Attend a user group near you!
Monday the 9th March 2015 signals the official start of Salesforce Lightning Developer Week. Have you registered to attend and event at one of the UK groups? It may not be too late to sign up!
These events are going to allow you to get hands on with many of the new Salesforce Lightning product family members. Lightning Components and Lightning App builder, for the creation of the next generation Salesforce user interface. Lightning Process Builder, for the next generation of workflow, and Lightning Connect for (what I think is) a paradigm shift in line-of-business data integrations.
If HM Revenue & Customs have allowed the boxes through the border, you can can also expect some nice swag items. Maybe stickers, definitely t-shirts and possibly some sponsor give away prizes. Make sure that you arrive on time to maximise your chances!
The biggest benefits though will be the people you meet and the conversations that you have. Whether that is with one of the presenters or with people "just like you", we are all going to need to work together to digest and apply all this new stuff in our projects.
If you have anything to do with the configuration and customisation of Salesforce, Lightning Developer Week is for you. You may go by the label of being a Salesforce "developer", or you may refer to yourself as a Saleforce "administrator", maybe your job title may contain words like "solution architect" or "business analyst". The content (I have seen it) is going to be relevant to you, and you're are going to find out about, and try out first-hand, the tools and techniques which we're all going to come to rely on to get our jobs done in the next couple of years.
There is still time! Whilst the London event is sold out, there are a total of four events running in the U.K. this week. If you really can't make it, then make sure that you join the meet up groups and attend an event soon. You'll be glad that you did!
My home town, so I am doubly disappointed to not be there with a team of talented Salesforce experts that I know well. You are assured of a warm welcome in Bristol, so what are you waiting for?
I've not visited yet, but have heard good things about this group. Check it out if you're based around the Midlands.
Salesforce MVP & Maven, Paul Battisson will be supported by Salesforce MVPs Phil Walton & Josh Hoskins. This is a great group with lots of talented people happy to share their knowledge.
Wednesday, March 11, 2015 Devs & Admins!
Currently sold out. This is a joint meeting held by the developer and admin user groups. The total number of RSVPs was capped at 150, and there was still a waiting list! Just goes to show how strong Salesforce technologies are in the capital city.
Along with some famous names, I will be here too! I am presenting the section about Lightning Connect. Wish me luck & I hope that you have a great Lightning Week! It's going to go lightning fast!
In last weeks "part 1" post, I introduced why I needed to log faults and information from Salesforce Visual Workflows which I have been writing . I recommend reading that post before digging into the detail here.
With a custom object in which to store any fault or status messages I was able to use a simple flow component to create a new record from inside any flows which I wrote. I enhanced this pattern by having several flavours of flow to log different information.
LogFault is my flow which I wire up to fault connectors in every flow that I write. When I just want to send application messages, I use my LogInfo and LogInfo flows.
All three logging flows share the same structure, here is the LogFault flow.
Input only, passes the message from the calling flow.
Input only, passes a combination of the calling flow's Id and name (as explained in part 1).
Output only, returns the Id of the created process log record to the calling flow.
The formula to FormatDefintionURL takes the flow's Id and appends it to the Salesforce URL to make a link which can be clicked to quickly access the flow definition when I am investigating any problems.
Here is how the values are mapped to the record create component as part of the call.
That is all that is needed to create the flow. Don't forget to make the start element with the green arrow.
Because there is only 1 element in the flow, the editor will give a warning when the flow is saved. It's okay, it will still run.
Now the LogFault flow (and it's siblings, LogError and LogInfo) have been created they can be used in new and existing flows. I actually went back to all the flows in our production org and updated them to add not only fault handling, but also information messages. I was very glad that I did as it helped me solve a number of logic problems and field permission errors.
Taking the idea of adding logging to an existing flow, lets start with the following very simple flow which checks if a contact exists, and if not creates a new one before returning the Id of the new or existing contact.
This flow has two data access components, if a fault is raised by them nothing is reported and nobody is any the wiser, save for maybe the original author that wrote the flow who might get a system generated email. We can do better than this!
The log flows are available in the palette and can be added to the flow.
The flow is transformed! It still does the same basic function, but we have two very important additional features. The fault connections are wired up for the two data access components, now if there is a problem we will have a record of it. There is also a record of the beginning middle and end of the flow's progress. This type of information is invaluable when troubleshooting a flow.
Here is the information which the flow logs when it is run under different conditions.
Looking at a single record, all the captured fields can be seen.
My favourite feature is the URL field as it saves me so much time to be able to jump to the flow definition when reviewing the logs. And because the process log is a Salesforce custom object I am able to use it in reports, dashboards and I've even hooked it up to a push topic on the Streaming API. But that's another story for another post.
I hope that these two posts have provided ideas around instrumenting your business processes, and I am sure that there is a lot more which can be done to build on this foundation.
@ZacharyJeans is a Twitter machine (nearly 100K posts!). So it's good to see him roll up his sleeves and have a crack at Salesforce's Trailhead learning challenges.
It can be hard work to get started, but social media can provide a lot of moral and practical support!
The actual problem that Zachary had to solve for his Trailhead challenge was the opposite of what I explained here. In this example we have a contact which will refresh it's address information from the parent account every time it is updated. The Trailhead challenge called to update all child Contacts whenever the account was updated. Good job I didn't do his homework for him!
Here is the walk through which I wrote at the time. I found it very interesting to see where someone new to Process Builder started with the tool. Hopefully these pointers helped, I think they did as he tweeted later showing some of his new Trialhead badges!
Create the process and set it to fire on create & update of a Contact record. Remember though that in a nice clean Salesforce environment, when the new Contact is displayed it defaults the address fields from the owning Account. So this is more a scenario for updates.
Depending on the scenario, you can set the filter conditions as needed. Here I am working with just the street and postal code. Thanks to the new feature in Process Builder, we can "OR" these conditions.
In a real situation my preference here would be to have a formula field checkbox outside of the process which I would used to model the criteria. I'd call the field something like "Update Contact Address Required". But for now, let's use the standard fields on the object.
With the criteria set, the branch to the action will be followed whenever they are true.
Then set the Contact fields to come from the related Account fields.
Set each field, I have just updated the street and postal code.
Save, Activate, TEST TEST TEST!
You are going to feel so great when this runs and works first time!
Here's my new Contact with the street and postal code copied in by the process!
If it doesn't work first time, then retrace your steps. If it does run, don't just go and have a coffee to celebrate, TEST SOME MORE!
Why? Because there is a gotcha in here which will cause an error… can you find the cause?
After all, this is a computer program!
….update. The gotcha is that updating a contact which has no Account will cause an error.
The solution is to add an extra condition into the process filter to make sure that the update is only fired when an Account is listed for the current Contact.
I have been experimenting with this error handling pattern for my own flows for the last couple of months and I just co-presented to a meeting of the London Salesforce Admin user group. I shared the presentation with Salesforce MVP Mike Gill, who has been very active in applying Flow to solve lots of different problems.
My need for a structured approach to managing the errors thrown by a running flow came about from my work to engineer a lot of processing within my own Salesforce instance. I didn't have the happy experience of the flow running correctly first time, that's never going to happen. So there was a learning curve in using flow and I was finding myself struggling to uncover the reason why parts of the overall process were failing. There were also situations where the flow completed but I didn't get the outcome I was expecting, such as order records not being created or no invoice line items to accompany the invoice header. I had no visibility to the process of the flow as it ran, other than checking for record updates and creates and interpreting if my logic was correct.
The muddle of my early flow development only started to fit into place when I started to record both, flow fault messages, and log messages to report the state of the system at key milestones.
The solution is very simple, I don't expect anyone to be impressed by the technology. But, if like me you find yourself wanting to track faults and successes from your flows, maybe this is a software pattern which can help you.
The fields within the object allow me to perform useful functions with the Process Log when it's displayed.
Having different types of log entry will allow me to filter by Fault/Error/Information.
The role of these fields is simple, capture the message text sent from the flow. This could be the fault message text when something goes wrong, or it could be an informational message indicating that a milestone has been reached.
The Summary field is a shorter version of the Message long text field and will contain the first 255 characters of the message. Having a simple text summary allows the start of the message (often the whole message) to be cleanly displayed in list views and used in other places within Salesforce where long text fields are not in favour such as formulas and streaming API topics.
The Flow Definition field is a URL was a late addition to the pattern but have proven to be very useful. Using the Id portion of the Flow Name in combination with the URL of the Salesforce org provides a very quick and easy way to open the flow definition and start looking for the cause of the fault.
Set up the custom object and have Salesforce add a tab for it, and I now have everything that I need to understand how my flow is behaving, and when it is misbehaving.
I have reviewed a lot of sample flows, and read a lot of blog posts written by other Salesforce users who have been making use of this technology. In all the examples I am very surprised that the topic of fault handling is very often absent. In any system errors are inevitable, and we need to plan for them happening.
Salesforce Flow provides what are called "Faults" for many of the components which can be placed onto the design surface. Any component which accesses the database (Creates, Updates, Fetch) provide a fault connector. Here's the documentation from Salesforce about Flow Fault Connectors, so I don't need to write them.
My approach is to make sure that I use the fault connector for every component in my flow which can return a fault. In order to do that in a way that is reusable I created a flow specifically for logging fault messages. I even gave it a simple name "LogFault".
In every flow that I write I make sure to add a sub-flow to my LogFault and make sure that all components which can raise a fault are wired up to it.
The contents of the LogFault flow could not be simpler, it's a RecordCreate call to the Process Log custom object.
In the next post I will describe the anatomy of the LogFault flow, and describe how to make additional flows to LogError and LogInfo.
In celebration of #FlowFeb I describe the common problems I encountered when adopting Flow. If you are starting out with Flow, I hope that you will find a few guiding principles below.
Next time I will go into more detail about how monitoring the progress of Flows helped me improve quality, and my productivity.
I've been writing Flows in earnest for about 6 months now, since the pilot/beta for Flow triggers came about and made it possible to run background processing. In the beginning I was VERY lazy and didn't bother to put any error handling into my Flows preferring to hope for the best when they ran. In my defence let me say that the Flows were running in developer orgs or a very quiet corner of the Desynit live org, just to see what was possible.
My first piece of advice is to point out that hoping for the best and implementing business processes are not a healthy combination. First of all, if a business process is supposed to happen and it doesn't, somebody is going to be unhappy and start looking for you. Second, if there is no alert or evidence that something went wrong it's doubly bad (and they will realise eventually and come looking for you!).
My most immediate problem though was that my Flows weren't running correctly first time, or for quite a few times during development and testing. This was leaving me frustrated as I battled to develop my Flows.
If I was going to make use of Flows seriously to solve real world problems for paying customers then I was going to have to up my efficiency and productivity, and that meant getting stuff working quicker. I quickly found that it was possible to monitor Flows in near-real time by having the Developer Console open when I test ran the Flow. Just as with debugging classic workflow and Apex, this was an easy way to capture the log and then read/search through it to find out what's gone wrong.
I was able to use debug logs and the Developer Console to sus out the cause of Flow misbehaviour ("misbehaviour" is what I am choosing to call the results of my early slap-dash Flow programming) and these logs were helping me along the road of exploring the capability of Flow to model more complex business processes within our own live Salesforce org.
Capturing logs worked well for development and testing, and taught me a lesson (as if it ever needed to be taught) that I needed to make sure I caught every exception which was raised in the Flow. I ran into so many unexpected "unhandled exceptions" when first deploying my Flows. The most common cause was that the Flow user did not have permission to update a field referenced in the Flow.
I banged my head against the wall many times, even with what I thought were the simplest of business processes, but Flows were just grinding to a halt because of field permissions. That's a whole other blog post, but take my advice and have a Permission Set for each of your Flows and make sure that the objects and fields in the Flow are set to read or write access as needed by the Flow.
My next lesson came from trying to support my colleagues the first version of an invoice processing Flow which I had written. There were problems with field permissions (I had not taken my own advice to have a Permission Set for the Flow), and also data scenarios which the Flow was not yet set up to handle. In some cases I had exception handling which was reporting the fault to the user on their screen, in other cases the fault was not handled, and the Flow died in front of the user with a generic message. For all my energy and enthusiasm about Flow and what is was going to do for us, they were not very impressed.
I had my first Flow in production but it wasn't working smoothly. The feedback that I was getting from the users varied in quality and detail, and I could not always be on hand to look over their shoulder and get the information needed to correct the problem.
What I needed was the ability to capture not just the fault message from the Flow and any other information which would give me as much detail as possible so that I could understand how far the Flow was getting before it failed. I needed to instrument my Flows..
Search #FlowFeb on Twitter for a selection of posts from other Flow fans.


