text:
\section{}

\section{Introduction}
The interpretation of measurements of rotational velocities in tokamak plasmas is an outstanding problem.  (See, for example, References~\cite{frc-pop-2006,solomonetal-pop-2006} and references therein.)  Since the pioneering work of Braginskii~\cite{brag-1965}, various authors~\cite{shaingetal-1985,stacandsig-1985,kim-soln-1991,nclasseqns-1997} have used a Newtonian fluid viscosity (which is not velocity dependent) to describe and predict the poloidal and toroidal rotational velocities in a magnetized plasma.  In this article, we expand upon the previous method~\cite{frc-pop-2006}, correcting the expression for the poloidal electric field along the way, to extract the experimentally observed poloidal and toroidal viscosities, which we then compare to neoclassical predictions~\cite{shaingetal-1985,stacandsig-1985}.  The effective viscosities are found to have a velocity dependence.

We start from the equations for particle and (angular) momentum balance (more properly termed force density or torque density balance) on concentric circular flux surfaces in the low aspect ratio limit $\varepsilon \equiv r/R_0 \ll 1$, where $R=R_0+r\cos \theta$, $\mathbf{B}=\mathbf{B}^0/(1+\varepsilon\cos \theta)=(0,B_\vartheta,B_\varphi)$, and $r \equiv \sqrt{\mathrm{Flux}_\varphi/(\pi B_\varphi^\mathrm{axis})}$, at steady-state, $\forall$ species~$j$:
\begin{equation} \label{eqn:continuity}
\nabla \cdot n_j \mathbf{V}_j + \frac{\partial n_j}{\partial t} \Rightarrow \nabla \cdot n_j \mathbf{V}_j = \mathcal{S}_j \; ,
\end{equation}
where $\mathcal{S}_j$ is the particle source for species~$j$, and
\begin{equation} \label{eqn:mombal}
m_j [ \nabla \cdot n_j \mathbf{V}_j \mathbf{V}_j ] + \nabla \cdot \overleftrightarrow{\mathbf{\Pi}}_j + \nabla P_j - n_j e_j \left( \mathbf{E} + \mathbf{V}_j \times \mathbf{B} \right) - \mathbf{F}_j - \mathbf{M}_j = 0 \; .
\end{equation}
We work in SI units, including $kT$ in Joules, dropping Boltzmann's $k$---when temperatures are expressed numerically, the familiar conversion to eV will be applied.  (We suggest the use of the symbol $\Tbar$, much like the use of $\hbar$ in quantum physics, to represent a temperature that has absorbed Boltzmann's $k$.)  The pressure for species~$j$ is defined as $P_j = n_j \Tbar_j$, where $2 \Tbar_j \equiv m_j v_{\mathrm{th} \, j}^2$ and is assumed to have no poloidal dependence, {\it ie} $\partial \Tbar_j / \partial \theta = 0$.  The friction term $\mathbf{F}_j$ is taken in the form
\begin{equation}
\mathbf{F}_j = - \sum_{k \neq j} n_j m_j \nu_{jk} \left( \mathbf{V}_j - \mathbf{V}_k \right) \; ,
\end{equation}
