Rigoberta Menchú Tum is this year's Spendlove Prize recipient. Photo courtesy of Carlos E. Osorno.
Nobel laureate Rigoberta Menchú Tum, recognized for her work in social and ethno-cultural reform, has been selected to receive the 2018 Alice and Clifford Spendlove Prize in Social Justice, Diplomacy and Tolerance at UC Merced.
Menchú Tum — who uses both names specifically to honor her parents — was born in Guatemala to a poor, indigenous peasant family and raised in a branch of the Mayan culture. Her family worked farms in the highlands and along the coast, picking coffee.
The 1992 Nobel Peace Prize winner also won the Prince of Asturias Award in 1998. She is the author of the autobiographical work "Crossing Borders." Menchú Tum is a UNESCO Goodwill Ambassador and ran for president of Guatemala in 2007 and 2011.
She has a long life of service to social justice, dating back to when she was a teenager, when she joined social reform activities through the Catholic Church and became prominent in the women's rights movement.
"Rigoberta Menchú is a perfect choice for the Spendlove Prize because she embodies so much of what UC Merced stands for — equality, justice, a place for the underserved and underrecognized, and opportunity despite adversity."
Her work drew attention and opposition. Her family was accused of taking part in guerrilla activities and Menchú Tum's father was imprisoned and tortured. After his release, he joined the Committee of the Peasant Union, as did she. That year, her brother was arrested, tortured and killed by the army, and the following year, her father was killed when security forces in the capital stormed the Spanish Embassy where he and other peasants were staying. Shortly after, her mother died after being arrested, tortured and raped. Menchú Tum became increasingly active in the CUC, and taught herself English, Spanish and Mayan languages other than her native tongue.
She helped lead farm-worker strikes and demonstrations, and as part of the radical group 31st of January Popular Front, she helped teach the indigenous peasant population to resist massive military oppression.
In the early 1980s, Menchú Tum went into hiding and Guatemala and fled to Mexico, becoming an organizer to resist oppression in Guatemala and advocating for indigenous peoples' rights. She helped found the United Representation of the Guatemalan Opposition and joined the National Coordinating Committee of the CUC.
Her work drew the attention of the Spendlove Prize Committee, which selects honorees from among scholars, authors, artists or other citizens who exemplify, through their work, the delivery of social justice, diplomacy and tolerance in the diverse local and global society.
Campus friend Sherrie Spendlove established the prize in 2005 through a gift to the university in honor of her parents, lifelong Merced residents Alice and Clifford Spendlove, who dedicated their lives to education and public service.
Menchú Tum's work has earned her recognition across the Western Hemisphere generally and several international awards, including the 1992 Nobel Peace Prize.
She returns sometimes to Guatemala to plead the cause of the indigenous peasants, but death threats keep her in exile.
Menchú Tum is in good company with past Spendlove Prize recipients, including Native American activist and author Winona LaDuke; Professor Anita Hill, attorney and professor of social policy, law and women's studies; slain Civil Rights activist Viola Gregg Liuzzo; Pulitzer Prize-winning poet Peter Balakian; California Supreme Court Justice Cruz Reynoso; President Jimmy Carter; Sara O'Meara and Yvonne Fedderson, who founded Childhelp USA; Jonathan D. Jansen, South Africa's first black dean; Professor Faye J. Crosby, an expert in inclusiveness, gender, race and affirmative action at UC Santa Cruz; John Y. Tateishi, the leader of the successful struggle for reparations for Japanese-American internees; and Charles Ogletree, Jr., a Merced native, Harvard Law School professor, social justice and ethics expert and constitutional law scholar.
Robbins leads the Spendlove Prize Selection Committee, which includes Sherrie Spendlove, an undergraduate student; a graduate student; a faculty member; and representatives from the UC Merced community. The Prize includes a $10,000 award.
Menchú Tum will accept her award at a public ceremony beginning at 6 p.m. Nov. 5 at the Merced Theater, and will deliver a keynote address. She will also spend time with students on campus that day, as well as attending a private reception with Chancellor Leland, among others.


text:
Q: Using errno with assertRaises in Unit Test I'm using assertRaises in my unit test to test the raising of specific exceptions.
assertRaises(IOError, testToRun, passedValues)

Though some of the exceptions I need to capture have specific error numbers (errno), so instead of collecting the base exception I'd like to capture the specific error number relating to that exception. Something like this, though it obviously doesn't work :)
assertRaises(IOError.errno(2), testToRun, passedValue)

To get around this when I want to capture specificly numbered exceptions I've been using:-
try:
    testToRun(passedValues)
except IOError, e:
    if e.errno == 2:
        pass
    else:
        raise

I'm sure it's not perfect but it works, but was wondering if it is possible to use assertRaises to do the same thing is a lot more compact way.
Thanks.

A: Since 2.7 it's possible to use assertRaises with a context manager:
with self.assertRaises(SomeException) as cm:
    do_something()

the_exception = cm.exception
self.assertEqual(the_exception.error_code, 3)

A: You could also create a new TestCase function using your current code:
def assertRaisesErrNo(self, exc, errno, f, *args, **kwargs):
    try:
        self.assertRaises(exc, f, *args, **kwargs)
    except IOError, e:
        if e.errno == errno:
            pass
        else:
            raise

unittest.TestCase.assertRaisesErrNo = assertRaisesErrNo

Then use it like any other assert method:
class TestSomething(unittest.TestCase):
    def test_somthing(self):
        self.assertRaisesErrNo(IOError, 2, myfunction)

You could also turn this into a context manager fairly easily using contextlib.contextmanager

redpajama_set_name: RedPajamaStackExchange


text:
Board index ‹ Particulate Pollution ‹ Particle Pollution Research
fine particulate matter (PM2.5) and mortality...
Research studies on wood smoke and other air pollution.
by Wilberforce » Wed Jan 07, 2015 1:30 pm
PDF DL
Associations between Long-Term Exposure to Chemical Constituents of Fine Particulate Matter (PM2.5) and
Mortality in Medicare Enrollees in the Eastern United States
Chung et al
http://ehp.niehs.nih.gov/1307549/
Background: Several epidemiological studies have reported that long-term exposure to fine particulate matter (PM2.5) is associated with higher mortality. Evidence regarding contributions of PM2.5 constituents is inconclusive.
Objectives: We assembled a dataset of 12.5 million Medicare enrollees (=65 yrs) to determine which PM2.5 constituents are: 1) associated with mortality controlling for previous-year PM2.5 total mass (main effect); and 2) elevated in locations exhibiting stronger associations between previous-year PM2.5 and mortality (effect modification).
Methods: For 518 PM2.5 monitoring locations (Eastern US, 2000-2006), we calculated monthly mortality rates, monthly long-term (previous 1-year average) PM2.5, and 7-year averages (2000-2006) of major PM2.5 constituents [elemental carbon (EC), organic carbon matter (OCM), sulfate (SO4=), silicon (Si), nitrate (NO3-), and sodium (Na)] and community-level variables. We applied a Bayesian hierarchical model to estimate location-specific mortality rates associated with previous-year PM2.5 (model level 1) and identify constituents that contributed to the spatial variability of mortality, and constituents that modified associations between previous-year PM2.5 and mortality (model level 2), controlling for community-level confounders.
Results: One standard deviation (SD) increases in 7-year average EC, Si, and NO3- concentrations were associated with 1.3% [95% posterior interval (PI): 0.3, 2.2], 1.4% (95% PI: 0.6, 2.4), and 1.2% (95% PI: 0.4, 2.1) increases in monthly mortality, controlling for previous-year PM2.5. Associations between previous-year PM2.5 and mortality were stronger in combination with 1-SD increases in SO4= and Na.
Conclusions: Long-term exposures to PM2.5 and several constituents were associated with mortality in the elderly population of the Eastern US. Moreover, some constituents increased the association between long-term exposure to PM2.5 and mortality. These results provide new evidence that chemical composition can partly explain the differential toxicity of PM2.5.
Return to Particle Pollution Research

