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Hehuanshan - Snow in Taiwan! 合歡山 - 下雪在臺灣!
Hehuan Mountain (aka Hehuanshan or Mt. Hehuan) may be the most popular place to see snow in Taiwan, partly due to the fact that it has the highest public road in the country (located at Wuling (武嶺). Most people in Taiwan live at or near sea level in a tropical/subtropical environment that never has snow. However, it does snow in Taiwan at many places with higher elevations, such as Yangmingshan, Jade Mountain, Alishan, Snow Mountain, etc. If temperatures get low enough between December and February, snow is possible to fall wherever the elevation is high enough in Taiwan. However places like Hehuanshan are special because you can drive a vehicle right to the top.
Hehuanshan lies at the edge of Taroko National Park on the border of Nantou and Hualien Counties. The road from Nantou to Taroko Gorge passes through the saddle on Hehuanshan between the the East Peak and Main Peak, and is the highest accessible public road in Taiwan (also known as Wuling 武嶺).
Near this place, the Wushe incident and Taroko War took place (see below for more details).
During the Martial Law period in Taiwan, a ski lift ran on the mountain, but has since been abandoned due to lack of consistent snowfall.
The Taiwan military also has its winter training grounds near the mountain.
Recently Hehuanshan has been a popular place for hiking and taking photos, and has been an Instagram hot spot.
Hours: 24/7 unless otherwise closed by the department of transportation
It snows on Hehuanshan usually December to February.
You can check the current weather for Hehuanshan here and live video feed of the mountain and ground conditions here.
How to Get There: Take provincial highway 14 from Puli, and keep going after your reach Qingjing Farm.
Alos you can take Provincial Highway 8 from Taroko Gorge National Park.
Stop when you reach the very top of the road, the Wuling parking lot.
Traffic Control: Buses and large truck are not allowed. Sometimes chains are required (no one has chains in Taiwan).
The Ultimate Guide to Sun Moon Lake 日月潭極限指南
Sun Moon Lake is a beautiful scenic area in Taiwan and a popular tourist destination. Besides the lakeside scenery, one can also enjoy boat rides, Taiwanese street food, gift shops, temples, a gondola, aborigine theme park, and more. It is for sure a must-see destination for anyone coming to vacation in Taiwan.
We have visited Sun Moon Lake a total of 6 times over 7 years, using 3 different cameras and 3 cell phone cameras, in luckily mostly good weather. In the blog below I will stitch together all of these trips in a way that hopefully makes sense. It may not be the most ultimate guide ever but it has most of the major sites in it.
Sun Moon Lake (aka Zintun in local Thao language) is the largest natural lake in Taiwan and home of the aboriginal Thao tribe. According to legend, a white deer led the tribe to the lake, and is now trapped in a marble stone on Lalu Island, which is sacred ground to them.
The name "Sun Moon Lake" comes from the different colors of the water in the lake, some of it being murky and on other parts of the lake, clear. Another account says that the name comes from parts of the lake being round like the sun, and other parts of the lake being curved like the moon.
The first hydroelectric plant was built on the lake in 1919 by the Japanese, which was later taken over by the ROC government. The hydroelectric power is part of a system of hdro power plants running from Wushe to Sun Moon Lake down to Shuili Township, and includes at least 8 plants.
Sun Moon Lake Scenic area was created in 2000. The lake attracts visitors from around the world from year round for its beauty and surrounding sights, and is also known for the annual Sun Moon Lake Swimming Carnival which thousands of people attend each year.
Bus: There are buses (Ubus/Kbus/etc) that leave all day from Taichung Station.
By Car: Take National Highway 6 from Taichung up to Puli, and then follow the signs on highway 21 down to Sun Moon Lake. You can also take a car/scooter up highway 21 up from Shuili Township further south.
Boat: You can circle the lake via three spots: Shuise Pier, Xuanguang Pier, and Ita Thao Pier.
Scenic Area Entrance: Free
Parking: Around 100 NT per day for cars
Boat Ride: 300 NT per person
Gondola Ride (Ropeway): 300 NT per person
Formosan Aboriginal Cultural Village: 850 NT per person
Scenic Area: 24/7
Parking: 24/7
Boat Ride: roughly 9:00 AM - 5:00 PM every day
Gondola Ride: 10:30 AM - 4:00 PM every day
Formosan Aboriginal Cultural Village: 9:30 AM- 5 PM every day


In recent days, new partial drafts for the upcoming ECMAScript specs have become available. Parts of the ECMAScript 4 spec draft were previously spread all over the email archives. Nice to have them compiled in one place. The ECMAScript 3.1 spec draft wasn't available at all before, as far as I'm aware.


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Hyundai Shell World Rally Team Announces Driver Line-up for Rallye Deutschland
2014.07.07 18:30:00 No. 3237
Hyundai Shell World Rally Team Announces
Driver Line-up for Rallye Deutschland
Hyundai Shell World Rally Team will continue its three-car entry for Rallye Deutschland, round nine of 2014 season
Spaniard Dani Sordo rejoins the team for his fourth WRC round with the team in 2014, competing in the #8 Hyundai i20 WRC with co-driver Marc Martí
Frenchman Bryan Bouffier will contest his first WRC event of the year as a Hyundai Motorsport driver, piloting the #20 car with co-driver Xavier Panseri.
July 7, 2014 – The Hyundai Shell World Rally Team has announced that Dani Sordo and Bryan Bouffier will join its lead driver Thierry Neuville as part of the team's line-up for Rallye Deutschland at the end of August.
Neuville will once again spearhead the team's entry in the #7 Hyundai i20 WRC car, co-driven by Nicolas Gilsoul. Spaniard Dani Sordo will return to the #8 Hyundai i20 WRC alongside his co-driver Marc Martí for his fourth FIA World Rally Championship (WRC) event of 2014 at the asphalt event which he won last season.
Bouffier will join Hyundai Shell World Rally Team for his first WRC event in the Hyundai i20 WRC alongside his co-driver Xavier Panseri. The Frenchman, who has been test driver for the team so far this season, will drive the #20 car in Germany and will compete under the Hyundai Motorsport N banner. He recently claimed the first rally win for the Hyundai i20 WRC, taking victory in Rallye Antibes with the team.
The line-up of Neuville, Sordo and Bouffier will maintain the Hyundai Shell World Rally Team's three car approach for the third consecutive event as the team continues to develop its car in its maiden season in WRC.
Bouffier said: "I am delighted to be taking part in Rallye Deutschland with the Hyundai Shell World Rally Team. They have made impressive progress since testing last year and I have been honoured to be part of the journey. Having tested the Hyundai i20 WRC since last year, I am excited to make my WRC debut with the team in Germany. We have worked hard to develop the car in testing but nothing beats the thrill of a World Rally event! To be part of the three-car line-up for Germany alongside Thierry and Dani is a real privilege. I will do all I can to contribute to the ongoing development of the car in a competitive rally environment as we enter the second half of the year."
Team Principal Michel Nandan: "Bryan has been an integral part of the Hyundai Motorsport journey. It was around one year ago that he joined us for the first time as a test driver and we have been fortunate to have him test with us again this season. He knows a lot about the Hyundai i20 WRC and about our team, so he will be a very welcome addition to our driver line-up for Germany along with Thierry and Dani. We are pleased to have Dani back in the #8 Hyundai i20 WRC at Rallye Deutschland for his fourth event with us in 2014 – this time on tarmac. This event will give us a useful opportunity to assess the performance potential of the Hyundai i20 WRC on asphalt and we feel we have the ideal driver line-up to do that in Germany."
About Hyundai Motor Company
Established in 1967, Hyundai Motor Company is committed to becoming a lifetime partner in automobiles and beyond. The company, which leads the Hyundai Motor Group, an innovative business structure capable of circulating resources from molten iron to finished cars, offers top-quality best-sellers such as Elantra, Sonata and Genesis. Hyundai Motor has seven manufacturing bases and seven design & technical centers outside of South Korea and in 2013, sold 4.73 million vehicles globally. With almost 100,000 employees worldwide, Hyundai Motor continues to enhance its product line-up with localized models and strives to strengthen its leadership in clean technology, starting with the world's first mass-produced hydrogen-powered vehicle, ix35 Fuel Cell.
More information about Hyundai Motor and its products can be found at: http://worldwide.hyundai.com or http://www.hyundaiglobalnews.com
About Hyundai Motorsport GmbH
Established on 19 December 2012, Hyundai Motorsport GmbH is responsible for Hyundai's global motorsport activities and primarily for its World Rally Championship programme. Based in Alzenau on the outskirts of Frankfurt in Germany, the company has embarked on its debut season in the FIA World Rally Championship in 2014 with a bespoke team of skilled staff and a brand new car, the Hyundai i20 WRC.
Further information about Hyundai Motorsport is available at: http://motorsport.hyundai.com
Hyundai Motorsport Reflects on Maiden WRC Manufacturers' Title
Rallye Monte-Carlo – Day Four Report
Hyundai Motorsport targets titles in 2019 FIA World Rally Championship
Rally Deutschland– Day Three Report
1407_WRC Germany Rally Lineups final.docxDownload
Hyundai: The Empty Car Convoy