where $\nu_{jk}$ is given by the NRL Formulary~\cite{physics-nrl}.  Our inertial term is in conservative form, $\overleftrightarrow{\mathbf{\Pi}}_j$ is Braginskii's~\cite{brag-1965} rate-of-strain tensor, and $\mathbf{M}_j$ is the momentum (force) deposition density to species~$j$.  (We use $\mathbf{M}_j = n_j z_j^2 \mathbf{M} / \left< n z^2 \right>_j $, where $\left<\cdots\right>_j$ indicates the average over species, and assume $\mathbf{M}=(0,0,M_\varphi)$ for simplicity~\cite{stacey-words}.)  Various quantities are expanded on the flux surface in a first-order Fourier series; {\it eg} the density is expanded as
\begin{equation} \label{eqn:expan}
n_j (\theta) = n_j^0 \left( 1 + \varepsilon\wt{n}_j^c \cos \theta + \varepsilon\wt{n}_j^s \sin \theta \right) \; ,
\end{equation}
where $\varepsilon\wt{n}_j^{c/s} = n_j^{c/s}$ has unit normalization, and the flux surface averaged density is
\begin{equation} \label{eqn:fsavn}
\left< n_j \right> \equiv \frac{1}{2\pi} \oint_0^{2\pi} d\theta \left( 1+\varepsilon\cos \theta \right) n_j (\theta) = n_j^0 \left( 1 + \frac{1}{2} \varepsilon^2 \wt{n}_j^c \right) \; .
\end{equation}
We also define the $\cos$ and $\sin$ flux surface moments as
\begin{align}
\left< n_j \right>_C & \equiv  \frac{1}{2\pi} \oint_0^{2\pi} d\theta \cos \theta \left( 1+\varepsilon\cos \theta \right) n_j (\theta) = \frac{1}{2} \varepsilon n_j^0 \left( \wt{n}_j^c + 1 \right) \; , \mathrm{and} & \\
\left< n_j \right>_S & \equiv  \frac{1}{2\pi} \oint_0^{2\pi} d\theta \sin \theta \left( 1+\varepsilon\cos \theta \right) n_j (\theta) = \frac{1}{2} \varepsilon n_j^0 \wt{n}_j^s \; . &
\end{align}
Equation~(\ref{eqn:fsavn}) brings up an interesting point---the flux surface average of our expansion is not quite just the constant $n_j^0$ but includes a small term proportional to $\wt{n}_j^c$ as well.  Previous models~\cite{frc-pop-2006} have simply set $n_j^0$ (and the other similiar quantities) equal to the experimentally measured value, and so shall we, noting that this geometrical issue also affects the interpretation of the experimental measurements made at chords with a particular poloidal bias.  The radial derivatives of the poloidal coefficients continue to be neglected in this model.  Our coordinate system is a right-handed $(\hat{r},\hat{\vtheta},\hat{\vphi})$ concentric toroidal flux surface geometry aligned so that the plasma current $\mathbf{I}_p$ points along the positive $\hat{\vphi}$ axis, making $B_\vartheta > 0$ always.  Neutral beam injection along $\hat{\vphi}$ can have either sign, as can the toroidal magnetic field $B_\varphi$.  We assume toroidal symmetry, so that $\partial / \partial\phi \rightarrow 0$.

