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Weighing Benefits and Costs of International Sanctions Against Iran
The Iran Project. Weighing Benefits and Costs of International Sanctions Against Iran . The Iran Project: New York, NY, December 6, 2012 (88p). [ More (12 quotes) ]
Quicktabs: Citation
Sanctions have shifted Iran's focus for business partners to Asia, to the detriment of U.S. and European companies
One obvious "opportunity cost" of sanctions is that they exclude U.S. and allied firms from potentially lucrative business opportunities in Iran.70 As global energy companies wind down or pull out of the Iranian energy development market, in order to comply with or win an exemption from the United States' secondary sanctions,71 they are ceding the field not only to some IRGC firms, but also to firms from China, Vietnam, Belarus, Malaysia, Ukraine, and other countries willing to ignore U.S. sanctions. Iran has welcomed invest- ment from these companies,72 although most deals are said to be in preliminary stages and many of the foreign companies involved are not as technically capable as those that have withdrawn from Iran. China, in particular, stands to benefit by lining up steady supplies of Iranian oil as a result of its investments. China is now Iran's biggest oil purchaser (although China recently has reduced its oil purchases from Iran, perhaps because of concerns about the reliability of the supply in a time of increasing sanctions), and overall, China is investing $1 billion in Tehran's infrastructure.73 These economic relationships—some call it the "Asianization" of the Iranian economy—may have lasting negative implications for the economies of Europe, as described below.74
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Iran has overcome sanctions on arms sales by building up its domestic arms industry
Expansion of Iran's domestic arms industry. The effectiveness of sanctions in reducing Iran's conventional military power (discussed above, under Benefits) is at least partly undermined by Iran's increased determination to expand its domestic arms industry. Unable to purchase some armaments from abroad, Iran has been developing survivable and lethal ballistic and cruise missiles, building more small boats to use in the Persian Gulf, and acquiring additional ships and submarines, according to an April 2012 report by the U.S. Department of Defense. Previous Defense Department reports, such as one issued in 2010, were largely disparaging of Iran's military capabilities. The revised assessment suggests that Iran might have circumvented the Resolution 1929 arms ban, to some extent, by domestic developments in arms building—or that the level of sophistica- tion of its arms industry is increasing despite the ban.58 The result is an elevated threat to U.S. forces in the Persian Gulf.
Sanctions only reinforce negative Iranians negative image of west, perpetuating conflict
The United States has framed international sanctions as an alternative to military action—and many reluctant countries have signed on to the sanctions regime in hopes of avoiding conflict. But to Iranians whose lives are negatively affected by sanctions and who see their country being targeted for increasingly harsh treatment, the international sanctions look like hostile acts. Iranian leaders have claimed that the sanctions regime is a "declaration of war."54 Some U.S. analysts have suggested that sanctions ought to be understood as part of a "force curve"; in this light, the function of sanctions is to "pre- cede or accompany armed hostility," not to prevent it.55 Certainly, as suggested earlier in this paper, the United States and other states have chosen to use military force in some other instances when sanctions were perceived to have failed.56
The international sanctions, combined with threats from Israel and a U.S. mili- tary buildup in the Persian Gulf, may have heightened Iran's readiness for asymmetrical retaliation against United States and allied interests. American intelligence suggests that Iran's Qods force (the unit of the IRGC that operates outside of Iran's borders) is already undertaking such action—for example, the purported Iranian plot, revealed by U.S. law enforcement in October 2011, to assassinate the Saudi Ambassador to the United States, and the IRGC's participation in the Syrian conflict.57 Other contributors to an increased potential for conflict are Iran's expansion of its arms industry, and threats by Iran to hamper shipping through the Strait of Hormuz.
Sanctions could be causing long-term damage to U.S. relationship with Iranian people
As comprehensive sanctions take their toll over the longer term, Iran's hardline factions are likely to flourish, and the United States risks losing the admiration of many of Iran's people—including the younger generation.52 Resentment over the hardships caused by sanctions could reduce the prospects for improving or normalizing U.S. and Iranian relations over time, even if the current Iranian regime were to be replaced.
The Iranian uprising in 2009—called the Green Movement—was initiated by young Iranians who came out to the streets to protest fraudulent elections. As the crowds grew in cities throughout the nation (at their peak, nonviolent mass protests involved millions of Iranians), protesters began to demand greater political freedoms. This reform movement has been repressed, but not crushed or eliminated.53 We suspect that the young activists in the Green Movement represent a broader population of Iranians who admire American freedoms and want to live in an Iran where they have some of the same kinds of rights. The sustained imposition of crippling sanctions on Iran risks alienating Iranians under 30 years of age (nearly two-thirds of the entire Iranian population), as well as older Iranians. Reform-minded Iranians might decide that their first priority is to support their country and its government against the outside enemy.
In addition, sanctions have made it even more difficult for Iranian students and others to visit the United States or participate in cultural exchange programs—activities that the Iranian government has already done much to suppress.
Economic hardships caused by sanctions are reinforcing dependence on hard line groups like the IRGC
2.1 Enfranchising and enriching powerful factions, including the IRGC. As Iran's oil revenues fall and its hard currency reserves are depleted, the government will have limited ability to meet the needs of Iran's people, many of whom depend on govern- ment agencies for public services and social welfare benefits. Iranians increasingly may be forced to turn to influential family and factional connections who are in positions of power. This is enhancing the influence of the IRGC and the other, more conservative and repressive factions that have control over financial resources. These trends will signifi- cantly worsen official corruption and lack of accountability.44
Already, IRGC-controlled firms have acquired large stakes in key economic sectors, including telecommunications, banking, transportation, and energy (where sanctions have forced global companies to abandon some projects to IRGC-linked companies).45 IRGC enterprises now have the potential to start investing in other countries, including in markets that are antagonistic to U.S. interests.
Sanctions have helped hardliners rally support against the West
Escalating international sanctions may help the Iranian regime, including an ever-more-powerful Iran Revolutionary Guard Corps (IRGC), to rally public support for the government by portraying sanctions as U.S.-led aggression, even "economic warfare."47 Iran's leaders used international sanctions to encourage voter turnout in the parliamentary elections of March 2012, claiming that Iranian citizens had a duty to show their solidarity at a time of heightened international threat. After the elections, the regime hailed a purported turn- out of nearly 65%, calling it evidence of public support for Iran's defiance of international pressure.48 (Other explanations for a high turnout are also possible, including public displeasure with the regime's domestic policies.)
According to some analysts, Supreme Leader Ali Khamenei believes that overturning the Islamic revolution of 1979 is the true intent of the United States. Regime propaganda claims that sanctions are aimed at regime change, not at pressuring Iran to negotiate on nuclear and other issues. The longer sanctions go on, the harder it becomes for anyone in power to tell a different story.
Pursuing sanctions on Iran costs U.S. political capital with China and Russia
The United States' determination to build a broad coalition around the sanctions regime has had some political costs. Differences with Russia, China, and other countries—in- cluding India, Turkey, South Korea—have widened as the sanctions escalate. Russia and China oppose U.S.-led efforts to pressure Iran's leaders by harming Iran's civilian economy. Sanctions-related tensions between the United States and Russia and China complicated U.S. efforts to achieve Security Council unity on assistance to the opposition movement in Libya, in 2011. Taken together, differences on sanctions and on Libya have contributed to the inability of the Security Council to enact a resolution on international action in Syria.
It is considered highly unlikely that Russia and China would agree to any ad- ditional sanctions against Iran. The reluctance of countries such as Russia, India, Turkey, and China to adhere to the full sanctions regime provides Iran a lifeline to key traders. Meanwhile, the U.S. government is expending considerable political capital on efforts to get Russian and Chinese agreement on sanctions against Iran, when the United States could be using its political capital to seek cooperation on other issues where the U.S. needs Russian or Chinese support.
Sanctions have not changed Iran's decision to pursue a nuclear program
U.S. intelligence officials testified before Congress in 2012 that Iran has not yet made the decision to pursue development of a nuclear weapon.39 Even so, the threat of stiffer sanctions does not appear to have stopped Iran from taking steps in its nuclear program that alarm the international community. The Supreme Leader's calculus may change in the future––but the nuclear program is a major national priority, and other factors may be more important than sanctions in affecting his decisions about it (ranging from the Supreme Leader's own fatwa, or religious decree, forbidding the building or use of nuclear weapons, to concern that the decision to build a nuclear weapon would trigger military action by the United States and other nations). If the Supreme Leader believed it was in the regime's interest to modify Iran's nuclear policy, that might also change his calculus; at present, he is thought to believe that the nuclear issue is just a pretext for regime change, and that sanctions will remain in place no matter what Tehran does.
Sanctions on Iran have forced them to shift their strategy from conventional forces to developing ballistic missiles and other asymmetric methods
3.3. Regional military balance shifting against Iran. The ban on heavy weapons sales to Iran, imposed by UN Security Council Resolution 1929 in 2010, has limited Iran's ability to modernize its armed forces at a time when its neighbors are getting U.S. assis- tance in upgrading their military forces (see below). This relative decline in Iran's conven- tional weapons strength may have reduced somewhat Iran's capacity for regional power projection. Iran's last major round of heavy arms purchases (tanks, combat aircraft, large patrol boats) took place in the early 1990s, and UN Resolution 1929 prohibits countries from selling Iran spare parts or providing maintenance services for those weapons. While Iran is now able to manufacture most of this basic military hardware domestically, sanc- tions are preventing Iran from obtaining or developing high-tech military equipment. Russia has interpreted Resolution 1929 as barring delivery of its sophisticated S-300 air defense system to Iran, and has canceled its contract with Iran for that system. So far, no significant violations of the sanctions on heavy weapons sales have been detected.34
In contrast, Iran's neighbors in the Persian Gulf are becoming better equipped militarily, as they purchase large volumes of sophisticated weaponry from the United States. The armed forces of all the Gulf States combined are smaller in number than Iran's armed forces, but sophisticated modern equipment is helping to compensate for this deficiency. In fact, the Gulf States have been investing heavily in modern military equipment for years, and already outclass Iran in this arena. Missile defense systems acquired from the United States have the potential to neutralize the Iranian missile threat.36
In the absence of imported weaponry, though, Iran has been concentrating on developing more sophisticated missiles and rockets. According to Israeli intelligence and other sources, Iran's new missiles are inaccurate; but they are still considered to be a threat.37 Moreover, we assume that Iran's retaliatory or even offensive strategies rely less on conventional forces and more on asymmetrical warfare—covert operations, attacks by Shia surrogates, use of small boat attacks, and terrorism tactics.
Sanctions have not appreciably weakened Irans support to Hezbollah and other militant groups
Proponents of sanctions have argued that as sanctions cause Iran's oil revenues to decline and disrupt its trade with neighboring states, Iran may be constrained in its ability to interfere in or influence states such as Iraq, Afghanistan, Syria, Lebanon, or the Persian Gulf countries. With diminished revenues and currency reserves, the United States and its allies hope that Iran may have to become more parsimonious in its financial support to movements such as Hezbollah. In addition, sanctions are changing the region's military balance in ways that do not favor Iran. And as sanctions reduce Iran's oil exports, in the short to medium term, Iran's influence as a global energy player is diminishing somewhat.
So far, at least in some respects, sanctions do not seem to have limited Iran's ability to exert its influence in the region. Iran continues to provide support, including money and weapons, to Lebanese Hezbollah, Shiite militias in Iraq, and militants in Afghanistan.17 Iran apparently has sent members of its Islamic Revolutionary Guard Corps (IRGC) to advise and even fight alongside the government of Bashar Al Assad in Syria, against his domestic opposition.18 To some extent, Iran's influence and strength in the region and the allegiance Iran enjoys from some violent non-state groups depend, not on financial realities, but rather on geographical realities and cultural, religious, historic, and ideological ties.