redpajama_set_name: RedPajamaCommonCrawl


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Transit California: On Board With… California State Congresswoman Nanette Diaz Barragán
Nanette Diaz Barragán was first elected to represent California's 44th District in the U.S. House of Representatives in 2016. Born in Harbor City, California to immigrant parents from Mexico, she is the youngest of 11 children. She earned a B.A. in Political Science from UCLA, and a JD from the USC Gould School of Law. In 2013, Barragán became the first Latina City Councilor in the history of Hermosa Beach. Barragán serves on three committees in Congress: Homeland Security, Natural Resources, and Energy & Commerce.
Legislatively, Barragán focuses on the environment, health care and immigration.
Transit California:
As we conduct this interview, we are celebrating National Hispanic Heritage Month. As a Latina – the first ever to represent California's 44th Congressional District – how has your heritage informed your legislative priorities and your approach to policymaking in Congress?
Congresswoman Barragán:
My background gives me perspective. It helps me relate to the people I represent and better understand the challenges they are going through, because I experienced many of them myself.
For instance, when I was a kid, my family lived very close to the freeway. When I was really young, I thought it was great to be able to get where we needed to go more quickly. As I got a little older I started to understand that the exhaust from the freeway contributed to the smog and air pollution that often made it harder for us to breathe. I experienced air pollution and saw, firsthand, the impact it has on people's health.
My experience is why dealing with those issues are some of my top legislative priorities: pollution, environmental justice, and public health.
Today, my district, which is more than 70 percent Latino and almost 90 percent Latino and African American, is part of what is referred to as a "Diesel Death Zone." Three freeways, two commercial ports, oil refineries surround it, and we have urban oil drilling in our backyards. Southern California has some of the worst air quality in the country, and the greatest number of avoidable annual deaths linked to air pollution. This is a public health crisis.
It's far too common to see kids on the playgrounds in my district with asthma inhalers around their necks. Nationally, Latino children are 40 percent more likely to die from asthma than white children. We know Latinos face higher rates of respiratory diseases from air pollution, making them more vulnerable to the more serious symptoms of COVID-19.
In Congress, my constituents are counting on me to be their voice, fight for their health, and reflect their values. My background helps me understand what they need a little bit better.
You serve as the 2nd Vice-Chair of the powerful Congressional Hispanic Caucus. What are the Caucus's top priorities, generally, and for transportation, specifically?
The Congressional Hispanic Caucus' top priorities are immigration reform, access to affordable health care, and making sure economic opportunities from the public and private sector benefit Latinos in an equitable way. Ensuring that our transportation infrastructure is maintained is a key part of ensuring that economic inclusion.
The CHC continues to defend federal investment in public transportation as a vital lifeline. We seek to improve the efficiency of public transportation, especially bus and subway systems.
Public transportation is absolutely critical to our community. Among urban residents, 27 percent of Latinos use public transit daily or weekly. Latinos and immigrants are less likely to have access to a car than other groups, and are more likely to use public transit to get to work.
A top priority this year has been ensuring access to COVID-19 testing for Latinos. This is critically important because too often testing sites are located in areas not easily reachable by transit. Essential workers, which are disproportionately Latino, face similar challenges. This is why it's so important for our community that we avoid service cuts to bus lines or Metro stops in cities across the country.
Beyond public transportation, CHC has been fighting to upgrade and maintain American transportation infrastructure. America's highways, tunnels, bridges, ports, and rails keep the country moving and provide many employment opportunities for Latinos in the transportation sector. Disinvestment has led to crumbling infrastructure and inadequate conditions that curtail current operational capacity.
The COVID-19 pandemic has disproportionately impacted Black and Brown communities across the country, heightening the health disparities that existed well-before the crisis. At the same time, the pandemic has decimated public transportation's revenue sources, creating new mobility and economic challenges for these same communities who, in Los Angeles County and throughout California, represent the base of transit ridership.
What is the appropriate role for Congress in addressing the health, mobility, and economic needs of our Black and Brown communities? How does the Heroes Act fit in?
When there's a national emergency, the federal government has a responsibility to respond decisively with assistance to the people and communities that are hurting. We see it routinely with hurricanes, where billions of dollars in disaster aid is spent to help communities bounce back and rebuild.
With COVID-19, we have a public health crisis that has affected the entire country. Still, as you point out, it is disproportionally wreaking havoc on Black and Brown communities. Congress has to step up and protect people's lives and livelihoods. Part of that is making sure there is support for public transportation, since so many people rely on it to get to work or to see a doctor.
The original Heroes Act passed the House in May and included $15.75 billion for transit systems. The most recent version passed in early October and included $32 billion for transit systems. House Democrats have stepped up to provide this important support for public transportation. Now, we need the Senate to do its job and pass a comparable relief package.
Building on the first part of your question, Congress has a very important role in addressing the health, mobility, and economic needs of our Brown and Black communities. To help address that, I introduced the Improving Social Determinants of Health Act in April. Social factors – like housing conditions, employment status, food security, environmental safety, and educational opportunity – all play a role in determining individuals' physical health and well-being. My bill aims to address these issues in a coordinated way as they drive inequalities in the health of individuals and communities.
As you mentioned above, the 44th Congressional District, which includes Carson, Compton, Florence, Firestone, Lynwood, North Long Beach, Ranch Dominguez, San Pedro, South Gate, Walnut Park, Watts, Willowbrook, and Wilmington, is an area that has historically suffered from pollution and high asthma rates. How do you see public transit fitting into your priorities of environmental safety and the climate crisis?
Public transit has a very important role in addressing local air pollution and the climate crisis. As I pointed out earlier, three freeways surround my district and we suffer from the emissions from all of the cars and heavy-duty trucks, which are made worse by terrible traffic congestion.
Affordable and reliable public transit can get residents out of their cars and onto buses and trains. This can reduce emissions – since one bus has less of an environmental impact than a dozen cars – and can help relieve the congestion that leads to idling cars.
However, to maximize the environmental and climate benefits, we also need public transit to move to zero-emissions technology. It's great to see that the city of Los Angeles has committed to an all-electric bus fleet by 2030. At the federal level, I'm fighting for funding for zero-emissions technology to help cities like Los Angeles hit this goal even faster.
Another factor that is especially important in my district is our two ports, the Port of Los Angeles and the Port of Long Beach. These ports are economic engines, but also major sources of air pollution with serious public health consequences, particularly for the communities of color that live nearby. The people in these neighborhoods live close to working diesel trucks, ships, trains, and cargo-handling equipment spewing poisons into our air and water. And we've paid the price.
To address this, in May I introduced the Climate Smart Ports Act, which would invest in zero-emissions technology and infrastructure at the nation's ports. Among other things, the bill includes grants to replace diesel-burning cargo handling equipment, port harbor craft, drayage trucks, and other equipment with zero-emissions equipment and technology. It would also fund the development of clean-energy microgrids onsite at the ports to power their facilities. I'm pleased to report that the Climate Smart Ports Act was included in the Moving Forward Act, the infrastructure package that passed the House in July.
Also included in the Moving Forward Act, (H.R. 2, a new surface transportation authorization bill) are critical investments for transportation infrastructure, including $105 billion for public transportation and $60 billion for commuter rail, Amtrak, and other high-performance rail. How can our readers support the enactment of such a bill, ensuring the strongest possible outcome for public transit agencies and our riders?
I strongly encourage your readers to get involved in supporting the Moving Forward Act. Unfortunately, it doesn't look like the bill is moving forward in the Senate, which is a shame because investing in our infrastructure should be a common-ground issue.
As a stopgap, our existing transportation programs were extended for one year, which means there will be another opportunity in 2021 to make similar investments in public transit and commuter rail.
We shouldn't take it for granted that these programs will be automatically funded at the same level next year. Readers should make clear to their members of Congress and their Senators that these investments from the Moving Forward Act are critical and need to be included in any infrastructure package that Congress passes.
When you conclude your time in politics, what legacy do you hope to leave behind?
I'm focused on the work at hand and doing the best job I can to represent the people in my community right now, so it's hard to think about what I hope to leave behind.
Ultimately, I hope the work I do to preserve our environment and fight for environmental justice will make a difference and be remembered after my public service is over.
As we discussed earlier, pollution severely harms public health and it does not affect each community equally. We all deserve clean air and water, but people in communities of color and low-income communities end up much sicker and die younger, because they are exposed to more pollution than people in other communities. I want to end that injustice.
Finally, with the General Election around the corner, do you have any last words you would like to share with our readers?
Please make sure you vote! Your vote is your voice. Your vote matters. These are unprecedented times and we need everyone to participate in our democracy. Know how powerful your vote is.
The California Transit Association staff and members look forward to continuing to work with you. Transit California readers can learn more about Congresswoman Barragán at her website: https://barragan.house.gov.