text:
http://tzr.io/yarn-clip/84c75d58-60e5-409c-b19c-9c072d1e3668
#wait
#why
#wow
Squid Game (2021) - S01E01 Red Light, Green Light
That's it! That's it! That's it!
That's it, that's it, that's it.
Hawaii Five-0 (2010) - S01E01 Crime
- That's it? - That's it. That's it.
Bad News Bears (2005)
That's it, that's it, that's it!
Sons of Anarchy (2008) - S04E07 Crime
X-Men: Dark Phoenix
Married to Medicine (2013) - S09E05 An Axe to Grind
The Monkees (1966) - S01E24 Monkees à la Mode
The Hardy Boys/Nancy Drew Mysteries (1977) - S01E03 The Mystery of Witches' Hollow
That's it, that's it. That's it.
Cheers (1982) - S03E10 Diane's Allergy
THAT'S IT. THAT'S IT! THAT'S IT!
Grey's Anatomy (2005) - S08E24 Flight
That's it. That's it. That's it. Great.
Black Mass (2015)
- That's it? - Yeah, that's it. That's it.
Halloweentown II: Kalabar's Revenge
There, that's it. That's it, that's it.
Blue Chips (1994) Sport
That's it. That's it. Neon. That's it.
Station 19 (2018) - S04E16 Forever and Ever, Amen
Andy: That's it, that's it, that's it.

redpajama_set_name: RedPajamaCommonCrawl


Significant changes in Japanese pharmaceutical regulations and procedures are impacting the development of new drugs in Japan as well as global development programs. This short course will describe the major drivers of the regulatory system, including the Pharmaceuticals and Medical Devices Agency (PMDA) and Ministry of Health, Labor and Welfare (MHLW), regulatory procedures during drug development (consultations with PMDA and clinical trial notifications), the integration of Japanese drug development with East Asian and global drug development, orphan drug regulation and J-NDA preparation and review. Several development strategies available to address Japanese requirements for new drug approval, as well as selected post-approval requirements, will be discussed.
This short course is designed for professionals involved in regulatory affairs, project management, and clinical development who are involved with global development projects involving Japan.


L'Peques Centro Infantil offers high-end childcare. The long opening hours offer flexibility to busy working parents. Owner Lola is wonderful with the children and has brought a simple space to life. What's more, she tries to accommodate parents wherever possible; drop off and pick-up times can occur anywhere between 7.30am and 8.30pm and one-off days are also possible with some notice.
Our first introduction to this place says it all: one morning, while we walking past it, a parent standing outside noticed we had a toddler, and said 'you should bring your child here, it's fantastic.' Now I know what he was talking about. My daughter now goes to L'Peques a couple of times a week – and sometimes on extra 'óne-off'days – and she absolutely loves it. She looks forward to 'Lola's house' every time and literally runs to Lola's door from the pram. She also never wants to leave!


Poetic Descent is an alternative metal band comprised of former members of Mayfly. The band recently released "Close Encounter," the first out of a series of songs that will be released in the next few months.
Poetic Descent recently inked a deal with Swamp Fawx Artist Collective, which is run by Joel Holycross, friend and former Mayfly bandmate.
Joel states that as soon as Jared shared Poetic Descent's music with him, he had to be a part of it.
So they had a casual meeting at Steak N Shake, and signed the lines.
Contact your favorite rock station and request it today!


