text:
"Shakedown at Curborough" – a film by Ian McCann
David Hobbs – Jaguar XJ13's Test Driver
Hang on – I thought Norman Dewis was the XJ13's test driver?
Noooo …. a common misconception but, in truth, the legendary Mr Dewis did not participate in all the tests. Contrary to popular belief, there were no "unofficial" tests and the car was driven at all of its outings during active development by David Hobbs. It is believed the car was never taken to Bruntingthorpe or, indeed, any other venues besides MIRA and Silverstone – again, despite claims to the contrary. Hobbs was joined on some of the occasions by Norman Dewis but the latter was entirely absent during the culminating high-speed trials at Silverstone in 1967 where Hobbs was paired with race-driver and former apprentice Richard "Dickie" Attwood.
Four years after the end of the project, the car was driven by Norman Dewis at MIRA to help publicise Jaguar's forthcoming V12 E-Type but the results of that particular outing are well-documented … here and here
From the outset, Jaguar realised that a car such as the XJ13 called for experienced racing drivers to assist with testing and development. There is evidence that William Heynes (Jaguar's Chief Engineer) approached Sir Jack Brabham early in 1965 as evidenced by the following letter:
Letter from Jack Brabham to William Heynes conforming his willingness to assist with "high speed testing" of Jaguar's new sports car. The "new sports car" in 1965 can only have been the XJ13 on which manufacture was about to commence.
In the end, Jaguar called on the services of former Jaguar apprentices David "Hobbo" Hobbs and Richard "Dickie" Attwood. In Lofty England's own words (as published in the February 1993 edition of "Jaguar Driver" published by the Jaguar Drivers' Club):
"Lofty" England
"… I strongly doubt if Mike Kimberley who was in charge of the XJ13 project took the car to MIRA for Dewis to test contrary to Sir Williams' orders, possibly Bill Heynes had not informed Kimberley … we tested the car at MIRA … with David Hobbs driving and then took it to Silverstone where my old friend Jimmy Brown who ran Silverstone ensured there were no watchful eyes. We used David Hobbs for the MIRA tests since he had considerable experience of driving large-engined mid-engined cars in Cam Am races and for the Silverstone tests also used Richard Attwood both ex Jaguar apprentices and very experienced Le Mans Drivers. By the time these tests were made the car was some years old in which time there had been considerable development with tyres, brakes and suspension and to have made the car really competitive a lot of re-design would have been necessary so having learnt a lot the car was "put on ice".
When we were about to introduce the Series 3 E-Type with V12 engine a short film was being made covering the development of the V12 engine and I was asked by Andrew Whyte to permit the use of the XJ13 to produce the right sort of background noise – that lovely-sounding V12 engine. I agreed on the very clear understanding that no high-speed running would be involved – all that was necessary was to go past the microphone at not more than 100mph using a low gear and high rpm.
I think that Norman Dewis had probably been put out by us using David Hobbs who had gone very quickly at MIRA and decided that he would see how fast he could get round – against my instructions. In doing this he hit one of the posts at the top of the banking which indented the body below the wheel hub line starting at the front of the rear wheel arch and taking a piece out of the rear wheel rim after which the tyre went flat and you know the rest …"
So just who is this David Hobbs?
David "Hobbo" Hobbs
David's Wikipedia entry reads:
"David Wishart Hobbs (born 9 June 1939 in England) is a British former racing driver. Originally employed as a commentator for the "Speed" Channel, he currently works as a commentator for the NBC Sports Network. In 1969 Hobbs was included in the FIA list of graded drivers, an élite group of 27 drivers who by their achievements were rated the best in the world."
But there is a bit more to it than that …
David Hobbs' career began with the Jaguar XK140 Drophead Coupé which was his father's road car which had been fitted with the "Hobbs Automatic Transmission" – a transmission designed by his father who was a gifted engineer. Hobbs had already raced a Morris Oxford which had also been fitted with the Hobbs Transmission but had his heart set on racing his father's Jaguar – although, in Hobbs' own words, ".. I can't say it was a particularly mutual feeling between father and I …"! He did race his father's XK140 at the Oulton Park Spring Meeting in 1960 where he managed to turn it over on the last lap! Much to David's chagrin, many people still remember that incident and associate it with their memories of him. David survived unscathed although there was some damage to his dad's car – which I imagine didn't go down too well …
David Hobbs' Jaguar XK140 which was rebodied after its accident by Freddie Owen and sprinted by Owen and Dick Tindell
To make matters worse, when David drove the rather battle-worn car home that day, the bonnet flew open and inflicted further damage to the car destroying what was left of the windscreen. David recounts, " … after that, Dad was a bit upset and said – well, you shagged it you may as well fix it!". Hobbs had the car rebuilt and painted in a matt finish. He had, by now, joined Jaguar as an apprentice and so had the contacts and wherewithall to uprate it for racing – starting with some decent racing tyres. He reported that he "borrowed" some disc brakes and, ".. borrowed a couple of other things … and ultimately that car was quite quick".
He said, "I ended up with the 'gold-top' head with triple carburettor set-up and had some decent wire wheels. I put some anti-tramp rods on the back-axle, took all the interior out (or what was left of it) and got its weight down a bit". Hobbs goes on to say, "I raced like that in 1960 and ended up with four wins of one sort or another. One was a handicap race at Goodwood and other wins at Oulton and Silverstone." David had his heart set on the Clubman's Championship at Silverstone which would give him the chance to drive the big circuit.
In 1961 Hobbs raced a Lotus Elite and he recalls that "although I was still working as an apprentice at Jaguar, I took a lot of time off to race much to the disgust of my Supervisor". He nearly got to drive a Jaguar again at the end of 1961 because he "had a call from Mr England who asked if I would like to go to Oulton Park to drive John Coomb's E-Type. So I rushed up to Oulton and, with a typical Hobbs piece of luck, of all people, Jack Sear's Ferrari fell off the trailer whilst getting ready for the same race which was a support race for the Grand Prix. So Jack Sears ended up driving the E-Type instead of me – being a close friend of John Coombs and all. They let me drive in practice a bit which went very well – I was very impressed with it."
David says, "Shortly after that I tested at Silverstone with Mike Parr and Mike McDowell who was Competition Manager at Jaguar then. I tested Cunningham's E-Type. Cunningham had a rather special E-Type with a flared tail like a D-Type. It was one of his Le Mans cars. Parr tested it and I tested it. That was really the first time I had driven a powerful car. I had a lurid slide going through Abbey. I slid this car from just past the apex – a great long slide with all four wheels locked – ending up at the feet of Mike Parr and Mike McDowell". Hobbs grinned and said, "Good Afternoon gentlemen." Unfortunately, Hobbs' slide flat-spotted all four tyres and they didn't have any spares. The car was loaded onto a trailer and took it back to Coventry. That was the first time David Hobbs had driven a Jaguar other than a 140 – not the best of starts!
Hobbs married at the end of 1961 and left Jaguar because his apprenticeship had finished. He says, "Lofty England put in a good word for me with Peter Berry and I drove his E-Type in 1962 as well as his 3.8 saloon. I drove the saloon in the British Saloon Car Championship as well as a number of GT races". David goes on to say that Pete Berry's cars were never the best – "always a day late and a dollar short. We were always a couple of steps behind the competition. The Ferrari GTOs were around then. There's no doubt about it – the Coombs car and Tommy Sopwith's car were quicker vehicles and I didn't have any success in Peter Berry's car. In fact, in about June he gave up racing and took up flying instead. So that was a bit of a short season!".
David remembers his first race in 1962 with Pete Berry's E-Type as follows:
"Our first race was the inaugral Daytona 3-hour. The fore-runner of the 24-hour … That was interesting – I had never been to America before (certainly places like Daytona were real 'red-neck' country)…. Jimmy Clark was there racing for Colin Chapman. Chapman rang up and asked if Clark could drive my Lotus Elise in the same race because it was about the best that was going at the time. So Jimmy and I shared a room – he drove my Elise and I drove Pete Berry's E-Type … he did very well but I only managed five laps before the fuel pump packed up. Jimmy was leading the class by a minute, minute-and-a-half. He came in for a pit-stop and the bloody thing wouldn't start. After that, he and I both tested a Ford Galaxy for the Daytona 500." Hobbs laughs and modestly says that Peter Berry had really built him up – saying he was "Saloon Car Champion and all sorts of incredible stories – all of which they took in. We both tested for a Galaxy run by Holman & Moody. We both went quite quick and both turned in laps of about 155 which, at that stage, was the fastest I had ever been in a straight line let alone around a racetrack!". Hobbs recalls, "Pole that year was 'Fireball Roberts' in a Pontiac at 159. In the end they seemed to have decided that us two limeys weren't big enough or strong enough to drive their stock-cars".
Fast-Forward to 1967 and Hobbs' Encounter with the XJ13
Hobbs competed in a variety of races in the US and the UK before he was summoned by Lofty England of Jaguar in 1967. The following transcript was taken from when Hobbs was interviewed by Philip Turner (former UK "Motor" Sports Editor). This is a previously unknown interview and is published here for the first time.
Hobbs The next time I drove a Jag was some years later … 67. Got a call from Lofty again. Would I like to come to MIRA? About 6 o'clock on Sunday morning. That was the XJ13. The original V12.
Turner Was it a surprise? Did you know about it already?
Hobbs Well I knew about it inasmuch basically they had started it before I left Jaguar in 1962. I mean the thing had been kicking around since then. In fact, when I tested in 1967, I'm not exactly sure of dates and things here, but I got a feeling it had been "under wraps" at that date for about two years.
Turner Kept under a dust-sheet in Experimental. When I went to ….
Hobbs When they finally decided to run it, it had already been built for some time. At least a year or two and they started to build it when I left in 62. And, I think, wotsisname, Norman Dewis wanted to … but they decided that, to test it, they really outta get a racing driver. Although going round MIRA, really, was particularly tame for a racing driver of course. And we went there four or five days actually. And, the lad in charge, of course was Mike Kimberley. And now your actual Managing Director of Lotus. He was just a lad then. Old Mike. Always tapping his teeth with the end of his pencil and saying, "what is it doing going over the bumps? .. would you say it wants more in or more out?". And it was pretty basic. I mean it had the Dunlop Racing tyres of five years previously and the old Dunlop disc brakes. Pressed steel D-Type wheels. It had E-Type front suspension – rubber-mounted – polybushes – and it had the E-Type rear suspension.
Beautiful-looking thing. And a helluva engine of course cos that was a four-cam. It really gave a lot of horsepower. It gave about 500 … 525?
Turner About 500.
Hobbs Yeah. It gave quite a lot of horsepower. It went extremely fast. We went to MIRA about four or five times. Sir William came once .. Mr Heynes used to watch it. Then they made the decision to drive it at Silverstone so they decided to get two drivers – me and Richard Attwood, another Jaguar apprentice. So off we go to Silverstone and I can't remember the exact times but I think we did round about a 1:36 – 1:35 – 1:36. The lap record at the time was help by Paul Hawkins in his red GT40 – about 32 or 33. So we weren't all that far off the pace. If you consider it had these old pads, old wheels, old brakes. The suspension flexed far too much of course. And of course it had no attempt at any sort of spoilers on it. Very sleek. It was incredibly quick of course down the straights.
Richard and I gave a job list of things to do. We wanted wider tyres – we wanted modern wide wheels for a start and modern racing tyres. I think those two alone would have seen us down to the lap record. And another … I seem to remember the bias front to rear brakes was poor. It wanted a lot of, you know, a good tidying up. We reckoned it would have been quick.
They went back to the factory and, at that time, the take-over … and that was the beginning of the decline of Jaguar Cars. Really sad. Along with the whole of Leyland. The whole place just ground down. They had no idea of the innovations – they were all just numbers-men – counters. As far as making cars that people wanted they just didn't have a clue.
They put it under a dust sheet and it stayed there. Until Norman Dewis took it to MIRA. He'd always been a little bit piqued that he hadn't been allowed to drive the car in the first place. Of course he rolled it into a little ball. The one that you see now, of course, is a complete rebuild.
But the car, and there's no doubt about it, but Jaguar were beset with the same problems – mental problems – then, as they have now. They can't go to Le Mans unless they could guarantee winning and everybody said so. Clearly, you can never guarantee winning the race. The only way you can get close to it is to go! You can test, and test and test until you are black in the face but you really aren't going to know just how the car is going to perform You are just going to have to go. To win the race you are going to have to go.
But I really think the car would have been an absolute wow. I mean, at Le Mans, the thing would have had it. Because the GT40 in those days was an iron-block Ford that was only giving about 300 brake horsepower. I mean, this thing gave nearly 200 horsepower more than the GT40. There's no doubt about it, it wouldn't have been as quick as the Mark 2s, which of course raced in '67. But it would have been very fast and, just by updating it, cos I'm sure it had been sitting in the shop for a couple of years – just by updating it.
