in, etc.) The actual add-on page…
Get a Mac: Bad Vista reviews Misleading
Categories: CyberNet, Get A Mac, Uncategorized
The latest Get A Mac ad, Bad Vista reviews is a very misleading. The ad calls the banners ads about Vista which appear at the top "reviews". Sadly, this is entirely untrue: The "review" from PC Magazine: 'It's Time for a Vista Do-Over' is actually the tile of the article. The article doesn't really say that there is anything wrong with Vista, more that Microsoft needs to more work into their next operating system. The"review" from C|Net: 'Vista…one of the biggest blunders in technology', was from an op-ed on why Microsoft should dump the OS completely. News Source: CyberNet News
Get a Mac: Bad Vista reviews
Categories: Get A Mac, Uncategorized
Another website based Get a Mac Ad.
Safari For Windows an Illegal Operation
Categories: Browsers, CyberNet, Get A Mac, Other, Uncategorized
Usually, it is the application performing the Illegal Operation. However if you were to install Safari on your windows PC, you would be performing the Illegal Operation. According the Safari License Agreement (below) you are allowed to, "…install one copy of the Apple Software on a single Apple-labeled computer…" I know many consumers never bother to read the End User License Agreement (EULA) when they install software, but apparently Apple hasn't bothered to read their own EULA for Safari. Looks like they are recycling the old EULA from when Safari was Mac only application when they pushed it out to…
Firefox 3 to be Released In June?
Categories: Blogs, Firefox, General Mozilla, Uncategorized
Back on December 8th, 2006, Firefox 3 Alpha 1 was released. Over the next nearly year and half, Places have been added, removed, then added, then removed and finally put back into the builds. Now comes word that the final release could come as early as June 2008. Percy from Mozilla Links writes: Mozilla VP of Engineering, Mike Schroepfer, has confirmed that the final release of Firefox 3, currently in Beta 4 stage, is expected for June, a full quarter later than the latest estimate and some nine months past the original. Looking back at the Mozilla Ships Alpha Release…
Fx 3.0b5 Test Day
I had kind of thought Mozilla was being overly optimistic with their targeted Match 27th release date for Firefox 3 Beta 5. I realize the Beta 5 release was suppose to fix a few remaining blockers that couldn't be fixed in time for the Beta 4 release. However, the aggressive Beta 5 schedule would have had the release a little over two weeks after the Beta 4 release. That just seemed too soon and uncharacteristic of typical Firefox release pattern (with the exception of the Firefox 2.0.0.11 release at the end of November 2007). I suspected Mozilla was not going…
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Drug Rehab near Max, ND.
Drug rehab in Max, ND. is going to be the most efficient process when someone has the ability to completely invest themselves in it. Short-term and outpatient centers in Max, ND. may be the most appealing choice because it seems like an easy and convenient option, but neither have extremely high rates of success at helping clients as a result of lack of intensity and period of treatment provided at such facilities. For example, somebody who has recently abstained from drugs or alcohol may have cravings for quite a while, and after four weeks these cravings can still be very intense. To send someone home at this point is setting them up for failure plus an inevitable relapse. This is the common outcome after brief stints in drug rehab in Max, but one which may be avoided if a quality inpatient or residential program in Max, North Dakota is chosen in lieu of a more apparently convenient option. So consult with a drug treatment counselor in an alcohol and drug rehab center in Max, North Dakota today which provides inpatient or residential long-term treatment to discover the benefits of choosing such a program.
If someone simply refuses to go to drug and alcohol rehab in Max, ND., this doesn't mean they don't want help. Their resistance to go to drug rehab in Max may just be because they're scared about the prospect of having to cope through life without drugs after they have done this for so long, or it could be simply because they must be accountable for anything that transpired through the course of their addiction which can be particularly overwhelming. An intervention may be needed to help them overcome these fears as well as their hesitancy, so they can possess a quality of life that doesn't depend on chemicals. Speak to an interventionist or drug and alcohol treatment counselor in Max to hold a drug intervention right away.
Household and Income Statistics in: Max, ND.
Max, North Dakota does not have any local treatment facilities. We have searched for and provided treatment facilities in cities near you. If you need further assistance you can call at any time to speak with a certified drug and alcohol counselor.


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Tag: Lemons
Neck braces don't make you safe
Yesterday, I was at Sonoma Raceway for a 24 Hours of Lemons race. I wasn't racing, but I was working as staff at both gear tech and pit-out. At pit-out my job is to ensure the following:
The car has the proper event sticker
The driver is wearing a driver's wrist band
The driver's helmet has an inspection sticker
The harnesses are tight
The neck brace is attached appropriately
Other shit looks okay
Not all racing series do these checks. In fact, I think it's kind of rare. A couple weekends ago, I was at the Lucky Dog race at Thunderhill, and the only checks were for stickers and wrist bands. Nobody put their head into the car or tugged on straps. We do that in Lemons, and I think it's a good idea. I personally noticed the following:
~5 fire systems still had their safety pins inserted
~10 drivers didn't have their neck devices connected
1 driver didn't have a wrist band
2 cars had harnesses buckled way too high (stomach instead of hips)
I saw a lot of cars over the weekend, and I'm estimating that ~3% of cars have done something egregiously wrong. Nobody was wearing tennis shoes this time, but shit like that happens if you look for it.
Part of my usual routine is to tug on the front harness straps and then reach around the helmet to tug on the neck straps. About 1/4 of the time, the harness straps are too loose. As noted above, every once in a while one or both neck clips are not connected. But then I started to notice that there is quite a bit of variability in how loose the neck straps are. So I started a new routine and asked each driver to "nod your head forward" or "pretend you're in a crash". If the neck device is installed correctly, the helmet's range of motion will be stopped as the tethers reach their limit. Sometimes the helmet isn't stopped by the tethers even when the clips are in…
All of the HANS brands devices worked as intended. When you bob your head forward, the tethers stop the head from going too far. The tethers are anchored on a collar that extends above the shoulders. I like this design because the tethers go straight back when engaged. Also, you can turn your head side to side freely as you drive. However, the downside of HANS is that they offer zero protection from side impacts. If you have a halo seat, your head is protected by the seat wings. However, I estimate that only 10% of cars have halo seats. Should everyone use a halo seat? As long as you can still get out of the car easily, yes. But if the halo means you can't get out of a burning car, I'm not sure I'd get in there. Alternatively, use a neck device with some side protection.
NecksGen
I've owned 2 NecksGens, the Rev and the Rev2 Lite. The former was non-adjustable and the tethers were really restrictive. You can turn your head only a little side to side. This takes some getting used to, and I can imagine some people feeling claustrophobic. On the plus side, they provide protection from side impacts. Yay! The newer units are adjustable. That flexibility allows it to fit people of various dimensions, but it leaves the user to choose the proper length. I use the shortest setting to provide maximum protection. But I noticed that not everyone else does. I saw a couple that were so loose that they probably didn't provide any protection at all.