redpajama_set_name: RedPajamaCommonCrawl


text:
Fashion|A Guide to Your Summer in the Hamptons
https://nyti.ms/1TXhR3n
A Guide to Your Summer in the Hamptons
Credit...Libby VanderPloeg
By Caitlin Keating
With Memorial Day finally here, the forecast for the Hamptons this summer looks sunny, with plenty of bright new restaurants, cheery cocktail clubs and beachfront thrills to while away those lazy hot days. Fashion and beauty shops are popping up all over the East End. And the social circuit is as robust as ever with big-ticket parties nearly every weekend from now to Labor Day.
Here are our picks for the best new places to eat, drink, play and relax in the Hamptons this summer.
1. Getting There in Style
The Hamptons skies are more crowded this summer.
Blade, the Uber-like helicopter app, is back and bigger than ever. With a new terminal on Wall Street, it now offers four departure points from Manhattan, with one-way fares starting at $495. Onboard snacks are catered by brands including Dean and DeLuca, though the short flight (about 35 minutes) barely leaves time for a second glass of Château d'Esclans Rock Angel rosé.
JetSmarter, a service that flies to 170 countries, is also offering helicopter service between New York and the Hamptons on new Bell 407 or Bell 407GX helicopters. Flights are included in annual memberships (starting at $9,675) and are $495 one way for everyone else.
2. Ditching the Car
Although Uber is still banned in East Hampton, getting around the East End is easier (and cheaper) this summer with the Hampton Hopper, a mint-green school bus that operates 12 stops from Sag Harbor village to Montauk. Single rides are $12; unlimited daily passes, $20. It runs Thursdays to Sundays; download its app for a schedule.
Had too much pinot at the party? A new app, Driver on Tap, will dispatch a designated driver to get you back home in your own vehicle, starting at $35.
3. A Quieter Montauk?
You won't hear as much music thumping across Montauk this summer. Town officials are enforcing existing noise codes against live music, as a way of tamping down on the rowdiness that has turned this once-quiet fishing village into a party capital.
The Surf Lodge, which had announced a summer concert lineup that included Miike Snow and Gary Clark Jr., is in limbo. "It's very frustrating," said an owner, Jayma Cardoso, who is optimistic she can work with the State Liquor Authority and town officials to find a compromise. "Canceling live music is robbing the community of culture that flourishes and grows here."
The restrictions won't dampen the fun at Sloppy Tuna, a wild beachfront bar where Charlie Sheen has partied, and popular drinks include the fireball shot. Earlier this year, one of the owners announced the bar was closing because of an internal dispute, but that has been cleared up, just in time for summer. "We're trying to keep it as the pearl that it is in Montauk," said Jeff Capri, the general manager.
The Surf Lodge, 183 Edgemere Street, Montauk; 631-483-5037, thesurflodge.com. The Sloppy Tuna, 148 South Emerson Avenue, Montauk; 631-647-8000, lisloppytuna.com.
4. Montauk Nibbles
The nights may be quieter this summer, but the dining scene heats up in Montauk.
Newcomers include the Grey Lady, a casual seafood restaurant that opened on Lake Montauk, down the block from Gosman's Dock. A 1951 wooden sailboat is docked nearby and available for charters. "You can order food from the restaurant, have a little picnic, go out and watch the sunset and come back," said an owner, Ryan Chadwick.
Ciao by the Beach, the site of many noise complaints last summer, is now the Arbor, a Mediterranean-style restaurant that serves wines from high-tech dispensers. Its owner, Marc Rowan, is also behind the changes at Duryea's, the beloved seafood shack that has been around since the 1930s. Plastic tables and chairs have been replaced with teak; paper plates, with bamboo. The adjoining fish market has also been upgraded with an oyster and sushi counter.
Ruschmeyer's is also switching things up, teaming with the chef Savannah Jordan and the East Village bistro Virginia's to create new dishes. Jay Astafa, a new chef at the Surf Lodge, is introducing vegan dishes inspired by Australian surf towns, like cantaloupe gazpacho with eggplant "bacon" and borage.
The Grey Lady, 440 West Lake Drive, Montauk; 631-210-6249, greyladymtk.com. The Arbor, 240 Fort Pond Road, Montauk; 631-238-5430, arbormontauk.com. Duryea's, 65 Tuthill Road, Montauk; 631-668-2410, duryealobsters.com. Ruschmeyer's, 161 Second House Road, Montauk; 631-668-8249, chelseahotels.com.
5. Hamptons Edibles
The rest of the East End has plenty for hungry Hamptonites.
The Greenwich, a new American restaurant, opens May 26 at the former Red Stixs space in Water Mill. While the menu (roasted chicken, lobster broil) may not win points for originality, the cocktail list promises more-unusual ingredients like lavender bitters and kaffir lime leaves.
Owners of the Southampton Social Club are behind Union Cantina, a farm-to-table Mexican restaurant in the former Southampton Publick House. The restaurant has three bars, including the 400 Rabbits Tequila Bar, which carries more than 100 types of tequila.
Southampton Inn is "modernizing everything" said the owner Dede Gotthelf, including a new restaurant, Cafe Klyde, which offers banquets and clambakes, and Carry Out Cafe Klyde for takeout.
The Greenwich, 1020 Montauk Highway, Water Mill; 631-726-6200, greenwichrestaurant.com. Union Cantina, 40 Bowden Square, Southampton; 631-377-3500. Southampton Inn, 91 Hill Street, Southampton; 631-283-6500, southamptoninn.com.
6. Beachy Bods
Barry's Bootcamp, the bro-friendly fitness class, is opening its third and largest location in the Hamptons, this time within a "farmhouse chic" space in Southampton. Expect sweaty celebrity sightings at the intense cardio classes.
Out-of-shape tennis fans can work out at the Hampton Racquet in East Hampton, which has a new outdoor fitness area with TRX training, boxing and strength training. "People in the city are indoors too much," said John Graham, the founder, who is also opening what he calls a "country club for kids" with board games, art classes and, of course, tennis.
Hotels are also getting into shape. At the Surf Lodge in Montauk, Xtend Barre offers its ballet-like workouts overlooking Fort Pond, and Anna Kaiser will lead her popular AKT InMotion dance cardio class May 28 and Aug. 13.
Gurney's Montauk Resort & Seawater Spa offers an array of water boards (including surfboards, beaver beater boards, paddle boards and boogie boards) to guests, courtesy of Paddle Diva Water Sports.
Barry's Bootcamp, 10 Montauk Highway, Southampton; barrysbootcamp.com. Hampton Racquet, 172 Buckskill Road, East Hampton; 631-324-0297, hamptonracquet.com. Gurney's, 290 Old Montauk Highway, Montauk; 631-668-2345, gurneysmontauk.com.
Guide to the 2016 Hamptons Party Social Circuit
The top charity galas, art openings and social gatherings on the East End this summer.
7. Sizzling Southampton
The Hamptons restaurateurZach Erdem is expanding his night life empire. Mr. Erdem, the owner of the ever-popular 75 Main in Southampton, is opening four new spots this summer.
Opening on May 27 is Kozu, a 250-seat Japanese restaurant with a large patio overlooking Main Street. Daniel and Derek Koch, the party promoters, are holding their Champagne brunches there on Saturdays. Behind it is Summer House, a late-night lounge with a patio filled with white-linen daybeds and hydrangeas.
Mr. Erdem is reopening the former 1Oak space as AM, a booming nightclub with graffiti-decorated walls, headlining D.J.s (Fat Joe raps May 27), and gyrating burlesque dancers from The Box. And when it's time to sleep, Mr. Erdem's Hotel ZE (at the same address as Kozu) has five suites and four rooms designed by Costas Kondylis. Rates start at $800 on weekends.
Kozu, Summer House, Hotel ZE, 136 Main Street, Southampton; 631-619-6660, 75maingroup.com. AM, 125 Tuckahoe Lane, Southampton; 631-353-3888, 75maingroup.com.
8. Chinese Society
Craving dim sum with Champagne? Jue Lan Club, a clubby modern Chinese restaurant named after a secret art society from the 1930s, is opening a 6,000-square-foot night spot in Southampton.
The action begins during the day with a three-course "bottomless brunch" with unlimited mimosas, bloody Marys or screwdrivers ($34.95). The art-club theme comes alive in the backroom, where the Barn-Gruin Gallery opens May 27 with a photo exhibition, "Punks, Poets and Provocateurs," by Marcia Resnick. On weekend nights, the Elm & Main lounge takes over the backroom and features D.J.s and an open kitchen till 4 a.m.
Jue Lan Club, 268 Elm Street, Southampton; 631-353-3610, juelanclub.com.
9. Rosé Crawl
If the Hamptons runs out of rosé (remember the scare of 2014?), the North Fork has your back. Several wineries (including Bridge Lane Wine, Castello di Borghese Vineyard, the Lenz Winery and Roanoke Vineyards on Love Lane) will hold a North Fork Rosé Crawl on June 11. The self-guided tour coincides, naturally, with National Rosé Day.
Rosé will also be flowing at André Balazs's Sunset Beach hotel on Shelter Island, which has lined up Balearic D.J.s on weekends between July 4 and Labor Day. The hotel is also offering a Sunset Hooky day-trip package that includes an 11 a.m. seaplane flight on a Thursday or Friday, three-course lunch and 4:30 p.m. return ($735).
Sunset Beach, 35 Shore Road, Shelter Island; 631-749-2001, sunsetbeachli.com.
10. East End Art
Few artists can afford it anymore, but the Hamptons remain a place to see (and buy) art. The Art Hamptons art fair returns for it ninth installment in Bridgehampton June 23 to 26. Its founder, Rick Friedman, is also holding a new home design and décor show, Hamptons Contemporary, June 3 to 5, featuring some 160 design firms and stores at the Elks fairground in Southampton.
On the museum front, Guild Hall features "Peter Beard: Last Word From Paradise," the artist's first solo exhibition in the United States in 15 years, June 18 to July 31. The Parrish Art Museum showcases the work of three influential New York painters — Ross Bleckner, Eric Fischl and David Salle — on July 31. And the Watermill Center showcases an installation of red, yellow and blue light sculptures by G. T. Pellizzi from June 11 to Aug. 28.
Art Hamptons, 900 Lumber Lane, Bridgehampton; 800-563-7632, arthamptons.com. Hamptons Contemporary, 605 County Road 39, Southampton; hamptonscontemporary.com. Guild Hall, 158 Main Street, East Hampton; 631-324-0806, guildhall.org. The Parrish Art Museum, 279 Montauk Highway, Water Mill; 631-283-2118, parrishart.org. The Watermill Center, 39 Water Mill Towd Road, Water Mill; 631-726-4628, watermillcenter.org.
11. More Magazines
Make room in the beach bag. The East Hampton Star, the 131-year-old weekly newspaper, is starting a glossy magazine, East, that will cover the East End lifestyle with the "credibility and authenticity only The East Hampton Star can provide," according to its media kit. The first issue comes out June 23.
Hamptons Magazine, part of the recently renamed Greengale Publishing (titles also include Gotham and Ocean Drive), has been revamped. "It's the coffee table book to keep all summer long," said Samantha Yanks, the editor. The Memorial Day issue, out May 26, features Drew Barrymore on the cover and is 350 pages. The magazine will also be on Snapchat @HamptonsMag.
12. Road Envy
Tesla is opening a showroom in East Hampton where customers can customize their electric vehicles with autopilot hardware and HEPA filters. And while your contractor is installing a charging station in your beachfront garage, plug into new charging stations at the Maidstone, White Fences Inn and the Montauk Yacht Club Resort and Marina.
Tesla, 50 Newton Lane, East Hampton; teslamotors.com.
13. Hotel Redos
While no new mega resorts are opening in the Hamptons this summer, there are plenty of face-lifts.
The 90-year-old Gurney's Montauk Resort & Seawater Spa in Montauk, which has been transformed in recent years, has 42 newly renovated rooms that feature dip-dyed omber drapes and other modern touches. The Surf Lodge has freshened up all 20 rooms with new furniture, mattresses and whimsical photographs by Gray Malin. And all 90 rooms at theSouthampton Inn have been redone with paint, carpenting, lighting, soundproof flooring and Tempur-Pedic mattresses.


text:
Q: jQuery delay on CSS change I'm looking to add a 300 millisecond delay to the function of this jQuery but not 100% sure where it should sit?
I understand that I need to add .delay(300) but wasn't too sure where it has to go in the code below.
$("#menu1-holder").mouseleave(function(){
    $('#menu1-holder').css('display', 'none');
});

OR... should I be using setTimeout? If so where should that be placed?