\section{Development}

\subsection{Toroidal Equations}
The toroidal component of Equation~(\ref{eqn:mombal}) may be written ($\forall j$) as
\begin{align} \label{eqn:tormombal}
 & R \sum_{k \neq j} n_j m_j \nu_{jk} \left( V_{\varphi \, j} - V_{\varphi \, k} \right) - \frac{1}{rR} \frac{\partial}{\partial r} \left[ R^3 \left( \frac{n_j \Tbar_j}{\nu_{\varphi \, j}^{drag}} \right) \frac{\partial}{\partial \theta} \frac{V_{\varphi \, j}}{R} \right] & \\
 & = R M_{\varphi \, j} + R n_j e_j \left( E_\varphi + B_\vartheta^0 V_{r \, j} \right) \equiv \mathcal{S}_{\varphi \, j} \; , &
\end{align}
where now $\mathcal{S}_{\varphi \, j}$ is the toroidal torque source term and the factor of $R$ is necessary because of $R$'s dependence on $\theta$.  That we may replace the gyroviscous term with an effective viscous term of the form above is shown by, for a general frequency $\nu_{\varphi \, j}^{drag}$ with no poloidal dependence,
\begin{equation}
\left< R \; \hat{\vphi} \cdot \nabla \cdot \overleftrightarrow{\mathbf{\Pi}}_{34}^{\nu_{\varphi \, j}^{drag}} \right> \simeq - \left< \frac{1}{rR} \frac{\partial}{\partial r} \left[ R^3 \left( \frac{n_j \Tbar_j}{\nu_{\varphi \, j}^{drag}} \right) \frac{\partial}{\partial \theta} \frac{V_{\varphi \, j}}{R} \right] \right> \equiv \left( \frac{n_j^0 \Tbar_j}{\nu_{\varphi \, j}^0} \right) \frac{V_{\varphi \, j}^0}{R_0} \; ,
\end{equation}
where we have absorbed some poloidal coefficients resulting from the integration into our parameter $\nu_{\varphi \, j}^0$.  Doing so facilitates isolating these equations from the rest.  (Note the correct placement of $\nu_{\varphi \, j}^0$ necessary to keep the units right.)  Braginskii's $\eta_j^4 \simeq \eta_j^0/\Omega_j\tau_j \simeq n_j \Tbar_j / \Omega_j$, for the gyrofrequency $\Omega_j$ and the species collision time $\tau_j \equiv 1/\nu_{jj}$.  Substituting for the gyrofrequency $\Omega_j = e_j B / m_j$ recovers the familiar expression $\eta_j^4 \simeq n_j \Tbar_j m_j / e_j B$.  Our evaluation of the gyroviscous contribution ({\it cf.} Equation~(12) in Reference~\cite{frc-pop-2006}) is
\begin{align} \label{eqn:gyrovisc}
1 / \nu_j^{gyro} \equiv & \frac{-R_0}{n_j^0 \Tbar_j V_{\varphi \, j}^0} \left< \frac{1}{rR} \frac{\partial}{\partial r} \left[ R^3 \left( \frac{n_j \Tbar_j m_j}{e_j B_\varphi} \right) \frac{\partial}{\partial \theta} \frac{V_{\varphi \, j}}{R} \right] \right> & \\
 = & - \frac{1}{2} \frac{m_j}{e_j B_\varphi^0} \left( \wt{n}^s_j + 4 \wt{V}_{\varphi \, j}^s \right) & \\
 &  - \varepsilon \frac{1}{2} \frac{m_j R_0}{e_j B_\varphi^0} \left[ \wt{n}^s_j \left(1-\wt{V}_{\varphi \, j}^c\right) + \wt{V}_{\varphi \, j}^s \left(4+\wt{n}^c_j\right) \right] \left( \frac{1}{V_{\varphi \, j}^0}\frac{\partial}{R_0 \partial \varepsilon}V_{\varphi \, j}^0 + \frac{1}{P_j^0}\frac{\partial}{R_0 \partial \varepsilon}P_j^0 \right) \; . &
\end{align}
Stacey and Sigmar~\cite{stacandsig-1985} apparently drop the leading order term, and so shall we when evaluating their prediction for the gyroviscosity, for consistency.  Its inclusion does not change the magnitude of the gyroviscosity profiles, as the terms may be seen to have the same units-containing coefficient upon substituting for the radial derivative in terms of $\varepsilon$, but does relocate the zeros.  Our effective viscous term incorporates effects from the gyroviscous and any ``anomalous'' terms that may be present.  The effective toroidal torque transfer frequency for species $j$ is identified as
\begin{equation}
1 / \nu_{\varphi \, j}^0 \equiv \left< 1 / \nu_{\varphi \, j}^{drag} \right> = \frac{-R_0}{n_j^0 \Tbar_j V_{\varphi \, j}^0} \left< \frac{1}{rR} \frac{\partial}{\partial r} \left[ R^3 \left( \frac{n_j \Tbar_j}{\nu_{\varphi \, j}^{drag}} \right) \frac{\partial}{\partial \theta} \frac{V_{\varphi \, j}}{R} \right] \right> \; ,
\end{equation}
giving an effective toroidal viscosity of $\eta^\varphi_j = n_j^0 \Tbar_j / \nu_{\varphi \, j}^0$.  If at least one species' toroidal velocity profile is known (as well as the source terms $\mathcal{S}_{\varphi \, j}$), the Equations~(\ref{eqn:tormombal}) may be used to determine the remaining species' toroidal velocity profiles, as well as the species' averaged toroidal torque transfer frequency $\nu_\varphi^0 \equiv \nu_{\varphi \, j}^0 \left< P_j^0 \right>_j / P_j^0 $, by equating the species' effective toroidal viscosities.