Simpson Hybrid
The really cool feature of these are that the neck restraint attaches to the body rather than the harnesses. So you can use them with 3 point belts in your street car if you want to (probably a good idea for HPDE). The straps are adjustable both down and back. I saw one where the down straps were tight and the back straps were so loose I could have rolled them around my fist. Certainly that's not how it's intended to be fitted.
There are 2 selling points for Z-tech (1) the hardware itself is adjustable, not just the straps (2) they are the least expensive. These are popular, and because of that I probably saw the most too-loose straps on this device. Like the NecksGen, they offer side protection when the straps are properly adjusted and no protection when the straps are loose.
Simulate a Crash
Neck braces don't make you safe, you do. After you strap in and are good to go, make a final check for your own safety. Nod you head forward to simulate what your head would do in a crash. Ensure that your helmet is restrained by the tethers. If you find your range of motion is unlimited, please don't go on track. You could lose your head out there.
This was the extent of my driving at Sonoma.
Ian Korf Uncategorized 7 Comments 2019-12-09 2019-12-18
Car or driver?
One of the shockers at the last Lemons race was that the winning car won by so may laps. Usually the winners are separated by 1 lap, not 9. Is the "Shake and Break" E30 vehicle that much better than the rest of the field or do they have better drivers? It's hard to answer this question without having the same driver in both vehicles. But I'll try anyway.
The weather on Saturday was pretty consistent, and with ~110 cars there wasn't that much traffic. That means that lap times should be a reasonably accurate indicator of performance. But performance is a combination of driver and vehicle. To separate the two, I segmented the laps based on the driver. I don't know which driver was in when, but every driver change involves a long-ish pit stop, so I simply called each driver change a new driver. I've included the fastest lap and the median lap below (in seconds, not minutes:seconds). Laps longer than 300 seconds were removed because those represent either a pit stop or some extended full-course yellow or even red flag.
Given the similarities between the Shake and Brake #1 and #4 drivers, I think they are the same person (Anthony Zwain).
Shake #1: fastest 201.687, median 210.80
Shake #3: fastest 210.30, median 216.64
Here are Eyesore's times. I think they ran 4 different drivers.
Eyesore #1: fastest 222.95, median 229.68
Rather than comparing laps between cars, let's look at the variation within each team focusing on the median. The Shake #1/#4 driver laps in the 209-210 range. The #3 driver is typically ~6 seconds behind, and the #2 driver is another ~5 seconds behind. There's a heck of a lot of variation between the drivers! The Eyesore times show that the #1 and #2 drivers are pretty similar to each other and ~14 seconds behind the #3 and #4 drivers. That monstrous gap represents a 6% difference in lap times, or about 2 laps per stint. The Shake #1/4 driver is around 3-5% faster than the #2 & #3 drivers, or 1-2 laps per stint. After some sketchy mathematics, I come to the following conclusion: if you remove the fastest driver from Shake and remove either of the slowest drivers from Eyesore, the result would be Eyesore winning by ~1-2 laps.
Sunday was a little damp early, then rainy mid-day, then drying, then dry. A wet race is very different from a dry race. It's more about the driver than the car. Let's look at what happened in the rain. This time, we'll look at the graphs at SpeedHive. There was a red flag in the middle of Saturday, which you can see as the big spike in lap times near lap 60. This was preceded by some full course yellow. Note that the peaks of Eyesore (orange) and Shake (white) aren't aligned because the graph is based on laps, not time of day. By the time the red flag occurred, Shake was already well ahead of Eyesore. Look towards the right side of the graph and you can see the baseline swells. This was when it was really wet. During this period the lap time differences are really interesting. At the start, the Shake driver is lapping much faster than the Eyesore driver, maybe 15-20 seconds. But then they pit and the next drivers are doing very similar times. If there's a big difference between these cars, it's not apparent from the lap times.
I don't think the Shake & Break E30 is anything special. If it was, you would have seen that at the last 2 Sonoma races. However, in those 2 races, they were slower than Eyesore. The reality is that Shake brought in an exceptional driver and ran a clean race. There's a huge difference among drivers on the same team and when you add the rain, there's more than enough variation to explain the 9 lap difference.
Lemons Telemetry Analysis
After a race I like to look at telemetry. It shows what each driver is doing. It's important to also run video so you can point at a corner that is 10 mph off and say "there was a yellow flag". As usual, my telemetry is recorded with an AiM Solo DL and I view it with Race Studio Analysis. I've taken a screen shot of the fast laps of each driver (actually a pair of fast laps) with my fast lap as the reference lap (black line). The screen shows three graphs (1) GPS speed (2) engine RPM (3) time delta. Ideally, I'd love to have brake pressure and steering angle, but these are generally enough to infer what's going on inside the cockpit.
One of the first things to note is that the blue driver's RPMs are so much lower. The blue driver shifts well before he needs to. However, this doesn't impact his speed or lap times very much. The red driver shifts much more often and is in 2nd gear several times, also not affecting lap times very much. When in doubt, drive the higher gear.
None of these laps were completely free of traffic. The red driver lost ~4 seconds in T3W to a yellow flag, for example. You can also find GPS errors where the speed is clearly recorded incorrectly for a brief time. That's why it's a good idea to examine multiple laps and have the corresponding video.
The biggest issue I find in the driving is that the green and red drivers slow down too early and too much in the faster corners. They do okay in the slow corners, and their final speeds may be as good as the reference lap. In slow, out fast, does actually lead to high speeds on straights! But in slow also leads to throwing away speed, and in a momentum car with very little engine, that's a no-no. The better mantra is: in on the limit, out on the limit. That's easy to say, but not easy to do.
Exiting a corner on the limit is like tightrope-walking; entering a corner on the limit like jumping onto a tightrope while blindfolded. — Mark Donohue
So how does one get better at jumping on a tightrope blindfolded? Do I really need to say it? Practice. And where does one practice such a dangerous activity? Do I really need to say it? Simulation.
Lemons thoughts
Some random thoughts about the last Lemons race.
Corner workers make mistakes
Going into the race, we knew that we had to minimize black flags. Everyone needs to, of course, but our car was much slower than anything else in B class and any black flag was going to put us out of contention. Sadly, we got two in the first stint. Neither one was earned. In Lemons rules, you're allowed to pass after a yellow flag station if the mess is cleaned up. We did that and got flagged. That's a judgement call on both sides, and given that, we should have been more careful. The second black flag was either for contact or for going 4 off. Neither of which happened, but the corner worker at T5 couldn't see that easily.
A couple weeks ago, the car worked great with 225 width RS4s on the front and 205 width RT615K+ on the back. I sort of destroyed one of the tires by overheating it and couldn't run that set in the race. So I got some stickier front rubber in the form of 225 width 595 RS-RRs. I didn't test that combination and it turned out that the team didn't like it. Well, actually, they hated it. The team is used to an understeering car. When you get into trouble, you lift, and the front grips again. In an oversteering car, lifting only makes matters worse. As the car owner, it's my job to provide a car that everyone can drive. Not only would the team be faster on average, they would also be safer and have more fun driving. We did eventually change the rears to get more grip and then later switched out the fronts for even less grip. Everyone but me liked it better.