But they had a problem. You've got to use Firestone or Goodyear racing tyres for example … Dunlop weren't making good racing tyres then … for that type of stuff …
Turner You did 160? It's still the record isn't it?
Hobbs It is. Yes.
Turner Did it feel incredibly quick?
Hobbs It seemed pretty quick. Smoother.
Turner Acceleration along the straights then braking for the bends? Braking quite hard? Or?
Hobbs Not really, no.
Turner Was it enough to lift off?
Hobbs It was quite quick.
Turner I've been around at 120 but not much more and even that felt fairly fast.
Hobbs Yes – very narrow isn't it? ….
Turner So – what did going down the straights feel like?
Hobbs At the straight at Silverstone I would bet we were doing about 150. And, of course, lap speeds of 1:36 is very quick. I don't know what it is, 1:36? Have to look at a lap chart. A Group C now does about 1:15 .. so … 36 is quite a lot slower.
I think, the way it went, and the way that lap record stood at the time , I think with some mods and if we sat down and made a racing car I think we would have just about cracked 1:30 – probably high 1:20s …
Turner What was it like aerodynamically?
Hobbs Very fast but no downforce of course. No downforce at all.
Turner Was it lifting at all?
Hobbs Well it probably was but it behaved like a normal racing car of the time. But, there again, the GT40s did have some downforce. They started to have downforce. Well, that was just about the time when people were just starting to tweak downforce. It grew spoilers on the back and stuff like that. The Jaguar was as clean as a whistle. You'd have probably found if you'd put some little Lola-type front spoilers on it and one on the back it would have been absolutely quick around the circuit. To be sure. Malcolm Sayer was the stylist who designed it of course and things like that would have been an anathema to him. The clean bullet-shape was the shape that racing cars were supposed to be and he might have taken a bit of persuading to get any sort of spoiler. Which, in those days, although the word wasn't applied, was a spoiler…. See the Lola, T70, by then had the big spoiler on the back and a little spoiler on the front…. So I'm sure a little spoiler would have given a big advantage. And they hadn't even started …
So – it seems this Hobbs is quite a special driver?
Undoubtedly so. Hobbs' modesty shines through in his interviews but, to find the true story of his many successes, we have to look no further than his career racing history:
What is David Hobbs up to Nowadays?
Hobbs provides commentary for Formula One and GP2 races (alongside Leigh Diffey and former Benetton mechanic Steve Matchett), the SCCA Valvoline runoffs, and parts of the 24 Hours of Daytona. He has also worked for CBS on its Daytona 500 coverage, working as both a color commentator and a feature/pit reporter from 1979 until 1995, and then moved to Speed in 1996 working as a color commentator and then moved to NBC Sports Network in 2013.
David Hobbs appeared in the 1983 comedy film Stroker Ace, playing a TV race announcer. Hobbs appeared in the Cars 2 movie, which premiered in June 2011, as announcer "David Hobbscap", a 1963 Jaguar from Hobbs' real life hometown in England.
How many quad-cam V12s were built and where are they now?
A question often asked of me is,
"How many prototype V12 quad-cam engines were built by Jaguar and where are they now?"
As I reported on this blog back in May 2010, the answer is SIX. Of this six, only three progressed beyond test-bed stage and were installed in cars. A seventh engine was assembled as a 60° V8 and run on Jaguar's test bed. The V12 block for this engine was converted into a V8 using a special crankshaft with throws for only eight of the twelve cylinders. There were plans to assemble an eighth engine but it never reached the test bed stage.
The above has now been confirmed by XJ13-expert Peter Wilson in an excerpt from his forthcoming book which appears in the November 2011 issue of "Jaguar World". I can now add further confirmation of these facts from a collection of previously unknown and unpublished original documentation. These documents were in the personal collection of the late Claude Baily – the architect of Jaguar's quad-cam V12, their legendary XK engine and quad-cam 90° 8 litre V8 amongst others.
Claude Baily joined the SS Jaguar drawing office during the second World War and his engineering talents were soon exploited by Jaguar. Baily became intimately involved in Jaguar's plans to replace their pre-war engine designs with a new generation of engines designed to power their latest saloons. He is perhaps best known for his part in the design of the legendary XK twin-cam engine.
Claud Baily's appointment letter.
© Copyright Tony Bailey (WPO Communications) – not to be reproduced without permission.
Spending long war-time nights fire-watching in a small office above the assembly tracks in Coventry, in the company of William Lyons, William Heynes and Walter Hassan, the architecture of the world-beating XK engine was laid down. The new engine was required to reliably provide a minimum of 160bhp, have a long service life and be refined in operation. Before the end of the war, a number of experimental single-cylinder and full engines were evaluated. The following original document from 1941 is likely to relate to one such experimental engine. J.A.Prestwich was better known by its initials "J.A.P." whose engines were used in many famous motorcycle marques and early aeroplanes. Customers included Morgan, Triumph, Brough Superior, AJS and HRD.
12th December 1941 – letter to SS Cars referring to experimental engine.
© Copyright image – not to be reproduced without permission.
4, 6, 8 and 12 cylinder configurations were all considered at this very early stage but it was the 4 and 6 cylinder versions that were finally adopted. It has to be said that the BMW 328 engine played an important part in formulating the architecture of these engines. Indeed, Heynes was great friends with an owner of a 328, Leslie Johnson, who loaned his 328 to SS Cars for evaluation. Johnson was a British racing driver who competed in rallies, hill climbs, sports car races and Grand Prix races. Johnson's car was highly developed and had raced pre-war. In my opinion, the styling of the XK120 owes much to the BMW. A BMW saloon was also acquired by SS during the war and was fitted with one of the early experimental engines (the "XG"). Walter Hassan used this car as his own personal transport for an extended period for evaluation. One of Jaguar's own 2.5 litre SS Saloons was also used for testing the prototype engines although most of the development work was carried out on the test bed.
3.5 litre experimental XK engine – drawing produced to calculate compression ration.
Left to right – Walter Hassan, William Heynes, Claude Baily.
Heynes and Baily applied all their thoughts on engine design to the XK engine although they later commissioned Henry "Harry" Weslake to help optimise their design. Jaguar already had a long association with Weslake, a cylinder head specialist who had been instrumental in modifying the side valve standard engine used in the first SS sports car. He also worked on the larger SS engine. It is believed he was involved in the design of every Jaguar engine up to and including the V12 of the early 1970s.
Harry Weslake – © Copyright image – not to be reproduced without permission.
The following Weslake report gives a fascinating insight into his evaluation methods and his closing summary bears testament to the soundness of the XK basic design. Weslake concludes:
"…. The engine has stood up remarkably well through these series of tests. The valve gear has remained quiet throughout, there has been no sign of variation in oil pressure and the engine improves in power out-put the longer it runs. The tests have been very severe, particularly the distribution ones, but never once was any mechanical trouble experienced. It is suggested that some breather attachment should be developed in order to keep a small depression in the crankcase so that oil corrosion can be minimised and this would also help to stop oil leaks, particularly in the valve chest covers …"
The camshaft drive was by duplex roller chain – an arrangement that was carried forward to the quad-cam V12 prototype engines. This arrangement was used in the first engine installed in the XJ13 as well as the second engine built and tested in a Mk.10 Jaguar. The "genetics" of the XK engine could clearly be seen in the later quad-cam V12. The following page of sketches (made by Claude Baily around 1949/50) clearly show how he was formulating a suitable cam drive for a quad-cam engine. It is believed the sketches were produced as a precursor to designing and building a quad-cam 8-litre 90° V8 engine for a post-war military application. A similar architecture found its way into Baily's quad-cam V12.
Baily's drawings showing his ideas for a quad-cam duplex chain drive
Claude Baily had been working on a quad-cam 60° since 1949/50 – perhaps earlier. By the February of 1951 a fully-working engine may have been running on the test bed. This 12-cylinder engine was later developed as an 8-cylinder variant for military use. The following quad-cam V12 performance data was recorded on the 19th February 1951.
Claud Baily's 1950/51 60° quad-cam 8-litre V12 engine performance data.
The following picture shows Baily's data in his own hand. Was this an estimate/conjecture or are they figures actually recorded on the test bed?
Claud Baily's 1950/51 notes.
In 1962, Baily was given the go-ahead to develop his design as a 5 litre V12 to challenge at Le Mans. Although primarily designed for racing, consideration was also given to using the engine in production cars. At least two years before the go-ahead, Baily's 60° V12 engine was being proposed as a future Jaguar engine with a range of possible capacities as the following memo from Claude Baily to William Heynes demonstrates:
5th December 1960 memo – "POSSIBLE FUTURE RANGE".
The quad-cam V12 engine project was given the code "XJ6" – not to be confused with the saloon of the same name. "XJ6" followed on from "XJ5" which was the code name given to the Mk10 replacement (eventually to become the 420G). Two Mk.10 cars (XJ5/4 and XJ5/5) were to become mules for the production variant of the "XJ6" racing engine. The following memo confirms that six prototype engines were being developed.
25th November 1964 memo – "12 CYLINDER ENGINES".
The first two engines (XJ6/1 & XJ6/2) were first assembled to almost identical specifications which included dry-sump lubrication and Lucas mechanical fuel injection. In April 1966 XJ6/1 was installed in the XJ13. The second engine, XJ6/2, was installed in a Mk10 Jaguar (XJ5/5 – manual gearbox) on 14th April 1965. It was converted to wet-sump lubrication although its Lucas fuel injection system remained. After six months of testing in the Mk.10, XJ6/2 was removed from the car and reunited with a dry sump for further test bed development. In March 1966 it's dry sump was again converted to enable fitment in a second Mk.10 (XJ5/4 – automatic gearbox). By this time it had acquired a sextet of SU carburettors. It ran for almost 35,000 miles in this car before it was removed and replaced in XJ5/5. It was finally removed from the latter car and placed on the test bed for further development/testing until it was put into store in March of 1969. It remained as a complete engine until I acquired it in 2010. It is now being rebuilt to its original specification and will be placed in my replica of the 1966 XJ13.
So, to answer the question "How many quad-cam V12s were built and where are they now?" SIX quad-cam V12 engines were built.
XJ6/1 The first quad-cam V12 built but only the second to leave the test-bed and be installed in a car (XJ4/1). Damaged in 1967 and retained as a spare by Jaguar.
XJ6/2 The second quad-cam V12 built and the first to be installed in a car (XJ5/5) Survived as a complete engine and sold by Jaguar in the mid 1970s. Currently under restoration to original specification (same build spec as XJ6/1).
XJ6/3 Only ever ran on the test bed in a variety of configurations. Has not survived.
XJ6/4 Built using cast iron block and ran on test bed. Has not survived.
XJ6/5 Internally modified to run as a V8. Ran on test bed for a short while in 1965. Surviving components are with a collector in the US.
XJ6/6 No records exist. It is believed this engine was never actually assembled.
XJ6/7 Built to trial a die-cast "open-deck" engine block. Installed in XJ4/1 (XJ13) to replace its original engine when damaged in 1967. Remains in the car to this day.
XJ6/8 Built to competition spec with ultimate development of cylinder heads but never left the test bed. Cannibalised whilst in storage in 1969. Cylinder heads placed on XJ6/2 which remain with it until today. The engine block found its way into an XJ13 replica built by Bryam Wingfield for the collector Walter Hill.
It is interesting to note that Jaguar's XJ13 currently has a die-cast block that differs from its original XJ6/1. This die-casting process is used to reduce costs and will have been more relevant for a production as opposed to competition engine. The following letter indicates the target casting weight of a V12 block (OXW 5620 is an experimental part number current at the time of quad-cam testing)
Die Casting Quote.
The XJ13's rather poor power to weight ratio when compared with its likely Le Mans competitors may have contributed to this attempt to lighten its weight?
As Mike Kimberley recorded after a test of the XJ13 at Silverstone in 1967:
BHP per lb weight
Ferrari P4/ .210
Lola Chev/ .207
Ford Mk4/ .206
XJ13/ .177
It is also interesting to note that the engine currently installed in the XJ13 has a single OPUS 12 cylinder distributor. Its original engine, XJ6/1, as well as XJ6/2 were fitted with twin 6-cylinder distributors.
XJ6/2 Original twin distributors as originally fitted to XJ6/1.
© Neville Swales.
XJ13 single 12-cylinder distributor on XJ6/7 engine.
The rebuilt XJ6/2 will, of course, be built using its original twin distributors. In 1966 Claude Baily was charged with pricing the OPUS system. The following letters give an interesting insight – comparing the various options under consideration.
There are other differences between the XJ13's original engine (XJ6/1) and the one currently installed in the car (XJ6/7). One is the inlet manifold throttle bodies. The first photo shows the original (1967) arrangement with dual throttle bodies (and separate mounting plates – coloured yellow) and the second shows the current arrangement (photo taken 1973) with individual throttle bodies and a single mounting plate on each head. Note also the different cam cover treatment – the earlier engine has the "trademark" polished cam covers wheras the currently-installed engine has a crackle-black finish.
1967 (original car)
1973 (rebuilt car)
© Copyright image – not to be reproduced without permission