Brentwood Driver Training is a local driving school serving middle Tennessee. They provide both classroom and in-car training.
They had an outdated website that was a little scattered. We made a new custom website design with fresh branding and a whiteboard welcome video to explain the service and all of its benefits. Their site also allows customers to book seats online in classroom courses based on date and desired location.


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Sunset: August's Patreon Short Story (read it for as little as $1)
September 1, 2017 March 3, 2019 Tobias S. Buckell
Patreon lets me run a monthly short story subscription service for readers. Over 100 of my readers have subscribed to have a short story a month delivered to their inboxes for as little as $1.
The August Patreon short story came out last night, a 6,300 word long classic science fiction story about a headstrong young boy who encounters a starship bent for retirement on his out-of-the-way world.
Here's a snippet of the story for you:
The starship crash-landed somewhere in the dark and early hours of morning. The thunderclap sound of it striking the East Bay woke Tamuel up, heart racing and confused. He glanced out his window, but didn't see anything. He stumbled out into the common room to see if he could see anything different from the balcony.
"What was that?" One of his siblings also was apparently out and looking around for the cause of the sound. "There's no storm."
Outside, through the windows opened to allow the cool land breeze rushing out toward the ocean to pass through the foundling dorm's corridors, Tamuel saw only stars and the looming dark of the Berenthais Mountains.
Tamuel squinted through the dark to see that it was Shau who had woken with him. Several of the other boys grunted and swore from in their rooms, annoyed at the late interruption to their sleep. Group classes would start early in the morning, this was an unwelcome event.
"I—" Tamuel stopped as the horrid wail of the tsunami sirens pierced the night.
Everyone woke up and streamed out of their doors, sleep forgotten as fear jolted them awake. There was a mass of panic before some of the prefects, older and well-drilled, asserted order. "Line up! Those of you near the east corridor, march to the stairs and head to the third floor. West corridor, march! Do not go back to your rooms to take anything with you. Move now!"
The thirty boys fell into lines and the entire common room split right near Tamuel into two groups that streamed out into the two stairwells. Emergency lighting, red and calm, dappled their worried faces as they rushed upwards.
Minutes later the water struck. It rushed up Watt Street, just several inches of foaming sea, lapped at the wheels of the carts parked around the dorm, then gently poured out through the storm drains and retreated back down the street leaving only some confused small fish behind.
The warning sirens stopped, leaving a strange quiet to fall over all of Weatherly, from the distant East Bay to the Callum Docks.
They all waited for whatever came next. Some of the second floor girls started to complain about Tamuel's siblings staring at them in nightdresses. It was creepy. Tamuel understood. They were not all really siblings, they'd all been raised in the foundling dorm together. Go stare at some other girl from Summerstown's foundling dorm.
"Hey, get off the balcony," one of the prefects shouted from the back. "We don't know if something else is coming."
Shau was pressed against a railing, looking out toward East Bay with night vision binoculars. "Nothing else is coming," he announced. "It's a fucking starship crashed into the bay!"
"Language!" snapped Tosha, one of the prefects. Tamuel shivered when he heard her voice. She'd been singling him out for any dorm infractions and worse for the last year. "Who was that, is that Shau? Get over here. And what are you doing with binoculars? You're supposed to leave everything in place during a drill."
Tamuel decided to take a chance and shoved past siblings to get to the balcony. Shau was his closest sibling. Shau would let him use the binoculars.
"Shau, let me look!" he demanded.
Shau passed the binoculars over. Tamuel looked out over Weatherly to the curve of East Bay, skipping over the roofs of hundreds of structures in grainy green, and he gasped. There it was, a shark-fin shaped mass squatting in the dark pool of water where they normally sailed their tiny catamarans on weekends.
He recognized the shape. "It's an Interstellar. It's a Shatter Dart." Thousands of tons of bio-organic, semi-sentient starship. With a crew of hundreds, it could leap between the stars. Hundreds of light years with each carefully planned gulp of the void-mouth contained deep in the belly buried under the water in East Bay.
"What the hell's it doing here?" Shau asked.
"That's it!" Tosha had pushed through and stood right behind them both. "I gave you a language warning, and asked you to get off the balcony."
She grabbed Tamuel from behind. It was a violation, broaching someone's physical space like this. The last time Tamuel had formally complained there'd been a disciplinary board hearing. No one would step forward as a witness. Tosha was six years older than him. A respected prefect who had the ear of the adult board. He'd learned to try and stay invisible to her since then. He'd wished for cameras inside, like the street cams, but that would be a violation of dorm privacy.
Tamuel twisted loose from her and shoved the binoculars into her hands. "It's a starship."
Tosha couldn't help but raise the binoculars. Tamuel, as he'd hoped, had completely yanked the prefect's attention elsewhere as she succumbed to curiosity and looked out toward East Bay.
He yanked Shau away from her. "Nothing like this ever happens in Weatherly," he said as they pushed through the crowds of siblings toward a stairwell.
"My binoculars!" Shau protested.
"Fuck your binoculars," Tamuel hissed, just low enough none of the prefects would hear him. "Nothing like this happens in Weatherly. Or in Summerstown." Or even, for that matter, Yelekene. Their entire world, all the archipelagos scattered across it, were far from the Core. Ships of this size had last visited Yelekene a hundred years ago, to ship terraforming equipment and raw materials here. Even the original Founders had come via smaller cargo skip-planers that had been disassembled upon arrival.
This… this was something different.
"What are you doing?" Shau asked as Tamuel pulled him down the stairwell.
"We're going to be first to see it," Tamuel said.
"We'll get our asses handed to us."
"All the prefects are upstairs herding us. We won't get a better chance."
Shau stopped. "You know how many demerits I have? No, I have to stay put."
Tamuel paused. He really didn't want to do this alone. Going out into the town at dark, it wasn't scary, they'd snuck out before. But he'd rather have some company if he was going to head out onto the open ocean in the dark.
He briefly reconsidered, then bit his lip. "Then just cover for me as long as you can. Tell them I went to use the bathroom or something."
"Yeah, sure," Shau said. "Good luck, Tam. I hope it's worth it, you're going to be pulling weeds in the garden for weeks if you're lucky."
Tamuel grimaced.
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Kofi Annan finally made the headlines yesterday with his call for an immediate ceasefire in the Middle East crisis. It was too little, too late. That the United Nations secretary general waited nine days before seriously speaking out has dealt a severe blow to the organisation's humanitarian image. That he twinned his criticism of Israel's "excessive use of force" with repeated condemnations of Hizbullah again showed how deeply in thrall to the US the world is.
With Britain now firmly in the US camp even on the Middle East conflict, the G8, the EU and the UN security council are still not calling for a ceasefire. This international decision to sanction such atrocities is the most troubling dimension of the current war. To make this refusal to rein in Israel more palatable, Tony Blair and Annan have proposed instead an international force for southern Lebanon. It fooled no one: the force will take weeks to put in place.
Complicity in a war with such a high civilian toll is unprecedented in this era. It is particularly odious because all these leaders had, at last September's extraordinary UN summit, solemnly hailed as a historic milestone the declaration on the "responsibility to protect" civilians during conflict, labelling this protection as one of the most urgent global priorities.
The world's carefully constructed international system for maintaining peace and security, built around the UN charter, is now on its last legs. It tackles crimes by the weak but is mute and unresponsive in the face of lawless behaviour by the powerful.
To give currently forbidden actions more legitimacy, there was talk of modifying the UN charter's constraints on the use of force. But changing the charter is immensely complicated, so what is being fashioned instead is a new, looser system in which the powerful may do as they wish. Those who oppose their occupations will be labelled criminals. Thus Hamas's attack and capture of a soldier of an occupying state holding thousands of Palestinian detainees is labelled as terrorism, while the bombing of civilians is proclaimed as self-defence.
The past few weeks have created intense new hatreds against Israel and the US, and radicalised many Arabs and Muslims. Interestingly, Blair had indicated when backing the Iraq war that he would convince George Bush to be more forceful and even-handed in making a major push in resolving the Israeli-Arab conflict. But British Muslims, inflamed by the occupations of Iraq and Afghanistan, can now add Palestine and Lebanon to their grievances thanks to Blair's militant defence of the Israeli attacks.
Another victim of this new war is the UN, whose standing in the Arab and Muslim world is already deeply fractured. Annan apart, it was astonishing to see his Middle East envoy, Terje Roed-Larsen, declare, as destruction rained down on the Lebanese and Gazans, that he agreed with Israel that conditions were not yet ripe for a ceasefire. Such a public disavowal of the organisation's primary humanitarian and protection mandates represents a new low in its moral standing.
Thus far Britain has supported the US occupations of Iraq and Afghanistan - the current crisis has made Britain an indispensable player in the making of the new order that the US and Israel seek. Such a frontline role has obvious advantages in a world with a single superpower - but Britain's dramatic shift from a moderate postcolonial role and its distance from mainstream Europe carry great perils.