Check the last post to see a video of me working through the field on a wet Sunday. I passed a hell of a lot of cars and in return was not passed. Here's another video from our team a little later. It takes our driver a couple laps to acclimate to the wet conditions and then he proceeds to destroy most of the field.
The Yaris was one of the slowest and least sporty cars in the event. Why were we so much faster in the rain? Is it because we have extensive experience in the rain? I can't speak for Danny, but I certainly don't. I've only driven in the rain a handful of times. Maybe 3 hours total, and in other cars, not this one. So what's the secret?
On my skills page, I used to have an ABC ranking system that asks the following simple question. When the car begins to slip, what do you do?
C drivers slow down
B drivers maintain speed
A drivers speed up
I think rain robs people of confidence. Lack of confidence can turn an A driver into a B driver or a B driver into a C driver. How does one gain confidence? Training. Like I said, I haven't done much rain driving. So where do I get my training and the confidence that comes with it? Simulation, of course.
Lemons is changing
The C class has dwindled to just a few teams. And there used to be lots of teams sporting ridiculous themes. Our old MR2 was one of those silly cars and was just featured in the 24 Hours of Lemons Hella Sweet Car of the Week. Back then, our MR2 was put in B class with a couple penalty laps. Today, it would go into C class. I think Lemons has become a victim of its own success. Originally, Lemons was a parade/party poking fun at high performance cars. But over the years, racers have changed its culture. Part of that comes from competing series like Lucky Dog, ChampCar, AER, and WRL, where cars don't have to be cheap and aren't expected to have silly themes. The teams that do endurance racing tend to race all series. Now when you look over the Lemons grid you see sleek cars with $800 airfoils instead of cars shaped like boats with stuffed animals hanging out of them. While it's true that I didn't dress up my car or body with humorous artwork, I did bring a Toyota Yaris. But next time we're going all in and "bringing back stupid".
Ian Korf Uncategorized 17 Comments 2019-06-01 2019-06-05
Race Report: Lemons Thunderhill
I'll be updating this post each day.
Thursday – arrival
In the picture below you can see how simple my race operation is. I flat tow my Yaris behind a 3.0L Ranger. It's a very flat route so the 145 hp Ranger has no problems towing the car and gear. I arrived at the track at 4:30 the day before the test and tech day to try to get a good pit spot. I wanted something under the awning so I could shelter the pit from sun/rain. Mission accomplished.
Friday – test and tech
Tech was a breeze. The car has raced in several other series and all the safety issues are well sorted. We got into the B class with zero penalty laps. That was what we expected.
We had decided that the full test day was too expensive. $349 for 1 driver and $149 for each additional. We considered doing the half day at $249 + $100 but then decided to play a joke instead. People walked by and puzzled: "why is the wing on the front". We dead-panned "it's front-wheel drive". The look of disbelief on Daniel and Mario's faces was worth the effort.
The weather forecast changes hourly. The latest news is that Saturday should be dry all day with a high of 78. Sunday may be wet in the morning. I told the team I get to drive the wettest stint. That may screw up driver order, but as team owner, I'm putting my foot down on that. There's no way I can keep up with the fastest cars on a dry track, but give me puddles and let's see who comes out on top.
Saturday – race day
The race day didn't start the way we wanted. Our first driver got 2 black flags. One of them was for going off track to avoid a collision. I'll take a black flag over dents any day. But 2 black flags pretty much put us out of contention. Also, there was some blisteringly fast B cars we could never catch. Our second driver didn't like the way the car was driving. Actually, neither did the first driver. When I asked if the rear had no traction, he said neither end had traction. Puzzling. So we decided to turn the rest of the race day into a tuning day.
Mario went out and came back in after a few laps complaining that the car was oversteering badly. We were running Federal 595 RS-RR 225/45/15 15×9 on the front and Falken RT615K+ 205/50/15 15×7 rear. So we decided to switch the rears out for a stickier compound: Brigestone RE-71R 205/50/15 15×7. This time he stayed out a while and had a great race with a pickup. When he came back in, he said the car was much more neutral now and that I should get in to see what I thought.
The first thing I thought was the brakes are still mushy. The pedal starts hard but just mushes out and goes to the floor. That's really disconcerting because it gives you very little brake feel. And without a firm pedal, it's pretty hard to heel-toe shift. Oh well, I just did more straight-line braking and eased in the clutch. Not ideal, but I'm okay working around problems. It's likely an aging master cylinder.
The next thing I thought was that the 225 RS-RRs 15×9 aren't that much different from the 205 15×7 I had run in earlier races. The tires don't actually feel very fast. Part of that is because they are miserable under braking. They slide way too easily. They aren't a particularly loud tire, like say the NT-05, and in 225 they are definitely on the quiet side. I started to understand why driver 2 thought the car had no grip on either end. The RS-RR doesn't feel like it stops very well, so it appears to have no front grip. But once you get into a corner, it's side grip is really good and overwhelms the thinner and harder rear tire, leading to oversteer. Mario said it was a lot of work just keeping it on track. I didn't get to try the 615K+ rear setup, but the RE-71R rears felt pretty well planted.
While the car felt like it had better acceleration at low speeds, surely due to the weight loss, the drag was noticeably higher. This may be because the cut down doors don't have mirrors or the wind deflectors I added. So the inside of the car turned into a parachute. It meant that top speed on the main straight was just 90-91 mph, or about 5 mph lower than usual. That didn't stop me from having fun though. I managed a 3:43 in my few laps on track. You can see the entire stint in the video below (quality is not good because Windows 10 Movie Maker sucks. I may re-encode this on my Mac later in the week).
Sunday – race day
The forecast was wrong. We arrived at the track to find it drying. I was expecting a lot of rain early so I could one-up some fast cars but it just wasn't very wet. Discouraged, I decided not to drive first. Danny drove first and while he was out we got our pit crew member, Tiernan, a driving wristband. He got in the car next and despite all the warnings about the blind turn 9C that connects the East and West tracks, he did what a lot of people do, and drove straight though. When he got to the penalty box, they decided to throw the book at him. My book. I had dropped off about 15 copies of the book to be sold for the Alex's Lemonade Stand charity. Tiernan's penalty was to read a passage from the book while being filmed. If it doesn't make the Lemons wrap-up video, I'll post it here.
The rain started picking up and it seemed there was enough rain to have a bit of fun. And fun was had. I got my wish and was able to dice with the fastest cars on track… and beat them.