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text:
\section{Introduction} \label{sec:introduction}
\vspace{-.1in}
The phenomenal growth in demand for mobile wireless data services, together with the emergence of advanced Internet of Things (IoT) applications bring new technical challenges to wireless communications. According to Ericsson's mobility report~\cite{Ericsson}, global mobile data traffic is projected to exponentially grow from  $67$ exabytes/month in $2021$ to $282$ exabytes/month in $2027$. To accommodate the huge amount of mobile data traffic, Mobile Edge Caching (MEC)~\cite{Hajiakhondi2021, Liu2021, Abbas2018, Khan2020} has emerged as a promising solution for potential deployment in the Sixth Generation ($6$G) of communication networks. MEC networks provide low-latency communication for IoT devices by storing multimedia contents in the storage of nearby caching nodes~\cite{Hajiakhondi2019, Hajiakhondi2020}. The limited storage of caching nodes, however, makes it impossible to preserve all contents on nearby devices. To tackle this challenge, predicting the most popular content is of paramount importance, as it can significantly influence the content availability in the storage of caching nodes and reduce users' latency.

Existing popularity prediction solutions are typically developed based on statistical models~\cite{Hajiakhondi2019, Hajiakhondi2020, Hajiakhondi2022, Marlin2011, Odic2013}, Machine Learning (ML)-based architectures~\cite{Abidi2020, Ng2019, Kabra2011, Mendez2008}, and  Deep Neural Networks (DNNs)~\cite{Hajiakhondi2021_ICC, Hajiakhondi2022_I0T, Doan2018, Ale2019, Zhang2019, Lin2020, Zhong2020, Wu2019, Wang2019, Mou2019}, among which the latter is the most efficient one for popularity prediction. This is mainly due to the fact that DNN-based models can capture users' interests from raw historical request patterns without any feature engineering or pre-processing. In addition, DNN-based popularity prediction models are not prone to sparsity and cold-start problems with new mobile user/multimedia contents. As a result, recent research has shifted its primary attention to DNN-based frameworks to monitor and forecast the popularity of content using its historical request pattern. A critical aspect of a DNN-based popularity prediction architecture is its ability to accurately capture both temporal and spatial correlations within the time-variant request patterns of multiple contents. While the temporal correlation illustrates the variation of users' preferences over time, spatial correlation reflects the dependency between different multimedia contents. The majority of works in this field~\cite{Ale2019, Zhang2019, Zhong2020, Wu2019}, however, are not appropriately designed to simultaneously capture both dependencies. This necessitates an urgent quest to develop and design a new and innovative popularity prediction architecture, which is the focus of this paper.

\vspace{-.005in}
\noindent
\textbf{Literature Review:} Recently, a variety of promising strategies have been designed to forecast the popularity of multimedia contents with the application to MEC networks. In~\cite{Yu2021}, an auto-encoder architecture was proposed to improve content popularity prediction by learning the latent representation of historical request patterns of contents. To boost the decision-making capabilities of caching strategies, Reinforcement Learning (RL)~\cite{Tang2020, Sadeghi2019} and Convolutional Neural Network (CNN)~\cite{Ndikumana2021}-based caching frameworks were introduced to exploit the contextual information of users. Despite all the benefits that come from the aforementioned works, they relied on a common assumption that the content popularity/historical request patterns of contents would remain unchanged over time, which is not applicable in highly dynamic practical systems.

To capture the temporal correlation of historical request patterns of contents, several time-series-based DNN caching strategies~\cite{Ale2019, Jiang2020} were introduced, among which Long Short Term Memory (LSTM)~\cite{Zhang2019, Mou2019} is one of the most effective learning models. LSTM, however, suffers from computation/time complexity, unsuitability to capture long-term dependencies, parallel computing, and capturing dependencies between multiple contents. To take into account the correlation among historical request patterns of various contents, a Clustering-based LSTM (C-LSTM) model~\cite{Zhang2021} was proposed to predict the number of content requests in the upcoming time. C-LSTM framework, however, is still prone to computation/time complexity, and parallel computing issues. To tackle the aforementioned challenges, Transformer architectures~\cite{Vaswani2017} have been developed as a time-series learning model, while the sequential data need not be analyzed in the same order, resulting in less training complexity and more parallelization. There has been a recent surge of interest in using Transformers in various applications~\cite{Vaswani2017, Dosovitskiy2019, Gulati2020}.
The paper aims to further advance this emerging field.

\vspace{-.005in}
\noindent
\textbf{Contribution:}
A crucial aspect of Transformers that has a significant deal of potential for widespread implementation in various Artificial Intelligence (AI) applications is the self-attention mechanism. In our prior work~\cite{Hajiakhondi2021_ICC}, we have shown the superiority of the Vision Transformer (ViT) architecture in comparison to LSTM for the task of predicting the Top-$K$ popular contents. The input of the standard Transformer is a $1$D sequence of token embeddings. To predict the popularity of multiple contents at the same time, we use $2$D images as the input of the ViT network, where each column of the image is associated with the historical request pattern of one content. Generally speaking, $2$D input samples are split into fixed-size patches in the ViT architecture. To help the ViT network to capture not only the temporal correlation of historical request pattern of contents, but also the dependencies between multiple contents, we provide a parallel ViT network, where $2$D input samples split to different types of patches, i.e., time-based patches, and content-time-based patches. Referred to as the parallel Vision Transformers with Cross Attention (ViT-CAT) Fusion, the proposed architecture consists of two parallel ViT networks (one Time-series Self-attention (TS) path, and one Multi-Content self-attention (MC) path), followed by a Cross Attention (CA) as the fusion center. The CA network is used to effectively fuse multi-scale features obtained from TS and MC networks to improve the overall performance of the ViT-CAT classification task. Simulation results based on the real-trace of multimedia requests illustrate that the proposed ViT-CAT architecture outperforms the conventional ViT network and other state-of-the-art counterparts in terms of the cache-hit ratio, classification accuracy, and training complexity. The rest of the paper is organized as follows: Section~\ref{Sec:3} presents the proposed ViT-CAT architecture. Simulation results are presented in Section~\ref{Sec:4}. Finally, Section~\ref{Sec:5} concludes the paper.

\vspace{-.1in}
\section{Proposed ViT-CAT Architecture} \label{Sec:3}
\vspace{-.1in}
In this section, the MovieLens Dataset~\cite{Harper2015} is briefly introduced, followed by describing the dataset pre-processing method. The proposed ViT-CAT popularity prediction model, which is designed to predict the Top-$K$ popular content, will be explained afterward.

\vspace{.05in}
\noindent
\textbf{2.1. Dataset Pre-processing}

\noindent
MovieLens is a dataset provided by recommender systems, consisting of users' contextual and geographical information, in which commenting on a content is treated as a request~\cite{Zhang2019}. To predict the Top-$K$ popular content, the following four steps are performed to convert MovieLens dataset to $2$D input samples.

\vspace{-.01in}
\noindent
\textit{\textbf{Step 1 - Request Matrix Formation}}: First the dataset is sorted in the ascending order of time for all contents $c_l$, for ($1 \leq l \leq N_c$). Consequently, an ($T \times N_c$) indicator request matrix is generated, where $T$ denotes the total number of timestamps, and $N_c$ is the total number of distinct contents, where $r_{t,l}=1$, if content $c_l$ is requested at time $t$.