A: $("#menu1-holder").mouseleave(function(){
var that = $(this);
setTimeout(function(){
   that.css('display', 'none');
}, 300);
});

A: You can also do like this with simple script:
$("#menu1-holder").mouseleave(function(){
    $('#menu1-holder').delay(300).css('display', 'none');
});

Check this http://api.jquery.com/delay/


text:
4x4 World
HYBRID 4xe
Jeep® Models
RENEGADE THE MOST CAPABLE COMPACT SUV EVER RRP price from€23,795
COMPASS SET YOUR OWN COURSE RRP price from€ 27,995
WRANGLER 2-DOOR ADVENTURE IS EVERYWHERE
View all the promotions
Autonomy - Mobility program
Off-Road Guide
4x4 Experience
The Home of SUV
Jeep® 4xe Plug-In Hybrid SUV
The new WLTP tests *
WLTP and RDE for the certification of fuel consumption, co2 and pollutant emission.
The 4X4 experience *
Jeep® 4x4: ready for any challenge.**
The home of SUV *
Discover the SUV Range.**
Spare parts and tips
Assistance and Maintenance
My Jeep®
All services *
Discover original spare parts, accessories, and maintenance packages for your Jeep.**
Access in MyJeep *
Discover a world of offers, services and content reserved to your car!**
Jeep® World
Jeep® Camp
Jeep® store
Jeep® News
Jeep® Partners
All Jeep® Partners
Jeep® & World Surf League
Jeep® & Juventus
Jeep® Owners Group
Jeep Owners Group *
Become a part of the world's greatest Jeep® experience. Your new adventure starts now!**
Camp Jeep *
The Camp Jeep® is the once-a-year get-together of Jeep® fans from all across Europe.**
4XE – HYBRID
NEW JEEP® 4xe
The new plug-in hybrid technology of the new forthcoming Jeep® 4xe is coming. With unprecedented 4x4 performances, great urban efficiency, low consumption.
The new forthcoming Jeep® 4xe vehicles sales are scheduled within the first half of 2020.
As the world presents new mobility challenges,
Jeep® continues to be an icon of freedom and
adventure for future generations.
As the world presents new mobility challenges, Jeep® continues to be an icon of freedom and adventure for future generations. To achieve this, Jeep® takes sustainability and social consciousness as keywords and guidelines.
The Jeep® "e-mobility" concept has electrification at its core, and efficiency, performance and responsibility as its pillars.
This is how 4xe was born. This is why 4xe marks the beginning a revolutionary era in the brand's history.
THE LEGEND EVOLVES
The Jeep® 4xe vehicles will make life easier: two cars in one, full electric drive plus combined hybrid capability,
more sustainable and forward-looking than traditional Jeep® SUVs with internal combustion engines.
Building on our adventurous spirit.
Purely indicative images. Vehicle sales are scheduled for the first half of 2020.
MORE TECHNOLOGY THAN EVER
The new Jeep® 4xe will be a Plug-In Hybrid system, comprised of a petrol engine which will drive the front wheels, and an electric motor which will drive the rear wheels.
The electric motor will be powered by an 11.4 kW battery which will be charged during driving by regenerative braking or charged externally via an electrical outlet. Once charged, the battery will allow the car to function as a full-electric vehicle for up to 50 km.
FAST AND EASY RECHARGE AT HOME
Do you want to get a faster home charging experience? Try the Wallbox and the other dedicated Mopar accessories, to charge the plug-in hybrid 4xe Jeep® with intuitive and domestic gear and to considerably reduce the time needed for a home charge and feel even more free to get out and look for new adventures.
NEW INTERIOR COMMANDS
Hybrid, Electric and e-Save modes available.
Moreover, the new Selec-Terrain® adds a new exclusive feature: the Sport mode, to increase throttle performance and improve steering response.
MANAGE ON THE GO
With the new Jeep® 4xe information will be available at any moment. The new 7" TFT cluster is the fastest way to get real-time vital driving information on the Jeep® 4xe SUV. You will have instant access to the electric power charge condition, the state of charge of the plug-in hybrid SUV, driving mode and a lot more. While maintaining focus on the road.
REAL TIME MANAGEMENT
All information of Jeep® 4xe will be available through 8.4" radio display: charge status, selected driving mode, energy flow, regeneration history and more. Charging schedules can be set to maximize energy efficiency.
Jeep® 4xe directly on your smartphone. Overview the battery status and even schedule a charge with the My Uconnect™ App*. Also, when connected to a charging cable, the charge status will be easy monitored.
* Some My Uconnect 4xe services will be active from June 2020. For timing on the activation of a specific My Uconnect 4xe service, please refer to the official Jeep® website.
MORE SUSTAINABLE THAN EVER
Low emissions, Jeep® 4xe will be made with many/several recyclable and recycled materials.
More Sustainability, these will be the most sustainable Jeep® vehicles:
of Jeep® Renegade 4xe underbodies
made by recycled plastic
of the Jeep® Renegade 4xe fuel tank
made by recycled materials
YOUR DAILY JOURNEY WITH PLUG-IN HYBRID
The new Jeep® 4xe SUVs will be extraordinarily flexible and ready to make your daily routine simpler. Take a look!
Renegade and Compass Plug-In Hybrid 4xe range: CO2 emission (weighted, combined) (g/km): 55 – 47.
Fuel consumption (weighted, combined) (l/100 km): 2.4 – 2.1;
Values calculated on the basis of WLTP procedure (Regulation (EU) 2018/1832).
The values indicated for fuel consumption and CO2 emissions are measured by the manufacturer on pre-approval tests, and may be subject to modification depending upon the definitive homologation.
4xe technology
Recharge Q&A
What types of electric/hybrid engines are there?
• ICE: Internal Combustion Engine (internal combustion engine) is the traditional thermal energy engine (petrol, diesel, etc.) in which fuel combustion is activated through an oxidizer (usually air) inside a combustion chamber that is an integral part of the movement circuit of the fluid.
• MHEV: internal combustion engine and electric motor combined. The battery is charged by the internal combustion engine and by regenerative braking. It does not allow to drive in all-electric mode.
• HEV: internal combustion engine and electric motor combined. The battery is charged by the internal combustion engine and by regenerative braking. Battery performance allows for short trips in all-electric mode.
• PLUG-IN HYBRID: internal combustion engine and electric motor combined. The battery is also charged from an external source (charging socket) and through regenerative braking. Battery performance allows long journeys in all-electric mode.
• BEV: traction is provided exclusively by an electric motor. Driving is electric and charging is achieved only through an external source and regenerative braking.
• REEV: has a small petrol powered generator to recharge the battery and allow extended range when the battery level is low.
Why will you opt for a Plug-In Hybrid solution?
Plug-In Hybrid is one of the best solution to exploit the strengths of using an internal combustion engine (ICE) and an electric motor combined. Furthermore, within the hybrid world, the Plug-In Hybrid guarantees optimal balance between electric range, charge time, fuel economy, drivability and performance.
What are the main advantages of a Plug-In Hybrid vehicle?
Plug-In Hybrid cars offer many of the advantages of electric vehicles, such as lower running costs, a silent journey, and zero emissions in the case of pure electric driving, while ensuring the flexibility of a conventional combustion engine for longer trips, without necessary recharge the battery from an external source. The combination of the combustion engine and the electric motor can also allow the vehicle to deliver a higher level of torque and performance than conventional larger-displacement engines. Jeep® 4xe will represents an advanced solution, which will increases performance and driving comfort by ensuring reductions in operating costs andlower emissions than thermal engine vehicles
What kind of electric vehicle will Jeep® Renegade 4xe be?
Jeep® Renegade 4xe will be a Plug-In Hybrid Electric 4x4 Vehicle, equipped with a petrol engine, which drives the front wheels, and an electric motor, which drives the rear wheels improving the off road capability. The two engines will work together, with automatic management by the vehicle. The electric motor will be powered by an 11.4 kW battery that will be recharged during driving by regenerative braking, and can be recharged externally via the power grid. The battery will allow the car to function as an all-electric vehicle for up to 30 miles when the battery is fully charged. If the battery approaches the end of its charge, the petrol engine automatically intervenes to recharge it while driving, to ensure a constant availability of the 4xe drive.
What specific technology will be offered on the new Jeep® Renegade 4xe versus the traditional models of the range?
The Jeep® 4xe will allow the customer to drive in several modes: Electric, Hybrid as well as e-Save mode, that preserve the charge level of the battery. New e-features will be available, such as eco-coaching, regenerative braking and pre-conditioning system of the cabin (which can be activated through a mobile phone or the specific timer in the vehicle's infotainment display). The 4xe model will also be equipped with specific features including a dedicated instrument cluster, a dedicated section on the 8,4'' infotainment display and a new Sport mode, which enhances vehicle performance by increasing throttle performance and improving steering response.
Will the new Jeep® Renegade 4xe be Trail Rated?
Yes, the new Jeep® 4xe will be the most capable 4x4 Plug-In Hybrid Jeep® SUV in the market. Electrification will further improve their legendary capability, thanks to the increased torque ensured by the electric motor and the ability to adjust it with extreme precision in the starting stages and when driving on the most demanding off-road trails, where a low crawl ratio will be required
What will be the key features of the new Jeep® 4xe in terms of connectivity?
The new Jeep® 4xe will offer state-of-the-art connectivity systems. Jeep® Renegade 4xe will feature UConnect Services* as a standard and will provide the customer innovative services related to safety, security and convenience. The Uconnect system will allow Jeep® 4xe customers to always be informed about the status of their car through a dedicated My Uconnect smartphone app*. On this app, customers will also have the possibility to control and monitor the charging of their Jeep® 4xe, as well as to locate charging stations and set the interior temperature.
*Some My Uconnect 4Xe services will be active from June 2020. For timing on the activation of a specific My Uconnect 4xe service, please refer to the official Jeep® website.
How long will it take to recharge the battery?
The time range will be between 1.6 h, when using a fast charger (high power Wallbox or public charging station), to approximately 3hrs when using a domestic plug at its maximum charging power level.
Will the system have a fast charge mode or only a standard charge mode?
The recharging system will allow a fast charge up to 7,2 kW .
How will I set mycharging?
Through the vehicle's Infotainment system, or by the My Uconnect app accessed through a smartphone.
During the individual charging at home, you will have the possibility to set the preferred charging time (over-night for example) and choose the power level of the charging program through a dedicated section in the infotainment system.
What will happen when the battery runs out when you are on the road?
The ICE engine (internal combustion engine) will automatically turn on to guarantee on-road driving. The system will be designed to guarantee a minimum level of charge in order to ensure 4x4 performance.
What will happen if the driver forgets to recharge the battery?
The ICE (Internal Combustion Engine) engine will allow the use of the vehicle while recharging the battery. That way, the 4x4 performance will be always ensured.
Will the outdoor temperature have any impact on the batteries?
The batteries will be designed to function properly at all the average temperatures of the year. Autonomy can be reduced depending upon exposure of the car to very warm temperatures for a very long time, as energy is used to cool the batteries. Similarly, in the case of very low temperatures, the autonomy will be reduced because the energy will be used to heat the batteries. Batteries can be exposed to temperatures down to -40 ° C.
How many methods will there be to charge the car?
The vehicle will charge while driving, or by connecting it to an external power outlet.
How will the Jeep® Renegade 4xe charge the battery while driving?
The Renegade 4xe will charge the battery through:
1- Regenerative braking: electric vehicles will use regenerative braking, which will convert the vehicle's kinetic energy into electrical energy and will use it to charge the battery, instead of wasting it as thermal energy as with conventional ICE brakes. Electric motors will consume energy to provide movement. When this movement will be no longer required (for example in the slowing down phase), the braking force will be able to be used to reverse the motor action and generate electricity. The process is known as regenerative braking and the electricity generated can be sent to the battery. In the right conditions the autonomy of an electric car can be extended by more than 10% thanks to the collection of regenerated electricity.
2- E-Save driving mode: by setting this mode on the Hybrid Selector in your Jeep® Renegade 4xe, the 4xe system will keep the battery at a defined charge level, or can recharge the battery up to a set threshold.
How will Jeep® Renegade 4xe charge the battery via an external power socket?
Each Jeep® Renegade 4xe will be equipped with a domestic charging cable (called Mode 2) which will connect to the vehicle's Type 2 socket. This means that you will be able to load a Jeep® Renegade 4xe from a home garage or in front of your home, if an external socket is present. An on-board charger converts alternating current into direct current for charging. Through the Uconnect* 8.4" NAV infotainment interface, or through the appropriate My Uconnect app* that you will be able to download on your smartphone, it will be possible to set the recharge time and maximum current threshold that you require to absorb from your home system.
For a faster charge, you will have the possibility to install a domestic wall panel, called Wallbox, which charges the vehicle faster than a conventional socket. Wallbox can be installed.
What equipment will I need to top up?
• Standard: Home charging cable. All 4xe Jeep® vehicles are already equipped with a standard domestic charging cable which can be connected to any domestic socket.
• Optional: High speed charging cable. Type 3 charging cable that allows you to charge the 4xe vehicle from a public charging column.
What does kWh mean?
kWh means kilowatt hour, a measure of the amount of energy that can be stored in a battery. For a given car, a battery with a higher capacity, or more kWh, will have greater autonomy and / or better performance. For a given capacity, the actual autonomy will vary based on driving style and environmental conditions.
Can electric cars be loaded when it rains?
The safety of the charging process with normal use is total, even in the rain. Customers are not exposed to any risk of electric shock
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J&K Bank's new scheme ray of hope for business community: KCCI
Srinagar: Kashmir Chamber of Commerce & Industry (KCC&I), President, Sheikh Ashiq Ahmad Tuesday stated that the business community of Kashmir was undergoing a period of unprecedented stress and turbulence and heading towards financial instability.
"The Special One Time Settlement Scheme 2021 announced by Baldev Prakash, Managing Director/CEO, The Jammu and Kashmir Bank Ltd declared on 10th of January, 2022 was a ray of hope for the business community," he said.
While appreciating the efforts put in by Baldev Prakash for the said Special Scheme. However, at the same time as mentioned the Scheme is valid for 30 working days for which the sanction or otherwise will be conveyed within seven working days of the receipt of application with a maximum repayment period of six months. "The Kashmir Chamber of Commerce & Industry requested the Bank Authorities not to make the Special Scheme time bound and extend the repayment time of six months as the Covid restrictions started all over India that affects the business community directly."
President KCC&I appealed to the business community to avail this Special One Time Settlement Scheme to settle their accounts and avail this opportunity to get benefitted.
"In this time of crisis, the government has also announced the appointment of Baldev Prakash as the Managing Director/CEO of the J&K Bank. We hope that under your dynamic leadership all the issues related to the business community are looked into and addressed at the earliest."
The business community of Kashmir views the appointment as a positive development to augment the good work done by the management of the bank under the leadership of Baldev Prakash. Now that the Government would be announcing important fiscal interventions aimed at reviving the economy, the role of J&K Bank would be critical in effective implementation of any measure, he said.