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Tribute for Vince Miller
GLORIA MILLER, wife of late Frankford High basketball coach Vince Miller, isn't sure how many people will show up for Saturday's tribute to her husband.
"I hope I'm not overwhelmed," she said yesterday with a laugh.
In her heart, she knows there will be a big turnout. Miller, a lifelong friend of Wilt Chamberlain - they played together at Overbrook High - coached for 27 seasons at Frankford (1972-98). He finished with two Public league titles (1988 and '89) and a record of 351-171.
But all of that isn't why he's remembered so fondly.
Vince Miller made a difference in the community and in the lives of countless young men both on and off the court.
On Saturday, there will be a tribute at the How Ya Wannit barbershop at 1630 Margaret St. from 4 to 8 p.m.
Why a barbershop?
"After he retired [in 1998] he would go to the barbershop and sit in his own special chair," Gloria Miller said. "Former players would come in with their children and they would tell their kids to go and speak with coach. They always called him coach. He was able to encourage them to do the right thing whether it be in basketball, football or whatever. And he always stressed education first.
"He was stern and intense [as a coach]. After he retired, they were able to see the real Vince Miller. The soft side."
Miller died on Feb. 3, 2009. Gloria said there wasn't a tribute on the 1-year anniversary because "the weather wasn't conducive for it."
That won't be the case Saturday when it's supposed to be 92 degrees and sunny.
"There'll be tents and tables and chairs," Gloria said. "Sonny Hill will speak.
"We're going to put up poster-size pictures of Vince on the walls of the barbershop and they'll stay there."
So will the barber's chair where Vince held court.
"They have his jacket draped over it and a basketball-shaped pillow on the seat," Gloria said. "No one sits in 'Coach's Chair.' "
- Tom Mahon
Send e-mail to highandinside@phillynews.com


This is a sample entry from Tom Dosdall's newsletter, Technical Ag Knowledge, published on Wednesday, November 30, 2016.
Take note of these four technical notes on the March chart. In my opinion, producers with bushels in storage should take note of bullet point 4 and consider talking to us about market neutral strategies with the potential to collect option premium. We have been talking about this for weeks and the story has not yet changed.
Short term futures traders with more of a risk appetite should take note of bullet points 1-3.


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— Janvier 19, 2018
Liberum Capital Reaffirms "Sell" Rating for Provident Financial (PFG)
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You will get two benefits from our ALCARELILAX PLUS weight-loss diet: restoring precious balances and starting the journey to significant weight loss.
A program designed for 6 nights at our hotel, which alternates massages and treatments with a weight-loss diet, based on the relationship between alkalinity and acidity in our bodies.
In addition, you will have free access to the Relilax Spa in order to benefit from the thermal pools, sauna, Turkish bath, aromatherapy showers and much more.
After having performed the BIA exam, as well as blood and urine tests, our dietician and Health Director will follow your weight-loss program during your stay. We feel it is important to stress that the entire program has been designed in order not to make you feel the classic restrictions of dieting.
Montegrotto and Abano Terme are just around the corner from Padua, so for anyone in the area you could start your program with us and then easily come back to continue. Instead, for those living further away, you can cyclically return so we can help you with maintenance.
Read the section about offers and choose the package that suits you best or call us for advice. We are always at you complete disposal.


text:
Collegamenti esterni

Calciatori tedeschi

redpajama_set_name: RedPajamaWikipedia


A FRUSTRATED grandmother is battling to access Centrelink payments after the business she ploughed her life's savings into was forced to close.
Fay Scoby, the owner of indoor play land Kidzown, says the Sunshine Coast Council is largely to blame. It allowed another indoor play land, Chipmunks, to open fewer than 60 metres away two years after she opened.
She was forced to shut shop on September 1 and on Monday she will be auctioning off all business equipment, including the playground slides, toys and kitchen equipment.
The heartbroken woman said she had done everything she could to keep going, but it was no longer possible.
"When I heard Chipmunks was opening I asked the council how they could allow this," Ms Scoby said.
"They said as long as the business met all the criteria, they could do nothing."
Chipmunks Birtinya owner Ashley Noffke said he was very sad to hear the business had closed. He said his business had been planned for up to two years before Kidzown opened.
"We had no intention to harm another business," the former Australian cricketer said.
Ms Scoby has worked hard to earn a living most of her life, working while raising her two daughters on her own. She invested money she inherited from her mother and mother-in-law into the family home and the business and spent $500,000 of her own money trying to keep it afloat.
"This business sent me to the wall. I am absolutely broke. I have no more form of income."
She went to Centrelink and after filling out all the paperwork there appeared to be a hiccup with her being able to access payments.
"Young people who have been on the dole since they left school, don't want to work ... collect the dole and surf all day."
Department of Human Services manager Hank Jongen said that when a person was in severe financial hardship and had little or no entitlement to a payment, an application could be made under asset hardship provisions. He said an officer was working with the customer to explore options.
Should council be more considerate of existing business when making approvals?
This poll ended on 21 September 2014.
FANCY a giant, 17-metre climbing structure with ball pits and slippery slides in your living room?
Or maybe you want to refit your kitchen with cupboards, stainless steel benches, Skope fridges and even the kitchen sink.
Kidzown will be auctioning off in excess of $350,000 worth of equipment after they were forced to close.
Eye play game, jumping castles, chairs, tables, the party room as well as plenty of miscellaneous items will also be up for grabs.
Be on site at Kidzown, Monday, September 23, at 2pm at Capital Place, Lake Kawana.


Youre looking at a Denison Hydraulics Double Vane Pump, T6DCM B35 B31 1L00 C1, 1 1/4" Dia Shaft, Industrial, Pumps, Valves, Cylinders, Used, Blemishes From Use, In Working Order.
MUST PAY SHIPPINGPayment & Shipping Payment Options: Credit Cards (Please Call 303-833-4949 to Process), PayPal Shipping Options: UPS Ground, USPS Parcel (unless stated in description) I will ship to: USA and Internationally [Sales Tax]: 5.9% for in-state buyers If you dont have a phone number attached to your eBay account please message us with it if you are the winning bidder to help expedite the shipment. Customer Service Policy: We stand behind our products and representations. Refunds will be given if items received are not as represented and they are returned in the same condition as shipped. A return authorization number is required from us and the unit must be returned within 7 days of receipt.
If you are returning the item because you changed your mind or decided you no longer want the item you will receive a full refund minus shipping.
We reserve the right to cancel or end any listing/transaction at any time for any reason. If you already paid for your item and we cancel the transaction you will be given a full refund.


text:
package com.seleniumtests.customexception;

import org.openqa.selenium.WebDriverException;

public class WebSessionEndedException extends WebDriverException {

    private static final long serialVersionUID = -647233887439084123L;

    public WebSessionEndedException() {
        super();
    }

    public WebSessionEndedException(final Throwable ex) {
        super(ex);
    }
}

redpajama_set_name: RedPajamaGithub


Develop English language skills by reading and writing personal stories. Practice grammar and vocabulary. Meet and work with other English language learners from all over the world. Join us to Tell Your Story in English!
by Syeda is taking this course right now.
This course will surely help the learners to enhance their reading and writing skills. It wil enable them to develop reading habit.
by Larysa completed this course, spending 3 hours a week on it and found the course difficulty to be medium.
Thanks for a great course! It was a great experience! The course was usefull, available and what more - the certificate was for free!
by Rekalinova is taking this course right now.
faculty of foreign languages. I'm on first year I study English and Turkish languages.
by A. is taking this course right now.
The course obviously would help the language learners to be skilled and enhanced their proficiency both in writing and reading skills.
Sunna is taking this course right now, spending 4 hours a week on it and found the course difficulty to be medium.
I want to speak and write in English well because I am a teacher. I want to be a successful teacher. So, I want to learn English.