\subsection{Radial Electric Field and Poloidal Velocity Profiles}
The radial component of Equation~(\ref{eqn:mombal}) yields the familiar expression for the radial electric field:
\begin{equation} \label{eqn:erad}
E_r = - \frac{\partial \Phi}{\partial r} = \frac{1}{n_j e_j} \frac{\partial P_j}{\partial r} + B_\vartheta V_{\varphi \, j} - B_\varphi V_{\vartheta \, j} \; .
\end{equation}
Knowledge of the density normalized pressure gradient and the poloidal and toroidal velocity profiles for one species is used to determine the (flux surface averaged) radial electric field.  The lack of a species index~$j$ on $E_r$ means that knowledge of the remaining species' pressure gradients and toroidal rotation profiles, as given in the subsection above, sufficiently determines the remaining species' poloidal velocity profiles.  Furthermore, we may take the $\cos$ and $\sin$ flux surface moments of Equation~(\ref{eqn:erad}) to gain expressions for the poloidal variation of the radial electric field,
\begin{align}
\wt{E}_r^c &= -1 + \left( \frac{1}{n_j^0 e_j} \frac{\partial P_j^0}{\partial r} + B_\vartheta^0 V_{\varphi \, j}^0 \wt{V}_{\varphi \, j}^c - B_\varphi^0 V_{\vartheta \, j}^0 \wt{V}_{\vartheta \, j}^c \right) / E_r^0 \; , \mathrm{and} & \\
\wt{E}_r^s &= \left( B_\vartheta^0 V_{\varphi \, j}^0 \wt{V}_{\varphi \, j}^s - B_\varphi^0 V_{\vartheta \, j}^0 \wt{V}_{\vartheta \, j}^s \right) / E_r^0 \; , &
\end{align}
valid $\forall j$.  These equations require the poloidal variations of the poloidal and toroidal velocities, which we come to next.

\subsection{Poloidal Equations}
\subsubsection{Poloidal Force Density Balance}
We write the poloidal component of Equation~(\ref{eqn:mombal}) as
\begin{equation} \label{eqn:polmombal}
m_j \hat{\vtheta} \cdot \nabla \cdot n_j \mathbf{V}_j \mathbf{V}_j + \hat{\vtheta} \cdot \nabla \cdot \overleftrightarrow{\mathbf{\Pi}}_j + \frac{1}{r} \frac{\partial P_j}{\partial \theta} - n_j e_j \left( E_\vartheta - B_\varphi V_{r \, j} \right) = F_{\vartheta \, j} + M_{\vartheta \, j} \; ,
\end{equation}
where the inertial term is given by
\begin{equation}
m_j \hat{\vtheta} \cdot \nabla \cdot n_j \mathbf{V}_j \mathbf{V}_j = m_j n_j \left[ V_{r \, j} \frac{\partial V_{\vartheta \, j}}{\partial r} + \frac{V_{\vartheta \, j}}{r} \left( V_{r \, j} + \frac{\partial V_{\vartheta \, j}}{\partial \theta} \right) +V_{\varphi \, j}^2 \frac{\sin \theta}{R} \right] + m_j  V_{\vartheta \, j} \nabla \cdot n_j \mathbf{V}_j \; ,
\end{equation}
and the viscous term~\cite{stacandsig-1985} is
\begin{equation}
\hat{\vtheta} \cdot \nabla \cdot \overleftrightarrow{\mathbf{\Pi}}_j = \frac{1}{r} \frac{\partial}{\partial \theta} \left( \eta_j^0 \frac{A_j^0}{2} \right) - \frac{3 \sin \theta}{R} \left( \eta_j^0 \frac{A_j^0}{2} \right) \; ,
\end{equation}
for
\begin{equation}
\frac{1}{2} A_j^0 = - \frac{1}{3 r} \frac{\partial V_{\vartheta \, j}}{\partial \theta} + \frac{V_{\vartheta \, j}}{r} \left( \frac{1}{R} \frac{\partial R}{\partial \theta} + \frac{1}{3 B_\vartheta} \frac{\partial B_\vartheta}{\partial \theta} \right) + \frac{B_\vartheta R}{B_\varphi r} \frac{\partial V_{\varphi \, j}/R}{\partial \theta} \; .
\end{equation}
While a factor numerically equal to the safety factor $q \equiv | B_\varphi r / B_\vartheta R | $ is apparent, we eschew writing our equations in terms of $q$ because of the complications arising from keeping track of the sign.  Shaing and Stacey~\cite{shaingetal-1985} propose to modify Braginskii's parallel viscosity, $\eta_j^0 = n_j \Tbar_j \tau_j$, for the banana-plateau regime, $\nu^\star_j \equiv \nu_{jj} q R / v_{th \, j} \varepsilon^{3/2} \sim 1$, by accounting for trapped particle effects with a plateau-suppressed collision time which translates into our notation as
\begin{equation} \label{eqn:shaing}
\tau^\star_j \equiv \frac{2 \left( q R_0 / v_{th \, j} \right) \nu^\star_j}{\left(1 + \nu^\star_j \right) \left(1 + \varepsilon^{3/2} \nu^\star_j \right)} \; ,
\end{equation}
which we use to compare the predicted parallel viscosity $n_j \Tbar_j \tau^\star_j$ with our effective viscosity evaluated by treating $\tau^\star_j$ as a free parameter of the theory.