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Hollie Doyle, née le , est une jockey Britannique, spécialiste des courses de plat.

Biographie

Originaire de Herefordshire en ouest de l'Angleterre, fille d'un jockey irlandais d'obstacle et d'une cavalière qui montait des pur-sang arabes en course, Doyle se lance dans le circuit des courses de poneys à l'âge de neuf ans. En 2014 elle devient apprentie chez l'entraîneur Richard Hannon, Jr.

Elle gagne pour la première fois au niveau des courses de groupe en juillet 2020 (avec Dame Malliot dans le Princess of Wales's Stakes à Hippodrome de Newmarket, Gr.2) et s'offre son premier groupe 1 en octobre 2020 (avec Glenshiel dans le British Champions Sprint Stakes à Ascot), devenant la troisième femme à s'imposer à ce niveau en Angleterre. Le 19 Juin 2022 Doyle, en selle sur la troisième des Oaks Nashwa, remporte le Prix de Diane (Gr.1) à Chantilly et devient la première femme à s'imposer dans un grand classique européen. Elle s'approprie et améliore à plusieurs reprises le record féminin du nombre de victoires en une année et se classe régulièrement dans le top 10 du classement des jockeys britanniques.

Ses performances et son rôle de pionnière parmi les femmes jockey lui valent de nombreuses récompenses, y compris par-delà les frontières du monde des courses hippiques. Elle a reçu plusieurs Lester Awards (les trophées honorant les meilleurs jockeys britanniques, nommés ainsi en hommage à Lester Piggott) dont celui de meilleur jockey en 2020. En décembre de la même année, elle est désignée sportive de l'année par le Sunday Times et termine troisième de l'élection par le public de la "BBC Sports Personality of the Year" derrière Lewis Hamilton et Jordan Henderson.

Hollie Doyle se marie le 21 mars 2022 avec le jockey Tom Marquand.

Palmarès (groupe 1)

 British Champions Sprint Stakes – 1 – Glen Shiel (2020)
 Goodwood Cup – 1 – Trueshan (2021)
 Nassau Stakes – 1 – Nashwa (2022)

 Prix de Diane – 1 – Nashwa (2022)
 Prix de l'Abbaye de Longchamp – 1 – The Platinium Queen (2022)