Mario drove next and also had a blast splashing around (in the muck and the mire). But then the track started drying and he decided it just wasn't as much fun. We wanted to get Daniel and Tiernan back in the car one more time, so they split the time on a mostly dry track. In the end, we were 56th out of 110 entries, or something like that. After we realized we weren't in contention, we relaxed and had a lot of fun. This weekend reminds me how much fun Lemons is. That said, Lemons is changing, and not necessarily for the better. I'll comment on that later.
Winning B Class: part 3, performance modifications
One of the things I've learned from endurance racing is that the best way to improve the performance of a car is to swap or boost the engine. Ha! Well, if you look at the most successful teams, that's what they're doing. Well, not me. My car is 100% emissions-legal in California and will remain that way (so I can park it on the street, flat tow it, and drive it to work when my other car has issues). So if I'm not touching the engine, what can I do?
Reduce weight
Increase grip
Improve aerodynamics
In the last few weeks, I've removed over 200 lbs from the car. I've also added a few things. Let's take a close look at the changes.
-104 lbs doors. Original doors weigh 72 lbs. I bought doors at Pick-n-Pull and gutted the shit out of them. They are now 20 lbs each.
-38.5 lbs passenger seat, bracket, and harnesses. Not necessary for endurance racing.
-29 lbs battery. I replaced the 34 lb lead-acid batter with a 660 CCA lithium-ion unit that weighs 5 lbs.
-? side windows. The original windows have been replaced by white plastic. Not sure what the difference is exactly.
-12.5 lbs carpets. It's a lot louder in the cabin now.
-12 lbs tow hitch. I keep a tow hitch on the car for carrying extra tires, but since I've got a support vehicle for this race, I don't need it.
-9 lbs rear seat frame. I used to mount the fire extinguisher and cold box on the rear seat frame. The fire bottle is now mounted to the floor, which is lower and lighter. The cold box is similarly mounted to the floor.
-6 lbs rubber gaskets. The hatchback had a lot of unnecessary rubber. I don't need to be weatherproof.
-4 lbs night racing lights. No reason to carry 4 extra lights for a daytime race.
+X lbs cold box. The previous cold box was a cold therapy unit I got on eBay. This one is much larger so that it will remain cold during long endurance stints.
215 without taking into account side windows or cold box.
How much faster is the car minus 200 lbs? Optimum Lap (see previous post) says only about 1 second over 3 miles. But it also reduces fuel consumption by 2%.
I also had a plan to remove the rear hatch, which weighs in at 39 lbs. That's not a lot but it seems unnecessary. So what happens when you remove it? Does it negatively affect drag? Well, I decided to test that the old-fashioned way: yarn. The hatch comes off pretty easily, just 8 bolts. Decorating the car with yarn took a while longer. After I was done, I went for a test drive with a video camera mounted to a pipe sticking out the back of the car. What I observed was the dreaded station wagon effect. Back in the 1960s and 1970s, station wagons had rear windows that rolled down. Unfortunately, the low pressure zone at the rear of the vehicle caused exhaust fumes to swirl into the cabin, causing carbon monoxide poisoning. Clearly, 39 lbs isn't worth carbon monoxide poisoning! Eventually, wagons were installed with wind deflectors that redirected the air spilling off the roof to go down the back of the car. While this solves the carbon monoxide problem, it also generates both drag and lift.
My next thought was to make the back of the car a bit higher. In addition to purchasing extra doors at Pick-n-Pull, I had also bought an extra hatchback. I cut the top half off and gutted it. Since it was now a lightweight metal skin, I mounted it with a few strategically-placed zip ties. More yarn and another test drive later showed that the station wagon effect persisted. The half-hatch isn't enough to block the back draft. And why should it be? I've just re-created the rear of a 1970s station wagon.
My next thought was to make a lightweight hatch with the half hatch and a sheet of plexiglass instead of glass. I decided that before I did that big job I would do a smaller job: replace the side glass windows with plexiglass. To remove the side windows, I used a guitar string garrotte. I was able to remove the window without breaking it, which meant I could used it as a template for cutting the plastic. Although I cut the plastic without any problems, it cracked when I drilled it. Grrr. After experiencing how fragile and persnickety plexiglass is, I said "fuck the lightweight hatch" and put the stock one back on. I also decided I would replace the glass windows with opaque plastic rather than clear plexiglass. Not every project is successful.
I've run a lot of tires on the Yaris from Hoosiers to Douglas. In endurance races, I often opt for a medium tire that has decent grip and wear. But for this race, I want to have the stickiest rubber possible. Most people will tell you that the cheater 200 TW tires are Bridgestone RE-71R and BFG Rival S. The other tire that's just as fast is the Federal 595 RS-RR. Not a lot of people run the RS-RR but I have in the past and it was within a couple tenths of the RE-71R at Laguna Seca. But it's a lot less expensive. In order to get as much grip as possible, we are going wider on the rim, from 7″ to 9″ and tire from 205 to 225. Hopefully that extra width will mean the tires don't overheat as sometimes happens. On the rears, we'll go with 205/50/15 RT615K+ or RE-71R on 15×7 rims.
How much more grip will we get with wider tires? I have absolutely no idea, but let's say it's 2.5%. So 1.025g grip instead of 1.0. That results in another second.
In the right context, there's a lot to be gained with aero modifications as they can reduce drag and increase downforce. Unfortunately, it's not that easy to measure. By most accounts, an air dam is a good thing as it both reduces drag and increases downforce. So I made an air dam using some plastic made for edging a garden. I don't really know what values to put into Optimum Lap to determine the theoretical benefit. It could gain us 1 second. Or less. Or more. The only way to know is to test. Thankfully, there is a test day before the Lemons race.
Race Report: Lemons Sonoma
This weekend I'm at a Lemons race at Sonoma. I'll update the post a few times during the weekend as stuff happens.
The team I'm with is pretty green. There are three noobs, one 3-race veteran, and me. Noob 1 has never driven on any track. Noob 2 has driven once at Thunderhill. Noob 3 has done some autocross and maybe a track day or two, but not at Sonoma. Lemons is the first introduction that many people have to road racing, and it can work out pretty well even for the complete novice. But at Sonoma? In the rain? Well we won't know until we try.
The car we're racing is an MX-3, which had an unusual 1.8L V6 engine. That engine has been swapped out for the 2.5L V6 from an MX-6. So now it's an MX-3/6ths? The car wasn't quite ready when it arrived on track and we spent the next 4 hours working on it. But once we got to tech inspection, it passed with no problems and they put us in the B class with zero added laps. That's probably where it belongs. The 2.5L V6 has 160 hp and the car weighs some 2400 lbs. So the power:weight is a lot better than my Yaris. If the MX-3/6ths handles reasonably well, I think I'll be able to run with cars in the A class.
This race is using an unusual configuration for the track. They are using the short turn 7 and the bus-stop turn 9, as Lemons usual, but the track is going all the way down to the long 11. That will add 5-10 seconds to lap times and give the high horsepower cars a bit of an advantage I think. Hopefully it doesn't become a safety issue as the long 11 is narrower.