\vspace{-.01in}
\noindent
\textit{\textbf{Step 2 - Time Windowing}}: Relying on a common assumption that the most popular contents will be cached during the off-peak time~\cite{Vallero2020}, it is unnecessary to predict the content popularity at each timestamp. Accordingly, we define an ($N_{\mathcal{W}} \times N_c$) window-based request matrix, denoted by $\textbf{R}^{(\mathcal{W})}$, where $N_{\mathcal{W}}=\frac{T}{\mathcal{W}}$ represents the number of time windows with the length of $\mathcal{W}$, where $\mathcal{W}$ is the time interval between two consecutive updating times. For instance, $r^{(w)}_{t_u,l}= \sum \limits_{t=(t_u-1)\mathcal{W}+1}^{t_u\mathcal{W}} r_{t,l}$ represents the total number of requests of content $c_l$ between two updating times $t_u-1$ and $t_u$.

\vspace{-.01in}
\noindent
\textit{\textbf{Step 3 - Data Segmentation}}: To generate $2$D input samples, the window-based request matrix $\textbf{R}^{(\mathcal{W})}$ is segmented via an overlapping sliding window of length $L$. Accordingly, the modified dataset, denoted by $\mathcal{D}=\{(\textbf{X}_u, \textbf{y}_u)\}_{u=1}^{M}$ is prepared, where $M$ is the total number of input samples. Term $\textbf{X}_u \in \mathbb{R}^{ L \times N_c}$ is $2$D input samples, representing the request patterns of all contents before updating time $t_u$ with the length of $L$. Finally, the term $ \textbf{y}_u \in \mathbb{R}^{N_c \times 1}$ represents the corresponding labels, where $\sum \limits_{l=1}^{N_c} {y_u}_{(l)} = K$, with $K$ denoting the storage capacity of caching nodes. Note that ${y_u}_{(l)}=1$ indicates that content $c_l$ would be popular at $t_{u+1}$, otherwise it would be zero. Next, we describe the data labeling method.

\vspace{-.01in}
\noindent
\textit{\textbf{Step 4 - Data Labeling}}: Given the historical request patterns of contents $\textbf{X}_u$ as the input of the ViT-CAT architecture, we label contents as popular and non-popular, according to the following criteria:
\begin{itemize}
\item[$i)$] \textit{Probability of Requesting a Content}: Probability of requesting content $c_l$, for ($1 \leq l \leq N_c$), at updating time $t_u$, is obtained by $p_l^{(t_u)}=\dfrac{r^{(w)}_{l,t_u}}{\sum \limits_{l=1}^{N_c}r^{(w)}_{l,t_u}}$.
\item[$ii)$] \textit{Skewness of the Request Pattern}: The skewness of the request pattern of  content $c_l$, for ($1 \leq l \leq N_c$), is denoted by $\zeta_l$, where negative skew indicates the ascending request pattern of content $c_l$ over time.
\end{itemize}
Accordingly, the Top-$K$ popular contents will be labeled with $y_{u,l}=1$, where $c_l$ for ($1 \leq l \leq K$) has negative skew and the highest probability. This completes the presentation of data preparation. Next, we present the proposed ViT-CAT architecture.

\begin{figure*}[t!]
\centering
\includegraphics[scale=0.3]{block.png}
\vspace{-.1in}
\caption{\footnotesize (a) Block diagram of the proposed ViT-CAT architecture, (b) Pipeline of the ViT architecture, and the Transformer encoder.}\label{BlockDiagram}
\vspace{-.1in}
\end{figure*}

\vspace{.05in}
\noindent
\textbf{2.2. ViT-CAT Architecture}

\noindent
In this subsection, we present different components of the proposed ViT-CAT architecture, which is developed based on the attention mechanism. As shown in Fig.~\ref{BlockDiagram}(a), the ViT-CAT architecture consists of two parallel paths, named Time-Series (TS)-path and Multi-Content (MC)-path, performed based on self-attention mechanism, followed by a Cross-Attention (CA) module as the fusion layer.

\vspace{.05in}
\noindent
\textit{\textbf{A. Patching}}

\noindent
Generally speaking, the input of the Transformer encoder in the ViT network is a sequence of embedded patches, consisting of patch embedding and positional embedding. In this regard, the $2$D input samples $\textbf{X}_u$ is split into $N$ non-overlapping patches, denoted by $\textbf{X}_{u,p} = \{\textbf{x}_{u,p}^{i}\}_{i=1}^{N}$. As can be seen from Fig.~\ref{BlockDiagram}(a), we apply two following patching methods for TS-path and MC-path:

\begin{itemize}
\item[$i)$] \textit{Time-based Patching}: To capture the temporal correlation of contents, we use time-based patching for the TS-path, where the size of each patch is  $S= L\times 1$. More precisely, time-based patching separately focuses on the request pattern of each content for a time sequence with a length of $L$, where the total number of patches is $N = (L \times N_c) /(L\times 1)= N_c $, which is the total number of contents.
\item[$ii)$] \textit{Content and Time-based Patching}: In the MC-path, the main objective is to capture the dependency between all $N_c$ contents for a short time horizon $T_s$, therefore, we set the size of each patch to $S = T_s \times N_c$, where the number of patches is $N = (L \times N_c) /(T_s\times N_c)= L/T_s$, with $T_s \ll L$.
\end{itemize}

\noindent
\textit{\textbf{B. Embedding}}

\noindent
Each patch is flattened into a vector $\x^{\p}_{u,_{j}} \in \mathbb{R}^{N \times S }$ for ($1 \leq j \leq N$). Referred to as the patch embedding, a linear projection  $\bm{E}\in\mathbb{R}^{S\times d}$ is used to embed vector $\x^{\p}_{u,_{j}}$ into the model's dimension $d$. Then, a learnable embedding token ${\mathbf x}^{cls}$ is added to the beginning of the embedded patches. Finally, to encode the order of the input sequences, the position embedding $\bm{E}^{pos}\in\mathbb{R}^{(N + 1)\timesd}$, is appended to the patch embedding, where the final output of the patch and position embeddings, denoted by $\bm{Z}_0$, is given by
\begin{eqnarray}
\bm{Z}_0 = [{\mathbf x}^{cls}; \x^{\p}_{u,1}\bm{E}; \x^{\p}_{u,2}\bm{E};\dots; \x^{\p}_{u,N}\bm{E}] + \bm{E}^{pos}. \label{eq:patch}
\end{eqnarray}

\noindent
\textit{\textbf{C. Transformer Encoder}}

\noindent
As shown in Fig.~\ref{BlockDiagram}(b), the Multi-Layer Perceptron (MLP) module, consisting of two Linear Layers (LL) with Gaussian Error Linear Unit (GELU) activation function, and the Multihead Self-Attention (MSA) block, are two modules that comprise each layer of the Transformer encoder~\cite{Vaswani2017}, where the total number of layers is denoted by $N_L$. Given the sequence of vectors $\bm{Z}_0$ as the input of the Transformer encoder, the outputs of the MSA and MLP modules of layer $\mathcal{L}$, for ($1 \leq \mathcal{L} \leq N_L$), are represented by
\begin{eqnarray}
\bm{Z}^{'}_{\mathcal{L}} &=& MSA(LayerNorm(\bm{Z}_{\mathcal{L}-1})) + \bm{Z}_{\mathcal{L}-1},\label{eq:MSA}\\
\bm{Z}_{\mathcal{L}} &=& MLP(LayerNorm(\bm{Z}^{'}_{\mathcal{L}})) + \bm{Z}^{'}_{\mathcal{L}}, \label{eq:MLP}
\end{eqnarray}
where the degradation issue is addressed via a layer-normalization. Finally, the output of the Transformer, denoted by $\bm{Z}_{\mathcal{L}}^{o}$, is given by
\begin{eqnarray}
\bm{Z}_{\mathcal{L}}^{o} = [{\mathbf z}_{\mathcal{L}0}; {\mathbf z}_{\mathcal{L}1}; \dots; {\mathbf z}_{\mathcal{L}N}],
\end{eqnarray}
where ${\mathbf z}_{\mathcal{L}0}$, which is provided to an LL module, is utilized for the classification task, as follows
\begin{eqnarray}
\mathbf{y} = LL(LayerNorm({\mathbf z}_{\mathcal{L}0})).\label{eq:out}
\end{eqnarray}
This completes the description of the Transformer encoder. Next, we briefly explain the SA,  MSA, and CA modules, respectively.

\vspace{.1in}
\noindent
\textit{\textbf{1. Self-Attention (SA):}} To capture the correlation between different parts of the input sample, the SA module is used~\cite{Vaswani2017}, where the input of the SA module is embedded vectors $\bm{Z} \in \mathbb{R}^{\N\timesd}$, where $\bm{Z}$ consists of $N$ vectors with an embedding dimension of $d$. In this regard, Query $\bm{Q}$, Key $\bm{K}$, and Value $\bm{V}$ matrices with dimension of $d_h$ are defined as
\begin{eqnarray}
[\bm{Q}, \bm{K}, \bm{V}] = \bm{Z}\mathit{W}^{QKV}\label{eq.2},
\end{eqnarray}
where $\mathit{W}^{QKV} \in \mathbb{R}^{d\times 3d_h}$ is a trainable weight matrix. After measuring the pairwise similarity between each query and all keys, the output of the SA block $SA(\bm{Z}) \in \mathbb{R}^{N\times d_h}$, which is the weighted sum over all values $\bm{V}$, is obtained by
\begin{eqnarray}
SA(\bm{Z}) = \text{softmax}(\frac{\bm{Q}\bm{K}^T}{\sqrt{d_h}}) \bm{V}\label{eq.3},
\end{eqnarray}
where the scaled similarity is converted to the probability using $\text{softmax}$, and $\dfrac{\bm{Q}\bm{K}^T}{\sqrt{d_h}}$ represents the scaled dot-product of $\bm{Q}$ and $\bm{K}$ by $\sqrt{d_h}$.

\begin{table*}[t]
\centering
\renewcommand\arraystretch{2}
\caption{\footnotesize Variants of the ViT-CAT Architecture.}
\label{table1}
{\begin{tabular}{   c | c c c c c | c | c}
\hline
\hline
\textbf{Model ID}
& \textbf{Layers}
& \textbf{Model dimension $d$}
& \textbf{MLP layers}
& \textbf{MLP size}
& \textbf{Heads}
& \textbf{Params}
& \textbf{Accuracy}
\\
\hline
\textbf{1}
& 1
& 25
& 1
& 128
& 5
& 201,188
&  84.35 $\%$
\\
\textbf{2}
& 1
& 50
& 1
& 128
& 5
& 435,788
&  94.77$\%$
\\
\textbf{3}
& 1
& 50
& 1
& 128
& 4
& 415,488
& 80.35 $\%$
\\
\textbf{4}
& 1
& 50
& 1
& 64
& 5
& 342,793
& 93.49 $\%$
\\
\textbf{5}
& 1
& 50
& 2
& 64
& 5
& 435,788
&  94.82$\%$
\\
\textbf{6}
& 2
& 50
& 1
& 128
& 5
& 568,185
&  94.84 $\%$
\\
\hline
\end{tabular}}
\vspace{-.2in}
\end{table*}
\vspace{.1in}
\noindent
\textit{\textbf{2. Multihead Self-Attention (MSA):}} The primary objective of the MSA module is to pay attention to input samples from various representation subspaces at multiple spots. More precisely, the MSA module consists of $h$ heads with different trainable weight matrices $\{\mathit{W}^{QKV}_i\}^{h}_{i=1}$, performed $h$ times in parallel. Finally, the outputs of $h$ heads are concatenated into a single matrix and multiplied by $\mathit{W}^{MSA} \in \mathbb{R}^{h d_h \times d}$, where $d_h$ is set to $d / h$. The output of the MSA module is, therefore, given by
\begin{eqnarray}
MSA(\bm{Z}) = [SA_1(\bm{Z}); SA_2(\bm{Z}); \dots; SA_h(\bm{Z})]W^{MSA}.
\end{eqnarray}

\noindent
\textit{\textbf{3. Cross-Attention (CA):}} The CA module is the same as the SA block, except that the Query $\bm{Q}$, Key $\bm{K}$, and Value $\bm{V}$ are obtained from different input features as shown in Fig.~\ref{BlockDiagram}(a). More precisely, to learn the mutual information between TS and MC paths, the Query $\bm{Q}$ comes from the output features of TS-path, while Key $\bm{K}$, and Value $\bm{V}$ are obtained from the output features of the MC-path. This completes the description of the proposed ViT-CAT architecture.