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Thrinchostoma rubrocinctum är en biart som beskrevs av Raymond Benoist 1957. Thrinchostoma rubrocinctum ingår i släktet Thrinchostoma och familjen vägbin. Inga underarter finns listade i Catalogue of Life.

Källor

Vägbin
rubrocinctum

redpajama_set_name: RedPajamaWikipedia


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John's blog April 25, 2016 September 6, 2017
General aviation in Europe is both inspiring and frightening
by John Zimmerman
5 things I learned at the AERO show
AERO is held an a series of beautiful exhibit halls.
Friedrichshafen, nestled on the banks of Lake Constance in southern Germany, is no stranger to aviation innovations. This picturesque town is best known as the birthplace of the Zeppelin, a huge flying ship that once promised to revolutionize air travel. While the future of trans-Atlantic air travel turned out to be both less glamorous and more practical than Count Zeppelin imagined (I'm writing, as I return home, on an iPad connected to WiFi at 36,000 ft. over Greenland, after all), the city retains a reputation as the place to see exciting aviation ideas in action.
Last week it showed why in hosting the annual AERO show, a weeklong gathering of pilots and aviation enthusiasts from across Europe. What was once a regional exhibition of ultralights and gliders has grown into the premier general aviation show in Europe. It boasts a diverse and interesting mix of airplanes, with a focus on emerging technology.
For a crass American, this is a very civilized show, held in a beautiful convention center with great coffee and lively beer gardens. Oshkosh this isn't. Beyond these mundane differences, though, AERO offers a fascinating lesson for US pilots. If all you've heard is how awful things are for private pilots in Europe, let me offer a more complete – although not entirely rosy – portrait.
1. Electric airplanes are coming. Yes, and free beer tomorrow, you may say. Well, electric aviation may be a bit of a sideshow in the US, but it is clearly the future of light aviation in Europe. Faced with expensive (sometimes nonexistent) fuel and ever tighter environmental rules, there's little choice. Engineering giant Siemens had a large presence at the show, displaying a Pipistrel with a hybrid Rotax/electric propulsion system and a stunning Extra 330 aerobatic airplane with a fully electric front end. The battery life is severely limited for now, but it's probably enough for an aerobatic routine (the idea with an Extra) and a one-hour training flight can't be that far off.
Siemens had a major presence at AERO, including the Magnus eFusion.
One intriguing possibility, at least in the US, is that electric airplanes could sneak past diesel as the "next generation solution" for avgas's eventual disappearance. Diesel engines are far more proven, but they've been slow to gain traction in the US, where 100LL remains available and relatively inexpensive (no, $5.75/gallon is not outrageous). Retrofits from Continental are pricey, and the operating economics simply aren't persuasive enough to justify the initial outlay.
Electric, on the other hand, could offer a more dramatic change. One concept on display at AERO that's particularly interesting is an electric ultralight with a quick-swap battery. With this, a flight instructor could walk out to the airplane with a battery for the next lesson, then bring it back in to charge while the next instructor takes another battery to the airplane. Developments like this, which will benefit from the billions of dollars being invested in electric cars right now, just might make electric a reality for flight schools. For your King Air? Probably not yet.
2. A focus on recreation. One reason electric airplanes get so much attention at Friedrichshafen is that GA fulfills a very different mission across the pond. Piston airplanes are for fun, and very little attempt is made to justify their worth based on utility or travel plans. Few European pilots have an instrument rating (less than 10% by some measures) and night flying is likewise rare. Maybe the 120 mph autobahns and the shorter distances between cities make airplanes less essential, maybe the aforementioned high price of fuel makes it uneconomical, but the result is an industry that's quite focused on fun flying. This may be disappointing to some American pilots, but it's also refreshing in a way.
Because of this recreational focus, and because of less stringent microlight laws below certain weights, a small but active sport airplane industry has emerged. It's filled with companies Americans have never heard of and sometimes-odd designs. A single exhibit hall at AERO showed off a wide array of gyrocopters (including one for medevac use), an L-39 fighter knockoff made entirely from carbon fiber, and the fascinating, all-electric Volocopter. I don't need to fly all of these strange creations, but the creativeness and hustle of these small firms is more than a little inspiring.
The Blackwing is one of many sleek two place European designs.
3. European airplanes have more style. No offense to Cessna or Piper – I consider the 172 to be the best airplane ever made – but some European airplanes make traditional US designs look like flying bricks. With their sleek canopies and swept wing tips, there's clearly an emphasis on aesthetics in addition to aerodynamics. Sure, those low drag details serve a practical purpose when weight is limited and fuel efficiency is paramount, but I also detected a lot of pride in their "ramp presence," as the salesmen say. What should we expect, though, from the people who invented the Porsche 911 and the BMW M3?
Are US manufacturers wrong? Actually, I don't think so. As sexy as those two-seat airplanes from Eastern Europe look, they aren't all that practical for Americans. For one, they're small on the inside: two healthy pilots from Texas wouldn't last long in the cockpit. Secondly, some models had a worrying lack of detail when it came to discussions about maintenance (remove the entire cowl for a borescope?). All airplanes are compromises, and I suspect our priorities are just different.
4. Certification reform is the topic du jour. At the same time we debate the merits of an overhaul to the FAA's Part 23 certification process, Europeans are grappling with a major update to EASA's CS-23 rule. This is not accidental: one of the major goals of the reform movement is to synchronize international standards and procedures. Hopefully this makes it less expensive for new airplane designs to become reality, no matter where they are made.
As with any change, though, it's not as simple as changing the rules and moving on. At a panel discussion about the proposed CS-23 changes, pilots simultaneously applauded and criticized EASA. They seem to be making a genuinely good faith effort to knock down barriers, but the process has been long, confusing and just a touch opaque. As Ian Seager, publisher of the UK's Flyer magazine observed, getting 28 different national aviation regulators to agree is almost impossible. It was almost enough to make me appreciate the FAA. Almost.
ADS-B weather is just a dream in Europe.
5. We take a lot for granted in the US. Before you tell me to move to Europe, let me assure you that AERO also reinforces just how good we have it in the US. We talk about the free Air Traffic Control services a lot, and pilots will often grudgingly admit that the free ADS-B datalink weather is nice. Both are truly special – I spoke to many pilots who would dearly love ADS-B weather in their airplanes. One luxury I hadn't considered was pilot-controlled lighting. This is an afterthought for most American pilots, available at even the quietest country airports, but it has only recently become legal in the UK. It's still exceedingly rare.
The FAA is bureaucratic, Congress pours fuel on the fire, and too many municipalities try to close general aviation airports. Having said that, there's a reason European pilots come to the US for training, experience building and fun flying vacations. We've simply got the best aviation system in the world. Admit that next time you feel frustrated by the length of the FARs.
A German proverb cautions that wer rastet, der rostet: "He who rests grows rusty." To me, it's an appropriate reminder that, while the United States has enormous advantages for private pilots compared to Europe, such advantages are not pre-ordained. That means we must fight unnecessary regulations, but it also means our industry needs to keep its eyes on the future, not the glory days. We could take a cue from the scrappy, creative companies at AERO, who, though faced with often overwhelming government limitations, churn out sexy, efficient airplanes… And put on a great show.
John Zimmerman
Coming from an aviation family, John grew up in the back of small airplanes and learned to fly as a teenager. Ever since, he has been hooked on anything with wings and regularly flies a Citabria, a Pilatus PC-12 and a Robinson R44 helicopter. He is an ATP and also holds ratings for multiengine, seaplanes, gliders, and helicopters. In addition to being Editor-in-Chief of Air Facts, John is a Vice President at Sporty's Pilot Shop, responsible for new product development and marketing.
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Stephen Phoenix says:
I think the European focus on recreational flying is well placed. I would guess that probably 80 – 90% of the pilots do not need and cannot actually use the transportation capability that the typical U.S. manufactured airplane is capable of. I would point to the popularity of Van's RV series (and other small homebuilts as well) as evidence that recreational flying is popular here also and that these types of planes are much better suited for that than the typical Cessna or Piper. Our recreational planes just tend to be a little bigger (and noisier) than the European versions because of the tax structures and noise laws. As you point out, this is something to watch out for; unless we want to be like Europe. Maybe that is a desirable option, I don't know. Most of the comments I've seen coming from Europe indicate that their situation is not all that desirable.