For each species~$j$, we now develop a system of 5 nonlinear equations in 5 unknowns, coupled through the friction terms:  the unity, $\cos$, and $\sin$ flux surface moments of Equation~(\ref{eqn:polmombal}), and the $\cos$ and $\sin$ flux surface moments of Equation~(\ref{eqn:tormombal}).  The poloidal variations in density are simply related to the poloidal variations of the poloidal velocity via continuity, Equation~(\ref{eqn:continuity}), as $\wt{V}_{\vartheta \, j}^c = - ( \wt{n_j}^c + 1 )$ and $\wt{V}_{\vartheta \, j}^s = - \wt{n_j}^s$, when radial flows are neglected.

\subsubsection{Poloidal Electric Field}
In order to evaluate Equation~(\ref{eqn:polmombal}), we need the proper expression for the poloidal electric field, one which does not depend on what must be a physically insignificant absolute potential as in previous theories~\cite{frc-pop-2006}.  (See pages 81-82 of Reference~\cite{griffiths-1989-81} for a clear discussion of the issue.)  Writing that equation for the electron species ($e_e = -e$), retaining only the gradients of pressure and electric potential, and inserting our poloidal expansion from Equation~(\ref{eqn:expan}) in terms of $n_e^{c/s}$ (no tilde) gives us
\begin{equation}
\frac{\Tbar_e}{e \, r} \left( n_e^s \cos \theta - n_e^c \sin \theta \right) = \left( 1 + n_e^c \cos \theta + n_e^s \sin \theta \right) \frac{1}{r} \frac{\partial \Phi}{\partial \theta} \; .
\end{equation}
Taking the flux surface average of both sides of the equation above and identifying terms which survive eventually yields the interesting result that the poloidal electric field must vanish
\begin{equation} \label{eqn:polE}
E_\vartheta \left( \theta \right) \equiv 0 \; ,
\end{equation}
to our order of approximation.  Any nonzero portions of $E_\vartheta$ lead to coordinate singularities in the theory which are unphysical.  The crux of the argument is that the integral must hold $\forall \; r$, $n_e^c$, and $n_e^s$, independently.

\subsubsection{Radial Electric Field Revisited}
A vanishing $E_\vartheta$ gives us a (D-shaped) handle on the radial electric field.  Consider the line integral of $\mathbf{E}$ around the closed path shown in Figure~1
 for an arbitrary flux surface at $r$.  Since $\oint \mathbf{E} \cdot d\mathbf{l} \equiv 0$, the integral along path A cancels that of path B.  That $\int_0^{\pi} E_\vartheta r d\theta = 0$ follows directly from Equation~(\ref{eqn:polE}), thus the integral along A vanishes as well.  That integral may be written as the sum of integrals along the negative and positive x-axis, which for our usual poloidal expansion (no tildes) yields
\begin{align}
0 & = \int_r^0 E_r(\pi) dr + \int_0^r E_r(0) dr & \\
 & = -\int_0^r ( E_r^0 - E_r^c ) dr + \int_0^r ( E_r^0 + E_r^c ) \; . &
\end{align}
Rotating the given path by $\pi/2$ recovers a similar expression for $E_r^s$.  Thus, the poloidal variations of the radial electric field must vanish (to our order of expansion at least if not to all).

\section{Input Profiles and Evaluation}
To solve our system of equations, six for each species~$j$ including the toroidal equations (given fully in Appendix~\ref{app:eqns}, suitably normalized), we need to input profiles for density, temperature, poloidal magnetic field (intrinsically related to the toroidal current, hence the toroidal electric field as well), toroidal momentum injection, and the rotation profiles for at least one species of ion.  To analyze shots from DIII-D~\cite{diiid-2002}, we retrieve the necessary magnetic geometry and density and temperature profiles from EFIT~\cite{Lao:1985mw}, the rotation profiles for Carbon-6 come from GAProfiles~\cite{gaprof-2000}, and the momentum injection is calculated by NBEAMS~\cite{nbeams-1992}.  [We make use of data provided by the Atomic Data and Atomic Structure (ADAS) database---the originating developer of ADAS is the JET Joint Undertaking.] The toroidal electric field is evaluated from the plasma current profile using Braginskii's~\cite{brag-1965} resistivity and Wesson's~\cite{tokamaks-2004} Coulomb logarithm.  We neglect the electron and radial flows in the following analysis---a more thorough treatment including such flows is forthcoming.