\vspace{-.15in}
\section{Simulation Results} \label{Sec:4}
\vspace{-.1in}
In this section, we evaluate the performance of the proposed ViT-CAT architecture through a series of experiments. Given the users' ZIP code in Movielens dataset~\cite{Ndikumana2021}, we assume there are six caching nodes, where the classification accuracy is averaged over all caching nodes. In all experiments, we use the Adam optimizer, where the learning and weight decay are set to $0.001$ and $0.01$, respectively, and binary cross-entropy is used as the loss function for the multi-label classification task. In Transformers, the MLP layers' activation function is ReLU, whereas their output layer's function is~sigmoid.

\noindent
\textbf{Effectiveness of the ViT-CAT Architecture:}
In this subsection, different variants of the proposed ViT-CAT architecture are evaluated to find the best one through trial and error. According to the results in Table~\ref{table1}, increasing the MLP size from $64$ (Model $4$) to $128$ (Model $1$), the model dimension from $25$ to $50$ (Model $1$ to Model $2$), the number of MLP layers from $64$ to $128$ (Models $4$ and $5$), the number of heads from $4$ to $5$ (Models $2$ and $3$), and the number of Transformer layers from $1$ (Model $2$) to $2$ (Model $6$) increase the classification accuracy, while increasing the number of parameters.

\noindent
\textbf{Effect of the Fusion Layer:}
In this experiment, to illustrate the effect of the CA module on classification accuracy, we evaluate the effect of the fusion layer in the proposed ViT-CAT architecture with other baselines, where the parallel ViT architecture in all networks is the same (Model $2$). In this regard, we consider two fusion layers, i.e., the Fully Connected (FL) and the SA layers. According to the results in Table~\ref{table2}, the CA module outperforms the others, since it captures the mutual information between two parallel networks.

\begin{table}[t]
\centering
\renewcommand\arraystretch{2}
\vspace{-.1in}
\caption{\footnotesize Classification accuracy using different fusion networks.}
\label{table2}
{\begin{tabular}{ | c | c|c|c | }
\hline
\textbf{Model}
&
\textbf{CA}
&
\textbf{FC}
&
\textbf{SA}
\\
\hline
 \textbf{Accuracy} & 94.77$\%$ &  92.58 $ \%$ &  79.93 $ \%$
\\
\hline
\textbf{Parameters} & 435,788 &  417,171 &  400,788
\\
\hline
\end{tabular}}
\vspace{-.125in}
\end{table}

\noindent
\textbf{Performance Comparisons: }
Finally, we compare the performance of the proposed ViT-CAT architecture in terms of the cache-hit ratio with other state-of-the-art caching strategies, including LSTM-C~\cite{Zhang2019}, TRansformer (TR)~\cite{Nguyen2019}, ViT architecture~\cite{Hajiakhondi2021_ICC}, and some statistical approaches, such as Least Recently Used (LRU), Least Frequently Used (LFU), PopCaching~\cite{Li2016}. With the assumption that the storage capacity of caching nodes is $10\%$ of total contents~\cite{Hajiakhondi2019}, a high cache-hit ratio illustrates that a large number of users' requests are managed through the caching nodes. According to the results in Fig.~\ref{cachehit}, the proposed ViT-CAT architecture outperforms its state-of-the-art counterparts in terms of the cache-hit ratio. As shown in Fig.~\ref{cachehit}, the optimal strategy, which cannot be attained in a  real scenario, is one in which all requests are handled by caching nodes. In addition, we compare the proposed ViT-CAT framework with a single ViT network~\cite{Hajiakhondi2021_ICC}, in terms of accuracy and complexity. It should be noted that the highest accuracy of the ViT-CAT model is $94.84\%$ with $568,185$ number of parameters, while in a single ViT network, the best performance occurs with $93.72\%$ accuracy and $4,044,644$ number of parameters.

\setlength{\textfloatsep}{0pt}
\begin{figure}[t!]
\centering
\vspace{-.1in}
\includegraphics[scale=0.3]{cachehit.png}
\vspace{-.1in}
\caption{\footnotesize Comparison with state-of-the-arts based on the cache-hit ratio. }\label{cachehit}
\end{figure}

\vspace{-.225in}
\section{Conclusion} \label{Sec:5}
\vspace{-.125in}
In this paper, we presented a parallel Vision Transformers with Cross Attention (ViT-CAT) Fusion architecture to predict the Top-$K$ popular contents in Mobile Edge Caching (MEC) networks. To capture the temporal correlation and the dependency between multiple contents, we employed two parallel ViT networks, followed by a Cross Attention (CA), which was used to learn the mutual information between two networks. Simulation results showed that the proposed ViT-CAT architecture improved the cache-hit ratio, classification accuracy, and complexity when compared to its state-of-the-art.

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Automakers And Dealers Face Big CRM Challenge
CRM tools that can serve both the big enterprise needs of automakers and dealers' small-business setups are nonexistent, and getting dealers to standardize on tools used by automakers is difficult.
Tony Kontzer
Lack of coordination between automakers and their dealers is an obstacle in the auto industry's efforts to make customer-relationship-management investments pay off, according to executives gathered in Los Angeles for this week's Automotive CRM Summit 2005 conference.
The challenges in getting manufacturers and dealers on the same page with CRM efforts are numerous. CRM tools that can effectively serve both the enterprise needs of automakers and dealers' small-business setups are nonexistent, attendees say. Getting dealers to standardize on tools used by the automakers to manage sales leads is difficult. And because dealership groups often sell multiple brands of cars, their mixed allegiances further soil the efforts.
The situation is largely unique to the U.S., because dealers have much more autonomy. "When I talk to automakers overseas, they see the situation as some kind of incurable disease they don't want to catch," Forrester Research analyst Mark Bunger told the audience of 100 auto industry execs Tuesday. Bunger warned execs that they're going to have to do a better job of sharing data and extending their systems to dealers if they hope to develop more cohesive CRM programs.
But technical coordination is only the beginning. Rethinking the processes manufacturers and dealers rely on to collaborate also is key, said Ted Gambogi, director of eCRM at Caterpillar Inc., the $30 billion-a-year maker of industrial vehicles and engines. "We all know how to generate leads," Gambogi said. "We just don't know what happens to them after we hand them off."
Caterpillar realized that the long-standing practice of filtering leads from manufacturing down to sales outlets was creating that black hole, so it's reversed the equation by letting sales outlets dictate how many leads they need to meet pre-determined business objectives. That way, they only receive leads they can act on, preventing them from being overwhelmed by large numbers of leads that are likely to stagnate.
Simply getting leads to the dealers has been a problem for the automakers, which have far larger retail networks than Caterpillar. Volvo Cars North America had standardized on one software tool for all of its dealers to receive and manage leads, but it discovered that many dealers were going their own way, resulting in 38 different lead-management tools in use and undermining the parent company's standardization attempts. Now, Volvo has created a program for certifying dealer tools that will give it more control over how leads are managed at the dealer level, said CRM manager Elaina Verhoff. By the end of June, Volvo will have certified eight lead-management tools from which dealers can choose.
Meanwhile, American Suzuki Motor Corp. has chosen a different approach, creating a portal where dealers can pick up leads, said David Harris, E-business and database marketing manager. American Suzuki also has established what it calls a jump-ball strategy in which leads that aren't picked up by the targeted dealership within a certain amount of time are made available to competing dealerships on a first-come, first-served basis. "The only thing worse than losing a lead is to lose a lead to a buddy up the street," said Harris. "We've begun using that as incentive."
Getting leads into the right hands is only part of the struggle, Harris emphasized. Even more important is making sure the data in those leads is complete, and that the CRM program nurtures that lead until it evolves into a sale. "The bigger challenge is ensuring there are processes that follow up," he said. "If a dealer calls up and says he's having a problem, then I'm having a problem. He's telling me 'I want to sell a car, but I can't because of X, Y or Z.' It's my job to remove those barriers."

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The second annual Joburg Film Festival will be taking place from 9–18 November 2018. With over 40 curated releases showcasing the best in African and international cinema from over 16 countries, local and international movie stars, directors, producers and other entertainment industry leaders will come together to celebrate film.
During the festival, venues across Joburg will be screening a huge variety of top South African, African, and international movies. The festival is open to the public, with various films catering for audiences of different ages, genders and, cultures.
Screenings will take place at The Zone, Rosebank Cinema Nouveau, Maponya Mall and many other cinemas. Additionally, there will be screenings at various community venues including the iconic Kings in Alexandra. The full schedule will include local and international feature films, documentaries, and animation features, various outreach screenings, exclusive premiere events, and private parties.
"As part of the department's commitment to deliver on its strategic objective to support market access platforms towards the growth of the local film industry, DISCOP Africa and the Joburg Film Festival are key in not only creating an environment for commercial growth but celebrating the South African film content and that of the African diaspora as a whole. The Festival will offer aspiring young filmmakers the opportunity to come together for this showcase of African excellence and further cultivate their hunger to make great films," says Ndebele-Koka, senior manager of cultural development.
The festival will take place from 09 November to 18 November 2018, across venues such as The Zone, Rosebank Cinema Nouveau, Maponya Mall and more. The festival is open to the public with various films to cater to filmgoers of different ages, genders and cultures.
The full festival schedule will be announced on www.joburgfilmfestival.co.za soon.


We have started to write the content. The pages with mathematics formulas. We have started with Algebra and we will continue with Geometriy and Arithmetics.
So far we've got just math theory. But, soon, we will build pages with examples, exercices and maths app.