Doyle Frost says:
John, you covered that topic well. I was especially interested in the rapidity of the decline in GA airports, courtesy of our political machines, both local and national. At the same time, these same politicans would never get to meet their constituents, (their employERS,) if it weren't for those small and local airports. At the same time, the vast expanse we commonly travel around this continent, (as opposed to Europe,) actually makes the "electric airplane" kind of impractical, at least for the moment.
All in all, a well written, and accurate, article. Thank you Sir.
Eric Marsh says:
I found this article to be interesting. My wife and I have been looking at moving to Europe either part time or full time after I retire. I've looked into flying when I get there and it simply looks to be prohibitively expensive. Gliders might be an option. Personally what I'd like to see is an electric motoglider.
Franz says:
You are right, you don't really want to pay for AvGas here. Fortunately thermals are free and gliders are a lot of fun.
You may want to take a look at this
https://en.wikipedia.org/wiki/Lange_Antares
http://www.schempp-hirth.com/en/sailplanes/arcus/arcus-e.html
Joby Wieser says:
Great Article John, with one small point of disagreement. Your comment about the eastern European sport planes being small on the inside. When I started Flight training in 2012 my future instructor had me sit in a cub, a 172 and a Pipistrel Virus. I am a 6'2" 225 pound Texan my instructor was a little larger than me. I wound up training in the Pipistrel in part because it seemed roomer on the inside than the American planes. I suspect that like European sports cars, once you are in the airplane you realize there is more space than seems possible from the outside.
Airplanes are essentially time machines that shrink distances by shrinking the time requirement. That is the reason we fly: to get from point A to point B where the distance between the two is great enough that the speedy element of flight comes into play.
Battery powered electric airplanes just cannot carry enough energy (fuel) to get from point A to B. It's just a plain and simple fact of the law of nature. Consider this:
Energy Type Energy Density by Weight Energy Density by Volume
Jet A 42.8 37.4
100LL 44.0 31.59
Lithium-ion Battery 0.875 2.63
Lithium if ignited 43.0 23.00
From an electrochemical point of view, there seems to be little promise of ever approaching the energy density of gasoline and kerosene. And also, Jet A and 100LL only represent the mass and volume of part of the fuel, since the remaining portion of the fuel comes from the oxygen in the air that does not contribute to the weight or volume of the energy system. Basically the air to fuel ration is about 15 to 1. So you can see that only about 1 part of the 16 parts of the energy in a gasoline or kerosene powered airplane is carried in the vehicle. A battery must carry the full complement of it's energy load, which means there is a further weight and volume penalty from battery powered systems. This is why battery powered vehicles are essentially a mass of electrical battery cells connected in series.
I have also included the energy from oxidation (i.e. the burning) of lithium. If you burned lithium you could extract about the same amount of energy by weight as you get from JetA or 100LL. And this also tells you that lithium battery fires are significant concerns and why the airlines are having issues with the transport of this type of battery. They are dangerous. As more electric cars get into our highway system, we may become aware of just how dangerous this technology can be.
A far better solution is the fuel cell. In this process the electrical energy (electron flow or current) is produced by an oxidizing reaction. You don't need to carry the oxygen as it comes from the air (just like gasoline and diesel fuel) which is a significant benefit. And the fuel cell process if far more efficient than the thermodynamic Otto cycle which wastes over 50 percent of the energy as heat. The fuel cell can reach 90 percent efficiency.
This is where the DOE should be putting its focus. Not on batteries, but on fuel cells.
You present some good engineering data for comparison sake – being an engineer this is how I look at stuff too. I agree with you that current commercial Li ion batteries have relatively low energy density compared to fossil fuel, and that the range of current model battery-electric aircraft is limited to about an hour (with one new exception). I also like the concept of hydrogen fuel cell vehicles and their inherent higher range performance. However, there are some other factors your analysis doesn't consider.
Energy conversion efficiency – all internal combustion engines suffer from poor energy conversion (fuel to wheel, or fuel to prop) efficiency, generally only 25-30% of the energy content of the fuel is converted to mechanical drive energy. Most of the energy in the fossil fuel is lost to waste heat when its burned.
Modern lithium ion batteries have electrical efficiency (electrical energy out divided by electrical charge energy in) that is >99%. The mechanical conversion of electrical energy in to mechanical energy out by electrical motors is also very high, with typical efficiencies of 85-95%. So the combination battery-motor efficiency is also about 85-90%. Meaning the to put the two motive systems on an apples to apples basis, you'd have to divide the fossil fuel system by a factor of two to three. Electric motors are also much lower weight than IC engines, with Siemens announcing last year a new 350 hp electric aircraft motor that only weighs about 100 pounds. So you have to look at the combination fuel + engine weight, not just the fuel weight, in comparing the technologies.
Emerging battery technologies – new technologies are being developed and commercialized now that provide huge increases in energy density of batteries, including lithium air batteries and others that involve new synthetic anode materials that are much lighter weight and allow much higher energy weight densities, tripling or more the energy density of current commercial batteries.
There is already one new battery-electric aircraft announced recently that advertises a duration of approximately 3 hours of flight time. And that's with just standard lithium ion batteries, not the latest tech stuff as described above. Quick charging is also being achieved, with the ability to recharge a vehicle or aircraft battery in as little as 10-15 minutes, which is equivalent to a typical fuel stop duration for our current avgas planes. Conceivably within the next couple of years we could see aircraft with durations of as much as 5 hours of flight time, and a short recharge timeframe.
Practical all electric aircraft technology is not as far off as some – including me – have assumed until now.
Duane, you are correct about thermal (heat engines) being much less efficient than electric motors. As an EE, we learned that electrical power systems are typically way above 90 percent efficient. Very little waste heat is generated compared to internal combustion power systems. I my original post, I mentioned that the Otto cycle (piston engine) is less than 50 percent efficient. But even factoring in this energy loss, the net energy density of hydrocarbon fuel based piston or jet engine system is something like 20 times better than a 100 percent efficient battery-electric motor system. It's all in the chemistry of batteries. The battery can be very efficient, but the question is how much energy can it store? With hydrocarbon fuels, the air needed for combustion is not part of the weight or density calculation. This provides another significant plus for hydrocarbon systems. Much of the energy is stored in the air as well as in the fuel. Last, I mentioned the fuel cell, because this represents a chemical reaction in which the air is "burned" or the fuel is oxidized and the electron transfer of this chemical reaction is captured in the form of electric current. The air comes from outside the system so there is no weight or density penalty. There is probably more heat thrown off in this reaction versus an electrochemical reaction of a battery, but the amount of electric current produced for the amount of fuel consumed (by weight or volume) should be much more than a battery. So this is why I think the focus should be on the fuel cell. It produces current so the heavy piston engine is replaced by a lighter weight and more energy efficient electric motor. The problem is I don't know how compact and light they can make a fuel cell. Boeing and the military have been doing flight testing with fuel cell powered aircraft; a few manned tests have been done, but the current emphasis seems to be UAVs.
There hasn't been much developmental work on fuel cell aircraft yet that I know of, but there's been a lot of work on car motive systems, and the same technology can theoretically work just as well in an aircraft.
Honda has been producing fuel cell vehicles (FCV) for more than a decade, and about every 3 years they have been bringing out a new and improved model of their "Clarity" FCV. The principal improvements have come in the fuel cell "stack", which is the physical reactor where the stored hydrogen and oxygen from ambient air are reacted to produce electrical energy and plain water exhaust. The most recent Honda model increased the "power density" (kw-kg) of the stack by something like 50% over the previous model. The fuel cell stack in prior models of the Honda Clarity had to be placed in the rear trunk due to the volume, but the new model places the stack under the rear seat. It's about the size of a small desktop computer tower case and weighs less than 200 pounds.