These items are on hold for specific customers. Please do not purchase unless the item has been reserved for you by prior arrangement.
This service allows you to consolidate all items you want to purchase in any 7 day period into one package, avoiding multiple mailings and postage charges.
To place an item on hold, simply email me the item name. I will move it here, reserved for you to purchase at your leisure that week. Please do not purchase the item and then ask me to hold it for you. Completed orders cannot be retrospectively consolidated - you must purchase all the items you want together in one order to only incur one postage and packing charge.
Only 'one off' items may be reserved. An item is considered 'one off' if there is no quantity box and just the 'add to cart' box in the item description. Other stock items from the store cannot be reserved.
Items not purchased within the 7 days will be made available to all once more. Please only reserve items that you intend to purchase, do not reserve items on a 'maybe' basis as that is not fair to other customers. I reserve the right to refuse to hold items for naughty people.
And one last thing.... I can only reserve an item once I have read your email! And until I have those items will still be available for sale to all. Please bear this in mind if you see a set of beads you simply HAVE to have, because I don't do commissions or make the exact same beads twice!


Instagrammer Amyleeactive has impressed us with fanned apple flowers.
Serve with a Sara Lee ice cream.
Stir powdered sugar and a sprinkle of cinnamon into sour cream and dollop on!
Add big and juicy chocolate dipped strawberries like Instagrammer Mycupcakeaddiction.
Instagrammer Cookrepublic has turned a Chocolate Swirl Bavarian into a Cherry Smores creation.
Dress up a Chocolate Swirl Bavarian with dollops of cream and chocolate shards. Courtesy of Instagrammer Snowflakespalmtreesandpretzels.
Instagrammer Sugaretal has added chocolate honeycomb crumbs and poached pears to a Sticky Date Pudding.
Instagrammer Thelebaneseplate has shared a photo of a Chocolate Swirl Bavarian topped with ice cream and balsamic fruit sauce.
Serve a Bavarian with fresh berries, like Instagrammer Whitneylouise.
Pipe or dollop whipped cream and top with strawberries or other seasonal fruits.
Serve Sticky Date Pudding with slices of caramelized bananas, toasted walnuts and ice cream. Courtesy of Instagrammer Bellyrumbles.
Drizzle with stirred-up plain or vanilla yoghurt.
Top a Chocolate Swirl Bavarian with fresh strawberries, chocolate pieces and chocolate biscuit crumbs. Courtesy of Instagrammer Bellyrumbles.


text:
Q: ggplot2 change date axis limits for each individual facet panel using facetscales package I'm wondering whether someone can help me in applying the facetscales package to create different date ranges for each facet. I know something similar can be achieved using scales = "free_x" in the call to ggplot, but I am hoping to use this to also programmatically determine the number of days by which each facet's scale should be expanded.
I have seen a related question answered here (see Uwe's answer), but I cannot get the code to evaluate correctly with dates.
I have included a short example of my data below. From Uwe's answer to the question, the I expect a list of ggplot ggproto objects that can be included as a list in the plotting function, however, the code does not seem to evaluate the dates properly.
Any help much appreciated.
df <- structure(list(zone = c("zone1", "zone1", "zone1", "zone1", "zone1",
                                                            "zone1", "zone1", "zone1", "zone1", "zone1", "zone2", "zone2",
                                                            "zone2", "zone2", "zone2", "zone2", "zone2", "zone2", "zone2",
                                                            "zone2"), date = structure(c(16294, 16295, 16296, 16297, 16298,
                                                                                16299, 16300, 16301, 16302, 16303, 16304, 16305, 16306, 16307,
                                                                                16308, 16309, 16310, 16311, 16312, 16313), class = "Date"), Q = c(317,
                                                                                299, 290, 276, 277, 238, 239, 266, 278, 278, 93, 102, 107, 124,
                                                                                122, 110, 93, 89, 85, 92)), class = c("grouped_df", "tbl_df",
                                                                                "tbl", "data.frame"), row.names = c(NA, -20L), groups = structure(list(
                                                                                zone = c("zone1", "zone2"), .rows = list(1:10, 11:20)), row.names = c(NA,
                                                                                -2L), class = c("tbl_df", "tbl", "data.frame"), .drop = TRUE))

facet_params <- df %>%
    group_by(zone) %>%
    summarise(start_date=min(date, na.rm=TRUE), end_date=max(date, na.rm=TRUE)) %>%
    mutate(duration = end_date-start_date,
                 extra_days = trunc(as.integer(duration)*.3),
                 breaks=c(2,4))

scales_y <- facet_params %>%
    str_glue_data(
        "`{zone}` = scale_x_date(limits = c({as.Date(start_date)}, {as.Date(end_date)}), ",
        "breaks = seq({as.Date(start_date)}, {as.Date(end_date)}, {breaks}))") %>%
    str_flatten(", ") %>%
    str_c("list(", ., ")") %>%
    parse(text = .) %>%
    eval()

A: I'm no expert in computing on the language, but as you mentioned, the dates weren't being evalued as proper dates. The error messages seemed to suggest that the dates were being interpreted as the mathematical expression 2014 - 8 - 12 (= 1994). To fix this, I've moved the as.Date() function outside the brackets and put single quotation marks around the brackets. Now, the dates are evaluated as "2014-8-12" which as.Date() can see as proper dates. Also I've replaced seq() with seq.Date(), but I don't know if that is absolutely necessary. The code below worked for me:
scales_x <- facet_params %>%
  str_glue_data(
    "`{zone}` = scale_x_date(limits = c(as.Date('{start_date}'), as.Date('{end_date}')), ",
    "breaks = seq.Date(as.Date('{start_date}'), as.Date('{end_date}'), {breaks}))"
  ) %>%
  str_flatten(", ") %>%
  str_c("list(", ., ")") %>%
  parse(text = .) %>%
  eval()

library(facetscales)

ggplot(df, aes(date, Q)) +
  geom_line() +
  facet_grid_sc(~ zone, scales = list(x = scales_x))

redpajama_set_name: RedPajamaStackExchange


text:
René-Just Haüy
René-Just Haüy (February 28, 1743 – June 3, 1822) Haüy was a French priest and mineralogist, sometimes referred to as the "father of modern crystallography." Haüy developed a theory of crystal shapes based on the idea that crystals are made up of fundamental units, which he called "integrant molecules," arranged in a lattice that is periodic in three directions. He showed that by assuming the number of molecules in successive layers changed by constant increments he could explain all the angles that crystal faces made with each other. The mathematical rule he derived was essentially equivalent to what is now called the "law of simple rational intercepts," which is the fundamental law of geometric crystallography. He gave a systematic classification of all then-known minerals by their geometric properties. Haüy's ideas were very influential and their validity and physical basis were eventually established in the early twentieth century by use of X-ray diffraction. During the French Revolution, Haüy refused, as a faithful priest, to take an oath accepting the Civil Constitution of the Clergy, a law by which the revolutionary government took control of the Catholic Church. For this he was thrown into jail, but managed to survive the September Massacres, in which many Catholic clergy were put to death.
Copyright Information on Picture of René-Just Haüy
« Charles Hermite
Francesco Grimaldi »


Deluxe AC Rooms are fully air-conditioned rooms which come with a double bed. These rooms can accommodate up to 2 adults and 1 child. All modern amenities are provided in the rooms. The rooms near Jigani Industrial Area a re tastefully furnished and have a great view of the outdoors.