The long turn 11 is a lot longer than I thought. I think it added more like 15 seconds. The spectating is better with the short 11. It turns out I did a lot of spectating. I had a lot of grading to do, so I spent a lot of time inside grading rather than outside driving.
So what about the car? Well it was a hoot, but for some good reasons and some bad. The brake pads were $12 OEM replacements and overheated very quickly. So braking zones were much longer than they needed to be. The more interesting feature was the tires. We put decent tires on the front, 225 width RS3s, but in the rear we had some 205 width RT615K. Not RT615K+, but the older ones. How old? Manufactured in 2013 old. The track was soaking wet and the combination of water plus 6-year old tires meant that every time I decelerated in any kind of corner, the back end started to come around. I spent a lot of time driving sideways on the first few laps before figuring out how to drive it. Once I did, I was pretty fast, and got passed only 1 time.
160 hp in a lightweight car is plenty of power. The only car that passed me had a turbo. The big V8s were still trying to hook up coming out of a corner when I was at full throttle. I drove 90-100% of the track in 3rd gear. There was enough power to spin wheels on corner exits in 3rd so there was no reason to switch down to 2nd. And going to 4th meant I had to use more of the terrible brake pads on the next corner. On a dry track, I think I could put this car in the top 10 without much trouble.
I forgot to shoot video. I'll make sure I do that tomorrow.
At the end of the day, it was a great success. Not because of our placing, which was around 100 out of 120, but because we had a lot of fun. Our casual, never-rushed attitude meant that we were safe in the pit and out on track. The only negative is that Noob 1 was fighting claustrophobia and never got on track. It's not the first time I've seen this. It can be nerve-wracking getting strapped into harness and not being able to move freely. Hopefully he overcomes this. Maybe splashing in some puddles rather than jumping into the deep end would have been a good idea.
Video or it didn't happen! At the start of my stint, the track was soaking wet, but it dried out quite a bit by the end. This clip is from somewhere in the middle. I'm in a mix with some fast Lemons cars like Eyesore, Cerveza, Hassenpfeffers, Too Stupid, and BDR. And I'm keeping up with them for the most part. Our tires were a couple years old and there was some weird noises come from the suspension, so I think I did okay for what I had to work with.
Winning B Class: part 2, black flags
Last week I talked about why driving in Enduro style may be our best chance to win class B. By consciously driving 1% off pace we increase fuel economy by 13%, which may save one pit stop, resulting in a 5-6 lap advantage. Driving slower also reduces the chance of getting a black flag, which I parenthetically stated would ruin our race. Which begs the question "what exactly is the cost of a black flag?" We had better answer that. By 'we' I mean me and brother Mario.
The Slowest Driver
Early in our racing career, our team went through what most teams go through, which is learning how to drive fast. We eventually learned how fast you can drive in a race, which is an entirely a different thing. We also had to learn about pit strategy, conserving wear items, flat spotting tires, acceptable risk, going off track, hitting other cars, mechanical damage, and of course black flags.
Different race organizations feel differently about throwing black flags. 24 Hours of Lemons is very liberal with them, they'll throw a black flag for putting wheels off track, for any contact, for passing under yellow (there are always yellows), for driving like a dick, for behaving like a dick, for exceeding paddock speeds, and anything else they feel warrants it. Consequently, Lemons racing is quite safe, because they sit down the idiots and give them a time out, or give them some ridiculous task that takes forever.
On the other end of the spectrum, ChampCar is more loose about "racing incidents" and generally doesn't care about putting wheels in the dirt or minor contact. We brought the ChampCar judges video footage of an EC car (EC stands for Exception Class, meaning the car doesn't fit into the competition rules and is just out there for fun) that barges into us mid-corner and almost takes us out. The officials really didn't care. But I guess that goes both ways because we've never received a black flag in ChampCar, either.
But to get back to Lemons, in our first race and we were driving a MR2 with a wooden boat wrapped around it. You could bottom out the suspension by leaning on it, and it was making maybe 90 hp, but that wasn't why we didn't place well, it's because we got hammered with black flags. After too many infractions (mostly passing under yellow, but also going four off), Judge Phil gave us our sentence: write out "you can't win a race in one corner but you can lose one" 100 times. On both sides of the car. Right-handed on the right side and left-handed on the left side. That may not have been the actual phrase, but it was something like that.
In our next race, some of us were still collecting black flags, most of which were a result of driving too close to the limit. And by that I mean not just the limits of the track or adhesion, but physical and mental limits as well. In order to demonstrate how much this affects lap time, we did some work in a spreadsheet.
A typical 2 hour stint is less than 120 minutes because nearly every stint has some FCY (full course yellow) time. So let's say that a stint has 100 minutes of spirited driving. At a 2 minute pace, a driver can complete 50 laps during this time. How many laps can be completed if one also picks up a black flag? Some black flags are only a few minutes and some are quite long if there are other cars also being attended to. At some tracks the race stewards are outside the timing loop so you lose whatever lap you were on. 8 minutes sounds like a good average.
The cost of a black flag is therefore 4 laps and the black flagged driver can complete only 46 laps. You know who else completes 46 laps? The driver way off pace lapping at 2:10. Getting a single black flag will turn the fastest driver into the slowest driver. Once getting a black flag, there's no way to drive fast enough to make up for the transgression. That would mean driving a 1:50 pace or faster. That might not be physically possible, and if you're getting black flags at a 2:00 pace, you'll pick up a dozen more driving at 1:50. The second black flag will set your actual pace to 2:23.
How hard should you drive?
Regardless of how skilled you are, the more you push yourself, the greater your risk. To examine this, let's look at the Assetto Corsa world records at the RSR LiveTiming site. As I've done in some previous posts, I'll use Brands Hatch Indy and the NA Miata as the source. The top driver, Marius Golombeck, has somehow manged a blistering 59.757 lap time. That's almost 1 second faster than I've done (1:00.653). He's logged 181 laps to achieve this. And in doing so, he's had the equivalent of 113 black flags (invalid laps from going off course). So even aliens can't manage to stay on track when they're driving 10/10ths. And this is just a time trial without any traffic.
So if you shouldn't drive 10/10ths, what is acceptable? I can lap all day with zero risk of self-inflicted harm (there's never zero risk with other people on track) when I'm 1-2% off pace. Hey, that's like the Enduro pace from last week. Not only can it cut 1 pit stop (gaining 5-6 laps), it also reduces the chance of getting a black flag (costing 4 laps). You don't lose much by waiting for a safe time to pass a slow car, giving extra space to less experienced drivers, pointing by a train of faster cars, or staying off the curbs and grass. Not doing those things could cost you the whole race if you pick up a black flag and find yourself making repairs.