The other area of progress is in compressed hydrogen fuel tanks. Much of the weight of the fuel system in a FCV is the weight of the empty tank, which must have very thick walls to withstand internal pressures of thousands of PSI. New advancements in carbon fiber materials have allowed the tanks to become much lighter. The weight of the compressed hydrogen itself is almost insignificant. A few kg of compressed H2 can power a car for hundreds of miles of range.
We can expect these improvements to continue with each generation being approximately 50% more efficient in terms of volume and weight than the prior generation. Sort of like a decent fraction of Moores Law (i.e., where transistor density doubles about every two years in new model semiconductors).
Other manufacturers are also competing with Honda, including Toyota, Mercedes Benz, and likely others will too. I would say within a decade or less we will see application of fuel cell technology to light aircraft.
CORRECTION: The table that I presented in my prior comment got squished together:
Here is a replacement that should be easier to read.
Energy Type__________ Energy Density by Weight____Energy Density by Volume
Jet A _________________42.8____________________37.4
100LL________________44.0_____________________31.59
Lithium-ion Battery________0.875___________________2.63
Lithium if ignited_________43.0____________________23.00
John Zimmerman says:
Jack, I can't argue with your math, and I'm hardly a lithium-ion booster. However, I think we might disagree early on in your comment. You say that "That is the reason we fly: to get from point A to point B." I'm not so sure about that. Sure that's true for the Cirrus owner or the TBM owner. But for a flying club member who takes the Cherokee out for 0.9 hours on pretty Saturdays, it's a completely different mission. And the number of these pilots is significant – more than half of GA pilots by most estimations.
That's the lesson (for me) from Europe. The vast majority of pilots in Europe aren't interested in flying for transportation. It's about pure recreation. For that crowd, electric may be more practical than you think.
In response to your well reasoned comments on my post to your original article:
I am a co-owner in a Cherokee 180, that I have twice flown round trip across the USA. Most of my non training flights involve distances in the 100 to 350 nm range with friends and family. I don't see much value in flying an electric powered plane with a range of 1 hour or less. This would really limit my utility and force my flying to be mostly pattern work.
If GA flying transitions to short (less than 1 hr) flights as you indicate, I think its utility becomes mostly a hobby and maybe that's where we are headed. But if so, I fail to see the point of GA being a viable method for transporting your family and friend. It is sort of like boating becoming limited to canoes and kayaks. Yes some people would be happy with that, but many more enthusiasts would be turned off and the net effect would be a loss overall.
By understanding which sources of energy provide the best potential for powered flight, we can progress to the future. (Except in engineering classes, we don't teach this so the populace at large is in the dark, if not outright misinformed.) The laws of chemistry tell me that the battery is not the way to go (it is a dead end) in the future because it cannot deliver enough energy per unit of mass or volume to compete with existing piston and jet engine powerplants. I don't know if fuel cells can be made light and compact enough. But on paper, they can deliver far more electrical energy from fuel by weight than can be stored in a battery by weight. I am puzzled why the government seems invested in batteries, windmills, and solar cells, but not in fuel cells. Could the answer be more political than technical?
captbilly says:
It is very difficult to work the numbers and come up with a viable 0.9 hour flight time in a reasonable performance electric airplane. If we are talking a powered glider then perhaps, but something roughly in the performance range of a Cessna 152, or other trainer, not so much. The chart presented above that shows LiPo batteries at an energy density roughly 1/50th that of diesel or gasoline tell the story. You cannot simple change all the laws of physics to make a practical airplane that requires 50 times the mass of energy storage or present aircraft.
As an example: We take a basic small trainer and say we are ok with a flight time of 1 hour, plus 45 minutes reserve for contingencies (field closes, lots of traffic in the pattern, weather, etc.) That fuel load in a very small trainer would amount to at least 50KG, 110 lbs. Now multiply that by 50 times to get the mass of the battery required and you see how impossible this becomes. Even if we say the electric plane is 3 times more efficient due to the electric motor vs the diesel engine, and we can accept 1 hour total flight time (no reserve at all) we end up with 10 KG of fuel or 500KG /1100 lbsof battery, completely impossible to lift off the ground.
Electric cars work, even the Tesla with it's 300 mile range, because cars don't have to carry their own weight. A Tesla battery weight roughly 1000 lbs which does make the Tesla very heavy in spite of it's aluminum construction but the Tesla carries this weight on ball bearings, not with induced drag producing wings.
Joe Blow says:
Viable, affordable, mass-producible fuel cells have been, as Jerry Pournelle would say, coming "Real Soon Now" for going on about eight decades, and over a century if you count the relevant early electrochemical experiments that proved the _possibility_ of the technology. NASA has been using them quite happily (well, ignore the poking of both of Murphy's eyes with a mission actually named Apollo 13! 😉 for approaching six decades, but that fact alone should clue you in as to what the problem is: cost. I can't believe that you and John, purportedly both engineers, forgot that, as engineers, we were required to take economics in order to earn our degrees. That's because, unlike scientists, we have to deliver products (and don't forget services, such as getting from Point A to Point B, or Just Having Fun) _within_a_very_firm_schedule_and_a_budget_ (unless you're a government contractor, especially a military one, and worst of all, in aerospace!). Heck, the scientists don't even know if they're even proposing something possible, let alone economically feasible, if they're doing their jobs right! Fuel cells seem so brain-dead simple, and so many teenagers have demonstrated them at science fairs that almost everyone is scratching their heads as to why we haven't been using them in every mode of transportation for the past 50+ years.
The other word that is lacking in an appalling number of supposed engineers' vocabulary is the M word – Manufacturability. Being able to make one of something in a lab (or, increasingly, kitchens and bathrooms!) in no way translates to being able to make thousands, and especially hundreds of millions, of that something. Automobiles and electric lights were around for decades as hand-built curiosities until Ford and others came along and figured out how to turn such quaint craftsman-powered, cottage endeavors into actual industries ("cottage industries" is an oxymoron, emphasis on the moron part!). If you ever want to see a grown man cry, talk to a chemical engineer sometime about a regulated industry (for very good reasons) that is still closer to alchemy than what you spoiled EEs get to do, with all of your "clean" technologies (Oh, many Superfund sites are so designated because of semiconductor, transformer PCB, and many other electrical/electronic manufacturing toxins just being poured on the ground and into our waterways? Oops! ):
The hydrogen in fuel cells has to come from somewhere and it has to be _safely_and_economically_ stored in a moving device that can be going at literally astronomical speeds (well, at least for NASA, the ESA, et al). Remember that energy increases by at least the square of velocity and you begin to understand the problem for those poor schmucks having to sign on a dotted line that their design isn't going to bend, fold, spindle, mutilate, or kill anyone in or around said transportation device.
Batteries have simply crossed the manufacturability chasm because we've been making them for computing and communications products at the truly massive economy of scale level of billions, soon to be tens of billions, of cells manufactured. The manufacturing of a vehicle/aircraft cell is at roughly the same unit scale as in a mobile electronic device battery, while fuel cells aren't. Also recall that early automobiles were actually electric-powered, and that infernal-combustion engines made short shrift of the electric competition in terms of speed and range. However, that's when the fuel was literally dirt cheap, coming out of the actual ground. As for those nasty pollution byproducts … they were insignificant when only the wealthy (not even the rich) could afford them (an NBA or NFL player can be rich – an NBA or NFL team owner is wealthy!).
The continents-sized tug-of-war being waged in the energy minerals extraction businesses is going to be with us for a very long time when you consider the recent discoveries of proven fuel reserves off the coast of Brazil, in the South China Sea (hence new Chinese "islands"). That's on top of the immense productivity yield leaps that fracking and horizontally-directed drilling have made possible, not to mention the discovery of potential new fuel reserves via high-performance computing using data gathered by advanced geological sensing technologies.
Until your mobile electronic devices all come with fuel cells, don't hold your breath waiting for them to appear in your car or aircraft. If fuel cells were the answer, Elon Musk would be using them, and he's not, at least not in his terrestrial vehicles – SpaceX is, though – on federal aerospace contracts … Hmmmmm …
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redpajama_set_name: RedPajamaCommonCrawl