Dj diem -- The Dirty Martinez radio show! -- Home of the original dj diem; since 1993 baby!
An internet radio show that started with the motto "40 oz. in 40 minutes" and then (thank dog) got better. It featured live guests radio dj'ing their favorite tunes, and a live bank or dj after.
(3-15-04) Featuring Buphalo (Mark) and it's Joey's B-Day. DJ Kirby!!! dirty breaks! uh huh!


text:
Posted: 2022-01-14 20:39:20 By: jacob
– By J. Patrick Boyer
The Automobile Revolution Comes To Muskoka
Part of what gave the "Roaring Twenties" its name was the way "horseless carriages," as they were first called, made so much more noise than horses.
The decade's accelerating pace and rising decibel count is really the story of the internal combustion engine and its revolutionary impact on road transport, in the air, and on water. The internal combustion engine-powered not only passenger vehicles and trucks but early buses, airplanes, and speedboats. On any given day, you could hear a roar just about anywhere.
Engines had been evolving since the late 1700s, and dozens of scientists, inventors, and engineers played roles developing them, with patents being granted as early as 1807. In 1859, Belgian-French engineer Étienne Lenoir developed the first commercially successful internal combustion engine. Twenty years later, German engineer Nikolaus Otto came up with its first modern version, using petroleum gas for fuel. Two decades after that, German mechanical engineer Rudolf Diesel invented a more fuel-efficient system and, in 1897, successfully tested his Diesel engine, which required heavier, more robust construction than a gasoline engine.
Long before that, way back in 1867, the year of Confederation, the first automobile in Canada had been built by Henry Seth Taylor at Stanstead, in Quebec's Eastern Townships. It was run by a steam engine. In the early 1900s, these had been improved, and at least one early automobile in Muskoka was steam-powered. Electric motors were also in the running, and in time, Diesel engines, too, would be developed for passenger cars.
But for a variety of reasons, the noisy gasoline-fueled internal combustion engine became most popular, then dominant.
Up to the First World War, about 40 motor vehicles could be heard puttering around Muskoka. The first in Bracebridge was a 1910 Russell-Knight touring car, owned by lawyer Arthur Mahaffy who was also Muskoka's member of the provincial legislature. In October 1910, Huntsville's Dr. Jacob Hart, who'd built the town's first hospital, was back in the news driving its first motor vehicle. Hart told the Forester for its front-page story he expected to take his McLaughlan-Buick "out into the countryside to attend patients."
Another Muskoka doctor, Peter McGibbon of Bracebridge, also switched from horses to automobiles and, by 1914, was piloting a roomy, comfortable, and swift 35-horsepower Overland through town and countryside – at least to the extent Muskoka's treacherous roads permitted. Muskoka's first woman car driver was, it appears, enterprising Mabel Brown. She owned and operated her own main street millinery shop in Bracebridge before marrying Dr. McGibbon. She used the Overland when he was performing surgeries.
Dr. Peter McGibbon - Bracebridge.
In Gravenhurst, too, doctors at the tuberculosis sanitariums and businessmen of the town were now among those driving a variety of cars.
Automobiles were also finding their way to Muskoka's villages. From as early as 1907, Baysville's first cars were driven by the hotel-owning Hendersons and touring guests staying at their resort who'd adventurously driven up the Bobcaygeon Road to Lake of Bays. By the end of the war, Port Carling's first automobile would be owned by William Massey, tugboat engineer, livery stable owner, and skillful practical mechanic who loved engines so much he would soon open the village's first garage as well to service cars. "Cars," of course, was short for carriages, itself an abbreviation for "horseless carriages."
Automobiles were expensive. Most came from small Canadian plants turning out just two or three a day. Many were custom-made, making them pricy. Regular folk considered them a plaything for the rich, something they'd never own.
That 1910 Russell-Knight car Muskoka's MPP was driving shows more about the state of pre-war vehicles. For instance, it was called a "touring" car because it had both front and back seats. The driver could take enough passengers to qualify the trip as a tour. Nearly all touring cars held 5 passengers, but some had fold-down seats attached to the back of the front seat, enabling car salesmen to promote them as 7-passenger automobiles.
A car with a single seat was called a "roadster" – which sounds like more fun, a pioneer sports car. At the back of some roadster models, where we'd now find the trunk, a couple could ride in a separate area called the "rumble seat" – even more fun.
Mr. Mahaffey's car had other notable features: the back seat was higher than the front one, enabling touring passengers to enjoy a better view and more wind in their faces. All cars in this era were open to the elements.
What about warnings? Horse-drawn vehicles could be heard by bells attached to their harnesses, but automobiles, like bicycles which had become a rage since the 1890s, were equipped with a warning horn, as they are today. It was installed in front of the dashboard and the driver honked by squeezing a large rubber bulb on the steering column to push air through the horn. By 1908 a variation called a "Klaxon" – a brass-tube horn with an even sharper warning blast – was fastened beside the driver, who operated it by jamming down on a plunger. Also a large brass bell was part of this arsenal, which the driver could ring with increasing urgency to warn of an impending crash.
What else? Mr. Mahaffy's Russell-Knight, like most cars, had a four-cylinder engine, though some models had six. None could be started remotely with a fob like today, though you did have to be outside the vehicle to get it going. A driver hand-cranked the engine while standing at the front of the car.
Headlights operated on gas, side-lamps on coal-oil, which was used to illuminate the tail lights. They showed green to the left, red at the rear, with a clear light at the right shining onto the leather licence plate displaying the vehicle's registration number. Before long it was upgraded from leather to more durable metal.
Nobody needed a driver's licence. Everyone had the right to drive their own car, just as they did their horse, or boat.
At first, there were no garages to service autos. Gasoline was sold at pharmacies because licensed pharmacists were trustworthy for handling dangerous liquids. Then hardware merchants, who sold coal as fuel for engines and furnaces, considered themselves just as equal to the task of fueling cars. In Bracebridge by 1914 gasoline could be bought for 20c a gallon at Ecclestone & Bates Hardware Store on the Main Street. A clerk carried it out in a 5-gallon can and poured it into the car's tank through a funnel with a chamois for a filter. Some motorists began keeping a barrel of gasoline in their garage. Car owners did their own grease jobs, filling and screwing down grease cups.
Tires were a real problem.
Completely smooth, no tread. Wheels spun even in mud puddles. When roads themselves became muddy, drivers put chains on the tires, standard equipment in the car, to give traction. Flat tires were common, which is why a couple spares were carried, perhaps even more when motoring up to Muskoka from Toronto – a trip requiring many hours, even more when changing flat tires. Drivers inflated them by hand pump.
The brakes on every automobile were just two-wheel and mechanical. No vehicle had windshield wipers, nor – especially bad when bouncing over Muskoka's rough roads – shock absorbers.
For car trouble that a motorist could not solve on their own, most communities had somebody who could diagnose the problem and make a fix. In Bracebridge, best bet was Bill Simmons, superintendent of the town's electric and water systems. He'd help, gratis, but if heavy work was needed, the car was towed by horses to the foundry where a fee was charged.
For ceremonial occasions especially, automobiles began replacing horse-drawn vehicles. In late July 1914, on the very cusp of world war, virtually every car then in Bracebridge marshalled at the train station, fully polished and fueled, waiting in a procession to transport Canada's Minister of War Sam Hughes and two dozen District dignitaries. When the hero of the hour arrived aboard his special military train, two town bands played, hundreds cheered, and all fifteen automobiles, bearing Hughes and the entourage, rolled through town to a boisterous pro-war rally at Memorial Park. While people along the route waved at the officials, they gazed even more intently at the stunning array of passing Studebakers, Overlands, Chevrolets, Fords, and McLaughlan-Buicks being driven by their proud owners.
So there's a snapshot of early automobiles in Muskoka. Let's now turn to how technologies that rapidly advanced during the highly mechanized war became extended for civilian purposes in peacetime, and in turn, how the Roaring Twenties motor cars began altering the very character of Muskoka itself.
By the end of the war, through 1918 and 1919 changed men came home to a different Muskoka. At first, Muskokans along with the rest of the world put things on hold and struggled for months through the Spanish Flu pandemic which claimed millions of lives across the continent and around the world. After all that, a new era for automobiles became an economic, social, and cultural revolution.
As speed of travel increased, distances seemed shorter, going places more convenient. Ontario, and the entire continent, was on course to become a network of connecting roadways. Automobiles, which before the war were few and owned by the wealthy, now gave new freedom to hundreds of thousands, then millions, of individuals in all ranks of society.
When carmaker Ransom Olds conceived of interchangeable components, assembly-line production became possible, reducing a car's price to customers. Manufacturers began mass producing them, and people who previously owned a horse to pull their buggy or sleigh now bought a car. Birth of this dynamic new economy for automobiles brought far-reaching social changes, enhanced personal mobility, and created a new car-centric culture. In the Roaring Twenties, cars were all the rage.
Let's look more deeply at how that happened and what it meant.
In the 1920s, Canada became the world's most motorized country after the United States. Each year of the decade, an increasing number of cars, trucks, buses, and motorcycles were registered. The number rose from 408,000 new cars in 1920 to 1,235,000 by 1930 – that's more than one and a-quarter million new vehicles in Canada every year. The auto industry went from eighth to fourth place among Canadian manufacturing industries. During the decade the amount of money invested in car-making more than doubled, from $40 million to $98 million.
Two factors, above all others, were behind these impressive numbers. One was Canada's stiff 35% import duty on cars. This tariff wall caused American automakers to open branch plants north of the border. Although smaller car companies merely assembled new vehicles in Canada using lower-tariff American-made parts that they'd shipped over, the "big three" auto makers – Ford, General Motors, and Chrysler – opened factories that did more than assembly work. They actually built their vehicles entirely in Canada.
By manufacturing on this side of the border, the technically advanced and lower-priced vehicles were more easily distributed across the country and sold to Canadians. In addition to making competitively priced cars for Canada's market, these American-owned subsidiaries, as Canadian companies, got a second benefit when exporting cars to any part of the vast British Empire. Thanks to "Imperial Trade Preferences," this British system of lower tariffs created the Empire's own common market. With Canadian-built motor vehicles, the Americans had, like a Trojan Horse, gotten themselves inside the fortified British enclave, enabling these U.S. auto makers to indirectly slip their products sideways without the high tariffs into British countries around the world.
As a result, Canada's auto-makers soon became unique among Canadian industries, with fully a third of their manufactured products selling outside the domestic market.
In our last program, I talked about Canada moving into closer orbit with the United States after the First World War. A specific case study of what that looked like is what was happening in the automotive industry. It first began back in 1904, when Canadian auto making leaped ahead because Gordon M. MacGregor and several other entrepreneurs in the city of Windsor incorporated the Ford Motor Company of Canada, right after Henry Ford, American inventor and promoter, set up his production company in 1903 in Detroit, just across the river from Windsor. Using the Walkerville Wagon Company's works, cars were assembled in Canada with parts ferried across the Detroit River – the beginning of Canada-U.S. automotive collaboration.
Then Canada's most prominent pioneer in automobile manufacturing, Col. R.S. McLaughlan, switched production at his family's prospering Oshawa plant. Instead of building sleighs and carriages, it now housed production of his McLaughlan automobile. This exceptionally fine vehicle's only problem was its roaring loud internal-combustion engine. By 1908, McLaughlan inked a deal, orchestrated by financier William C. Durant who'd formed General Motors in the U.S., that solved his noise problem. David Buick's quiet humming engines would be combined with McLaughlan-designed bodies.
The marvelous McLaughlan-Buick combo soon gained wide renown, including in Muskoka as the very first automobile in Huntsville.
Next, GM's Durant offered Col. McLaughlan Canadian rights to the Chevrolet "Classic Six," a 5-passenger touring car designed by racing-car driver Louis Chevrolet.
By 1918, with the United States finally in the war on the Allied side and demand for motorized vehicles of many types was rising steeply, McLaughlan Motor Company and Chevrolet Motor Company of Canada merged, with Col. McLaughlan the consolidated company's president. Production on both sides of the border ramped up. Although steam and electric vehicles had a number of operating benefits, the edge kept going to the increasingly popular internal-combustion engine. South of the border, Detroit predominated, by building on the city's well-established manufacturing base for horse-drawn carriages, bicycles, and boat engines.
North of the border, early years of Canadian car making saw thousands of automobiles roll out – including the LeRoy, the popular Russell, the Tudhope, the Thomas, the Galt, and others. But the small independent Canadian companies making those vehicles did not survive, a huge problem being Canada's surplus of land and deficit of people. A single, consolidated, government backed auto-maker might have prevailed, as they have in other countries, but this was not the path Canadian and American capitalists chose. Instead, under private enterprise and burgeoning demands for motor vehicles, from 1918 to 1923 Canada became the world's second-largest vehicle producer and major exporter – all related to the large-scale, big-business, private-sector, cross-border operations of North America's auto-makers.
The advantage for Windsor, Oshawa, and other southern Ontario cities was proximity to Detroit as the automotive economies on each side of the Detroit River became increasingly entwined. With most cars sold in Canada being American models built by Canadian autoworkers, thousands of jobs, mostly in Ontario, were created in the motor vehicle plants. By 1929, this number stood at 13,000 full-time employees. Thousands more had jobs making the primary materials needed in building motor vehicles, such as tires and spare parts, while another legion of workers was deployed repairing and servicing autos. Beyond those producing and maintaining the many thousands of cars and trucks were millions more whose social and economic life was increasingly linked to motor vehicles and roadways.
Muskokans kept pace with all this. Gas could be purchased at roadside pumps. Service centres became profitable businesses by including along with gas sales such services as lubrication and other engine work, pressurized air for filling tires, water for radiator tanks, and basic body work. Local dealerships sold the different makes. One Huntsville car dealer, carrying Fords, advertised: "There are cars you cannot afford, and then there's a Ford."
As cars multiplied, roads needed upgrading. Town and village councils carried out street improvements, initially with residents along streets who wanted it petitioning for paving and then getting a "roadway improvement" charge on their tax bill for the improvement that raised their property values. The townships with longer connecting roads had fewer people and less money, so their concession lines and cross-country routes remained poor to terrible. The province generally left these matters to local government. As a result it was townships, with ratepayers voting their approval of spending on road construction stage-by-stage in plebiscites, that built the road between Bracebridge and Port Carling, today's Highway 118 West.
In the 1920s response to the need for broader, bolder action on roads saw automobile clubs formed, a Better Roads Movement take shape, then a road-builders association emerge – and all three entities, along with municipal governments, ramping up pressure on the Ontario government to get with the new era – a pattern common across Canada, the U.S., and in Europe. The automobile clubs formed the Canadian Automobile Association, or CAA; south of the border, the same forces created the American Automobile Association, or AAA – and, echoing the Canada-U.S. pattern of making cars, these two organizations for those driving them also developed interlocking mutual arrangements.
In Muskoka, the Automobile Club helped locals and vacationers alike by plastering highly visible yellow-and-black directional signs along roadways and at intersections: Port Carling, 17 miles – Bala, 12 miles, Dorset, 26 miles. Particular roadway corners at the outskirts of Muskoka's major towns and at highway crossroads became post-card worthy roadside symbols of the automobile era – dozens of these directional signs on a cluster of posts and utility poles.
The Bracebridge Automotive Club encouraged summer visitors by creating its well-equipped Kelvin Grove Motor Park for the touring public, charmingly located on the large bay below the town's waterfalls.
Getting better roads became a mission of survival for a District whose vacation economy was a pillar of life. Because travel and transport in Muskoka's early years centred on waterways – including when iced over in winter – the District's difficult roadways with horse-drawn traffic remained secondary. So remaining a viable vacationland player in this new continental universe of touring automobiles, Muskoka now faced an existential challenge. In another broadcast, we can look at how that fate was confronted – as Muskoka's traditional Steam Era tourism patterns began passing into history and the Age of the Horse became further eclipsed in the wake of the Roaring Twenties Automobile Revolution.
By J. Patrick Boyer