Introducing Virtual Stopwatch -Elements; A simplified acceleration-only version of the app where all inputs are user-definable. There are no complex tyre models or suspension models; this makes it ideal for learning the basics of vehicle dynamics; small incremental changes can be made and their effect on acceleration observed. Mid-process calculation results are shown along the way, including motive force, traction available, downforce, drag and rolling resistance.
The Competition-Car-Engineering corner-weight setting app is now accessible online: no download is necessary.
Click the image below to access the app.
The Mantium Virtual Racecar Challenge 2017 takes over where the KVRC left off.. the format is much the same, but the CFD aspect is now managed by MantiumCAE. Competition-Car-Engineering continues to provide Virtual Stopwatch for lap time calculation purposes.
The KVRC pits cars designed by budding vehicle designers and aerodynamicists against each other. Each car is CFD analysed using OCCFD software and then the Virtual Stopwatch program is used to generate a lap time at one of several iconic motorsport venues; the fastest car wins!
Not only will Competition-Car-Engineering continue to provide lap time prediction software to the KVRC in 2016 but we shall also be entering a car into the challenge with the aim of creating some aerodynamic in-sight articles.
The Nissan GTR-LM breaks from the prevalent racecar mould with the aim of winning Le Mans. The car features a front engine, primarily driving the front wheels, but with a Hybrid system that can power all four wheels. Aerodynamically the car looks very clean with air from the front diffuser area being led right back through the car to the back, where it is released underneath the rear wing.
When a car accelerates there is a load shift rearwards giving additional traction to the rear wheels; hence a benefit to rear wheel drive. Added to that a racecar works well if it is "balanced". That means the distribution of mass, downforce, tyres and motive forces are in synergy with each other front to rear. That's why racecars have tended to be rear-wheel drive with a rearward mass bias afforded by a mid-engined layout, have a rearward downforce distribution and bigger tyres on the rear.
A 4WD configuration (as featured on the Nissan GTR-LM) frees up the option of utilising a different distribution of mass, downforce and tyres, whilst still being "balanced" overall, as the motive forces can be redistributed front and rear. This allows a front engined configuration to be used which on its own doesn't represent an advantage, it just means its not at a disadvantage.
So is there an advantage of a front bias to the balance? There is of course the obvious marketing potential of having a race car configured similarly to your road cars... and don't underestimate that fact! However, the Nissan philosophy is also clearly one of low drag; indeed the car was originally run in testing without a rear wing at all. By moving all the big mechancial components to the front this allows a really clean rear end with the intention of reducing the wake of the car to an absolute minimum. Of course cluttering up the front end doesn't help with front-end aerodynamics, particularly downforce production, but that doesn't matter so much if the car is designed for a low drag configuration.
The question then is whether an ultra low-drag configuration is best? If that philosophy is going to work anywhere, Le Mans (with its long straights) is the place where it might work, but being fast on the straights is one thing; what really counts is being fast around the track overall; only time will tell if they have struck the right compromise. It is worth noting that since the dissection of the Mulsanne straight some years ago, no other manufacturer has seen benefit to an ultra-low downforce configuration, although all manufacturers run lower downforce packages there than they do elsewhere.
PRE LE MANS TEST DAY NOTE: Due to problems with the hybrid system there is a rumour that the GTR-LM may run in pure front wheel drive configuration at Le Mans, in 2015 at least. This would appear to put the car at a serious disadvantage coming out of the slower corners where naturally 4WD has an advantage, but so too does RWD where the rearward load shift under acceleration helps traction. A pure FWD arrangement would also further exacerbate the tyre endurance problem; with even more accelerative forces going through the front tyres.
POST LE MANS NOTE: Unsurprisingly the car failed to live up to the hype, partly this was down to the failure of the car's Energy Recovery Systems, but also the car faced tyre longevity problems (unsurprisingly, as predicted pre-event), and also a lack of downforce: a twin-element rear wing was hastily added (despite the car designer insisting before the event that only a single element rear wing would be used). The car may have looked different, but its performance was poor, and the Nissan Motor company withdrew the team from all remaining races.
Depending on the wing configuration, the open wheels of a single seater racing car can contribute around 25% or more of the total drag of the vehicle, and also produce significant lift.
Clearly the reduction or even elimination of this drag and lift would lead to significant performance gains, therefore Competition-Car-Engineering set about investigating what could be done to solve this problem if competition rules allowed, such as is the case in the various UK sprint and hillclimb championships.
Wheel fairing design for low drag is a fairly intuitive affair, however, it is also possible to inadvertently create more lift from a faired wheel if the designer is not careful. The final design selected by Competition-Car-Engineering was obtained using an iterative CFD process in which many different initial designs were tested and later refined to achieve an optimum result.
Although the wheel fairings alone achieve an appreciable performance gain, the space within these fairings provided scope for further performance gains in the form of Front and Rear Drag Reduction Systems or FR-DRS. At the press of a switch the upper element of each wing assembly adopts a low-drag orientation, returning again to its high downforce position when the button is released. The actuator systems are fully enclosed within the wheel fairings ensuring that they do not add to the aerodynamic drag as is the case in some F1 designs.
The aim with the Competition-Car-Engineering FR-DRS bodykit was that it could be adapted and retro-fitted to any single-seater design, working symbiotically with the car's existing aerodynamic schemes and requiring very little modification so that it could be removed at a later date if the owner so wished. Depending on the specification of the base car, lap time reductions in the region of 6% and upwards are possible with the Competiton-Car-Engineering FR-DRS bodykit.
The FR-DRS bodykit is shown below on an ex-F3000 Lola B02/50 singleseater with optional bubble canopy for the ultimate low-drag/high downforce configuration.
Competition Car Engineering will again be providing a special version of Virtual Stopwatch for the purposes of determining lap times to the Khamsin Virtual Racecar Challenge for 2015.
A version of Virtual Stopwatch has been made available to the KVRC competitors for the first time, to help them dial their car in to each track that the championship visits.
Virtual Stopwatch can be used to help optimise the gearing on your track car for improved performance.
The gearing on a car essentially does one thing; it matches the power output curve of your engine to the road speed at which the car is travelling. There is only one problem with this; an engine generally only achieves peak power over a very small RPM band and your car is expected to travel at many different road speeds. If you only had one gear that would mean you could only use peak power at one road speed, and therefore at other road speeds you would have much less power to accelerate your car.
The multispeed gearbox combats the issue of internal combustion engines only making peak power over a small RPM band by matching the peak power output curve of your engine to 4, 5, 6 or 7 different road speeds (depending on how many gears your gearbox has), and increasing the average power output that the car has available to use over the full range of road speeds from 0 to its top speed.
The graph below graphically displays the advantage the multispeed gearbox gives (for an explanation on how this graph is derived click here).
Take for example the case of the car above travelling at 50mph. The driver has the option of using 2nd gear (with approx 105bhp available at the wheels), 3rd gear (70bhp available at the wheels), or 4th gear (40bhp available). The road speed is too high for 1st gear. Clearly using 2nd gear in this instance is going to result in more force at the driven wheels (since Force = Power / Velocity), and hence higher acceleration (since Acceleration = Force / Mass -where the "mass" term must also account for the inertia of any rotating parts on the car). You can see that if you remove any of the gears from the diagram above you will be left with a power "hole" where the power available in that "hole" is much less than when the gear is available, so in general more gears means more acceleration.
1, Adding a further low ratio gear (one below "1st", or reducing the overall gear ratio using tyre diameter or diff ratio) will rarely result in better low speed acceleration since most high performance cars are traction limited at low speeds anyway (the blue dotted line indicates the limit of motive force that the tyres can transfer) -if your car can already spin its wheels you are traction limited and not power limited.
2, Once you have optimised top gear (* see description later), adding a further gear ratio at the top of the gearbox will not increase acceleration at higher speeds since the power absorbed by resistances (green line above) will be greater than the power generated by the engine.