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text:
More info on Data
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Map Cartography Spatial analysis Geographic information system
Question 2: Data are often viewed as the lowest level of ________ from which information and knowledge are derived.
Perception Abstraction Ontology Concept
Question 3: Some British and international academic, scientific and professional ________[2] require that authors treat data as a plural noun.
Hart's Rules Style guide Academic publishing Citation
Question 4: In discussions of problems in geometry, mathematics, ________, and so on, the terms givens and data are used interchangeably.
Electrical engineering Mechanical engineering Engineering Civil engineering
Question 5: Some major newspapers such as the ________ use it alternately in the singular or plural.
The New York Times The New York Times Company International Herald Tribune The Boston Globe
Question 6: Such usage is the origin of data as a concept in ________: data are numbers, words, images, etc., accepted as they stand.
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Question 7: Other international organizations, such as the ________,[3] allow its usage as either a mass noun or plural based on author preference.
IEEE Reliability Society IEEE Control Systems Society IEEE Computer Society IEEE Communications Society
Question 8: Such data is typically further processed by a human or input into a ________, stored and processed there, or transmitted (output) to another human or computer (possibly through a data cable).
Central processing unit Personal computer Computer Linux
Question 9: The main difference is in the level of ________ being considered.
Abstraction Concept Ontology Perception
Question 10: The terms ________ and knowledge are frequently used for overlapping concepts.
Information Systems engineering Artificial intelligence Electrical engineering


The new approach, described this week in Cell, is based on a set of sophisticated proteomics methods developed by Cravatt and colleagues in recent years. At the core of these methods is the recognition that certain amino acids on proteins have a special chemical reactivity that allows them to form irreversible covalent bonds with suitably designed probe or "scout" molecules. Scientists can apply such molecules to a large collection of proteins, even the entire protein contents of a cluster of cells, to quickly identify proteins that have these reactive amino-acids — which would be considered potential drug targets.
NRF2 acts as an on-switch for a powerful antioxidant response. Some cancer cells use this response — forcing it to stay active always — to protect themselves from the cell-damaging oxidative byproducts of their unusual metabolic activity and runaway growth.
"We were able to block and disrupt NR0B1's functional output in these NRF2-activated lung cancers so that the cancers' abnormal growth was reduced," Bar-Peled said.