In a typical amateur endurance race, drivers may have different capabilities. Everyone needs to cut their own 1-2%. The benchmark can't be the fast driver. I recall a race at Willow Springs where my comfortable pace was 5 seconds ahead of a teammate who drove over his limit, crashed the car, and ended our race. Egos and red mist sometimes win over reason. To combat this, clever teams have put the driver's cell phone in a bag on the front bumper or set a fastest lap anti-bounty (fastest driver pays $100 for bragging rights). We haven't done these things yet, but we talk about it.
Mario's Advice
Here's what I do: Drive at a pace where I have total situational awareness and a huge margin for other drivers fucking up; Follow drivers that are a bit slower than I am, for as many laps as they let me; Point-by everyone who's on my bumper; Be kind to the car; Exit the car after my 2-hour stint feeling refreshed – not tired, not energized, not angry, not pumped, not frustrated, but refreshed and ready to get back in.
Ian's Advice
Have a mindset that the race is safer and more fun for everyone (not just you) because of the way you drive. Race with people, not against them, and for fucks sake, don't have a competition within the team. Drive 70% of the time at 7/10ths, and when you need to step it up a notch, go to 8/10ths not 8/8ths.
Ian Korf Uncategorized 2 Comments 2019-02-02
Winning B Class: part 1, fuel consumption
When I built my 2007 Toyota Yaris for racing, I aimed it at the SCCA B-Spec rules. Only after competing in an SCCA sprint race did I realize that sprint racing is not for me. It's much more expensive per hour, the "win every corner" mindset makes it more dangerous, and it's lonely not hanging out with a team. With that in mind, the decision was clear: re-build it for endurance racing. Sadly, it's a little too slow for most applications. In Lucky Dog, it's slower than most class C cars (when it doesn't get protested for being too new). In ChampCar, the build is 120 out of 500 points so there are plenty of points to work with. But in order to compete it would take an engine swap or forced induction. Given that I want to keep it emissions legal in California, these options are mostly out of the question. Neither World Racing League nor American Endurance Racing league run events out West, so the target is Lemons. In 24 Hours of Lemons, it would probably be placed in class B. Could we win the B class with a little luck and a lot of planning? Well, this post is the first in a series where we document our efforts.
So what are our advantages? Reliability and economy. Unlike half of the cars in B class, we have a very good chance of running the whole 14.5 hours of a typical race (8 hours on Saturday and 6.5 hours on Sunday). However, we will be competing against much faster cars. We need to be on track as much as possible. This means zero black flags, of course, but it also means as little time as possible in the pits. In fact, we're hoping to cut out one pit stop.
Most endurance driving stints are 2 hours or less. Lucky Dog and ChampCar actually limit drivers to 2 hours. Lemons has no such rule. However, most cars burn fuel fast enough that they pit between 1.5 and 2 hours. That means that a typical team will run 4-5 stints on Saturday and 3-4 stints on Sunday. I believe our best chance to win means driving only 3 stints on each day. The question is, can a single tank of fuel last 2 hours and 40 minutes on Saturday?
Our previous racing at Thunderhill, Laguna Seca, and Buttonwillow shows that the Yaris burns about 4 gallons per hour. With its 11.1 gallon fuel tank, it should be able to run 2:45. That's no problem for Sunday but Saturday could be. If our calculation is off by 10%, we might find ourselves running out of fuel, and there would be no chance of winning if that happened. So we need to figure out how to extend our range.
The simplest answer is to install a fuel cell. That would instantaneously solve the range problem but would bring up new problems. They're expensive. It would require removing the stock fuel tank and fabricating a new structure. The car would also no longer be street legal. The center of gravity would be higher. Too many negatives, so I'm not getting a fuel cell. Lemons does not allow one to modify OEM fuel fillers, so I can't increase capacity with a fat intake tube either. So if we can't increase fuel capacity, we're going to have to increase efficiency.
Economic driving
Who knows how to get the most miles from a tank of gas? Hyper-milers. I'm sort of a closet hyper-miler myself. On the street, I often drive under the speed limit, conserve as much momentum as possible, pump my tires up pretty high, and draft trucks on the highway. I don't go as far as making aerodynamic improvements though. But we will on the racecar. However, that's a topic for another day. Today we are going to consider the act of racing more conservatively. The driving can't change so much that we do more harm than good, though. We have these two connected questions to consider.
How much fuel do we save by changing our driving style?
What style of driving optimizes our chance of winning?
To answer these questions, I'll be using Assetto Corsa, Brands Hatch, and the NA Miata. While I do have a Yaris model for Assetto Corsa, I don't think it's very accurate. The NA Miata is one of the highest quality models and besides, Miata Is Always The Answer. The car is loaded up with 5 liters of fuel, "Street" tires at 30 psi, max camber, and zero toe.
So let's define a few different driving styles.
Hard – Hit the brakes hard. Hit the throttle hard. Steer like a mad man. In slow, out fast. Brake in a straight line. Shift at red line (7k). Lots of amateur racers drive like this, especially those in powerful cars. Clearly we're not considering this, but I wanted to investigate the efficiency of a typical sucky racer. Intensity 9/10ths. Intelligence 3/10ths.
Soft – Conserve momentum as much as possible with early apex lines. Coast slightly before braking zones. Shift at 6K and choose a higher gear if there's any question. Steering corrections are unnecessary driving like this. Intensity 5/10ths.
Enduro – Drive fast but with a lot of margin for error (not much yaw). Shift at 6.5k. Use lots of trail-braking but only a little brake-turning. Intensity 7/10ths.
Sprint – Drive faster with plenty of yaw. Still keep some safety in reserve. Shift at 7k RPM. Intensity 8/10ths.
The most interesting finding for me was that Soft driving increased fuel economy by an amazing 40% over Hard driving while having nearly identical lap times. My typical Enduro style results in decent fuel economy and speed. I'm only about 1% off my Sprint pace but my economy is up 13%. Compared to driving Soft, Enduro is 3.3% faster at the cost of 22% less economy. So which style is best for endurance racing? Is it better to drive slowly to get a tank of gas to last 148 minutes, drive as fast as possible while only getting 103 minutes, or something in between?
Style Laps Fast Median Laps Minutes
Hard 10.3 63.96 64.18 98.88 105.8
Soft 14.5 63.84 63.97 139.2 148.4
Enduro 11.9 61.31 61.91 114.2 117.9
Sprint 10.5 60.84 61.29 100.8 103.0
The track is live for 480 minutes on Saturday. But not all of those 480 minutes are hot. Lemons does live towing and when there are several tow trucks on track at once they will fly full course yellows. Sometimes that goes on for 5 minutes and sometimes for 30. I recall one race where they threw a red flag and I waited nearly 20 minutes with the engine off. It's hard to predict how much of the 480 minutes are green and how much are yellow. So we need to investigate what happens with 10 to 120 minutes of yellow flag time, which results in 470 to 360 minutes of race time.
The next thing to consider is how many driving minutes there are. The car isn't lapping when it's in the pits. My calculations use a pit stop time of 10 minutes. It doesn't take that long to fuel a car and change drivers, but Lemons pit stops occur in the paddock, outside the timing loop on the track. So every time you pit, you lose 1 lap in addition to transit time.