Références

Jockey
Naissance en octobre 1996

redpajama_set_name: RedPajamaWikipedia


In the first half year of 2004 Citycon Oyj´s profit before extraordinary items and taxes rose to EUR 11.6 million (EUR 9.9 million). The earnings per share increased to EUR 0.08 (EUR 0.07). In the same period Citycon started a process to assess business opportunities in the Scandinavian and Baltic countries.
The book value of the property portfolio owned by Citycon was EUR 731.0 million at the end of the period (EUR 644.2 million). Citycon owned 16 shopping centres, which comprised 58.8 per cent of the company's property portfolio book value, and 130 supermarket and shop properties, which comprised 41.2 per cent of the book value of the company's property portfolio. At the end of the period, in terms of balance sheet values, 46.7 per cent of the properties were in the Helsinki Metropolitan Area, 35.5 per cent were in other major Finnish cities and 17.7 per cent were in other parts of Finland.
On 26 May 2004, the Board of Directors of Citycon Oyj decided to start a process to assess business opportunities in Scandinavian and the Baltic countries. At the same time, the company will continue the implementation of its strategy of expanding its core business in Finland. Based on the outcome of the assessment process, the Board will later consider amending the geographical scope of its strategy. Citycon will continue, in accordance with its strategy, to focus on retail premises in Finland, mainly in the Helsinki Metropolitan Area and the biggest regional centres.
During the period, the company signed a total of 182 leases, of which 79 came with the acquisition of Torikeskus in Seinäjoki. At the end of the period, Citycon had a total of 1,465 leases with roughly 860 lessees. The average length of the leases was 3.6 years. The occupancy rate for Citycon's entire property portfolio was 97.1 per cent (97.1%).
The net rental income of Citycon's leasing business during the period totalled EUR 30.7 million (EUR 27.1 million). The average net rental yield of the properties owned by the company was 8.5 per cent (8.4%).
Shopping centres accounted for 54.9 per cent of the net rental income (49.6%) and supermarkets and shops accounted for 45.1 per cent (50.4%). Of net income, roughly 47.4 per cent was generated by properties in the Helsinki Metropolitan Area, 34.2 per cent by properties in other major Finnish cities, and roughly 18.4 per cent by other properties in Finland.
Citycon's gross investments amounted to EUR 12.7 million (EUR 0.9 million). Gross investments include the acquisition of a new shopping centre, Torikeskus in Seinäjoki, for EUR 7.1 million, and EUR 5.6 million for business development projects.
During the period, Citycon sold in accordance with its strategy three (3) properties belonging to the Supermarkets and Shops Division. The combined balance sheet value of the properties sold was EUR 0.6 million and the capital gains were EUR 0.1 million EUR.
During the period, Citycon's turnover increased to EUR 44.1 million (EUR 38.7 million). Operating profit increased to EUR 24.5 million (EUR 21.6 million). The increase was largely due to the acquisitions of shopping centres at the end of 2003 and in the first quarter of 2004. Gross rental income accounted for 93,6 per cent (93,4 %) of turnover.
The Group's financing situation remained good during the period. The balance sheet total was EUR 834.2 million (EUR 742.7 million), of which cash and cash equivalents were EUR 4.8 million (EUR 12.1 million). At the end of the period, Citycon had a total of EUR 460.9 million (EUR 381.7 million) of liabilities. Net financial expenses rose to EUR 12.9 million (EUR 11.7 million).