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text:
Tobacco Mosaic Virus: Cannabis Killer
Here You Will Find:
What Is Tobacco Mosaic Virus?
How do you spot Tobacco Mosaic Virus?
What is the survival range of Tobacco Mosaic Virus?
What are the modes of transmission of Tobacco Mosaic Virus?
How do you prevent Tobacco Mosaic Virus?
TMV is deadly but rare
So, you've never heard of Tobacco Mosaic Virus (TMV)? Lucky you! Actually, most people have never encountered this rare disease, mercifully. Once it infects marijuana plants, it spreads quickly, and there's no cure. You need to recognize the signs and act FAST.
TMV is a dreaded disease that can destroy your entire crop and can remain in the soil for years. There are some very important steps to take, and we shall outline them for you here.
TMV, also called tobamovirus, is a rod-like positive-sense single-strand RNA virus that infects tobacco and other plants in the Solanaceae family. Once an infestation occurs, it leaves a mosaic-like mottling pattern and discoloration on the leaves.
The choice of name is not indicative of exclusivity to a select species of plants. TMV can also affect at least 200 other species. Unfortunately, this list includes cannabis. The good news is it doesn't affect humans, but any expectations of huge yields of high-quality cannabis need to be immediately reassessed.
How do you spot the Tobacco Mosaic Virus?
Some plants may act as a carrier, not exhibiting any signs at all. In other instances, the symptoms only appear once the plant undergoes some form of stress, such as a nutrient deficiency or pruning.
Most plants however do exhibit the signs of infection, summarized here:
Color of the Leaves:
Light green discoloration between the veins of new growths
Yellowing visible between the veins of leaves
Yellowing of older growths
Mosaic-like mottling with dark and light green patterns
Pale stripes in both old and new growths
Black, brown, or gray patches or spots
Brown, burnt-like edges
White, powdery patches
Structure of the Leaves:
Wrinkled appearance
Malformation (webbed, coiled, curled)
Old leaves falling off
Other signs include weak, flaccid stems, which may also have a purple or red coloration. Stunted growth indicates the virus has entered an advanced stage.
TMV is highly resilient and able to survive in environments that do not exceed 104°F and where there are host plants to infect. It has been observed to stay alive for up to 30 minutes in dried leaves at 122°F. This disease can be particularly devastating in a greenhouse because of favorable environmental conditions and the sheer number of host plants.
What are the modes of transmission of the Tobacco Mosaic Virus?
TMV enters the host plant through microscopic channels in the cell walls called plasmodesmata. It then starts to colonize, replicating its genes and spreading throughout the leaves.
It's usually transmitted to other plants by people: contaminated hands or gardening tools, even clothing. It's also possible an infected plant might leak sap as a result of an injury, whether deliberately or accidentally. The fluid, which contains the virus, can then be introduced to other plants through direct contact.
Insects and pests are typical vectors of TMV. Aphids, leafhoppers, grasshoppers, and caterpillars, for example, may help spread the disease to other plants.
TMV can also survive in the soil, contaminating seeds and infecting young sprouts and seedlings.
On rare occasions, it can be transmitted through smoke (if a person smokes contaminated buds).
How do you prevent the Tobacco Mosaic Virus?
You could have the best seeds in the world, guaranteed to be of the highest quality, but this won't stop your plants from contracting TMV. Not even the use of high-end equipment and the best nutrients can stop TMV. The worse thing is that the virus can remain dormant for years in dead tissues and still infect plants far into the future.
The best way to stop TMV is to prevent contact with you, your grow room or the marijuana plants.
You can do this by:
Purchasing cuts (if growing clones) from a reputable source, one that has an impeccable track record and high standards. Always inspect each young plant for signs of the disease.
If you even so much as suspect that a plant has TMV, act FAST. Immediately remove it from the grow room and away from the other plants. If it does not appear to be serious, keep it in quarantine and observe it for signs of recovery.
Use a 10% solution of household bleach to clean and disinfect surfaces and gardening tools to (hopefully) kill the virus before it spreads and contaminates other plants.
TMV can be transmitted through your clothes – launder them as soon as possible.
If the infection appears to be severe, you should consider discarding old tools and plants as well as the soil.
Wash and disinfect hands thoroughly after handling plants infected with TMV.
The tobacco mosaic virus has had devastating consequences on several large farms, throughout the years. Fortunately, losses on this scale are not something home marijuana growers have to face. That said, the fact that cannabis can be a host means, as growers, we have to watch out for signs of infection – regardless of whether we're cultivating 6 plants or 6000.
As Kyle Kushman always says: be observant!!!
« How Much Sunlight for Outdoor Marijuana Plants
Preventing Magnesium Deficiency in Cannabis Plants »


text:
Q: Internal error while accessing GIT repository from RSA 9.1 using TFS plug-in I am able to connect to GIT server from RSA 9.1 using the TFS plugin.However, while accessing the Git repositories, I am getting the following internal error:

An internal error occurred during: "Loading section 'All
  Repositories'". org/eclipse/egit/core/Activator "

Any idea what am I missing?

A: You can get a local clone of the remote repository and then import the repository

Or you can host your remote repository in TFS, then manually configured in EGit. Once this connection is established, you can use the EGit tools to perform basically any Git function, like committing, pushing, and creating new branches.
Details refer the 'Integration with Eclipse EGit tools' in this blog.
And you can download egit from here.

redpajama_set_name: RedPajamaStackExchange


text:
Q: Are these Rails query syntaxes interchangable? >scope :a, -> { joins(:b).where('bs.c': false) }

>scope :a, -> { joins(:b).where('bs.c = ?', false) }

Just wanted to ask whether those 2 lines do the same thing? The first one seemed to work fine in development but gave me a syntax error when I tried to push to Heroku. Is the first one deprecated?

A: I believe these are more interchangeable, without syntax errors:
scope :a, -> { joins(:b).where(bs: { c: false }) }

scope :a, -> { joins(:b).where('bs.c' => false }) }

scope :a, -> { joins(:b).where('bs.c = ?', false) }

scope :a, -> { joins(:b).where('bs.c = :q', { q: false }) }

Personally, the first line is my preferred because you can list several columns within that nested hash without needing to keep repeating the table name/alias.

A: Only Ruby 2.2 and above allow use the JSON like hash syntax with quoted keys, ie
{'foo' : bar}

Instead of
{foo: bar}

Of course in your case not quoting the key probably won't work either because of the . in the key.
This suggests you are running different Ruby versions locally and on heroku.
Other than that, they should be equivalent.