Taking into account lap times, fuel burn, yellow flag time, and number of pit stops, we arrive at the table below. I have highlighted the driving style that produces the most laps in red.
Yellow Hard Soft Enduro Sprint
When Enduro beats Sprint, it does so by 5.67 laps on average. Conversely, Sprint beats Enduro by 3.67 laps on average. The difference comes down to how many stints there are. Enduro sometimes runs one less stint, and when it does, it has a huge advantage. It doesn't impede lap times that much and has the added benefit of reducing fatigue and the chance of a black flag (which pretty much guarantees we won't win B class). Driving Soft never wins. It can be as much as 10 laps better than driving Hard, and there are a few situations (highlighted in blue) where it is better than Sprint. But it never beats Enduro. There isn't much point in driving super Soft. The hyper-miler in me wanted that to be useful, but it isn't.
Telemetry or it didn't happen!
The line colors are:
Red Hard
Blue Soft
Green Enduro
Black Sprint
The panels from top to bottom are:
Brake pressure
Steering angle
Time delta
Click on the image to open it in a new window and then follow along with the text below.
There are 4 braking zones (top panel). In Soft style I only applied brakes in 2 of these. Note how low the RPMs are in general. You can also see long periods of coasting in the 5th panel (throttle). But the speed graph (3rd panel) isn't that terrible. Driving economically is a kind of intellectual challenge, which is why I hyper-mile in real life. I have to do something to make street driving entertaining.
Hard style sees me sawing the fuck out of the steering wheel (4th panel) and mashing the brake and throttle pedals mercilessly. The brake trace (top) shows early and hard application of the brakes followed by no trailing pressure. Just on/off. It's not a fast or economical way to drive.
There isn't a huge difference in driving style between Enduro and Sprint. I use more brake pressure in Sprint mode to turn the car and I also choose a lower gear in a couple of places. I consciously take an earlier apex line in Enduro to favor momentum over engine.
Every racing organization has its own set of rules about passing. Let's take a look at some of them in order from brief to verbose. Next week we'll talk about how the rules are actually used and some best practices as a result.
Lucky Dog prides itself on its brief rulebook and the passing rules are no exception.
12. h. Passing. The passing vehicle is 100% responsible for the careful and safe preparation, planning and execution of the pass…period. If you are about to be passed, it's most helpful to give the passing car hand signals as to which side you will allow them to pass on. But most importantly, you need to hold your line and remember that the other car is responsible for safely getting around you.
Lemons is tongue-in-cheek as usual. They don't specifically define passing rules. The arbitrary nature of the rules and penalties turns off some drivers.
6.0: Penalties: Black-flag penalties are assessed for dangerous behaviors and/or being a douche. These behaviors include, but are not limited to, contact for any reason; wheel(s) leaving the pavement; speeding in the pits; missing/ignoring a safety flag; racing to the yellow or red flag; overly aggressive driving; hitting a wall, cone, tree, safety vehicle, the track restaurant, etc; lack of car control; thinking the line has a deed and you own it; unsportsmanlike conduct; annoying the hell out of us; annoying the hell out of everyone else; etc.
6.1: It's Always Your Fault: Lemons is an all-fault environment. You are 100% responsible for what happens while you're at the wheel. Think you're the hittee, not the hitter? We don't care. Think you've been wrongly accused? See the part where it says "we don't care." Your job is to stay out of trouble. If trouble finds you, take responsibility like a grownup and figure out how to avoid it the next time. This ain't the damn SCCA.
Despite being a rather large and complex entity, the SCCA rules are quite brief.
6.11.1 On Course Driver Conduct
A. Drivers are responsible to avoid physical contact between cars on the race track.
B. Each competitor has a right to racing room, which is generally defined as sufficient space on the marked racing surface that under racing conditions, a driver can maintain control of his car in close quarters.
C. Drivers must respect the right of other competitors to racing room. Abrupt changes in direction that impede or affect the path of another car attempting to overtake or pass may be interpreted as an effort to deprive a fellow competitor of the right to racing room.
D. The overtaking driver is responsible for the decision to pass another car and to accomplish it safely. The overtaken driver is responsible to be aware that he is being passed and not to impede or block the overtaking car. A driver who does not use his rear view mirror or who appears to be blocking another car attempting to pass may be black flagged and/or penalized, as specified in Section 7.
ChampCar (formerly ChumpCar)
The ChampCar rules are very similar in wording and spirit to the SCCA rules. But they add a few specifics about driving on the racing line and blocking. They also further define what a complete pass is.
7.2. ON-TRACK DRIVER CONDUCT
7.2.1. It is the responsibility of all drivers to avoid physical contact between cars on the race track. All competitors have a right to "racing room" on the marked racing surface. "Racing room" shall be generally defined as sufficient space on the marked racing surface to allow a competitor to maintain control of his/her car.
7.2.2. The responsibility for passing another car and accomplishing that pass safely rests with the overtaking driver. The driver that is about to be overtaken has the responsibility to be aware that he or she is about to be passed, give hand-signals and shall not impede the overtaking car.
7.2.2.1. The driver being overtaken should, at all times, remain on their racing line unless the car is impaired and is unable to maintain an adequate racing speed.
7.2.2.2. The driver being overtaken shall not block. Any driver who fails to make use of their rear view mirror, or who appears to be blocking another car seeking a pass, will be black flagged and/or penalized.
7.2.2.3. It is the responsibility of the overtaking car to prepare for, plan and execute a FULL and COMPLETE safe pass. The definition of a full and complete pass is when the overtaking car has extended a lead of approximately one car length ahead of the vehicle being passed.
World Racing League
WRL is similar to those above, but adds specific language about the order of precedence when defining fault. They also further define racing room.
2. Racing Rules:
a. Contact: World Racing League is a non-contact racing club. To avoid contact, all drivers should maintain racing room at all times and in all situations. "Racing room" is defined as allowing all competitors room to maneuver their car on the racing surface, or more simply put, giving your competitor a lane to race in.
b. Passing: Safe and drama-free passing requires that everyone adhere to the following rules. For the purpose of defining at-fault contact while passing, the passing rules are weighted in the following order:
Making a pass: It is your responsibility to plan and execute a safe pass, maintain racing room at all times
Being passed: It is your responsibility to check your mirrors, hold a consistent line, be predictable, use hand signals and to maintain racing room at all times
Position: For the purpose of determining position, a car attempting a pass is considered to have established position once it's front axle has pulled even with the rear axle of the car being passed.
c. Safe pass: A safe pass is defined as a pass where no contact takes place and no car involved in the pass spins or leaves the racing surface, because all parties maintained racing room at all times. If a car is next to you and you deprive him of racing room by causing contact or "squeezing" him off the track, you have violated safe passing etiquette and will be Black Flagged
American Endurance Racing
AER rules are pretty similar to those above, but add that the slower car should indicate which side they want to be passed on that cars in different classes should not interfere with each other.