We follow the outline of the previous section to calculate first the effective toroidal viscosity profile and the toroidal rotation profiles for each species other than Carbon-6, and then those species' poloidal rotation profiles.  We also investigated modifying the toroidal equations to reflect equal torque transport frequencies rather than viscosities---the effective viscosities split, but not by much, and the deuterium's velocity drops significantly.  Intuitively, the viscosities are the physical quantities which should equate, not the frequencies, so we pursue equal effective toroidal viscosities in this article.  Armed with the velocity profiles, we enter the poloidal analysis to compute the radial profiles of the effective poloidal viscosity, of the poloidal (Fourier) components of each species' density, poloidal velocity, and toroidal viscosity, and the predictions of Shaing's~\cite{shaingetal-1985} parallel viscosity and Stacey's~\cite{stacandsig-1985} gyroviscosity.  The vanishing of the radial electric field's poloidal coefficients lets us eliminate two of our nonlinear force density equations in favor of those linear equations---we choose the toroidal $\cos$ and $\sin$ moments.  Reemploying those equations would let us solve for two more quantities, such as the neglected poloidal coefficients of temperature or the poloidal dependence of $\nu_{\varphi \, j}^{drag}$.  To solve these equations at each flux surface, we generally employ \textsc{Matlab}'s trust-region based solver~\cite{fsolv1-1999,fsolv2-1988} or Levenberg-Marquardt~\cite{lmalg-1977} algorithm.

\section{Results for Shot 98777 @ 1600ms}
\subsection{Preliminaries}
Our most thoroughly investigated shot is the L-mode 98777.  As we currently are restricted to a steady state analysis, we select the time 1600ms for its relatively stable density.  The input profiles are displayed in Figure~2.
  The deuterium density is determined from the electron density and the carbon density via charge neutrality, $n_e = \sum_{ions} z_j n_j$.  We use the recently corrected~\cite{solomonetal-pop-2006} toroidal rotation profile and the uncorrected poloidal velocity profile---not necessarily the most consistent approach, but until corrections to the poloidal velocity for early shots are available, the best we can do for the shot at hand.  Our qualitative results would not be affected by a small shift in the carbon poloidal velocity, just the actual numbers.  Our calculated radial electric field is in Figure~3
---applying the species index to $E_r$ indicates the value from the RHS of Equation~(\ref{eqn:erad}).  Surprisingly (or not, for nonlinear equations), we find two good solutions, one that is friction dominated, with a lower viscosity, and one that is viscosity dominated, with a higher viscosity.  We stress that both solutions are compatible with the physics developed in this article, but obviously the experiment realized just one.  A further constraint from the experiment which must have been neglected (or unmeasured) would be needed to decide between the two.  An interesting method to resolve the issue might be to analyze a helium discharge with (corrected) measurements for both the helium and carbon velocities but treating the helium species as ``unknown'' for the purposes of the present theory.  As we can find no reasonable prejudice against either, we will discuss both solutions.

\subsection{Friction Dominated Solution}
The profiles for the poloidal coefficients of density and poloidal and toroidal velocity for the friction dominated solution are displayed in Figure~4.
In order to get both positive and negative values on a single logarithmic scale, negative values are depicted with an ``o'', and positive values are as in the legend.  We see that, generally,  the sine coefficients start at $\mathcal{O}(10^{-5})$ at the core and approach unity at the edge, while the cosine coefficients begin around $\mathcal{O}(10^{-2})$ and approach unity at the edge.  The profiles for the velocities and viscosities are in Figure~5.
The deuterium's toroidal velocity remains within a few percent of the carbon's value, and the effective toroidal viscosity remains right around $\mathcal{O}(10^{-5})$ for the entire radial profile with positive sign.  (One should note that there is a $-$ sign which may either be written explicitly in front of the drag term or absorbed into the effective viscosity.  We have done the latter.)  While the prediction for carbon's gyroviscosity is down another $\mathcal{O}(10^{-5})$, the prediction for deuterium's gyroviscosity is in excellent agreement with the experimentally observed viscosity resulting from the preceding analysis for the majority of the profile---given our assumption that the species' effective viscosities are equal.  We note that the zeros present in the $V_\varphi^s$ profiles make an appearance in the gyroviscosity profiles (they dominate the $n_j^s$ contribution to Equation~(\ref{eqn:gyrovisc}) by a factor of 4) and are associated with zeros of the relevant poloidal velocity profiles.