Gourmet Chef Luis Haller has been successful in making a career from doing what he loves most. Affirming himself as an upcoming chef in a number of well-known restaurants, what he finds most rewarding these days is transforming a few selected ingredients into a memorable gourmet experience. For five years in a row, Luis ran the Felsenkeller gourmet restaurant at the FORST Brewery during the Christmas season. Sharing his ideas with Cellina von Mannstein, he told her of a special restaurant venue that he had in mind. Original and independent, it should have its own distinctive character. He saw it as traditional yet forward looking with an ambience reflecting his passion for transforming the edible riches of the earth. Prepared with just a few, selected seasonal locally sourced ingredients his dishes would be authentic, natural and at the same time, distinctive. This was how the Schlosswirt Forst was conceived.
and the gourmet restaurant Luisl Stube with its awarded high-class cuisine.
South Tyrolean cuisine with organic products.
Authentic ingredients from local farmers.
The majestic bluebell-tree Paulonia anno 1814 and the gentle river flow.
National and international gourmet cuisine.
Gault&Millau awarded restaurant with two toques and 15 points.
Find our gourmet menu here.
Dining at the Schlosswirt Forst is a total sensory experience and a celebration of life through the pleasures of the palate. It begins with the careful selection of ingredients and personal relationships with each and every supplier – all of whom are local. The end result is dishes with genuine aromas, fully sublimating the ingredients and their natural properties. Refined, without sacrificing their natural flavour. Dining at the Schlosswirt is also about taking time off. Switching off, to indulge and enjoy. Ours is a total sensory experience.
Our special house aperitif on pomegranate basis with lemon thyme and blackthorne with our FORST 1857 as our new highlight at Schlosswirt Forst, accompanied by finger-food from the chef Luis Haller, to start your culinary journey.
The water emanates silently and freshly crystalline from Monte san Vigilio at 1.500 metres above sea level. With its smooth and well-balanced flavor it presents itself as a well chosen companion to the dishes at Schlosswirt Forst.


An unparalleled value, Shortshots Staggered deliver hot rod sound and performance wrapped in full-length heat shields, at a price rivaling most slip-ons. Shortshots Staggered come standard with louvered-core baffles, and can also be fitted with optional quiet baffles.
For 2014, Vance & Hines has designed a new flat plane mounting panel for the 12mm oxygen sensors now employed across the Sportster model line, which positions the sensor deeper into the exhaust stream, providing enhanced data feedback to the ECM. Optional quiet baffles available for a throaty exhaust note and reduction of 3-5 dB in the sound level.


text:
Blake Lizotte – Not the Easiest Path
October 10, 2019 March 7, 2020 / alampuntomycleats
Blake Lizotte of the L.A. Kings, back in his days at St. Cloud State. Photo by Minda Haas Kuhlman
Her kitchen table was covered with "get well soon cards," hand-written letters, her address book, and her 2012 calendar opened up to the month of August. We sat together, drinking coffee and eating one of her new-found favorite foods; toast with butter and sugar. 99-yearold Fern Kolbe shared with me her life story; which was one filled with love, laughter, hope; loss, heartache, and tragedy. As we reached year number 99 of her story, she concluded her chronicles with a sentence I will not soon forget. "If we knew beforehand what we would go through, we'd never make it."
What neither she nor I realized was that in Lindstrom, Minnesota a young man would soon discover how true her words were.
Blake Lizotte was a 14-year old kid; the youngest of 3 brothers. He was raised in a loving, Christian home by his mother, Lisa, and his father, Mike. Mike was known as being an energetic and friendly teacher, a proud husband and father, a dedicated coach, and a faithful Christian. On August 29, Mike and his son, Blake – who both enjoyed tennis – sat together watching the U.S. Open. They had no idea it would be their final father-and-son moment here in this world.
On the morning of August 30th, Blake woke up to the sound of his mother's screams. Mike suffered from epilepsy and had passed away suddenly and unexpectedly in his sleep. Blake explained to Chris Murphy; "He'd get seizures occasionally. His brain couldn't take it anymore and he basically passed away in his sleep. It was disbelief at the moment. You don't really realize what's going on until a few hours later, and it kind of hits you… It's definitely hard, but I think God gave me peace that day and got me through it."
Though he has now been called home to glory, Mike left life lessons with Blake that will last with him throughout his life. Blake recalls a few;
"He definitely told me to always give my all. You can't control the scoreboard. You just control the things you can control."
"Don't take the little things in such a big way. Little things will happen in life you just can't take so seriously. Something bad happens, you have to get back on your horse and get back going."
"He always just told me to play for God and give your best effort."
Blake Lizotte lived out his father's challenge; "play for God and give your best effort."
He fought through the pain of his father's death, thriving in sports along the way. He graduated from Lindstrom's Chisago Lakes High School in 2016, winning All-Conference honors in both tennis and hockey. He played junior hockey in the NAHL for the Minot Minotauros in 2014-2015 and with the Fargo Force of the USHL from 2015-2017. In his final season with Fargo, he was named part of the All-USHL second team.
After High School, he attended St. Cloud State, where he added to his list of honors; In his first season, he was named St. Cloud State's Rookie of the year, was part of the 2018 All-Conference Rookie Team, and was named 2018 Scholar Athlete Award. In his second season, he made the Conference All-Star Team.
But there was one glaring hole in his game; size. The Los Angeles Kings list him as 5'9." He told LA Kings Insiders that he's 5'8." The Los Angeles Times lists him at 5'7."
Lizotte tells Robert Morales of Los Angeles' Daily News; "I'm a smaller guy in stature, obviously, but I think I use that to my advantage, the way I play on my edges. That's the way it's been at each level and, obviously, it's a big jump at the NHL level from NCAA, but I'm excited for the challenge and I look forward to it."
That smaller stature is the likely culprit explaining why he was not selected in the NHL draft. He did, however, have eight teams express interest in him before he finally signed with the L.A. Kings. Lizotte made a one-game NHL debut at the end of the 2018-2019 season. He enjoyed a successful rookie camp this summer, leading John Hoven to write; "in talking to [coaches and] to other members of management, the general thought was if a team MVP could have been awarded, it would easily go to Lizotte."
Blake's plans from here are simple; "I have no expectations. I'm showing up and working hard every day and we'll see what happens. I've always been a person where I bring my work boots every day. Whether you're up or down, in Minnesota or California, you bring your work boots and you try to play the same and get better every day. That's my mentality right now; how up to the rink and get better every day."
Mike Lizotte's words still ring in his ears; "Don't take the little things in such a big way. Little things will happen in life you just can't take so seriously. Something bad happens, you have to get back on your horse and get back going."
A young man just beginning his journey in the NHL, Blake is wise beyond his years. He's learned already that, no matter what happens, all he can do is work hard and trust in God to work through everything that happens; the good as well as the bad. His father first passed that wisdom on to him, but Blake knows that all wisdom comes from God.
One of Blake's favorite Bible verses is Proverbs 3:6; in all of your ways acknowledge Him and He will make your paths straight. He explained to A Lamp unto My Cleats; This verse is super important to me because it is a great reminder that God should be at the center of everything I do. I believe that, if God is at the center of your life, He will guide you through the best path, not always the easiest, but the best possible path according to His will."
Lizette went to explain to LA King Insiders; I'm a pretty faith-based person, so I'm keeping my focus on God and keeping Him at the center of my world is what helps me with the stress and anxiety – I guess what comes along with pro sports. So I think that's been huge for me and that kind of relieves anxiety and stress; knowing that God's got a plan and whatever that plan is, it's the right one."
No one knows what the future may hold for Blake Lizotte. It will likely be full of ups and downs, highs and lows, triumphs and tragedies. As Fern Kolbe had learned, if we knew beforehand what we would go through, we'd never make it. But Lizotte knows that, whatever he goes through, God will be with him and will help him through it, as He always has. That alone give him the strength to keep going, keep fighting, and keep putting on his work boots and getting to work.
Angeles, Bible, Bible Verse, Blake, Blake Lizotte, Christian, Christian Faith, Christian Hockey Players, Faith, Hockey, Kings, Lizotte, Los, Los Angeles, Los Angeles Kings, Players, Proverbs 3:6, St. Cloud
← Tage Thompson – Trusting His Plan
Josiah Slavin – Playing to Serve →
4 thoughts on "Blake Lizotte – Not the Easiest Path"
JoNathan Chartrand
It's St. Cloud State University not St. Clair State.
Get your facts straight.
Other than that good story
alampuntomycleats
Thanks JoNathan! I've updated the post.
Pingback: Tage Thompson – Trusting His Plan | A Lamp Unto My Cleats
Pingback: Josiah Slavin – Playing to Serve | A Lamp Unto My Cleats


The plant of manufacture Liaz produce Liaz 158V long enough.
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text:
package chap10;
import javassist.gluonj.util.Loader;
import chap7.ClosureEvaluator;
import chap8.NativeEvaluator;
import chap9.ClassEvaluator;
import chap9.ClassInterpreter;

public class ArrayRunner {
    public static void main(String[] args) throws Throwable {
        Loader.run(ClassInterpreter.class, args, ClassEvaluator.class,
                   ArrayEvaluator.class, NativeEvaluator.class,
                   ClosureEvaluator.class);
    }
}

redpajama_set_name: RedPajamaGithub


text:
US calls for fair elections in Maldives, warns of sanctions
null | 7 Sep 2018 12:09 PM GMT
The United States on Wednesday expressed its concerns over the continued democratic backsliding in the Maldives and warned the island nation it would...
Washington D.C. [USA]: The United States on Wednesday expressed its concerns over the "continued democratic backsliding" in the Maldives and warned the island nation it would take "appropriate measures" against those undermining fair electoral process and democracy.
In a statement, Heather Nauert, the spokesperson for the US Department of State, said, "The United States is concerned about continued democratic backsliding in the Maldives, particularly as the country prepares for a presidential election on September 23."
She further said that the US will "consider appropriate measures against those individuals who undermine democracy, the rule of law, and a free and fair electoral process."
"We join the international community in calling for the release of falsely accused political prisoners; full implementation of the Maldivian Supreme Court's February ruling overturning the convictions of opposition members; an end to executive interference in the Parliament and judiciary; respect for human rights and fundamental freedoms; and holding a free and fair election that reflects the will of the Maldivian people," the release added.
Nauert further stressed that the restoration of democratic institutions and practices and the conduction of a free, fair, and inclusive election is of "critical importance to Maldives' future."
The statement comes in the wake of growing concerns in the international community about the state of democracy under Maldivian President Abdulla Yameen.
Maldives has been facing a political turmoil ever since President Yameen declared emergency on February 5. The 45-day emergency was imposed after country's Supreme Court reversed criminal convictions against Yameen's opponents, including former Maldivian President Mohamed Nasheed, and former Vice President Ahmed Adeeb.
In July, India had expressed concern over political situation in the Maldives and called upon the Maldivian government to allow democratic institutions to work in a transparent manner.
Earlier, former Maldivian President Nasheed had expressed apprehensions about rigging in the forthcoming election. Civil society members from the Maldives had also sought help from the international community to have free and fair presidential elections.
Abdulla Yameen
Mohamed Nasheed


Has hitchBOT made it to Vancouver yet?
HitchBOT has been killed in Philadelphia.
hitchBOT has made it to Thunder Bay!
The surveillance footage of Hitchbot's death is now confirmed to be fake. Here is the video showing the making of the world-wide prank.
Kevin Smith Predicted hitchBOTs fate 11 months ago!
Let me know if it hits winnipeg by Friday night.
Hitchbot's demise was foreseen by one of his creators over a year ago: "It would never work here... Here in the States, we would put it into the ditch, or shoot it."
I want to party with HitchBot!!
RIP Hitchbot. An apology from Philly.
So this came up on my Facebook feed and I'm not sure if it's serious or just terrible satire.
Has hitchBOT run out of power?
Internet Cold Cases: Who Killed HitchBot?
hitchBOT Welcome Event! You are invited!
I didn't know about this, anyone still care?