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You are here: Home Page > Arts & Humanities > Classical Studies > Classical Literature > Classical Drama > E. E. Cummings' Modernism and the Classics
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E. E. Cummings' Modernism and the Classics
Each Imperishable Stanza
J. Alison Rosenblitt
Shows the breadth of Cummings' often overlooked engagements with the Greek and Roman world
Emphasizes Cummings' place within early modernism
Includes editions of previously unpublished work by Cummings himself
This volume is a major, ground-breaking study of the modernist E. E. Cummings' engagement with the classics. With his experimental form and syntax, his irreverence, and his rejection of the highbrow, there are probably few current readers who would name Cummings if asked to identify 20th-century Anglophone poets in the Classical tradition. But for most of his life, and even for ten or twenty years after his death, this is how many readers and critics did see Cummings. He specialised in the study of classical literature as an undergraduate at Harvard, and his contemporaries saw him as a 'pagan' poet or a 'Juvenalian' satirist, with an Aristophanic sense of humour. In E.E. Cummings' Modernism and the Classics, Alison Rosenblitt aims to recover for the contemporary reader this lost understanding of Cummings as a classicizing poet. The book also includes an edition of previously unpublished work by Cummings himself, unearthed from archival research. For the first time, the reader has access to the full scope of Cummings' translations from Horace, Homer, and Greek drama, as well as two short pieces of classically-related prose, a short 'Alcaics' and a previously unknown and classicizing parody of T. S. Eliot's The Waste Land. This new work is exciting in its own right and essential to understanding Cummings' development as a poet.
E. E. Cummings as a Classical Poet
1: Preface
2: Cummings and the Classics
3: 'smoking centuries of hecatombs': Cummings and translation
Childhood, Harvard, and Paganism
4: The Pagan World of Goat-footed Pan
5: Classics and Childhood: Protectors and Transgressors
The Great War and Beyond
6: 'a twilight smelling of Vergil': Cummings, Classics, and the Great War
7: 'let not thy lust one threaded moment lose': Death in the Meadow
8: 'cast like Euridyce one brief look behind': The Post-war World
Cummings, Classics, and Modernism
9: Modernity and Antiquity: 'smite the sounding bollox'
10: A Homeric Affair: Reflections on the Ambitions of Modernism
Translations, Further Verse, and Prose by E. E. Cummings
Translations from Horace's Odes
Translations from Sophocles
Translations from Euripides
Translation from Aeschylus
Translations from the Odyssey
Translation exercise from Euripides' Hecuba
Further Verse
Editing the Unpublished Work
Appendix: Cummings' classical education and personal library
J. Alison Rosenblitt, Lecturer, Balliol College and Regent's Park College, University of Oxford
J. Alison Rosenblitt trained as an ancient historian and has published both in the field of Roman history and in the field of classical reception. As an historian, she studies ancient historiography (especially Sallust), late republican political history, and Roman oratory. On the classical reception side, she is interested in the poetry of the Great War and in early modernism and its relationship to the classics. She specializes in E.E. Cummings, whose relationship to the classical past is provocative and disobedient. Dr Rosenblitt took a double first in Ancient and Modern History at Wadham College, Oxford, with academic prizes, and completed her D.Phil. at Balliol College, Oxford. She has been a lecturer at various Oxford colleges and was a Junior Research Fellow at Somerville College, Oxford.
Joint Winner of the 2018 First Book Award, Classical Association of the Midwest and South
"The extent of the bibliography is really impressive. Rosenblitt offers a rich discussion of Cummings and his poetry, and the influence of Classics on both. Overall, it is a fine and interesting book." - Ruth Breindel, New England Classical Journal
"J. Alison Rosenblitt's new volume on E.E. Cummings achieves no less than a redefinition of our understanding of the poet's literary output." - Zénó Vernyik, Modern Language Review
"... this is a deeply impressive book - closely argued, thoughtful, and compelling. Classical reception scholars and students of Modernist poetry alike will be indebted to Rosenblitt for shedding new light on the rich web of influences that made Cummings the innovator he was." - Thomas R. Keith, CJ-Online
"This book offers a complete investigation on Cummings's relationship with the Greek and Roman classics, exploring both Cummings's biography and his work." - Guido Milanese,Rassegna Di Tradizione Della Cultura Classica
"She has done what advertising copy so often, and so often dubiously, claims: she has broken fresh ground. Her book is an achievement not just for what it reveals, clarifies, and settles, but for the thousand leads and openings it offers to all the scholars who will follow her." - John Talbot, Translation and Literature
"refreshing and unexpected take on receptions of the past" - Joanna Paul, Greece & Rome
"an indispensable guide ... Rosenblitt brings to her subject an encyclopaedic understanding of all the conflicting traces of his life — not just his published poetry and prose, but also his juvenilia, artwork, translations, correspondence, drafts, unpublished work, and book ownership. On this basis she corrects, deftly but politely, her peers' misreadings and factual errors, and also enhances her insightful close readings of the key poems ... invaluable to any serious reader of Cummings." - A.M. Juster, Claremont Review of Books
"this is a rich trove of analyses and details about the connections between Cummings and the classics that will engage and excite readers interested in the poet and his world." - Adam Lecznar, Classics for All
"I come away from this volume greatly impressed by Cummings whose novelty shines through all the more brightly, knowing it is grounded so firmly in classroom exercises and a deep and lifelong engagement with the past. I also come away from this study impressed with Rosenblitt's scholarship and the serious attention that she gives to an author she clearly loves." - David Farley, Classical Review
Son of Classics and Comics
George Kovacs, C. W. Marshall
Staging Memory, Staging Strife
Lauren Donovan Ginsberg
The New Politics of Olympos
Michael Brumbaugh
Repetition and Race
Amy C. Tang
Tragedy on the Comic Stage
Matthew C. Farmer
The Oxford Handbook of Classical Chinese Literature
Wiebke Denecke, Wai-Yee Li, Xiaofei Tian
Cold War Friendships
Josphine Nock-Hee Park
Dynamic Reading
Brooke Holmes, W. H. Shearin
Classical Traditions in Modern Fantasy
Brett M. Rogers, Benjamin Eldon Stevens
The Poetics of Late Latin Literature
Jaś Elsner, Jesús Hernández Lobato
Antiquity, Theatre, and the Painting of Henry Fuseli
Andrei Pop
Landscapes of the Song of Songs
Elaine T. James
Invisible Subjects
Heidi Kim
Arts & Humanities > Classical Studies > Classical Literature > Classical Drama
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Cash, jewellery, electrical items and clothing have been stolen during two burglaries in Hitchin.
The first took place some time on either Wednesday and Thursday in Kingswood Avenue, where thieves broke into a what police have described as a garden office and took a mountain bike, Sony television and items of clothing before making off in an unknown direction.
The second burglary took place at a nearby house in Willian Road yesterday between 5pm and 10.10pm.
Offenders broke in and ransacked the home before leaving with cash, two watches – a Rotary and a gold one – gold cufflinks and black metal oval-shaped cufflinks and two gold Signet rings.
Police ask anyone who knows the whereabouts of the items stolen, or has been offered them for sale to get in touch.
Anyone with information regarding the Kingswood Avenue burglary should call police quoting reference 41/32392/18, and for the Willian Road break-in, reference 41/32344/18.


Unforgettable, is a classic and dark fragrance created with top notes of jasmine, ylang-ylang and black currant that takes you into more of a floral-spicy heart and closes with woodsy notes of patchouli and sandalwood and of course notes of dark chocolate, amber and vanille for a strong dark base. This fragrance is inspired by Tom Ford Black Orchid for Women.
Notes: Amber, Vanille, Vetiver, Dark Chocolate, Sandalwood, Patchouli, Ylang Ylang, Jasmine, Spices, Gardenia, Bergamot, Lotus, Lemon, Orange.