Edit � When you share an item with this type of link, the recipients can edit specific files, and can add, copy, move, rename, or even delete files in a shared folder. Recipients can forward the link, change the list of people sharing the files or folder, and even change permissions for their recipients.... 9/03/2017�� Assign the resource group to the shared folder with appropriate permissions. Then drop the user into the User group. No need to log of, etc. Any new users can get dropped into the User Group and have automatic access to the share.
If the PDF file is password protected, you need to have the document open password and the change permissions password to edit the PDF/PDF Portfolio. See this document for more information. Note that the PDF can also be secured by other means. can you convert a pdf back to indesign 9/03/2017�� Assign the resource group to the shared folder with appropriate permissions. Then drop the user into the User group. No need to log of, etc. Any new users can get dropped into the User Group and have automatic access to the share.
With the three easy procedures, you can View All Shared Folders in Network Windows 10 computers. If you wish to see the basic details of the shared folders you can view them using the File Explorer. But to go to the detailed information about the shared folders of your network you can access them from the Computer Management. If you face any problem we will try to resolve it for you. Please free pdf reader and editor for mac It is easy to change the way that Acrobat opens files from the browser by modifying Preferences. Read on to learn how to change Preferences . I�ll also tell you about a very useful Firefox extension that let�s you choose� on the fly� whether you would like a PDF to open in the browser or in Acrobat.
5/08/2015�� The file is on my desktop (C:\Users\Joe Parsons\Desktop). Files saved to different locations behave the same way. Trying to open a PDF on that machine using another machine on the network, users cannot save using the same name.
20/10/2018�� Homegroup (Read) - This options allows the selected file, folder, or library to be shared with your entire homegroup�but people in your homegroup can only open the item. Other homegroup members can't modify or delete it.