3, Too many gears can result in slower acceleration since you have to perform more gear changes which always introduce some delay in acceleration (although modern F1 seamless shift technologies make this delay barely perceptible).
4, If your engine has a flat power output right across its rev range, then anything more than 1 gear ratio optimised for the car's top speed will not give you any further increases in acceleration at any speed, since by definition your engine can already generate its peak power right across its rev range.
Your car will keep accelerating when its power output is higher than the power absorbed by resistances (air drag, rolling resistance, and gradient "resistance"). Your car will stop accelerating (i.e. reach its top speed) when its power output equals the power absorbed. In the example above the car will be able to reach a speed of approx 112mph -where the power curve in 4th gear crosses the resistance curve.
This intersection occurs at about 94bhp, but we can see that the engine has the capability of producing about 105bhp at the wheels. In order to increase the top speed what we need to do is change the gear ratio (or the diff ratio /driven wheel diameter) so that the power curve shifts to the right on the graph above until the peak power output crosses the resistances curve.
The graph below shows the effect of "lengthening" top gear; the car can now reach a top speed of approx 118 mph, however, we have also decreased the amount of power available at road speeds between 85 and 105mph. Here's where an additional gear (to fill in the power "hole" between these road speeds would be beneficial).
It is worth noting the effect of lengthening top gear past the optimum point, which is shown on the graph below. The point at which the power curve crosses the resistance curve has now fallen back to 112mph. Not only that but the power "hole" between 85 and 110mph is now even bigger -resulting in even less acceleration between these speeds!
Use the Virtual Stopwatch demo to observe the effect on acceleration and lap times of varying the gearbox type or the final drive ratio, here.
9th Sept 2012 How does Virtual Stopwatch Work?
After a fair amount of questions being asked on the subject, I thought I would provide the basic steps that Virtual Stopwatch takes to determine the performances of the vehicles.
See the Intro page for more information.
I have been given the opportunity to get involved in an on-line Formula1 car design competition, being run under the name of "The Khamsin Virtual Racecar Challenge". There is already a big community of people building CAD models of F1 cars, but, to my knowledge, no championship doing CFD testing to see which design is actually the best.
So, where does Competition-Car-Engineering come in? Well obtaining the aerodynamic coefficients for the various designs does not actually tell you which car would be quickest, as aerodynamic optimisation of a racecar is normally one of balancing the downforce against the increase in drag, and furthermore the optimum balance between the two will change according to the racetracks the car is run over. To determine the best design a special version of Virtual Stopwatch was created for use by the Khamsin championship organisers.
These override the normal aerodynamic data of the F1 car model in the calculator with a simple aeromap of each of the championship's participants, whilst keeping all other car variables the same (spring and damper settings are optimised automatically in accordance with the downforce generated). The program then calculates the optimum lap time from the data.
The base car in the calculator has a wheelbase of 3.4metres, and a weight split of 46:54 Front:Rear. Therefore to gain the optimum lap time the championship participants must aim to replicate this split in the aerodynamic downforce their model generates. If, for example, the model generates too much rear end downforce compared to the front it will be no faster in the corners (since cornering performance will be limited by the front end of the car) but it will be slower around the lap due to the extra drag the rear wing generates.
To maintain parity between models the championship organisers will mandate minimum areas for items such as radiator and engine intakes/outlets.
For further information on the championship, and to get involved, go straight to the The Khamsin Virtual Racecar Challenge website.
To try out the normal version of Virtual Stopwatch and find out how various aerodynamic kits affect F1 car lap times, click here.
Given some very basic information about a car, how closely can Virtual Stopwatch predict its performance? The challenge was to predict the performance of Andy Laurence's sports prototype sprint racer (an ADR2 prototype). For my prediction I used chassis data for the newer ADR3 that I had available, and knowing that Andy runs a 1000cc motorbike engine I selected a Yamaha R1 engine and gearbox (I later found out Andy has a Suzuki GSXR1000), I guessed slick tyre sizes and compound and I estimated a final drive ratio based on what I thought its top speed would be given an engine output of approximately 180bhp.
So, how did it go? First I declared my predictions online and then only afterwards did Andy provide the 3 "real" data points obtained from his datalogger to compare them to. As you can see, the predictions are just a few mph out for a given time, and the overall shape of the acceleration curve is very similar showing the high level of accuracy of the physics engine in Virtual Stopwatch; with a little bit more knowledge of the spec of Andy's actual car we would have got very close indeed.
Deltawing -The future of Motorsport?
The performance benefits of downforce on a racecar are well understood, and in recent years Formula 1 cars have been designed in favour of better aerodynamics over mechanical grip. But what if we take that to its extreme? The Deltawing concept eschews the mechanical advantage of 4 widely spaced wheels in the search for better aerodynamic efficiency, taking on an almost trike-like layout that is not too dissimilar to a land speed record car.
In a break from the current rules the Deltawing car running at Le Mans this year has been allowed to run with fully developed venturi tunnels (the traditional "ractangular" cars being forced to run a restrictive flat-floor arrangement) -something not seen at Le Mans since the Group C sportscar days some 2 decades ago.
The Deltawing is also running without the minimum weight restriction of the rectangular cars but to counter that its light-weight engine develops only 300bhp (half the power of the LMP1 category).
These differences make it impossible to directly compare the Deltawing wheel layout with the traditional layout from the actual on-track performances, so to try and answer the question of which wheel layout is better I have simulated the performance of the Deltawing car based on the published data and compared it to a hypothetical small light-weight rectangular car having aerodynamic characteristics based on the 25 year old XJR-9 (ground effects) sportscar. Both cars will use the same engine, transmission and tyre compounds, although tyre sizes will be in accordance with the respective designs.
The rear-ward weight distribution of the Deltawing confers a natural low speed traction advantage (like a dragster), giving it better low speed acceleration. The low drag shape and higher downforce provides better high speed acceleration and improved high speed cornering ability.
The wheel layout and mass distribution of the Deltawing means that it will see a greater percentage force imbalance during lower speed cornering and braking, making its low speed cornering performance (despite its slightly lower mass) worse than the rectangular car, and hence a slower lap time at a track like Brands Hatch Indy circuit.
So, which wheel layout is better? Well the answer depends on the characteristics of the track around which the cars are racing; around a typical race track the traditional rectangular car is quicker. Around a track dominated by long straights the straight-line advantage of the Deltawing's low drag shape allows it to equal the performance of the regular car.
It is also worth remembering that the XJR-9 body shape is an old design, and it does beg the question; what aerodynamic performance could be achieved from a modern rectangular car not restricted to the current flat floor configuration mandated by the rules?
RETROSPECTIVE NOTE: The Deltawing failed to live up to its performance claims at Le Mans: being slower than the traditional cars of the LMP2 category, despite having a higher power:weight ratio and no aerodynamic restrictions. The car continues to run in the US, but despite being given significant performance breaks in terms of power:weight ratio compared to its rivals it has yet to post comparable lap times nor score a significant race result. Many of the car's supporters claimed the original tyres were not suitable for the car, but it has since run on various compounds from three tyre manufacturers without appreciable change in performance.
I have added a new free App to help you set the optimum cornerweights on your competition vehicle, click here.
I've decided to tackle the debate of Power vs. Torque... hopefully in a much more illustrative way than has been done before.. click here to read.
Whilst performing some Formula 1 simulations I came up with an idea which would reduce the fuel consumed by an F1 car, maintain current lap times, still promote over-taking, and not require any physical changes to the current cars! Its all about the DRS... Click here to read.
Whilst sorting through my hard drive recently it struck me how much information I had gathered, created and developed on the subject of performance vehicle tuning, dynamics and simulation, and what a waste it would be to let it all sit idle. The idea behind this website was to get the information out to the wider world where it will hopefully prove a useful resource.