9. Passing
9.1. Every competitor has the right to racing room, which is defined as sufficient space on the paved racing surface that under race conditions a driver can maintain control of his car in close quarters.
9.2. The car entirely in front has the right to choose any position on track, so long as it is not considered to be blocking. Blocking is defined when a driver makes two or more line changes in an attempt to prevent the trailing car from passing.
9.3. A driver who does not use his mirrors or appears to be blocking another car attempting to pass may be black flagged, and may be penalized.
9.4. Ultimately, the decision to make a pass and do so safely solely rests with the overtaking car. The car being overtaken should be situationally aware of the fact that they are being overtaken, and not make any sudden or unpredictable moves or blocks to impede the ability of the overtaking driver to pass.
9.5. When possible and when it becomes apparent that a pass is going to occur, it is a courtesy and strongly suggested that the car being passed to indicate to the passing car on which side they would like to be passed on.
9.6. Cars who are not racing in the same class are strongly encouraged to work with each other to effectuate a prompt and safe pass. Drivers should be aware that they may come upon a situation where two other cars are in a heated battle in their respective class and should try to accommodate any passing required without holding up that battle. It should be noted that this applies to classes faster and slower than you.
NASA has the most detailed rules on passing as they have several examples and rulings in the appendix. It's very useful to read this section even if you have no interest in racing with NASA.
25.4 Rules for Overtaking 25.4.1 Passing General
The responsibility for the decision to pass another car, and to do it safely, rests with the overtaking driver. The overtaken driver should be aware that he/she is being passed and must not impede the pass by blocking. A driver who does not watch his/her mirrors or who appears to be blocking another car seeking a pass may be black-flagged and/or penalized. The act of passing is initiated when the trailing car's (Car A) front bumper overlaps with the lead car's (Car B) rear bumper. The act of passing is complete when Car A's rear bumper is ahead of Car B's front bumper. "NO PASSING" means a pass cannot even be initiated. Any overlap in a NO PASSING area is considered illegal.
25.4.2 Punting / Passing in Corners
The term "punting" is defined as nose to tail (or side-of-the-nose to side-of-the-tail) contact, where the leading car is significantly knocked off of the racing line. Once the trailing car has its front wheel next to the driver of the other vehicle, it is considered that the trailing car has a right to be there. And, that the leading driver must leave the trailing driver enough "racing room." In most cases, "racing room" is defined as "at least three quarters of one car width." If adequate racing room is left for the trailing car, and there is incidental contact made between the cars, the contact will be considered "side-to-side." In most cases, incidental side-to-side contact is considered to be "just a racing incident." If, in the case of side-to-side contact, one of the two cars leaves the racing surface (involuntarily) then it may still be considered "a racing incident."
25.4.3 Right to the Line
The driver in front has the right to choose any line, as long as they are not considered to be blocking. The driver in front loses the right to choose his or her line when the overtaking driver has their front wheel next to the driver. Note: This rule may be superseded by class specific rules. As an example, once the lead car loses the right to choose the line that driver cannot "squeeze" another vehicle off of a straight away claiming the "three- quarters of a car width."
25.4.4 Blocking
A driver may choose to protect his or her line so long as it is not considered blocking. Blocking is defined as two (2) consecutive line changes to "protect his/her line," and in doing so, impedes the vehicle that is trying to pass with each of the two (2) consecutive movements. Drivers are encouraged to check with the Race Director for a full explanation before the start of the race.
Ian Korf Uncategorized Leave a comment 2017-11-26 2019-01-14


Katherine is the chair of the Steering Group and has been working with the JLA since 2008, developing methods for involving patients and clinicians in setting priorities for research. She chairs a number of Priority Setting Partnerships and also co-wrote the JLA Guidebook. Her role is to ensure that the process is undertaken in a fair, rigorous and transparent way, with input from patients, their partners and healthcare professionals.
Hayley joined FSRH in August 2015 as part of FSRH's new Policy and Standards team. In her role as Policy Assistant she drafts FSRH consultation responses, monitors ongoing SRH policy developments and provides support for various FSRH Committees.
Eric is a Researcher at the FSRH Clinical Effectiveness Unit (CEU) based at Chalmers Centre, Edinburgh. This role involves conducting systematic reviews to inform evidence-based medicine.
Eric's research interest is in sexual and reproductive health and he comes from a multi-disciplinary background (PhD in Sociology, MSc in Public Health Research and BSc in Reproductive Biology). Eric utilises both qualitative and quantitative methods in his research and has tutored students at Honours and Postgraduate level on research methodologies.
Eric also works as a youth worker in various voluntary and statutory sector organisations including the Health Opportunities Team, an Edinburgh-based sexual and emotional health youth charity, and the City of Edinburgh Council.


text:
UPDATE: Gary Road Widening Project
Update (04/13/2021): Starting April 19th Charbray Drive connection to Gary Road will be closed through May 7th for paving operations.
Turning the 2-lane road into a 5-lane road will cause the project to last about eight months, aiming to complete August 2021. Work will cause some possible delays due to speed reductions and lane restrictions. Please plan for extra travel time and drive with caution.
The proposed work is located on Gary Road between Empire Boulevard and approximately 1,000 feet south of Riggs/Combs Road, totaling approximately 4,400 linear feet. Gary Road delineates the boundary between Pinal and Maricopa County. The east side of the improvements are within San Tan Valley, in unincorporated Pinal County. The west side of the improvements fall within both unincorporated Maricopa County and the Town of Queen Creek (Maricopa County).
The project includes microseal and restriping of Gary Road from Hunt Highway to Empire Boulevard (approximately 9,500 linear feet) and Empire Boulevard from west of Zachary Road to Gary Road (approximately 1,500 linear feet). Within these microseal limits, areas of asphaltic mill and replace are identified on the project plans. The microseal section of Gary Road is fully within San Tan Valley, in unincorporated Pinal County. The south half of Empire Boulevard is within San Tan Valley, in unincorporated Pinal County and the north half is within unincorporated Maricopa County.
Construction Started: Nov 16, 2020.
Planned construction completion August 9, 2021.
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Thursday, 13 January 2022 Plans move forward to close Florence prison


In response to popular demand, this download contains the chapter-by-chapter application solutions for chapters 2-5 of this project. This is the C# version of the code. These chapter by chapter solutions are created by forum user MythicalMe and are not supported by Wrox/Wiley technical support.
1. The class heading "MB.TheBeerHouse.DAL.Articles.Provider"
1. The class heading "MB.TheBeerHouse.BLL.Forums.BaseForum"
2 The class heading "MB.TheBeerHouse.DAL.CommentDetails"
4 "Body : decimal" should be "Body : string"
5. In class "MB.TheBeerHouse.BLL.Articles.Article", "Category : MB.TheBeerHouse.BLL.Srticles.Category"