Fei is a member of the firm's litigation team at Bridgehouse Law.
Fei has a broad litigation practice focused on corporate and commercial disputes.
Fei has appeared before Supreme Court of British Columbia, the Provincial Court of British Columbia, and the British Columbia Securities Commission.


text:
Q: Threads in .NET are not being cleaned up when you would expect them to be cleaned up EDIT
The good news is that the weird behavior explained below is not related to the ConcurrentBag, that is: Threads related to the concurrent bag are eventually freed up. Yet Threads themselfs are kept alive for some or other reason. In the example code given i clearly create a thread and destroy all references. Yet a Garbage collection does not pick it up. In fact, the only moments i have discovered so far for when threads gets totally destroyed are when the concurrent bag itself gets collected (if i dont collect the concurrent bag, the Threads will stay alive), or when we create a number of other threads.
ORIGINAL (The original problem and some motivation. The sourcecode below this part explains the important aspects)
This is a replicate of a question i asked months before with regards to the ConcurrentBag ( Possible memoryleak in ConcurrentBag? ). Appareantly, the ConcurrentBag doesn't behave as it should be and now i'm worried about the stability of some running legacy code. This question comes in a response to my findings when answering the following question: How can I free-up memory used by a Parallel.Task?
The scenario hasnt changed a bit. I have a webservice which handles messages. Clients can shoot in messages using some public API. These requests will be handeled by a Thread from the .NET ThreadPool which in turn adds the message to a ConcurrentBag. Next, there are concurrent tasks consuming messages from the ConcurrentBag and handling them. there are peak hours with many messages being added and many messages being consumed and there moments when nobody is doing anything. Soo, the threadpool itself is subjected to change its amount of active threads quite extensively during the running time (desired running time is 'forever').
Now it turns out that as soon as a thread calls ConcurrentBag.Add (or any method on the ConcurrentBag). the thread is kept alive by a reference internally held in the ConcurrentBag and is only released when the concurrentBag itself is actually cleaned up by the GC. In my scenario, this will lead the a infinite amount of 'waste' threads who are not cleaned up over time since the ConcurrentBag is alive throughout the application's lifetime.
The previously given solution of simply emptying the bag doesn't help either since there is not the problem. The problem (Assumably is that ConcurrentBag doesn't call Dispose on the ThreadLocal it holds for the current Thread since there is no way for the ConcurrentBag to know when a thread is ends). (Yet it should do cleanup whenever you access the bag again).
That said, should we stop using ConcurrentBag in most cases or are there solutions i can add to work around this problem?
My test code:
        Action collectAll = () =>
        {
            GC.Collect();
            GC.WaitForPendingFinalizers();
            GC.Collect();
        };

        ConcurrentBag<object> bag = new ConcurrentBag<object>();

        Thread producerThread = new Thread(new ThreadStart(delegate
        {
            // produce 1 item
            bag.Add(new object());
        }));

        // create a weakreference to the newly created thread so we can track its status
        WeakReference trackingReference = new WeakReference(producerThread);

        // start the thread and let it complete
        producerThread.Start();
        producerThread.Join();

        // thread can now be set to null, after a full GC collect, we assume that the thread is gone
        producerThread = null;
        collectAll();

        Console.WriteLine("Thread is still alive: " + trackingReference.IsAlive); // returns true

        // consume all items from the bag and collect again, the thread should surely be disposed by now
        object output;
        bag.TryTake(out output);
        collectAll();

        Console.WriteLine("Thread is still alive: " + trackingReference.IsAlive); // returns true

        // ok, finally remove all references to the Bag
        bag = null;
        collectAll();

        Console.WriteLine("Thread is still alive: " + trackingReference.IsAlive); // returns false


An advanced jQuery plugin that wraps the Google Maps API's Geocoding and Places Autocomplete services. You simply provide an input that lets you search for locations with a nice autocomplete dropdown. Optionally add a container to show an interactive map and a form that will be populated with the address details.
jQuery Address Picker Plugin is autocomplete filled by google map geocoder suggestions. Map displays selected address, even while you navigate in autocomplete suggestions. Latitude and longitude fields are just for information. You can also adjust marker position on the map.
jqIpLocation is a jQuery Plugin that returns the location of an IP address in JSON format. You can get country, country code, city name, region name, latitude and longitude information about IP address location.


Here, you can find a review about the Black & Decker G48TD grill and waffle baker. If you want to get the Black and Decker waffle maker, Click Here.
Capable of folding back in order to form two 8-inch-square surfaces, the G48TD model is supposed to function as a waffle maker, grill and a griddle. This is not the only popular appliance that offers multi-functionality – the Cuisinart griddler GR-4N is even more versatile.
Unlike the Black & Decker GR100 griddle, the G48TD design was able to become much more popular. Some claim, with a likely amount of correctness, that the GR100 model is unable to deliver reasonable cooking results, mostly due to the uneven heating mechanism and the poor overall functionality.
What about the performance of this waffle baker? Is it any different from the less popular GR100 griddle?
Well, it seems that the G48TD waffle baker heats up more evenly, although it can get quite hot if you are not accustomed to this appliance. Like most other electric griddles in the market, this unit also has nonstick cooking surfaces that are supposed to prevent the food from sticking to it. However, the presence of nonstick coating doesn't necessarily mean that food wouldn't stick to the cooking surface.
The nonstick coating of this waffle baker does have some resemblance to the nonstick surface of the GR100 electric griddle. While the G48TD unit may cook the food well in its first uses, it doesn't seem to last for long. When using this appliance to cook waffles, it's not rare to find your waffles sticking to the "nonstick" surface.
Similar to other kitchen appliances with non-stick coating, you'll have to season the waffle's plates frequently, and it would be a good idea to try different cooking sprays until you find the one that does the best job. However, the nonstick coating doesn't have a long lifespan, and it loses its effectiveness with time regardless of the amount of oil used to season it.
In addition, the metal clips that are supposed to hold the cooking plates of the G48TD model are quite flimsy. As a result, the upper plate has a tendency to fall off. While some suggest that you can bend the clips and play with them until you feel that the plates are firmly attached to the unit, that's not how you design a kitchen appliance that can reach such high temperatures.
On a good note, this Black & Decker product can be used as a flat griddle, thus avoiding the risk of the cooking plates falling off. It's true that the heat is distributed more evenly across the surface when you compare it to the Black and Decker family sized griddle, but again, the appliance doesn't have a long life span.
This G48TD unit is quite different than the older waffle makers of the Black & Decker company.
The older ones did a great job of cooking and could last for years. On the other hand, this G48TD machine has a lot of room for improvements, particularly the metal clips that are supposed to hold the plates in place.
You may want to consider the Cuisinart GR-4N griddler that also has a multi functionality feature, but performs much better than the Black and Decker waffle maker. On the other hand, the Cuisinart griddler does cost more than the G48TD appliance. If you want to read more about the griddler of Cuisinart, Click Here.
Kitchen appliances that have multi functionality might look like they are offering great versatility, but they won't be of much use if they are made of poor quality. That being said, a quality unit would offer the user so much more, regardless of how versatile it's considered according to the product's description. Such a quality appliance would allow you to cook a variety of foods like burgers, pancakes, Mexican food, Belgian waffles and more – and it would cook these foods well. Unfortunately, the said Black & Decker waffles maker needs to go through lots of improvements before it can be considered a high quality unit.
I love this product and have used it for years! My whole family has this product and it works GREAT! Got to have a good waffle recipe too, my recipe has been handed down since my great grandfather who invented it! I would buy another one if I can find them!
You could definitely buy the Black & Decker G48TD grill and waffle baker at Costco, Walmart or any other place that you can think of, but it's the most comfortable in my opinion to order almost anything from Amazon – if anything goes wrong they always agree to take the product back with no problems whatsoever.
I was lucky that I ordered the G48TD from Amazon – they did agree to take it back like they should.
This unit just doesn't cook waffles good enough, and I don't see any reason to keep this product if you can't cook waffles with it.