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Jet propulsion
Текст: Ekaterina Hvorova, Aydar Fahrutdinov | 2015-01-19 | Фото: RUSJET, jwm2013.com | 29264
Aircraft modeling: hobby of millions. Most model plane enthusiasts use inexpensive and easy-to-master aircraft – technical progress has led to the appearance of a large number of manufacturers of components for aircraft modelers; one can even acquire pre-assembled radio-controlled models. And then there's aircraft modeling, which presupposes not only the independent construction and preparation of flying model aircraft, but also competition for airspeed, range, flight endurance, and aerobatics. This places certain demands on the models as well as on training of their constructors.
Vitaliy Robertus and Pavel Lapshov
Vitaliy Robertus - Master of Sport, chief pilot of the air sport club RUSJET, six-time champion of Russia, four-time second-place holder, current world champion in aircraft modeling in the category of jet-powered radio-controlled models. Pavel Lapshov - Master of Sport candidate, coach of the Russian national team, executive director of the club RUSJET.
Today European and world championships in aircraft modeling are regularly held under the management of international organizations. Aircraft modeling includes, within its scope, sixty disciplines divided into five categories, each of which contains fundamental and supplementary classes. The elite of aircraft modeling are sportsmen competing in the class of radio-controlled jet models, and the primary organization uniting jet modelers is the International Jet Model Committee, which holds a world championship once every two years.
At the first stage of competition the radio-controlled jet models are evaluated for their fidelity to the original in scale, detailing, and color scheme; together these constitute fifty percent of the points. A panel of three to five judges compares the model with a set of documents presented by the participant (blueprints of the original and around fifty high-quality large-format photographs of the original aircraft from different angles, with all its characteristic details). The judges take into account the smallest details: skin paneling, hatches, rivets, latches, the exactness of the color scheme, insignia, markings, and even wear and tear noted on the prototype aircraft. Jumping ahead a little, we can tell you that in the Yak-130 model belonging to the current world champion in this category, Vitaliy Robertus from Russia, even the miniature liquid-crystal displays of the instruments show the same figures in flight that the screens of a real aircraft would.
The other fifty per cent of the points are awarded after the second stage, in which the participants make three flights, of which the two best make up the final score. The flight plan contains aerobatic maneuvers, chosen by the participant from the standard selection as most suiting the flight capability of the prototype aircraft. However, some aerobatic maneuvers can be even more difficult – some models are capable of withstanding load factors of up to 20 G, whereas a trained pilot can maintain control of an aircraft only up 10 G. At this stage the main mission of the pilot is to control the model during taxiing, takeoff, and the flight itself, so that it behaves as much as possible like the original. The judges evaluate not only the speed and smoothness of the flight, the angular velocities of the model while maneuvering, but even the sound of the engine as well.
When building a model it's important to keep to the external proportions of the original, as well as its aerodynamic characteristics. When you take into account air viscosity and other factors, it turns out that the larger a model is, the better it flies. It's best to make the model as large as possible. Although the competition's rules state that the model's unfueled weight cannot exceed 20 kilograms, the scale of the model and its dimensions are not regulated.
As a rule, airworthy aircraft are taken as the original and recreated at a scale of from 1:3 to 1:9. The resulting model is two to three meters long. After deciding on the scale of the model, the modelers begin building it independently. The process takes several years, requiring painstaking work and considerable financial expenditure. The first stage is one of drafting and calculation. The model must replicate the original externally and be able to fly at high speeds. Since in aerodynamics giving a model the same proportions as the original does not mean it maintains the same aerodynamic characteristics as the original, larger aircraft, the modelers have to completely recalculate control surface deflection, the center of gravity, and other important figures. It is also essential to distribute the aircraft's weight correctly. During construction essential statistical and flight trials are carried out. At this stage crash landings and the complete loss of the experimental model sometimes occur. It is little different from the creation of a real aircraft with blueprints, wind tunnels, and experimental prototypes.
World championships in aircraft modeling are incredible sights. They always draw in audiences of all ages.
Jet aircraft modeling hasn't been around for very long. Aircraft with jet engines were first built in the 1940s, but it took another fifty years to create miniature jet engines. At one point it was even considered to be impossible, since the square-cube law states that when one changes the dimensions of the engine, its energy conversion efficiency changes as well, along with other characteristics. For example, if you made a matchbox-sized exact copy of an automotive engine, it would not work. Model turbojet engines appeared thanks to German engineer Kurt Schreckling, who was able to build a simple, easy-to-assemble, and cheap-to-produce engine, which in many ways copied the HeS 3, the first German turbojet engine, created in 1939 by Pabst von Ohaim. This was a true technical breakthrough. The small and cold radial-flow centrifugal compressor was planted on one shaft with a single-contour hot turbine. Schreckling chose a centrifugal compressor because it was simpler to make and had fewer demands in tolerance; it also increased pressure by 2.4 to 2.7 times. The wooden impeller of the compressor was strengthened with carbon fiber, while the turbine wheel was made of 2.5 millimeter tin. A true engineering revelation was the annular combustion chamber with its evaporative injection system, where a coiled pipe approximately one meter in length transports the fuel. With a length of only 260 mm and a diameter of only 110 mm, Schreckling's engine weighed 700 g and gave 22 Н of thrust. The exit velocity of the gas in the jet nozzle was 200 meters / second. The engine is to this day the quietest in the world.
Kurt Schreckling's developments contributed to the construction of industrial prototypes of the engine. Various companies created several sets for self-assembly as well, the most famous of which was the FD-3 from the Austrian firm Schneider-Sanchez.
The first completely assembled serially-produced aircraft modeling turbines were the JPX-Т240 from the French firm Vibraye and the Japanese J-450 Sophia Precision. They were very reliable and easy-to-operate, but had poor acceleration. Plus, they weren't all that cheap – one Sophia cost $5800 in 1995 – almost as much as a new car. Later the construction and technology proposed by Schreckling were simplified, and the cost of the engine fell.
In 1994 the Pegasus turbine was released, with performance figures that were incredible for the time: an output of 10 kg of thrust, a maximum engine speed of 105000 rpm, a compression ratio of 3.5 at a rate of airflow of 0.28 kg / second, a gas discharge velocity of 360 meters / second. The mass of the engine with all of its units was 2300 g, while the turbine itself was 120 mm in diameter and 270 mm in length.
In 1995 Thomas Kamps' book "Model Jet Engines" was published, featuring calculations and detailed blueprints of a turbine for home assembly. By experimenting with Schreckling's turbine, Thomas Kamps created the microturbine KJ-66, in which he combined all that the field had hitherto accomplished. In effect all of today's examples copy or reproduce to a greater or lesser degree the units put into this turbine. With the publishing of this book an engine of this type became attainable and could be built by any technically-minded person with the aid of basic engineering devices, such as a lathe.
The next revolution in the construction of mini-turbines took place thanks to German company JetCat. Its main innovation was the electronic control unit of the turbine, developed by Horst Lehnertz. JetCat added an electric starter, to the turbine a temperature transmitter, an optical tachometer, a fuel control unit, and an electronic "brain" that made everything work together. After the command to start, the electric starter turns on first, which takes the turbine up to 5000 rpm. Later, through six injectors (steel tubes 0.7 mm in diameter), the combustion chamber starts to receive a gas mixture (propane and butane), which is ignited by an aircraft modeling glow-plug. After the initiation of sustained combustion, kerosene begins to be passed through the neighboring injectors. Once the engine has reached 45000 – 55000 rpm the engine switches to kerosene, then reduces to idle revolutions (33000 − 35000 rpm). A green light flashes – that means that the onboard electronics have passed control of the turbine on to the radio control unit. Now the plane can take off.
Comparison: to launch the first models of the turbojet engine it was necessary to have at least four people – one pilot, one person with a container of compressed air, one with a fire extinguisher, and another with gas for ignition. The start sequence was as follows. First compressed air was blown onto the compressor impeller, bringing it up to 3000 rpm. After that gas was injected and ignited, trying to achieve sustained combustion in the combustion chambers. After this it was necessary to somehow switch transmission over to kerosene. As a rule, three-quarters of these attempts ended in failure, and often in flames – in such cases someone with a fire extinguisher was needed.
While in a French aircraft modeling store in 2001, Russian Vitaliy Robertus saw a Graupner catalog with a description of the JetCat P-80 – a turbine with an automatic start. The catalog stated that 45 seconds after ignition the turbine starts, revs, and passes control over to the transmitter. Such a wonder of technology with a completely automatic start then cost $2500. Not believing the unit's incredible possibilities, but nevertheless having gathered the necessary funds, Robertus returned to Russia the happy owner of the country's first model turbojet engine. In his words, his happiness could only be compared with buying one's own satellite orbiting the Earth. The most striking thing was that the catalog didn't lie, and the turbine really did start with the push of a single button. This purchase laid the foundation for the birth of jet aircraft modeling in Russia, and after ten years made Vitaliy Robertus the world champion in jet aircraft modeling.
World champion Vitaliy Robertus and executive director of the air sport club RUSJET, Pavel Lapshov, spoke to us about the creation of this championship-winning model of the Yakovlev Yak-130.
– What is the story behind the creation of your championship-winning jet copy of the Yak-130?
Vitaliy Robertus (V.R.): The Yak-130 is only part of what we're doing, though it is our most impressive accomplishment. The path of the RUSJET team began ten years ago with the appearance of the first model jet engine in Russia. At that point we had already built up a fair amount of experience, knowledge, and education. We are all graduates of aviation institutes, and all of us have been involved in aircraft modeling in the traditional sense.
Pavel Lapshov (P.L): Now technical creativity among children is dying out. When we were kids we could build a dream out of a piece of plywood we found in a dump. Now a mother takes her children to an aircraft modeling club, and a month later she comes in and asks: "And where's the plane my son has made?" They start explaining to her that first you need to make a Mokhov helicopter – it's this propeller on a stick – and then you need to teach the child to use a fret saw… And then mom brings in a box with Chinese-made parts, and the modeling ends there.
But our childhood hobby, plus experience and knowledge, went onto serious competition and work. Before Vitaliy brought the first model jet engine from France in 2001, we had already been very involved with flying piston-engined models. Buying that jet engine was a turning point and predestined the formation of the RUSJET club in the future.
V.R.: The first flight of our own jet model took place in the summer of 2002 at Khodynskoe Polye. Unfortunately, you could hardly call it successful. Only by 2007 did we have enough technical experience under our belts to use the technology without accidents. This is what that means – you get a turbine, put it on the cheapest Chinese-made glider you can find, try to get it to start. At first it won't start; then it starts, but it catches fire. You learn how to avoid it catching fire and, finally, how to make it take off.
By the way, now we've created a "school for jet modelers" by recording over a dozen training clips for newcomers, because today they are taking the exact same hard knocks that we once took. There are some very interesting locations in the videos – take, for example, one from our first world championship in South Africa, where our plane (a model of an L-39) caught fire in the very first round and crashed into the savannah. The organizers of the championship allowed us to fly the rest of the rounds using a duplicate model, but outside the competition, which allowed us to get the first kernels of competition experience. This gave us a powerful jumpstart in understanding how important a systematic approach to flight preparation is, as well as how to build a model that can stand the test of competition. That same year I had an important conversation with Pavel, after which it became clear that our positions were very similar, and that combining our efforts would give us significant advantages. Pavel expressed his interest in taking direct participation in the building and preparation of jet models to participate in competitions at the highest level. And that was pretty much how the club started.
Vitaliy Robertus' first world championship (South Africa 2003) ended in failure: all that remained of the L-39 (above) was burning wreckage (below). Nevertheless, the first kernels of competition experience had been gathered.
In early 2004 we rented premises on the edge of Moscow, bought the necessary instruments, and got down to building models. And we made a lot of them. We flew them, built up our experience, and we got a very clear understanding of the current possibilities and of what still needed to be done. We met Aleksey Prokhorov – one of the pilots from the Strizhi aerial demonstration team. Thanks to his support and his telling the command of the Kubinka Airbase that aircraft modelers love the sky just as much as real pilots, we got the rare opportunity to occasionally carry out training flights on the airbase's runway. The majority of the accidents with engine failures ended with minimal damage to the models thanks to the airbase's long concrete runway.
Back then RUSJET already existed in practically the same form as it does now. The name RUSJET best expresses the meaning of our club – the Russian Jet Movement.
P.L.: The beginning of the 2005 World Championship in Hungary went well: we achieved third place in the static grading, but in the second round our plane crashed again – it exploded and caught fire. Only two years later in Northern Ireland did we get our first serious result, taking second place, thanks to our reaching the right conclusions from our previous performances.
After this success we were invited to put up a stand at the Moscow International Aviation and Space Show, where we saw one of the first pre-production Yak-130s. We took a fancy to it and decided to choose it as the prototype for our next model. The Yak-130, like all training aircraft, is small in size, so it can be made in 1:4 scale. We were also influenced in our choice by it being subsonic, having wings swept-back at a low angle, a moderate thickness of profile, and a promising aerodynamic layout – all of which influenced the construction of the model.
Looking back we see that our decision was 100% correct. However, at that time we had two very serious challenges. The first was connected to the fact that everyone was flying with only one engine back then, and the Yak-130 has two engines. While using this model we've had 20 or so landings with only one engine, so there's still the risk of an engine giving out. The second challenge was that earlier we had used models that we had bought. This means that the model was made out of components from a box. Later on we started modernizing them, taking them up to the highest level of modeling – the copying of everything, right down to the smallest details. We make a copy of everything that's visible externally, and no one would ever be able to tell the model from the real aircraft. Even we can't tell the photographs apart. Then the world championship changed the rules and added an additional bonus for those who make their own models. In 2008 we understood that we weren't going to get anything else by flying someone else's planes. That was a pivotal moment – we needed to gather up the courage and decide to make the plane ourselves.
It's hard to believe, but this isn't a real Yak-130 on the runway – it's a very skillfully-made copy. It looks and flies, however, just like the real thing.
– How did you begin your work on the model?
V.R.: One of the most crucial steps is the gathering of documentation and information. At the moment we have something like 9,000 photographs of one example of the Yak. That was the result of a week spent at an airfield with all sorts of cameras, measuring tapes, and rulers. We measured everything – every little feature, every little star, every label. And that was only the visual part. As for the engineering part, then the Yakovlev design bureau was very generous with us. The management gave the green light, and we were given information not only on paper, but in electronic form? The theoretical contour of the aircraft was cut up into the number of sections that we needed; they gave us blueprints from all the general angles and gave us kinetic diagrams. That got rid of our need to guess some details. For instance, the landing gear strut has complicated kinetic characteristics, and trying to place the suspension point by trial and error would have been useless.
After nearly two and a half years we were at the physical reproduction stage. We drew 3D models of all the details. By the standards of aircraft modeling we used some high technology, spending as little time as possible on manual work – when this was possible, of course. Large components were milled. For instance, the core of the master-model of the fuselage was milled on a CNC system based on a 3D model. It's a 3x5 meter five-axis machine that makes actual components for real yachts and trains.
After this came the most painstaking moment – imitation. Most models in the best case copy only the exterior, but our plane copies every rivet, every pucker of the metal. Another thing that we surprised people with was the absolutely realistic texture of the surface. It's pretty hard getting to that level. Every pucker, every dent is sanded and covered with foil on the master-model. That's a tremendous amount of work – every sheet of metal is cut to size out of thin foil and glued to the master-model. Later something called matrices are made out of composite materials based on the master-model – they are basically the same thing as a mold. And we use the molds to make the components. The master-model is made out of dense plastic, weighs dozens of kilograms, and it's heavy even with three people carrying it. According to the competition rules, the weight limit for the final model is 20 kilograms.
Two or three years go into the design and preparation of the model alone. Then the flight trials and finishing begin.
– What difficulties did you have in creating the model?
P.L.: The most interesting part begins when you do the inside of the plane. The challenge is to make a high-tech item with the maximum number of options within the regulation weight. We weren't afraid to use new composite materials that are used in real-life aviation and not in aircraft modeling. The internal diagonal bracing is usually plywood; we used sandwich panels made from foam plastic and carbon fiber-reinforced polymer.
Another example is the landing gear. In aircraft modeling thick rubber tires are used, which keep their form thanks to the thickness of the rubber. But they're very heavy. With small dimensions inflatable constructions are used, but then there are technical problems with compression, pressure, hermetic seal, and stuff like that. In our case the enormous (by our standards) wheels had to be made light. We had to put in an internal hard spatial frame that is put on over a thin aluminum disk. We then put on a layer of air-foam rubber and a thin covering of normal rubber. That combination gives light weight and durability – not a single wheel has worn out yet. And no one else has done that.
– Did you develop that yourselves?
P.L.: Yes, we did. At competitions level they appreciate it when the model stands on display and its wheels "give" a little, just like with a real aircraft's. That's also thanks to the layering. We introduced a lot of new things like that.
Commercial companies started making clones of our developments, using many of our systems. For example, we have an interesting tailplane actuator – there are two, and they work like a two-headed horse. Or there's the flap suspension system, which duplicates the parallelogram mechanism of a real aircraft, but on a completely different scale.
– You were able to win the world championship twice with the Yak-130. Was it the same aircraft both times?
V.R.: No, they were different models. The first we made in 2011. Looking at it now, it was an ugly duckling, but that was enough to beat everyone else by a wide margin. By 2013 we had made a second, perfected version. It was lighter and had many new systems. The entire cockpit lights up – the little lights and monitors work, the control sticks move in sync with the commands from the ground. The dummy of the pilot moves; every nook is worked out in detail; the valves on the auxiliary power plant (a little turbine in the tail) open up, it revs, a sound-imitator goes… Besides the mock-up work, the model had a lot of new construction work.
– What is there more of in creating a model – practical construction or the theoretical part?
V.R.: As a rule, traditional aircraft modeling has a small theoretical component and a lot of practical experience. In our case there are a lot of calculations. For instance, the landing strut loads, the loads on the control surfaces, the stress diagrams for the retracting cylinders – all of those get calculated. But then doing calculations with composite materials is hard: if the pressure in the vacuum changes slightly or the resin doesn't properly dissolve, the composite is already something completely different.
There's also a practical part – we did high-speed runs for control surface disturbance. They looked pretty funny. We made special mounts on the roof of a car. We fastened everything to the trunk of the car – for example, the tail unit, the fin, the tailplane with actuators. The car drove at a speed of 180 km/h. That's how we tested the control elements and wing's high-lift device for deflection at extreme loads. But even during flight trials we were perfecting the aircraft.
P.L.: Once, after some flights at Kubinka, we had an open house and many of the leading pilots came. The Yak-130 test pilot Roman Taskaev was invited to take a look at our model, and we told him about our tests, in particular about one thing – the aircraft has deflecting leading wing edges. For a real Yak-130 the deflection of the leading edges on landing is 20 degrees, and after the first two weeks of test flights we realized that that was too much: the model was unstable, so we reduced the deflection to 10 degrees. He looked at me and said: "It took us three years of flying to realize that." It turned out that on the real aircraft they changed the figures too; it's just that this didn't make it into the general flight characteristics.
We stay on very good terms with the pilots. Oleg Olegovich Kononenko, who is a recipient of the Hero of Russia award, for instance, invited us and our model to his fiftieth birthday party, where among the guests were leading pilots and engineers of the major aircraft design bureaus and the M.M. Gromov Flight Research Institute. They were shocked by what we were able to do on such a small scale.
– Besides competitive victories, what goals have you set for the club?
V.R.: Our club is a nonprofit organization whose main mission is getting the word out about aircraft modeling, and reviving the Soviet-era tradition when it was the basis for the development of aviation. Back then many aircraft modelers devoted their lives to the sky. It would be great if the incredible things that we learned to make with our own hands existed today as well. Despite the wealth of technologies that are used today, a person needs to do everything with his own hands, feeling every detail. There are things that develop spatial perception, thinking, and motor skills. The development of technology today is leading, unfortunately, to the degradation of humanity – we're going back to monkeys. I often see how children are given iPads so they won't bother anyone. Children get addicted to them because they're a very neat toy. You shouldn't ignore electronics like that, but you need to use them in a different way. The most important thing is to try to immerse children in reality: construction sets, toys, books. Today's children aren't reading anymore because there's so much video content. This is how children lose their imagination – here's one picture, there's another. There's everything in front of you, and you don't need to imagine anything.
I see the results of this even at my main job (Vitaliy is the manager of a department of a major company). People come in, they bring figures, but they don't understand them or feel them. We can look at a component, for instance, and tell you right away if it will work or not, if it will withstand the necessary load or not. That's because we touched everything with our own hands, beginning with a slide rule and ending with the lathes. We understand what works and how it works. When a person comes up to me and gives me some figures and says, "The computer came up with this," I simply send him out of my office. "Go, turn off your computer, get a calculator, a pen, and do the math on paper." That's the sad thing. The means have started crowding out the content.
– So your club is also a personnel-development project?
V.R.: To a certain extent. At first we just worked on our own, but later on we decided to create a society around us that nurtures and develops itself. It's one thing to do something all on your own, but it's three times as interesting when a lot of people do it. We're getting more and more interested people every year.
– What drives your development and where do you get the enthusiasm to work in aircraft modeling?
V.R.: There's competition – that's the driver for all of our activities. To win you have to be the best in everything, beginning with the little things. For us this is a hobby – we're all amateur aircraft modelers. We like it, and we do it. But we try to be professionals in our approach – we should do it the best we can in terms of materials, technologies, and the engineering of the model. Everything is the best in the world. We gather the best bit by bit at exhibitions, competitions, bringing something of our own to it. What we end up with is some kind of Mona Lisa of engineering.
But if you did this just out of love for pure art, it would be very difficult. Competition is a strong stimulus. The title of world champion, on the one hand, gives you obligations, and on the other allows you to widen your professional ties, including commercial ties. The meaning isn't in the title, but in the movement. Rules and approaches to competition change; the goal is to keep up with all of it and win under any conditions.
– Aside from your participation in international competitions, is there any other way that you get the word out about what you're working on?
P.L.: We try to participate in all the events that we can. Every year we have large shows, perform, run a whole series of programs, gather together like-minded people. The largest show in Rostov brings in nearly 10000 viewers every year. We have been near Moscow, in Kiev, in Borisoglebsk… We try to show as much as we can over the internet, on social media, and in professional associations. We use all of the latest technologies, especially if we need to spread information as fast as possible. And we're always ready to help others.
V.R.: We launched a video course called Jet School. We also support the Krasnogorsk aircraft modeling club for children. When I was growing up every town and city had aircraft modeling laboratories and shipbuilding laboratories that children attended and where they built things. But today, talking with the head of a youth center, I'm very sad to find out that children are embarrassed that they go to the aircraft modeling club. That's strange. I remember being proud that I could make things with my hands. Today that's funny and bizarre – why should you do something yourself when your parents can buy it for you at a store?
When I was a kid we couldn't even dream of doing what we do now. Many people, though, are realizing that it's a dead-end, consumeristic path – and for their children as well. Something that you haven't made with your own hands and haven't felt doesn't have any value. A store-bought model falls and breaks and the child forgets about it.
– Is your intention to change the world around you?
V.R.: Yes, we try to change the world around us as much as we can. After our past projects a huge number of interested people appeared. And for us that was a new challenge. We want to create something in Russia that exists elsewhere in the world. We Russians can do a lot, but we did go through a period of time when we stopped believing in ourselves, stopped being proud of our country. When we were children watching hockey, our team always won, and we didn't think about what was good or bad. The feeling you get when you stand on the winner's stand and our national hymn plays – I'll call it a Soviet feeling – is just amazing. We want to bring that feeling back to people. You can't imagine how the people were cheering for us when we were performing.
I think this will bear fruit in our country – at some point it will go over into the next generation. We understand why officials send their children abroad to study. I want our children to study here. I understand that, maybe, we won't solve this problem for everybody, but judging by the feedback we get, then we're not doing all of this for nothing.
– How do you see your activity developing in the future?
V.R.: We think it would be inappropriate to perform with the Yak-130 after 2015, so we will be making other aircraft. There are new prototypes that are more complicated and more interesting. We need to grow, and each new aircraft is a new set of aerodynamics, a new set of electronics, and an entirely new level of mock-up. It's possible that we'll do a MiG-29. It's a supersonic aircraft and because of that there are two aerodynamics. There's the possibility that we'll make it super-maneuverable, with thrust-vectoring. Maybe we will try to make a Т-50, a fifth-generation aircraft. It's a flying computer, and it has no traditional aerodynamics at all.
There's also a desire to master vertical take-off aircraft. Here a lot of emphasis goes on piloting, handling, automation, construction of the swiveling jet nozzle. But that's not a project for competition, and if it ever comes off, then it will definitely be a long time from now.
Drones are another direction we could take. On our own it might not happen, but then we would need to look for people in related fields. That's a completely different topic.