On behalf of Active Life Care & Wellness, I would like to thank each of everyone who came to support Active Life Brampton's official launch. Your attendance was greatly appreciated and your presence was a great honour for us. We really appreciated all the support. This event wouldn't have been a success without all of your support!
We believe that health is a journey, but it doesn't have to be a challenge. Active Life Brampton is about making your health journey an experience that is personal, enjoyable and tailored to your specific needs.
Thank you again for all of your support. We look forward to seeing you all soon!


Gayathri Pai's Food Bytes: Urad Dal~Moong Dal~Idly Rava Khotto with Veggie Dal And chutney.
Urad Dal~Moong Dal~Idly Rava Khotto with Veggie Dal And chutney.
** Khotto as you all know by now is actually Idly but the batter is steamed in Jackfruit leaves baskets a traditional method from Southern parts of India. I written an article and also mentioned many times before about the usage of them etc. so I will not be repeating the same again. Coming to khotto the one posted in here has already been blogged before, I have posted it about 2 year back. I often prepare this combo khotto and this time here the only difference is that I have served it along with veggie dal. I have made this post for the sake of another combination that can be prepared and served with any khottos of Idly. I have again also posted the method of preparation dal ie Dalitoy as we call in Konkani and here too the basic recipe remains the same. The only addition is veggies.
** I have already written in detail about how during my childhood I chanced upon this awesome Dal with veggies in it. It has been my childhood dish for many years, before I was forced by my mother to grow up and enjoy dishes with spices too. She was worried or else I would end up being a disaster after marriage. Mothers can really be firm at times, I guess I slowly started eating curries and dals with spices and today I am better of cooking and relishing any type of dish, thanks to Mom. But yes, my heart or should I say the child in me still at times want to go back and relive those memories and relish those dishes that were my lifeline. I guess all of us feel it at times, like how I felt today, I so wanted to relish this dish with veggie dal and when hubby said it, there was not looking back.
** Again this post is for Combo Meals, sort of sharing ideas of combinations of serving dishes. As I have already added on both the recipes separately I am just sharing their links here, please do go through the link for the Recipes, Inconvenience if any is regretted, but you'll will surely agree there is no point in repeating the same again.
** For the "Urad Dal~Moong Dal~Idly Rava Khotto" Recipe, Please follow the link given below …..
** Also given below is the Link to the Recipe of "Coriander~Coconut Chutney" which is in the picture above too …..
** You can use the search option for "Idly or Dal or Chutney" where you will get many more dishes prepared using it. Do try out various types of dishes to relish with dosa / Idly / roti etc. or with dal-chawal too. Enjoy the dishes with your family and friends and do give me a feedback if possible.
** An Earnest Request : There are many more recipes of similar type in the blog. For all my Recipes, use the search option or the label section in the Blog. If you are still not able to find it please leave a message in comment section or mail me the same. You can also go to my page (add on the left side of blog) and leave a message and I will try my best to get back to you as soon as possible … Thank you. I have also started a food group for "Konkani Saraswats" by the name "KONKANI DELICACIES" the link of which is posted on the left side of the blog page. Do join us in our culinary journey. I strongly believe in Sharing and always endorse that "Sharing Is Caring".
"Fried Urad Dal Gozzu / Chutney.
Spicy Masala Pova (Beaten Rice) Usli.
Tamarind Rice / Hulianna / Chinchama SheetHa.
Ashadhi Ekadashi ... An auspicious day.
Brinjal~Moong Dal Curry / Kathirikkai Gotsu.
Sambar Balli Panna / Ajwain Leaves Kadhi (saar).
Komal Dosa (A Soft~Spongy Dosa).
Butter Scotch Caramel Custard (Flan).
Roasted & Spiced Groundnuts (Peanuts).
Sweet Corn Vegetable Soup With Prawns.
Rava Idly With Bansi Rava~Carrots~Curds.
Spicy Beaten Corn Chivda (Corn Poha).


FC Barcelona Women's player Andressa Alves and Brazil won the 2018 Copa América Femenina in Chile, the seventh time the country has won the quadrennial international tournament.
Brazil was perfect in this year's competition, the eighth edition, winning all seven games played.
The title qualifies Brazil for the 2019 FIFA Women's World Cup and the 2020 Summer Olympics in Tokyo.
Alves, the FC Barcelona forward, was a regular in the Brazil lineup, and scored one goal, against Boliva.


text:
Marine Report- January 7, 2020
St. Mary Parish Sheriff Blaise Smith advises that over the last 5-week reporting period, the Marine Section of the St. Mary Parish Sheriff's Office responded to the following incidents:
Assistance-Stranded boat: November 28, 2019, 8:45 am, Atchafalaya River (Morgan City Harbor.)
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a stranded vessel in the Morgan City Harbor. Dispatch advised that the boater was aground and needed assistance. The deputy contacted the boater who said he was safe and wasn't taking on water. Upon arrival, the deputies observed the vessel aground on a shoal between the Highway 90 Bridge and the Railroad Bridge. The deputies were able to tow the stranded vessel off the shoal without incident.
Search and Rescue-Vessel aground taking on water: November 30, 2019, 6:45 pm, Point Au Fer Island.
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a sailing vessel that was aground and taking on water. Dispatch advised that the United States Coast Guard called and was asking for help with the vessel. Upon contacting the USCG in New Orleans, the deputies learned that communication was established with the vessel via VHF radio, and the USCG provided coordinates to the vessel which showed the vessel was in the area of Terrebonne Parish. Contact was made with TPSO to advise them that the SMPSO Marine Section would be assisting with the vessel.
Deputies launched and proceeded as far as Deer Island Bayou but had to standby at that location due to the heavy fog. Eventually, TPSO was able to reach the vessel and transported two persons to safety.
Assistance-Stranded boat: November 30, 2019, 11:00 am, Point Chevall.
The St. Mary Parish Sheriff's Office Marine Section received a call advising of a vessel that was aground in the fog near Point Chevall. The deputy contacted the boater by phone and learned that he was aground and experiencing engine trouble. Upon arrival, the deputies observed the vessel was aground and two boaters were donning life vests. The boaters boarded SMB-2 and the vessel was towed to the Burns Point Boat Launch without incident.
Rescue-Injured boaters: December 4, 2019, 6:00 pm, ICW M/B 110
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a vessel that was swamped with two persons and a K9 in the water. Dispatch further advised that call came in from the United States Coast Guard Station in New Orleans. The deputy made contact with the USCG and received coordinates to the boaters' location. While en route to the location, the deputies were in contact with a towing vessel that was also in the area that advised that one of the boaters had a leg injury and needed medical attention. Upon arrival, the deputies observed the boat along with the towing vessel and two boaters.
One of the boaters' had a leg injury, and a marine deputy (who is a first responder as well) advised that the leg needed to be in a splint. The crew from the towing vessel helped with materials to make a splint. Acadian Ambulance was contacted to meet the patrol vessel at the Cabot Boat Launch for medical attention. The boaters were transported back to the boat launch without incident where Acadian provided treatment to the injured boater.
Search and Rescue-Stranded boat in the Gulf: December 8, 2019, 3:15 pm, Gulf of Mexico
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a stranded boat in the Gulf of Mexico. The call came in from the United States Coast Guard Station in New Orleans. The deputies made contact with the USCG and were advised that two subjects were on board a 24-foot fishing vessel that had experienced engine failure and needed assistance. The petty officer also provided coordinates to the location. Upon arrival, the deputies observed a white fishing vessel with two subjects on board. The subjects boarded the patrol vessel and were transported to the Berwick Boat Launch without incident.
Assistance- Disabled vessel in canal: December 14, 2019, 5:00 pm, Charenton Drainage Canal
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a disabled vessel in the Charenton Drainage Canal. The boater was experiencing engine trouble and needed assistance. The deputy made contact with the boater via phone and received information as to the boat's location in the canal. Upon arrival at the location, the boaters boarded the SMP patrol boat and deputies towed the disabled vessel to the Franklin Boat Launch without incident.
Assistance- Disabled vessel in the bayou: December 21, 2019, 4:00 pm, Bayou Teche near Patterson
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a stranded boater in the Patterson area. The boater's engine had failed and he needed assistance. The deputies made contact with the boater and received information as to the location of the boat. Upon arrival at the location, the boaters boarded the SMP patrol boat and deputies towed the disabled vessel to the Jesse B. Hayes Boat Launch without incident.
Search and Rescue- Overdue crab fisherman: December 24, 2019, 8:24 pm, Ivanhoe Canal
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of an overdue crab fisherman. A person reported that a crab fisherman went out on the water but never returned. The person reported that the crab fisherman's phone had died hours before. The deputy investigated to find out what area the fisherman might normally fish. The deputy also contacted the United States Coast Guard and advised them of the situation. Moments later the USCG contacted the deputy advising that they were able to make radio contact with the fisherman and receive coordinates to his location. Upon arrival, the deputies observed the vessel and two boaters. The boaters attached a tow line to their vessel boarded the SMP patrol vessel. The vessel was towed to the Port of West St. Mary without incident.
Complaint- possible pipeline explosion: December 31, 2019, ICW
The St. Mary Parish Sheriff's Office Marine Section received a complaint of a possible pipeline explosion in the Intercoastal Waterway near the Charenton Canal. Upon further investigation, the deputies learned it was hunters burning the marsh.
Assistance- stranded duck hunters: December 27, 2019, 10:26 pm, Wax Lake Delta
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of stranded duck hunters at the Wax Lake Delta. A hunter reported that he and his friends were duck hunting and ran out of gas. The deputies launched the patrol vessel and traveled to the location where they observed the three hunters sitting in a duck boat. After the hunters put on life vests and attached a tow strap to their vessel, they boarded the patrol vessel and were transported to the Calumet Boat Launch without incident.
Search and Rescue- overdue duck hunter: December 29, 2019, 8:50 pm, Atchafalaya River Delta
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of an overdue duck hunter at the Atchafalaya River Delta. A person reported that a friend had gone duck hunting the day before and had not returned. The person gave information as to the location his friend normally hunts. Upon arriving at the Berwick Boat Launch, the deputies observed the missing hunter's vehicle in the parking lot. The deputies launched the SMPSO patrol vessel and traveled to the approximate location and began using a creeping parallel search pattern in order to locate the hunter. The deputies contacted the United States Coast Guard and requested Air Support. The Louisiana Department of Wildlife and Fisheries also had responded in assistance.
Several hours later, the USCG helo arrived on the scene and began search patterns. While searching, they observed a flare being set off and were able to locate the missing hunter. They directed the deputies as to the location of the hunter. Upon arrival, the deputies observed a partly submerged vessel and the hunter standing on the bank. The hunter and his vessel were recovered and were transported back to the Berwick Boat Launch without incident. It should be noted that the foggy conditions continued throughout the search.
Assistance- Stranded duck hunter: January 2, 2019, 8:00 pm, Wax Lake Delta
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of an overdue duck hunter at the Wax Lake Delta. A hunter had called and reported that his battery was dead on his vessel and he was in need of assistance. The deputy made contact with the hunter to receive the coordinates to his location. Upon arrival, the deputies observed three male subjects in a 16-foot duck hunting vessel. The hunters secured the vessel with a towline and boarded the patrol vessel. The hunters were transported back to the Cabot Boat Launch without incident.
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of an overdue duck hunter at the Wax Lake Delta. A hunter had called and reported that he was aground at the Wax Lake Delta and needed assistance. The deputy contacted the hunter and got information as to his approximate location.
The deputy contacted the United States Coast Guard and inquired if they could get the coordinates to the hunter's location from his cell signal. Moments later the USCG responded with the coordinates. The deputies traveled to the location and observed three hunters in a hunting vessel. The hunters secured the vessel with a towline and boarded the patrol vessel. The hunters were transported back to the Cabot Boat Launch without incident.
Assistance- Stranded duck hunter: January 6, 2019, 1:00 am, Wax Lake Delta
The St. Mary Parish Sheriff's Office Marine Section received a call from dispatch advising of a stranded duck hunter at the Wax Lake Delta. A female subject called stating her son and his friends were hunting at the Delta when their battery went dead and were in need of assistance. She did not know of their exact location and that their cell phone batteries were also dead. The deputies were familiar with the hunter and where he hunts, so they launched the patrol vessel and traveled to the location. Upon arrival, the deputies observed three individuals seated in the vessel and instructed the hunters to secure the towline to his vessel. The hunters along with their vessel were transported to the Calumet Boat launch without incident.