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I love angels, hearts and butterflies and have been crafting for as long as I can remember but more seriously in the last 10 years.
I am a healer, spiritual artist and love of beauty in all things.
I love to connect with Angels to create beauty and channel readings to help you on your path.
I am a Healer, Soul Akashic Reader and Spiritual Artist who loves Angels, Hearts and Butterflies. I love nothing more than spending the day creating beauty while connecting with the Angels.
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Manuel Peinado Lorca (Granada, 1953) es un biólogo, catedrático universitario y político español.

Biografía
Manuel Peinado Lorca nació en Granada en 1953. Está casado con María Gallego Fernández-Pacheco y tiene un hijo, Manuel. Huérfano de padre en 1963 , estudió como alumno interno en los colegios de huérfanos de militares (CHOE) en Padrón (La Coruña), López de Hoyos 317 (Madrid) y General Ricardos 163 (Madrid), donde aprobó el curso preuniversitario.  Estudió Ciencias Biológicas en la Universidad de Granada, donde se licenció con la calificación de Sobresaliente y posteriormente se doctoró en la Universidad Complutense de Madrid con una tesis doctoral titulada "La vegetación de la cuenca Alta del río Guadiana", dirigida por el profesor Esteve Chueca y defendida con la calificación de Sobresaliente Cum Laude en 1978. Trabajó como colaborador y profesor en ambas universidades y en la de Alcalá, donde, después de que en 1981 ganara por oposición la plaza de profesor Adjunto  de Botánica en la Universidad Complutense de Madrid, ejerce como catedrático de Biología Vegetal desde 1988 e investigador del Instituto Franklin de Estudios Norteamericanos.

En la Universidad de Alcalá ha sido Secretario General, Secretario del Consejo Social, Vicerrector de Investigación Subdirector y Director del Departamento de Biología Vegetal. Actualmente es Director de la Cátedra de Medio Ambiente de la Fundación General de la Universidad de Alcalá y, desde mayo de 2021, del Real Jardín Botánico de la misma Universidad. Actualmente ejerce como profesor en la Universidad de Alcalá y como investigador continúa dirigiendo proyectos de I+D+I como responsable del Grupo de Investigación en Medioambiente y Bioproductos.

Afiliado al PSOE, fue alcalde de Alcalá de Henares desde 1999 a 2003. En el PSOE federal es actualmente miembro del Consejo Asesor para la Transición Ecológica de la Economía y responsable del Grupo Federal de Biodiversidad.

Ostenta la medalla de Oro de la Universidad de Alcalá.

Ha sido jugador de balonmano en los equipos Iberia LAE, Urbis, Estadio OJE, Universitario de Granada y Juventud Alcalá.

Libros
Ha publicado diecinueve libros y varios capítulos de libros

Libros completos
 El paisaje vegetal de Castilla-La Mancha. Serv. Publ. Junta Com. Castilla-La Mancha, 230 pp. Toledo, 1986. Junto con J.M. Martínez Parras.
 Comunidades vegetales de Sierra Nevada (España). Serv. Publ. Univ. Alcalá, 74 pp. Alcalá de Henares, 1987. Junto con J.M. Martínez Parras.
 La vegetación de España. Serv. Publ. Univ. Alcalá. 544 pp. Madrid, 1987. Editor junto con S. Rivas-Martínez.
 Vegetation of Southeastern Spain. J. Cramer, 487 pp. Sttugart, 1992. Junto con  F. Alcaraz y J. M. Martínez Parras.
 Avances en evaluación de impacto ambiental y ecoauditorías. Trotta, 567 pp. Madrid, 1997. Editor junto con I. Sobrini.
 Elementos de Ecología Urbana. Edición española aumentada y adaptada del libro de V. Bettini Elementi di Ecologia Urbana. Ed. Trotta, 398 pp. Madrid, 1998.
 Sobre esto y aquello. Ed. Fugaz, 178 pp. Madrid, 1999.
 La naturaleza en Castilla-La Mancha. Ed. Lunwerg, 156 pp. Madrid, 1999. Junto con J.L. Aguirre.
 Escrito bajo el reloj. Ed. M. Ballesteros, 457 pp. Alcalá de Henares, 2003.
 El paisaje vegetal de Castilla-La Mancha. Manual de Geobotánica, 612 pp. Editorial Cuarto Centenario. Toledo, 2008. Junto con L. Monje y J.Mª Martínez-Parras,
 El fracking ¡Vaya timo! Editorial Laetoli, 366 pp. Pamplona, 2014.
 Fracking. El espectro que sobrevuela Europa. Icaria Editorial, 358 pp. Barcelona, 2015.
 Fracking, el bálsamo milagroso. Icaria Editorial, 175 pp. Barcelona, 2014. Traducción y edición del libro de Richard Heinberg "Snake Oil. How Fracking's promise of Plenty Imperils Our Future". Post Carbon Institute, 2013.
 La frontera salvaje. Errata Naturae, 302 pp. Madrid, 2018. Traducción y edición del libro de Washington Irving "A tour on the Prairies". Carey, Lea & Blanchard 1831.
 Perfora, chico, perfora. ¿Pueden los combustibles no convencionales introducirnos en una nueva era de abundancia energética? Post Carbon  Institute, 166 pp. Santa Rosa, California, 2013. Traducción del libro de J. D. Hughes "Drill, Baby, Drill: Can Unconventional Fuels Usher in a New Era of Energy Abundance?" Post Carbon  Institute. Santa Rosa, California, 2013.
 Notas a la edición española de Drill, Baby, Drill. Post Carbon Institute, 180 pp. Santa Rosa, California, 2013.
 Perforando más y más: Un auténtico test de los pronósticos del Gobierno de Estados Unidos sobre un boom duradero del petróleo y el gas de lutitas. Traducción española del libro de J. D. Hughes "Drilling Deeper: A Reality Check on U.S. Government Forecasts for a Lasting Tight Oil & Shale Gas Boom·. Post Carbon Institute, San José, California, 2014.
 Life Lines. Ecological Society of America & Instituto Franklin de Estudios Norteamericanos, 544 pp. Alcalá de Henares, 2014. Junto a Adrian Burton /textos en inglés).
 Las Aventuras del capitán Bonneville en las Montañas Rocosas y el Lejano Oeste, 1832-1836. Editorial Interfolio, 664 pp. Madrid. Traducción y edición del libro de Washington Irving "The Adventures of Captain Bonneville or Scenes Beyond the Rocky Mountains of te Far West". Putnam, New York 1837.

Capítulos de libros

 Betula L. En Castroviejo et al. (ed.) Flora Ibérica, vol. II: 38-43. Madrid. (1990).
 Castilla-La Mancha. En Peinado & Rivas-Martínez (ed.), La vegetación de España, 163-196. Madrid. (1987).
 Andalucía oriental. En Peinado & Rivas-Martínez (ed.), La vegetación de España, 231-256. Madrid. (1987).
 España semiárida: Murcia y Almería. En Peinado & Rivas-Martínez (ed.), La vegetación de España, 257-280. Madrid. (1987).
 Peinado, M. 2018. Convergencias y divergencias geobotánicas entre dos zonas de clima mediterráneo: California y España. Capítulo 1, en Gosálvez Rey, R.U. et al. (coord.). Bosque mediterráneo y humedales: paisaje, evolución y conservación. Aportaciones desde la Biogeografía (Tomo I): 27-46.  Almud, Ediciones de Castilla-La Mancha (2018).
 Peinado, M., Aguirre, J.L. & Aparicio, A. The Iberian ranges and highlands. Chapter 11, in Loidi, J. (ed.). The Vegetation of the Iberian Peninsula (Vol. 1): 439-512. Springer International Publishing, Switzerland.

Artículos científicos

 Véase https://orcid.org/0000-0003-3960-1092?lang=en

Artículos en prensa y blogs

 http://www.sobreestoyaquello.com/
 https://theconversation.com/profiles/manuel-peinado-lorca-682122/articles
 https://elobrero.es/ciencia/autor/1177-manuel-peinado-lorca.html
 https://lalunadelhenares.com/tag/manuel-peinado/
 https://elpais.com/autor/manuel-peinado-lorca/
 https://dialogoatlantico.com/firma/manuel-peinado/

Véase también
 Ayuntamiento de Alcalá de Henares
 Anexo: Alcaldes de Alcalá de Henares

Referencias

Peinado Lorca
Peinado Lorca
Peinado Lorca
Peinado Lorca
Nacidos en Granada


Does anyone still have an operational Cruise Control Servo for a 93 Camry at all? Mine has been out since last fall and it finally got warm enough to go to the junkyard and grab a couple but neither one of them worked. So my thought is that either they all go out or maybe I have a different problem. My Mechanic said it was the servo but I'm not sure what he tried. Anyways, any working Cruise Control Servo/Actuators out there for a 92-95 Camry?
The cruise control has a built-in self test.
First make sure the cruise light on the dash comes on/off with the cruise control on/off switch.
Find the small box in the engine compartment labeled "Diagnositic." With ign switch on connect the Tc and E1 terminals. If a trouble code is stored the cruise light will flash to indicate the number.
2 flashes, pause, 1 flash = code 21, etc.
If no codes are stored the light will flash at around 2 flashes per second.
Sorry, I'm not a mechanic, and kinda only know how to take stuff apart and put it back together But I'm very interested in trying what you just mentioned. So when you say to connect the Tc and E1 terminals, is that done with just a simple wire or is that with alligator clips or something like that? And then when I get the code, how do I find out what it means? Thanks a LOT for your help!
A paper clip might work OK if not use a length of electrical wire. Be careful not to touch other electrical terminals in the process. It is not that difficult, practice with the key off.
You need to push the wire into the terminal fitting. alligator clips will not work.
Look on the drivers or passengers side shock mount area in the engine compartment for the small plastic box. The terminal layout is on the bottom of the lid.
If any codes are flashed out post them here.
Hi Joey, I've been unable to find the box labeled Diagnostics under the hood but I'm starting to have a sneaking suspision that it isn't the cruise controls fault. I think it has something to do with my parking brake. I have a cable somewhere along my parking brake that is broken and because of that I have the "brake" light on my dashboard always on. Could the sensor that is telling the dashboard to turn on that light also be telling my cruise control to turn off?