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Buckeyes
Browns Browns Archive Go Steelers?
Go Steelers?
Written by Erik Cassano
The Steelers are without a doubt the second-most-popular pro football team in the Cleveland area. And because they win all the time, their fans aren't bashful about flaunting their black and gold on shirts, jackets, hats, bumper stickers, flags, yard signs -- you name it. In Erik's latest, he takes the contrarion view to most of us, who will be cheering hard for the Cards. Erik says, if anything, we should welcome further success by the Steelers instead of resisting it. Resistance is futile, anyway, and it won't make the Browns any better. What defines a Browns fan in this day and age?
No secret, there isn't a whole heck of a lot on which to hang your hat.
You can re-live the glory days of the past, whether your frame of reference is Paul Brown as a football innovator, Jim Brown as an unstoppable rushing force, Brian Sipe and the Kardiac Kids or Bernie Kosar and those oh-so-close days of the late 1980s.
You can continue to examine the poorly-healed wound left by Art Modell's departure, seething with every morsel of success the Baltimore Ravens attain.
You can find solace in knowing the every other Browns fan has trudged through the past decade with you, following the sorry fortunes of this facsimile second franchise, bearers of an unrevived legacy.
You can do some of that. You can do all of that. But you still won't have reached the one true-essence common denominator that defines a 21st Century Browns fan. To do that, you have to hate the Steelers.
How can you not? Even if you didn't want to hate the Steelers, you don't really have much of a choice. Steelers fans, true-blue, bandwagon or otherwise, populate northeast Ohio in droves. The scourge from the southeast is without question a powerful football force in Browns country.
The Steelers are without a doubt the second-most-popular pro football team in the Cleveland area. And because they win all the time, their fans aren't bashful about flaunting their black and gold on shirts, jackets, hats, bumper stickers, flags, yard signs -- you name it.
Now, before the Sun has faded the "Pittsburgh Steelers Super Bowl XL Champions" bumper stickers applied to so many vehicles throughout the region several years ago, the Steelers will likely give their fans the chance to apply a "Super Bowl XLIII Champions" sticker right over the top. It's all about staying current, after all.
Browns fans? They might discreetly place a small orange helmet on the back window of their cars. They might have a t-shirt they wear once in a while, maybe a Tim Couch jersey bought during the ancient history of the Carmen Policy years. Maybe you break out the brown and orange on Autumn Sundays, but you probably don't wear it around town 365 days a year like Pittsburgh fans.
Steelers fans are proud. Browns fans want to be proud, but more and more, treat their football loyalty like something of a dirty little secret -- particularly if family gatherings involve Steeler fans. It's kind of like admitting that you sing along to "Wake Me Up Before You Go-Go" by "Wham!" in the shower. The embarrassment potential is unbearable.
If you're a Browns fan, then you are the fan of a perpetual loser of a team sharing space with the fans of a five-time, likely soon to be six-time, Super Bowl championship team that lives less than two hours away and has the fans in your neighborhood to prove it. Resentment is inevitable. Outright hatred is probable.
But should it be anymore? Should you view Steeler-hate as your civic duty as a Browns fan?
Over the past 40 years, the Steelers have been far more successful than the Browns. Since the new Browns franchise began play, the discrepancy has become even more pronounced. Head-to-head, the Browns have beaten the Steelers just three times since 1999, and are winless since 2003. Since then, the Browns have managed a fluke of a 10-6 season, three 4-win seasons and no playoff berths while Pittsburgh has multiple Super Bowl appearances.
It's almost as if the Steelers and Browns are playing in separate leagues. Their success is so incomprehensible to our frame of reference as Browns fans, it's almost ridiculous to get jealous. If the Steelers win their sixth Super Bowl, get angry at Bill Gates the next time he makes a couple billion, whenever that is.
If anything, you should welcome further success by the Steelers instead of resisting it. Resistance is futile, anyway, and it won't make the Browns any better.
Why should you do something as dastardly as not hate the Steelers with every fiber of your being? Because Randy Lerner and his minions du jour should see the damage they're doing to a once-great rivalry. The most powerful statement that can be handed to Browns management is a city slowly being taken over by the team next door, while the fans of the home team have their once-burning passion eroded into apathy, even something of a sense of respect for what the Steelers have accomplished over the past four decades.
It will be a dark day for Browns fans everywhere when we collectively pronounce the rivalry with the Steelers dead. But it's already on life support. The Steelers and their fans consider the Ravens their top rival in the division, and they're right. Those in the Browns organization don't even recognize the rivalry on their own, largely because every presidential election since 2000 has occurred with the Browns under new management.
The only group keeping the Browns-Steelers rivalry torch lit is Browns fans, and maybe we need to extinguish it as a symbolic marking of the divergent paths of the two franchises. It can always be re-lit at a later date, but the arrival of that date could be measured in geologic time.
Maybe those in charge of the Browns are dense and/or oblivious and/or incompetent enough to not realize what they're ruining. But as the Steelers ready themselves for a shot at one for the other thumb while the Browns continue to wallow in last place with quicksand for an organizational foundation, it's hard to not see the handwriting on the wall, even for Randy Lerner: The Steelers are now; the Browns are so 50 years ago.
Last week, the Browns lost another link to their past with the death of Dante Lavelli. But more links to the past are dying as well, as the losing seasons mount and the distance between the present and the glory days grows ever wider. Nothing seems capable of stopping the separation between the current Browns and everything that made this franchise meaningful in the 20th Century.
So let's call it what it is. Choke on the words, but spit them out: The Steelers are the good guys. They're a quality organization with good ownership and solid executives. They deserve success because they have earned it. The Browns are the bad guys. They're the team that ruins careers, is frequently marred by infighting, can't keep a leadership team in charge for more than four years and is killing what was once a great rivalry.
This coming Sunday, there is a good chance the chasm between the two teams will only widen.
Posted by Erik Cassano Jan 27, 2009 7:00 PM
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Korean martial art; Olympic sport
15 December 2021 admin No comments
greetings, you can find new game answers here
⇒ Taekwondo
Korean car brand whose name means two dragons
previous answer: Ssangyong
Koyukon name for Alaska's highest mountain
next answer: Denali
This Which Song game, which is one of the most played games recently and loved by music and game lovers, has taken its place among the trending games in our country. The general purpose of the game is to know the name of the song from the lyrics given to you. This Which Song game is a puzzle game that you can have fun for Android and iOS platform users. We continue to be with you every day with better quality and more privileged game answers.
Jack __, starred One Flew Over the Cuckoo's Nest
John Constable's birthplace


Streaming service DAZN has appointed Ben King as senior vice-president, global distribution and business development in a move it hopes will continue to drive its global expansion.
Beginning his role at DAZN in February, King will be responsible for developing global partnerships. He joins after 12 years at US technology company Apple, most recently working as commercial director for international services. He will report to John Gleasure, chief business development officer.
In 2016 DAZN launched in Japan, Germany, Austria and Switzerland, and have since expanded into Canada (2017), Italy and the U.S (2018). This year, DAZN will launch in Brazil and Spain. The company has said its aim is to be in 20 markets by 2020.
US sports-focused OTT streaming service fuboTV has stepped up its partnership with Apple TV by integrating with the digital media player's app.


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This Is Bliss
Jon Horvath, Hans Gremmen (Editor)
List Price: 65.00*
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A story of shattered expectations and faltered dreams, told through the photographs of a struggling roadside town called Bliss
This Is Bliss is a transmedia narrative project investigating the vanishing roadside geography and culture of a rural Idaho town named Bliss. The project considers how mythologies of place and happiness collide, and are frequently confounded, in a location with a complex narrative of booms and busts that reflects the complicated history of American Idealism and Manifest Destiny. All that remains in Bliss is two gas stations, a school, a church, a diner, and two saloons to service its 300 current residents. Through a thorough look at the contemporary landscape and its residents, This Is Bliss contrasts romantic visions of the American West with its contemporary reality and considers how the heights of idealism are envisioned on both a personal and cultural level.
"A study of dichotomies, This Is Bliss presents what once illuminated the western landscape with splendor boiled down to its essence, a husk of its former self. There, within a setting draped in bleakness and melancholy, Horvath uncovers the warmth of our humanity." - Ariel Shanberg, Essay
Yoffy Press, 9781949608281, 280pp.
Jon Horvath is an interdisciplinary artist routinely employing systems-based strategies within transmedia narrative projects. He received his MFA in Photography from UW-Milwaukee in 2008, and a BAS in both English Literature and the History of Philosophy from Marquette University in 2001. Horvath's work has been exhibited internationally in solo and group shows at venues including: The Print Center (Philadelphia), The Griffin Museum of Photography (Wincester, MA), FIESP Cultural Centre (Sao Paolo, Brazil), Gyeonggi Art Center (Suwon, South Korea), OFF Piotrkowska (Lodz, Poland), Newspace Center for Photography (Portland), the Haggerty Museum of Art (Milwaukee), INOVA (Milwaukee), Colorado Photographic Arts Center, Manifest Gallery (Cincinnati), Johalla Projects (Chicago), and The Alice Wilds (Milwaukee). His work is currently held in the permanent collections of the Philadelphia Museum of Art, The Snite Museum of Art, and the Haggerty Museum of Art, and is included in the Midwest Photographers Project at the Museum of Contemporary Photography. Horvath currently teaches in the New Studio Practice program at the Milwaukee Institute of Art & Design.
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text:
Trachemys decussata är en sköldpaddsart som beskrevs av den brittiske zoologen John Edward Gray 1831. Trachemys decussata ingår i släktet Trachemys och familjen kärrsköldpaddor.

Arten förekommer i Kuba samt på mindre öar i närheten. Den introducerades på Caymanöarna.

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Arten delas in i följande underarter:

 T. d. decussata
 T. d. angusta

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Externa länkar

Kärrsköldpaddor
decussata
Kräldjur i neotropiska regionen