For the poloidal velocity, we find that again the deuterium's value is within some percent of the carbon's, albeit this time there is a greater difference, especially in the core of the plasma.  We also observe that, over much of the unit-normalized radius $\rho$, the effective viscosities are several orders of magnitude above Shaing's parallel viscosity, with some interesting interruptions by nonlinear behavior.  Where the viscosity spikes we interpret as the plasma ``going glassy'' at that $\rho$, and where the viscosity plummets we interpret as the plasma ``thinning out''.  Around $\rho = .64$, and again out near the edge around $\rho = .98$, the carbon viscosity appears to reach a glassy peak where the poloidal velocity goes through zero.  The deuterium viscosity exhibits the same behavior where its velocity crosses or approaches zero, as well as follows the general shape of Shaing's~\cite{shaingetal-1985} parallel viscosity upto a roughly constant factor.  A viscosity which depends on more than just the pressure is associated with the behavior of a non-Newtonian fluid, and higher viscosity at lower velocity indicates that a magnetized plasma behaves like a pseudoplastic fluid.  We also note that, interestingly, the gyroviscosity is predicted to thin where correspondingly the effective poloidal viscosity goes glassy, and that while the magnitudes are off, the smoothness of the predicted parallel viscosity is reflected in the effective toroidal viscosity---perhaps the underlying physics in the neoclassical derivations of those quantities ought to be readdressed, though more likely our equating the effective toroidal viscosities is masking the independent behavior of the species.

\subsection{Viscosity Dominated Solution}
For the viscosity dominated solution's poloidal coefficient profiles, Figure~6,
we see less variation between the species in the sine coefficients than in the friction dominated solution, about the same variation in the cosine coefficients for density and poloidal velocity, and a distinguishingly large variation between the species' cosine coefficients of the toroidal velocity, $V_\varphi^c$.  For this solution, the asymmetry coefficients of the toroidal velocities seem to be more related than previously, for now the carbon's sine profile is reflected in the deuterium's cosine profile as zeros appear in identical locations.  That deuterium's $V_\varphi^s$ exceeds unity at the edge we interpret as the toroidal rotation changing sign---if any density coefficients had exceeded unity (as prior models' did~\cite{frc-pop-2006}), that would signify a breakdown of our theory.  Luckily, they remain within bounds.  It would be interesting to learn if the behavior of $V_\varphi^s$ is associated with the presence of a divertor.

The velocity and viscosity profiles, showing this solution's unexpected predictions for the deuterium velocities, are in Figure~7.
The gyroviscosity for carbon again exhibits the zeros in the $V_\varphi^s$ profile and generally underpredicts the effective viscosity by a factor of $\mathcal{O}(10^{-5})$.  Deuterium's gyroviscosity is within a factor of 10 to 100 for the majority of the profile.  The effective toroidal viscosities now have the sign $-$.  The prediction for the poloidal velocity of deuterium does not seem unusual in light of the formula used for its evaluation, Equation~(\ref{eqn:erad}), as both species are constrained to have the experimentally determined radial electric field.  Again, the effective poloidal viscosity for carbon exhibits pseudoplastic behavior, peaking at values slightly above those of the deuterium, and settling to a value just under.  Other possible solutions were in good agreement with Shaing's parallel viscosity over much of the profile, with the same glassy behavior at zeros of the poloidal velocity.  Deuterium's effective viscosity again resembles the prediction for carbon up to a consistent factor.  For both the friction and the viscosity dominated solutions, the effective poloidal viscosity for each species approaches a common value at the core and at the edge.