text:
Download Digital Driver
Digital Camera Drivers Free Download
Download Digital River
Download Driver Digital Audio Hdmi
Digital Drivers License
Windows comes with drivers for many devices, such as printers, displays, keyboards, and TVs. A driver is software that a device uses to work with your PC. Every device needs a driver to work with your PC. So, in many cases, you can plug in a device, and it'll work automatically.
Your Canon account is the way to get the most personalized support resources for your products. Already have an account?
Driver Downloads: The following are recommended downloads for all manual installations. The 64-bit IRIS driver package below is compatible with all software except Dentrix Image and Easy Image. Click here to download video and capture drivers.
Download the latest drivers, software, firmware, and diagnostics for your HP products from the official HP Support website.
Support by Product. Get the latest updates/drivers, owner's manuals, and support documents for your product. This channel provides instructions of the Roland.
Download Driver Signature Enforcement Overrider - Use this comprehensive tool to easily bypass the Driver Signature Enforcement in both 32-bit and 64-bit version of Microsoft Windows.
Windows can also download device software and info. This might include an app that the device manufacturer created to go with your device or info like the product name, manufacturer, and model number, to help you distinguish between similar devices.
Drivers are updated occasionally. Windows can update them automatically, or you can install the updated drivers yourself. It's important for you to have confidence in the updated drivers you install. Windows notifies you if it detects a suspicious or unsafe driver you shouldn't install.
Automatically get the latest drivers and software
Windows Update checks for updated drivers and software for your devices and install them automatically. Keeping Windows Update on is a good way to make sure your devices continues to work properly and you get the best experience with them.
Note: PCs running Windows RT 8.1 always automatically download and install drivers, apps, and info for your devices.
To check that automatic updating is on
Swipe in from the right edge of the screen, tap Settings, and then tap Change PC settings. (If you're using a mouse, point to the lower-right corner of the screen, move the mouse pointer up, click Settings, and then click Change PC settings.)
Tap or click Update and recovery, and then tap or click Windows Update.
Tap or click Choose how updates get installed.
Under Important updates, choose Install updates automatically (recommended).
Installing drivers yourself
If your device came with a disc, it might contain software that installs a driver. Before you install a driver from a disc, check the info that comes with it to be sure it supports your current version of Windows.
You can also search for new drivers on the manufacturer's website. Driver updates are often available in the support section of their website. Download the latest driver for your device, and follow the installation instructions on the website. You can usually double-tap or double-click the downloaded file to install the driver on your PC.
If the driver you got from a disc or downloaded from a website doesn't install itself, you might need to install manually.
To manually install a driver
You must be signed in as an administrator to follow these steps.
Swipe in from the right edge of the screen, and then tap Search. (If you're using a mouse, point to the lower-right corner of the screen, move the mouse pointer up, and then click Search.)
Enter Device Manager in the search box, and tap or click Device Manager.
In the list of hardware categories, double-tap or double-click the category your device is in and then double-tap or double-click the device you want. For example, to see your video card, tap or click Display adapters, and then double-tap or double-click the video card name.
Tap or click the Driver tab, tap or click Update Driver, and then follow the instructions. You might be asked for an admin password or to confirm your choice.
Notifications telling you about unsafe drivers
Occasionally, you might see a notification that a driver is unsigned, has been changed since it was signed, or can't be installed by Windows. We recommend that you don't install unsigned or changed drivers.
A digitally signed driver includes a digital signature, which is an electronic security mark that indicates the publisher of software and whether someone has tampered with it since it was signed. If a driver has been signed by a publisher that has verified its identity with a certification authority, you can be confident that the driver comes from that publisher and hasn't been changed.
If you see any of the following notifications when you're installing a driver, you should stop the installation and go to your device manufacturer's website to get a digitally signed driver for your device.
Windows can't verify the publisher of this driver software
The driver doesn't have a digital signature or has been signed with a digital signature that wasn't verified by a certification authority. You should only install this driver if you got it from the manufacturer's disc or from your system administrator.
This driver hasn't been signed
The driver hasn't been digitally signed by a verified publisher. The driver might have been changed to include malware that could harm your PC or steal info. In rare cases, legitimate publishers do change drivers after they've been digitally signed, but you should only install an unsigned driver if you got it from a device manufacturer's disc.
Unfortunately, there's no trustworthy source of info that indicates who has published an unsigned driver. Anyone can change the contents of an unsigned driver, and there's no way to know why it was changed. Most manufacturers now digitally sign the drivers they create before releasing them to the public.
Windows requires a digitally signed driver
A driver that lacks a valid digital signature, or has a signature that was changed after it was signed, can't be installed on 64-bit versions of Windows. You'll only see this notification if you have a 64-bit version of Windows and try to install such a driver on it.
Download Hybrinix Driver
Handan Driver Download
Dibcom Mobile Phones & Portable Devices Driver
Download Denso Wave USB Devices Driver
Ericsson USB Devices Driver Download For Windows