The latest edition(5th) of the popular and award-winning Complete Outdoors Encyclopedia is now available for purchase. It is considered by many as the most effective outdoor skills instruction book ever published, and the ultimate do-it-yourself guide for the outdoors enthusiast. It is beautifully illustrated with more than 1,300 photographs and 1,000 diagrams and illustrations, offering in-depth coverage of hunting, shooting, fishing, camping, boating, survival, first aid, bowhunting, and species profiles of game animals, birds, fish, and sporting dogs. A must-have reference guide for both novice and experienced outdoorsmen.


Readers, I forgot to write a blog post last week. Crazy, huh? But I was busy and I was frustrated with my book draft and as I said I was just plain busy and I forgot. Not totally forgot. I remembered too late, which is just about the same thing, except that I couldn't do anything about it because I had to get in the car and drive to Cambridge to see the college student perform in a dance. In literally one dance. A three minute dance out of a program of ninety minutes. But that's the kind of mother I am. Since the driving took about three hours, that was a pretty incredible ratio of driving to dance, wouldn't you say? I'll let you interpret "incredible" as you think best….
Hey, cut the eye-rolling. You would do the same thing. You know you would.
Anyhoo, now to this week. Which has still been frustrating in some ways. It's been one of those phases when every time I need a tissue, the box is empty; the toilet paper needs to be changed; I reach for a paper towel and am met with a cardboard tube. It's always the last dregs of the soy milk when I'm making my coffee. You get the idea. Life is out to get me.
I may be more attuned to these frustrations because of the difficulties with the writing. That can lower the threshold for total meltdown considerably. But no more. Today, things are better. Even though chipmunks destroyed the styrofoam cooler I set outside to get at the half bushel of apples we picked this weekend, I am nonplussed or plussed. Fine, in otherwords. They did not get to the apples. Perhaps they were scared away by our fierce dog.
I simply swept up all the styrofoam crumbs while muttering, "Not this time, little beasties." And turned their ubiquity and persistence into a lesson. Here it is: like a chipmunk, I have gnawed my way through the block with my manuscript and now I'm steadily eating away.
Thanks! I like your blog, too!


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Дерло () — село в Польщі, у гміні Рокітно Більського повіту Люблінського воєводства. Населення —   (2011).

Історія
За даними етнографічної експедиції 1869—1870 років під керівництвом Павла Чубинського, у селі переважно проживали греко-католики, які розмовляли українською мовою.

Демографія
Демографічна структура станом на 31 березня 2011 року:

Примітки

Села Більського повіту (Люблінське воєводство)


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News Release 22-Jan-2015
Sending bat signals: Unique 'supper's ready' alert beckons hungry bats
Tel Aviv University researcher discovers bat homing call informs other bats of enticing prey several hundred feet away
American Friends of Tel Aviv University
The sound of a bag of potato chips being torn open cuts through a darkened movie theater. The noise, in an otherwise silent space, pinpoints for all moviegoers exactly where the chips are being devoured. According to a new Tel Aviv University study, bats operate in a similar fashion.
Bats, hunting at night in groups, improve their chances of finding the best patches of insects by engaging in reciprocal eavesdropping, says the study's lead investigator Dr. Yossi Yovel of TAU's Department of Zoology. "Bats emit sonar signals to sense their environment. By recording them in real time, we can tell when they're attacking prey or when they encounter another bat and how they respond to it. This reveals new knowledge on the world of these miniature flying mammals, which account for more than 20% of mammalian species. It is an example of how an animal gains from working in a group, and it could even provide insight into operating swarms of drones in a collective search mission, for example."
The research, published recently in the journal Current Biology, was conducted in part by TAU graduate students Noam Cvikel, Katya Egert-Berg, and post-doc Eran Levin.
Eavesdropping on the eavesdroppers
The subject of the study, the Rhinopoma microphyllum, also known as the greater mouse-tailed bat, preys on flying queen ants, an insect that congregates in highly-dispersed patches that can be difficult to find. While bats are able to use biosonar to detect their prey within 33 feet, their remarkable "eavesdropping" honing radar is able to identify other bats eating that prey from some 328 feet away. The study, conducted over two summers (2012-13) in Israel's northern Galilee region, found that bats' unique ability to snoop on others' hunting improved their collective chance of feeding well.
For the purpose of the study, Dr. Yovel and his team rigged 30 greater mouse-tailed bats, a highly social species of bats that migrate to Israel for the summer, with very small, GPS-enabled ultrasonic recorders. The chips were attached with surgical glue which wore off after a week, causing them to fall off the bats. The team collected these chips to analyze the data they contained. They were only able to retrieve 40 per cent of the recorders, but they contained valuable recordings of 1,100 bat interactions, allowing the researchers to identify when the bats were hunting down prey and when they were simply chatting with other bats.
"The high bat density might result in a few possible sources of interference," said Dr. Yovel. "A bat might compete for the same prey, bat signals might theoretically jam other's sonar calls, and bats might suffer because they constantly need to track other bats while at the same time tracking food. We found this last source to be of most importance to the bats. Imagine that you are tracking a fly and a baseball is thrown towards you - you will have to stop tracking the fly. This is a kind of trade-off. Foraging in a group is beneficial, but not when the group is too dense."
Using high-tech to study low-tech animals
"We seek to understand nature," Dr. Yovel said. "We seek to understand how animals make decisions in the wild, but we are very limited in our ability to track animals in their natural environment, to accurately track their behavior, their foraging tactics and interactions with counterparts. In this study we were lucky to be able to harness a novel technology to gain insight into the secret world of bats."
The researchers are continuing to study bat behavior, comparing bats that use different foraging strategies. Dr. Yovel is also developing new sensors to monitor a host of other bat biological markers.
American Friends of Tel Aviv University supports Israel's most influential, most comprehensive and most sought-after center of higher learning, Tel Aviv University (TAU). US News & World Report's Best Global Universities Rankings rate TAU as #148 in the world, and the Times Higher Education World University Rankings rank TAU Israel's top university. It is one of a handful of elite international universities rated as the best producers of successful startups, and TAU alumni rank # 9 in the world for the amount of American venture capital they attract.
A leader in the pan-disciplinary approach to education, TAU is internationally recognized for the scope and groundbreaking nature of its research and scholarship -- attracting world-class faculty and consistently producing cutting-edge work with profound implications for the future.
Current Biology
George Hunka
ghunka@aftau.org
Office: 212-742-9070 x17
/Life sciences/Organismal biology/Ethology/Foraging behavior
/Life sciences/Ecology/Applied ecology/Ecosystem services/Hunting
https://www.aftau.org/news-page-biology--evolution?=&storyid4700=2154&ncs4700=3


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Olympic Golf • PGA Tour
Justin Rose wears his Olympic golf gold medal for final putt at The Barclays
Justin Rose whipped out his Olympic golf gold medal on Sunday in the final round of The Barclays.
Seemingly pushed by final-round playing partner Phil Mickelson, Rose wore his Olympic gold medal -- which just happened to be in his golf bag -- while tapping in his final putt at Bethpage Black. The power move drew cheers from the Long Island crowd. Mickelson even put on Rose's gold medal.
Justin Rose brings out the gold.#QuickHits https://t.co/V0QmNhAt2X
— PGA TOUR (@PGATOUR) August 28, 2016
It's a great impression of Jay Sherman when he was on "The Simpsons."
The medal-draped par at the last gave Rose an even-par 71 on the day and put him at even-par 284 for the week. Rose will comfortably move on to the next stage of the FedEx Cup playoffs, the Deutsche Bank Championship, reserved for the top 100 players in the points standings after this week.
Tags2016 The Barclays Justin Rose Justin Rose Olympic gold medal Phil Mickelson The Barclays