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For the Royal Air Force pilots training at Riddle Field, the Clewiston Inn was their favorite hangout.
Shaped like the upper-right edge of a picture frame, the 1,190-square mile county scoops up much of Lake Okeechobee's southern shore while also stretching west to capture the county seat of LaBelle and then south to the edge of the Everglades to encompass the Seminole Tribe's Big Cypress Reservation.
From the waterfront and into the wilderness, here are some things to look for in Hendry County.
Sitting on the south shore of Lake Okeechobee, Clewiston is Hendry County's largest city and the place with the southernmost feel. That may stem from the slow pace of downtown, its genteel city park and, especially the classic 57-room Clewiston Inn, whose antebellum look conveys a strong sense of the Old South.
Originally built in 1926, the décor doesn't seem to have changed much in the years since. Listed on the National Register of Historic Places, you can't ask for anything more authentic for an Old Florida lodging experience-– especially when you retreat to the inn's Everglades Lounge where a 360-degree mural of Florida wildlife (painted in the 1940s by noted artist J. Clinton Shepherd) wraps around the room.
What many travelers don't realize as they drive through town is that Clewiston was created as a planned community, a la Coral Gables. From the steps of the inn, head a few blocks north (toward the lake) and a long parallel line of royal palms stands sentinel at the entrance of neighborhoods built in concentric half-circles.
It's natural you wouldn't be aware of this unless you had visited the superb Clewiston Museum. If you're an armchair historian or just a fan of Old Florida, the museum's bookstore carries gift items and a nice assortment of Florida fiction and historical works that dig into the area's local, regional, and state past.
Sharing space with the Clewiston Chamber of Commerce, the museum ($4) shines a light on the town's history. In addition to maps, promotional pamphlets, and some vintage aerial photos revealing the town's design, curator Butch Wilson has developed exhibits including fossils and mammoth skeletons unearthed in Hendry County, trade routes used by Florida's Indian tribes, and an assortment of tools and instruments used by sugar cane cutters – along with the tokens they were expected to use at the company store (which in essence kept them indebted to their employer).
Among other highlights are authentic Seminole memorabilia including a woman's skirt and drape, an overview of the infamous 1926 and 1928 hurricanes that nearly destroyed the town, and an often overlooked moment in Florida's past.
As seen from a rustic chickee hut, the beauty of the Seminole's home is revealed each morning.
During World War II, British flyers found it hard to train in the skies of England (for obvious reasons), but they found friendly skies over Clewiston. Cadets who later went on to battle the Germans attended the No. 5 British Flying Training School at Riddle Field in Clewiston five miles west of town. It's fun to imagine how the Brits felt working among the most Southern folks in Florida. Despite the culture shock, I'd bet $1 million they were both glad to have each other.
If you're in town for fishing, perhaps the most popular fishing spot is Roland Martin's combination resort/marina. Together with his family, the fishing legend who hosted his own outdoors series built the complex, which offers boat rentals, fishing guides, airboat tours, a tiki bar and grill, and accommodations including an RV park with swimming pool. This relatively modern facility is the bookend to its über-rustic counterpart several miles west of town.
After passing a string of strip malls, box stores, and chain hotels on U.S. 27, C.R. 720 pierces the sugarcane and goes north. If you follow this road, drive with caution; there are many right angles to make, long canals abutting the road, and no guardrails beside them. Several miles in, you'll reach Uncle Joe's Fish Camp at Liberty Point where a sparse collection of cottages and cinder block rental units seems frozen in time. Far removed from civilization and with Lake Okeechobee a few feet away, this is where serious anglers can have a fishing party like it's 1949.
If you traveled further west, you'd be heading toward LaBelle at the boundary of Hendry County. Before going there, though, first go and visit a unique Florida destination. You can reach it via Highway 833, which is just south of U.S. 27.
Had you arrived prior to August 2016 when a marker was erected, chances are you would have never known C.R. 833 was a road of historic significance. In the mid-1800s while the government was rounding up Seminoles for deportation to Oklahoma, Sam Jones (or Abiaki, his Seminole name) led the last tribe members to safety along a secret trail he had blazed. Dubbed "Ole Devil" by his enemies, it was a grudging sign of respect for the medicine man whose strategies helped ambush, repel, and evade soldiers in key battles in all three Seminole wars. The trail he blazed was the foundation for this very highway.
From here the route slips into some of the most forlorn country in Florida, a huge swath of land dubbed Devil's Garden which is comprised of thousands of acres of dense, nearly impenetrable wetlands, marsh, wet prairie and birds. About 45 minutes south of Clewiston, you'll arrive at the place where you'll meet some of the friendliest people in Florida: the Big Cypress Reservation of the Seminole Tribe of Florida.
While the story of the Seminoles could fill hundreds of volumes, for now there's no better place to get acquainted with the people, their land, and their culture than at the largest of six reservations owned by the Seminole Tribe.
On the corner of Highway 833 and West Boundary Road is where the story of the Seminoles is told splendidly. At the Smithsonian-affiliated Ah-Tah-Thi-Ki Museum you'll learn that of the 566 Native American tribes recognized by the United States government, the Seminoles claim a unique distinction: Unconquered. They never surrendered, never signed a peace treaty. By retreating into the Everglades, the Seminoles outsmarted and outlasted a nation whose aim was to forcibly relocate them to Oklahoma.
A short film, exhibits, a boardwalk through the woodlands, a small village where Seminole elders sell fabulous beadwork and handicrafts, and even a world-class research center will help you understand who the Seminole are, how they hunted, how they prepared meals and clothing, and how they traveled and traded and celebrated.
A few miles down the road is the Billie Swamp Safari, the tribe's tourist attraction. Ride on an airboat, explore the swamp on a modified high-wheeled vehicle, watch a gator wrestler, grab a bite at the Swamp Water Café (try the Seminole fry bread), and purchase a few items in the gift shop.
If you don't mind roughing it, stay the night in a modified chickee hut, patterned after a traditional Seminole dwelling. Aside from a few small beds, there is no electricity, plumbing, or air conditioning. The trade-off is that in the morning you'll awake in a pure Florida wilderness where alligators, water buffalo, deer, horses, and sand hill cranes are sloshing in the lake outside your screen window. More modern accommodations can be found a few miles away at Big Cypress RV Resort where there are RV sites as well as fully-equipped cabins.
Before humans intervened, The Caloosahatchee was shallow and meandering, overhung with live oaks and wild grapes.
The remaining section of Hendry County is northwest of the reservation, and while it may have been easier to reach from Clewiston, you can backtrack toward the Sam Jones Trail (C.R. 833) and then split west onto C.R. 832 and to see what could be the most pristine landscape in all of Hendry County.
Highway 832 looks like the Great Plains of the Sunshine State. If you're an artist, writer, or nature lover and you just want to get away from it all, just make your way down the road and into the Okaloacoochee Slough State Forest, a pristine, 32,370-acre slough with multiple entrances and self-pay stations leading to trails into the densely forested area. When you see a sign that reads "Panther Crossing Ahead," you know you're in pure Florida – and it continues. Abutting the state forest is the Spirit-of-the-Wild Wildlife Management Area, which was sold to the state in 2002. Dirt roads weave their way through open vistas punctuated by wetlands and stands of pine flatwoods. A great place for wildlife viewing, it's likely you'll see wading birds (ibis, herons, egrets, wood storks, roseate spoonbills) along with sandhill cranes, wild turkey and white-tailed deer.
Considering few motorists take this long, lonely road is the best reason why you should. Follow it to its western terminus and you'll be at Highway 29, about 10 minutes south of the Hendry County seat.
As you drive up C.R. 29, you'll pass the Hendry-LaBelle Rodeo Arena as well as a number of Spanish markets, a clue that much of the produce in the area is picked by hardworking migrant families.
A few miles ahead at the intersection of C.R. 29 and S.R. 80, the historic Hendry County Courthouse is worth a photo. Created in a combination of Mediterranean Revival-Mission Revival styles in 1926, it was added to the U.S. National Register of Historic Places in 1990.
For a perfect finish to your road trip, drive north toward the Caloosahatchee River. A few blocks before the bridge the resurgent Barron Park historic district has a number of surprisingly upscale shops and restaurants (like the Forrey Grill), a coffee shop, a dance studio, an ice cream bar, and the Harold P. Curtis Honey Company, "The Home of Honey" since 1921. Nearby is the actual Barron Park, the home of February's Swamp Cabbage Festival. A tranquil place, it sits beside the water and offers a setting where locals and guests can enjoy open air concerts, play tennis, and visit the Barron Park Gallery and Gift Shop which hosts art classes and special exhibits.
There may be no better place to wrap up your getaway than on the banks of the Caloosahatchee. Cross the bridge, take a left, and a few blocks away you'll find a wide parking area. Walk down to the floating dock. Take a moment here and enjoy the scene. To the left, the bridge you just crossed; to the right you could follow the river west to Fort Myers.
Right now, though, this is where you're meant to be.
For such a remote area, Hendry County has plenty to offer. To learn more about its attractions, dining, lodging, and festivals, check visithendrycounty.com.