This fabulous little number is upholstered in a luxurious stain-resistant microsuede in the colour of your choosing, offset by contrast piping. The hardwood base is treated with a rich chocolate finish, and the glider comes with a removable lumbar pillow. To top it off, the chair boasts the smoothest of gliding motions, sure to lull your little one to sleep. The best part? When your little one moves out of the nursery, so too will the Mo-ma as this glider looks at home in any room it sits.


text:
Celebrity birthdays for the week of March 24-30
Steven Tyler presents the award for song of the year at the iHeartRadio Music Awards on Thursday, March 14, 2019, at the Microsoft Theater in Los Angeles. (Photo by Chris Pizzello/Invision/AP)
March 24: Poet Lawrence Ferlinghetti is 100. Harmonica player Lee Oskar of War is 71. Singer Nick Lowe is 70. Bassist Dougie Thomson of Supertramp is 68. Comedian Louie Anderson is 66. Actor Robert Carradine is 65. Actress Donna Pescow is 65. Actress Kelly LeBrock is 59. DJ Rodney "Kool Kollie" Terry of Ghostown DJs is 58. TV personality Star Jones is 57. Guitarist Patterson Hood of Drive-By Truckers is 55. Actor Peter Jacobson ("House") is 54. Singer-violinist Sharon Corr of The Corrs is 49. Actress Lauren Bowles ("True Blood") is 49. Actress Lara Flynn Boyle is 49. Rapper Maceo of De La Soul is 49. Actress Megyn Price ("Rules of Engagement," "Grounded For Life") is 48. Actor Jim Parsons ("The Big Bang Theory") is 46. Drummer Chad Butler of Switchfoot is 45. Actress Alyson Hannigan ("How I Met Your Mother," "Buffy The Vampire Slayer") is 45. Actress Amanda Brugel ("The Handmaid's Tale") is 42. Actress Olivia Burnette ("Sons of Anarchy") is 42. Actress Jessica Chastain ("Zero Dark Thirty," "The Help") is 42. Actor Amir Arison ("The Blacklist") is 41. Actress Lake Bell ("The Practice") is 40. Bassist Benj Gershman of O.A.R. is 39. Bassist Jesse Phillips of St. Paul and the Broken Bones is 39. Actor Philip Winchester ("Chicago Justice") is 38. Dancer Val Chmerkovskiy ("Dancing with the Stars") is 33. Actress Keisha Castle-Hughes ("The Nativity Story," "Whale Rider") is 29.
March 25: Film critic Gene Shalit is 93. Singer Anita Bryant is 79. Actor Paul Michael Glaser (TV's "Starsky and Hutch") is 76. Musician Elton John is 72. Actress Bonnie Bedelia is 71. Actress-comedian Mary Gross is 66. Actor James McDaniel ("NYPD Blue") is 61. Saxophonist Steve Norman of Spandau Ballet is 59. Actress Brenda Strong ("Desperate Housewives") is 59. Actress Marcia Cross ("Desperate Housewives") is 57. Actress Lisa Gay Hamilton ("The Practice") is 55. Actress Sarah Jessica Parker is 54. Turner Classics Movies host Ben Mankiewicz is 52. Singer Melanie Blatt of All Saints is 44. Actor Domenick Lombardozzi ("Boardwalk Empire") is 43. Actor Lee Pace ("Pushing Daisies") is 40. Comedian Alex Moffat ("Saturday Night Live") is 37. Singer Katharine McPhee ("Smash," "American Idol") is 35. Comedian Chris Redd ("Saturday Night Live") is 34. Rapper Big Sean is 31. Producer Ryan Lewis of Macklemore and Ryan Lewis is 31. Actor Matthew Beard ("The Imitation Game") is 30. Singer-actress Aly Michalka of Aly and AJ ("Hellcats") is 30. Actor Kiowa Gordon ("Twilight") is 29.
March 26: Actor Alan Arkin is 85. Actor James Caan is 79. Singer Diana Ross is 75. Actor Johnny Crawford ("The Rifleman") is 73. Singer Steven Tyler of Aerosmith is 71. Singer-actress Vicki Lawrence is 70. Actor Ernest Thomas ("Everybody Hates Chris," "What's Happening") is 70. Actor Martin Short is 69. Country singer Ronnie McDowell is 69. Drummer Monte Yoho of The Outlaws is 67. Country singer Dean Dillon is 64. Country singer Charly McClain is 63. Talk show host Leeza Gibbons is 62. Actress Ellia English ("The Jamie Foxx Show," "Curb Your Enthusiasm") is 60. Actress Jennifer Grey is 59. Actor Eric Allan Kramer ("The Hughleys") is 57. Actor Michael Imperioli ("Life on Mars," "The Sopranos") is 53. Guitarist James Iha of Smashing Pumpkins is 51. Country singer Kenny Chesney is 51. Actress Leslie Mann ("Knocked Up," "This Is 40″) is 47. Actor T.R. Knight ("Grey's Anatomy") is 46. Rapper Juvenile is 44. Actress Amy Smart ("Road Trip," "Felicity") is 43. Actress Bianca Kajlich ("Rules of Engagement," "Boston Public") is 42. Actress Keira Knightley is 34. Rapper J-Kwon is 33.
March 27: Actor Julian Glover is 84. Actor Jerry Lacy is 83. Actor-director Austin Pendleton is 79. Actor Michael York is 77. Keyboardist Tony Banks (Genesis) is 69. Keyboardist Andrew Farriss (INXS) is 60. Actor Brian Tarantina ("The Marvelous Mrs. Maisel") is 60. Jazz musician Dave Koz is 56. Movie director Quentin Tarantino is 56. Bassist Johnny April of Staind is 54. Actress Talisa Soto is 52. Actor Ben Koldyke ("Masters of Sex," "How I Met Your Mother") is 51. Actress Pauley Perrette ("NCIS") is 50. Singer Mariah Carey is 49. Drummer Brendan Hill of Blues Traveler is 49. Actress Elizabeth Mitchell ("V," "Lost") is 49. Actor Nathan Fillion ("Castle") is 48. Singer Fergie of Black Eyed Peas is 44. Actress Emily Ann Lloyd is 35. Actress Brenda Song ("The Suite Life of Zack and Cody") is 31. Singer Kimbra is 29. Actress Taylor Atelian ("According to Jim") is 24.
March 28: Harmonica player Charlie McCoy ("Hee Haw") is 78. Actress Conchata Ferrell ("Two and a Half Men") is 76. Actress Dianne Wiest is 73. Country singer Reba McEntire is 64. Actress Alexandra Billings ("Transparent") is 57. Rapper Salt of Salt-N-Pepa is 53. Country singer Rodney Atkins is 50. Actor Vince Vaughn is 49. Rapper Mr. Cheeks of Lost Boyz is 48. Actor Ken L. ("The Parkers") is 46. Singer-songwriter Matt Nathanson is 46. Guitarist Dave Keuning of The Killers is 43. Actress Annie Wersching ("24") is 42. Actress Julia Stiles is 38. Singer Lady Gaga is 33. Musician Clayton Knight of Odesza is 31.
March 29: Comedian Eric Idle is 76. Composer Vangelis ("Chariots of Fire") is 76. Singer Bobby Kimball of Toto is 72. Actor Bud Cort ("Harold and Maude") is 71. Actor Brendan Gleeson ("Harry Potter") is 64. Actress Marina Sirtis ("Star Trek: The Next Generation") is 64. Actor Christopher Lambert ("Highlander") is 62. Singer Perry Farrell of Porno for Pyros and Jane's Addiction is 60. Comedian Amy Sedaris is 58. Model Elle Macpherson is 56. Actress Annabella Sciorra ("Law and Order: Criminal Intent") is 55. Singer-harmonica player John Popper of Blues Traveler is 52. Actress Lucy Lawless ("Xena: Warrior Princess") is 51. Country singer Regina Leigh of Regina Regina is 51. Country singer Brady Seals is 50. Actress Megan Hilty is 38. Keyboardist PJ Morton of Maroon 5 is 38.
March 30: TV personality Peter Marshall is 93. Actor John Astin is 89. Actor Warren Beatty is 82. Drummer Graeme Edge of the Moody Blues is 78. Musician Eric Clapton is 74. Actor Paul Reiser is 63. Rapper MC Hammer is 57. Actor Ian Ziering ("Beverly Hills 90210") is 55. Singer Tracy Chapman is 55. TV host Piers Morgan is 54. Drummer Joey Castillo (Danzig, Queens of the Stone Age) is 53. Actress Donna D'Errico ("Baywatch") is 51. Singer Celine Dion is 51. TV personality Richard Rawlings ("Fast N' Loud," "Garage Rehab") is 50. Actress Bahar Soomekh ("Saw" films) is 44. Actress Jessica Cauffiel ("Legally Blonde" films) is 43. Singer Norah Jones is 40. Actress Fiona Gubelmann ("The Good Doctor") is 39. Actress Katy Mixon ("Mike and Molly") is 38. Country singer Justin Moore is 35. Actress Tessa Ferrer ("Grey's Anatomy") is 33. Country singer Thomas Rhett is 29. Rapper NF is 28.