text:
29-Mar-2018 4:13 PM
North Atlantic aviation: Brexit, Long Haul LCCs mean change
Although the North Atlantic is one of the more mature air travel markets, change is now in the wind as long haul low cost operators continue to capitalise on the capabilities of new narrowbody aircraft and create more competition for the full service airlines that dominate the market.
It is arguably too early to determine the level of success of operators such as Norwegian and Primera in the long haul low cost market, but larger airlines are adapting to the latest low cost threat. Large US airlines appear to be relying on their basic economy fares to combat new low cost competition, while some larger European airline groups are turning to low cost subsidiaries to preserve their competitive strength in the North Atlantic.
Against the backdrop of low cost expansion is the pressing need for the UK and the US to negotiate a new air service agreement before Brexit takes effect in a year from now. Talks appear to be progressing slowly, and some airlines could be forced to develop contingency plans if a new agreement does not materialise.
This and other high level topics will be examined at the CAPA Americas Aviation Summit in Houston, 16/17 April:
Agenda Item: Finding a new regime on the North Atlantic - as regulatory and operating norms change
According to IATA, the North Atlantic provides the world's most profitable major international traffic flow. It is also the most tightly held, with three groups effectively controlling over three quarters of the seats and the bulk of the premium market. After several years of open skies on the North Atlantic and the introduction of LCCs such as Norwegian in its various incarnations, the impact of Brexit now requires a renegotiation of the agreement to restore the UK to open skies once it leaves the EU.
The major JVs depend on open skies for them to gain anti-trust immunity to operate in the UK market, the largest premium route. This will not be straightforward, as for example US pilot unions have opposed the freedom it provides for airlines to establish there. Aside from the UK there are many untapped opportunities for LCCs. New aircraft types are providing route opportunities that were not previously viable, for non-stop and one-stop service between Europe and the US (and Canada).
What issues are involved in the UK renegotiation and what are the positions of the protagonists?
How significant will the impact of narrowbody aircraft be on trans-Atlantic routes
How are the traditional operators responding to long haul low cost competition?
How are low cost airlines innovating to enhance long haul connectivity?
Moderator: McGill University Faculty of Law, Director, Institute of Air & Space Law, Brian Havel
Lufthansa Group, Vice President Americas, Tamur Goudarzi Pour
U.S. Department of Transportation, Director, Office of International Aviation, Brian Hedberg
Summary: North Atlantic aviation: Long Haul LCCs mean change
For now, Norwegian and Primera Air are taking slightly different network approaches to long haul narrowbody operations.
US airlines believe basic economy is the best weapon to compete effectively with new low cost competition in the North Atlantic. European airlines are adopting different strategies.
Uncertainty over UK-US open skies post-Brexit is creating challenges for airlines in both markets.
Primera is the latest LCC to add new narrrowbodies in the North Atlantic
The Boeing 737 MAX and Airbus A320neo families have helped to create a resurgence in long haul low cost travel.
CAPA has previously reported that as recently as the summer of 2015 Boeing 757s represented 90% of the frequencies in the long haul narrowbody market in the North Atlantic; but with deliveries of new generation narrowbodies growing, the 737 MAX-8 will represent 18% of the frequencies in the summer of 2018, followed by the A321neo operating 14% of the frequencies.
Europe-North America*: narrowbody frequencies by aircraft type, summer 2008 to summer 2018
*Direct flights, excluding those originating in Iceland.
Source: OAG, CAPA - Centre for Aviation estimates for 2018.
See related report: North Atlantic narrowbody aircraft routes: a dynamic niche segment undergoing transformation.
The MAX will be operated by Norwegian and Air Canada, while the -neo will be operated by Primera Air and SATA International across the Atlantic this summer.
Copenhagen-based Primera Air is the latest airline to launch low cost narrowbody flights in the North Atlantic, introducing numerous flights during the summer of 2018. From Birmingham, London Stansted and Paris CDG, Primera will operate services to Boston, Newark and Toronto.
Primera is taking a different approach from that of Norwegian Air International, which operates its 737 MAX 8s from Belfast, Dublin, Edinburgh and Shannon to secondary airports: Providence TF Green and Stewart airports.
Primera does not face competitors on flights from Belfast or London Stansted, but its rivals on flights from Paris include the major airlines Air France-KLM (Boston and Toronto), Delta (Boston and Newark) and Air Canada (Toronto). Norwegian also operates from Paris to Boston, La Compagnie offers fights from Paris to Newark, and Air Transat operates Paris-Toronto services.
Norwegian cut fights from Edinburgh to Hartford after the route failed to meet expectations.
US airlines combat LCCs with their Basic Economy; others use a hybrid path
From the US side, the competitive response to low cost encroachment in the North Atlantic is extending the basic economy option of their new pricing tiers on routes to Europe. Delta is charging for bags as part of its basic economy on international flights, and the airline recently stated that its lowest fare tier offering would allow it to be more competitive with low cost airlines in the North Atlantic.
Most of the low cost airlines operating in the North Atlantic charge for add-ons, including luggage and meals. So, the price matching by the majors, combined with their ability to offer more network breadth and schedule superiority could create obstacles for low cost airlines challenging those full service airlines on direct routes.
American is preparing to roll out its basic economy fares on trans-Atlantic routes in the spring of 2018. But even before debuting the fare class in the market, the airline has attributed improved execution of low cost carrier price matching as one factor for a 4Q2017 Atlantic unit revenue performance that was the best since the 2013 merger between American and US Airways.
European airlines are adopting different approaches in combating the low cost threat in the North Atlantic.
IAG has launched LEVEL, a low cost subsidiary that operates A330 widebodies (with a mix of premium economy and regular economy seats) from Barcelona to Boston, Buenos Aires, Los Angeles and Oakland. The IAG subsidiary British Airways is also expanding service from London Gatwick in response to low cost carrier growth from the airport in the North Atlantic: launching service from Toronto (served by WestJet and Air Canada rouge) in May-2018, and resuming flights to Las Vegas (operated by Virgin Atlantic and Norwegian).
Competition and LCCs over the long term: LCC codeshares could be the answer
With the influx occurring in the long haul low cost market, how are the new entrants distinguishing themselves from one another, and in what ways can they innovate in order to withstand price matching by major airlines?
For now, the new low cost entrants can distinguish themselves from one another largely based on network diversity. There are a lot of opportunities for connecting underserved markets in the US to Europe, and various ways to accomplish those connections. For example, WOW Air is adding flights from Cleveland to Reykjavik, creating numerous one-stop options to Europe through Iceland.
One option long haul low cost operators may want to consider as the market place evolves is forging codeshares with fellow low cost carriers in order to deepen their network breadth.
Spirit and Frontier have a solid presence in Cleveland, and an ability to market connections beyond Cleveland and Iceland could become attractive at some point. The cost and complexity may outweigh the benefits now, but as larger airlines continue to flex their muscle against start-up competitors in the North Atlantic, thinking outside the box could well be necessary in the not too distant future.
Slow progress in a UK-US open skies pact post-Brexit should be concerning
Obviously, the large full service network airlines remain dominant on the North Atlantic, evidenced by airlines participating in joint ventures that operate more than 75% of the seats on offer between North America and Western Europe for the week of 26-Mar-2018 (based on data from CAPA and OAG).
The UK-US market is the most lucrative in the North Atlantic, and Brexit is creating uncertainty as airlines attempt to navigate serving the two countries amid negotiations to create a new open skies pact post-Brexit.
The productivity of negotiations that occurred in early 2018 was reportedly low after the US offered a standard bilateral agreement, which requires airlines to be owned and majority controlled by countries of origin.
See related report: Aviation open skies: protectionism, conflicts of interest and outdated ideas
That obviously poses problems for British Airways, which is now a subsidiary of the European airline conglomerate IAG, and for Delta, Air France-KLM and Virgin Atlantic. Air France-KLM aims to take a 31% stake in Virgin Atlantic, in which Delta already has a 49% stake.
The entities that have the greatest stakes in negotiations are expressing a range of optimism about an open skies agreement between the UK and the US.
Reuters recently reported IAG head Willie Walsh saying that he firmly believed the situation would be resolved. According to data from CAPA and OAG, the IAG subsidiary British Airways is the largest operator between the UK and the US, holding a 35% seat share for the week of 26-Mar-2016.
UK-US airline seat share (% of one-way seats) for the week of 27-Mar-2017 vs week commencing 26-Mar-2018
Source: CAPA - Centre for Aviation and OAG.
Speaking recently at the recent UATP Distribution Conference Airlines for America in London, CEO Nick Calio stated that Brexit would be tricky, "but something will be worked out".
Mr Calio remarked that politicians and policy markets "will have to do something to keep that activity going", adding that the industry was in a period of uncertainty, with no WTO rules to fall back on.
As a result, airlines might need a disclaimer in their contract of carriage that tickets would be subject to the necessary agreements over traffic rights, he said. Mr Calio expected that a framework for a new EU-UK agreement might be in place by April, followed by one for a UK-US agreement.
Mr Calio noted that the standard text on ownership and control was included in the draft agreement by the US during a meeting between US and UK officials in Jan-2018. "I think they recognise that's a problem. The political will on both sides to get something done is strong", he remarked.
It is not clear when talks will resume, but the stakes remain high to achieve an agreement that reflects the modern aviation industry, and the outdated frameworks from agreements that date back decades need to be cast aside.
The North Atlantic paradox: high levels of maturity and uncertainty
Even with the North Atlantic having the label as one of the most mature aviation markets in the world, there is potential for significant change during the next few years as the effects of long haul low cost narrowbody operations, and the fallout from Brexit, start to materialise.
The shrewdest airlines operating in the market will attempt to anticipate the effect of both those important developments, either in order to maintain their strength, or to capitalise on niche opportunities in the North Atlantic.


Other practices may be relevant in determining Legitimate Use and Magictel reserves the right to take any unlawful, prohibited, abnormal or unusual activity into account in making its determination. Magictel may at its option, terminate or suspend its relationship with you, and your use of any Magictel product immediately if it determines you are using the product contrary to this fair usage policy.
All calls will be disconnected and require a re-dial after a 60 minute duration and an additional connection fee will be charged on re-dial if applicable.
Subject to this fair usage policy, Magictel's unlimited subscriptions allow calls of 3200 minutes in total to landlines in the applicable subscription countries (excluding special, premium, service and non-geographic numbers) for the time period specified at the time of purchase. Unlimited calls to mobiles may also be included where stated at the time of purchase. All calls will be disconnected and require a re-dial after a 60 minute duration.
Each SMS message has a limit of 160 characters. If you type a longer message it will be broken down into several SMS messages and you will be charged for each message sent. If you send SMS messages to more than one person you will be charged for each SMS sent to each recipient. If Magictel cannot (for whatever reason) send your SMS, Magictel will continue to try to send the message for up to 24 hours after which time the SMS charge will be refunded to your Magictel Credit balance automatically if delivery is unsuccessful.
Subject to this fair usage policy, Magictel allows it's residential customer a capacity of 2 concurrent calls. Business Customers may have a different simultaneous calls limit as agreed or offered by Magictel.