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Alphabet (Google) Stock Certificate The Alphabet stock certificate is based on Google's pre-2014 stock certificate before they stopped issuing paper. It proudly displays the printed signatures of founders Larry Page and Sergey Brin, the iconic Google logo (updated) and the Alphabet Inc. logo.... Google, the internet's number one search engine, has confirmed that it is to float on the stock market. Google said it would list its shares either on the Nasdaq or New York stock exchange, selling as much as $2.7bn of its stock.
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text:
MP3Tunes Taps All Media Guide To Support Its Online Music Discovery And Playlist Development
The Online Music And Storage Pioneer Calls AMG's Technologies "The Gold Standard"
ANN ARBOR, MI; February 20, 2007 — Selecting the most advanced music recognition and playlist development tools available to help users populate and organize their music libraries, MP3tunes, the home of the Oboe online music locker that delivers your music everywhere, has selected LASSO and Tapestry from All Media Guide (AMG), the premier technology and content database provider for exploring music, movies, and games. LASSO media recognition technology helps integrate the users music collection into a true content management system, linking music with the rich metadata used to organize it. Tapestry provides powerful tools for music discovery, including situational playlists and song recommendations through a unique combination of expert editorial and community influence.
"We want to give our users the best way to rediscover and manage their music collections," said Michael Robertson, MP3tunes's founder and CEO. "AMG's technologies represent the gold standard for music metadata and editorial content. We are pleased to offer these tools to our users."
"We're excited to have MP3tunes choose AMG," said Andrew Stess, AMG's vice president of consumer electronics. "Michael Robertson established himself long ago as an industry leader and visionary, so to have him look to AMG to support his customers is very gratifying."
MP3tunes represents the latest addition to the list of industry leaders choosing AMG for its editorial content, technologies and data. Among the others choosing AMG are iTunes, Google, Yahoo, AOL, and many more.
About AMG
All Media Guide, based in Ann Arbor, Michigan, is the leading authority on music, movies and games. Since 1991, the company has provided comprehensive content and technologies to support the physical and digital distribution of entertainment media. With thousands of musicologists, film historians, and game specialists contributing over the years, AMG has created the industry's cleanest, most in-depth database of information and original editorial content. AMG content and technologies are licensed by leading consumer electronics manufacturers, retailers, and Internet sites. Visit AMG at www.allmusic.com, www.allmovie.com and www.allgame.com.
About MP3tunes.com
MP3tunes is the home of Oboe, the only personal music locker offering unlimited online storage. With just a couple clicks, Oboe users sync up their own music collections to enjoy through any web browser and a growing number of home entertainment and mobile devices. MP3tunes is proud to announce the integration of AMG Tapestry technology with Oboe's Smart PlayMixTM , an exciting new feature that gives Oboe users uniquely personalized playlists and even more ways to experience their music. MP3tunes was founded in 2005 by digital music pioneer Michael Robertson. Visit www.mp3tunes.com.
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