\subsection{Interpretation}
We may recover the functional dependence of the poloidal viscosity on the poloidal velocity by plotting the log of (the absolute value of) both $\tau_j^{\star}$ versus $V_{\vartheta \, j}$, Figure~8.
We combine the results from both solutions above, as well as the results from a similar analysis of the H-mode shot 99411 at 1800ms, and separate the deuterium, Figure~8(a),
from the carbon, Figure~8(b).
Across eight orders of magnitude, the deterium points lie on a single straight line fit, which we label L1, with a slope $-S$ of -1.032(8) and an intercept $\sim 1.7$.  For carbon, line L2 lies a little lower, with a slope $-S$ of -1.019(9) and an intercept about $.1$ less than L1's.  Thus, we believe that $\tau_j^{\star} \propto (V_{\vartheta \, j})^{-S}$, noting that the statistical error indicates a value for $S$ slightly different than unity.  (There needs to be another velocity in the numerator to cancel the units---see below.)  The other possible solutions mentioned above return a plot for carbon that exhibits multiple lines at roughly equal slopes and equidistant intercepts, thus we suppose that the coefficient depends on the charge-state $z_j(\rho)$ to account for the quantization of carbon's lines.  That carbon may have behavior consistent with multiple charge-states coexisting is not currently accounted for in the model, which treats all carbon as having $z_C = 6$.

The unexpected behavior found for the effective viscosities has a simple interpretation. As the plasma velocity $V_{\alpha \, j}$ approaches from above some critical velocity $V_{\alpha \, j}^{crit}$, whose physics has yet to be determined, the ions of species~$j$ may encounter a greater number of collisions with ions of neighboring flux surfaces than at higher fluid speeds (with more collimated particle behavior---consider urban highway traffic during rush hour for an analogy, when a high density may flow at independently high speeds in different lanes until one vehicle slows down to exit, prompting drivers behind to switch to lanes to either side), thereby impeding their progress past each other in successive layers.  Or perhaps when ions slow down they become more impeded by the negatively charged electrons mostly neglected in this work.  Either way, the effective poloidal viscosity clearly displays a dependence on the poloidal velocity, while also in fair agreement with Shaing's~\cite{shaingetal-1985} parallel viscosity over much of the profile.  Such behavior could be accounted for by applying to the dynamic viscosity a simple correction factor $\Gamma$ of the form $\eta^\alpha_j \rightarrow \eta^\alpha_j \Gamma (|V_{\alpha \, j}^{crit}| / V_{\alpha \, j})$.  In order to avoid the divergence at $V_{\alpha \, j} = 0$, we suggest the factor $\arctan (|V_{\alpha \, j}^{crit}| / V_{\alpha \, j})$, with appropriate normalization.  That factor picks up the sign of $V_{\alpha \, j}$, asymptotes to zero on a scale set by $V_{\alpha \, j}^{crit}$, and approaches finite limits of opposite sign and equal magnitude as $V_{\alpha \, j}$ approaches zero from either side---precisely the behavior we observe in the effective viscosity.  The use of $\arctan$ suggests that a ratio of orthogonal vectors is involved in the physics, but another functional form which reflects what might be a significant difference from unity in the power on $V_{\alpha \, j}$ might be necessary.  Most likely $V_{\alpha \, j}^{crit}$ is on the scale of the radial velocity $V_{r \, j}$, but more detailed investigation of the underlying physics is needed for any certain determination.  That the toroidal gyroviscosity is predicted to thin at locations where the poloidal effective viscosity goes glassy is noted, as well as the absence of peaks in the parallel viscosity which matches the smooth profile found for the toroidal effective viscosity, suggesting the possibility that the physics assumed to apply toroidally might better be applied poloidally, and {\it vice versa}.

\section{Conclusions}
By evaluating the unity, $\cos$, and $\sin$ flux surface moments of the particle and force density equations, we develop a system of analysis which elucidates the radial and poloidal profiles of various quantities in a steady state tokamak plasma discharge.  Applying our analysis to a particular shot, we discover evidence that plasma viscosity is not well modeled by a Newtonian fluid approach.  Nonlinear pseudoplastic behavior is observed, indicating regions of comparatively thin and glassy plasma may coexist in a single discharge, and between species.  Glassy plasma may explain many phenomena, such as the formation of transport barriers in high performance discharges, as well as the structure of the edge pedestal.  Further verification of our present analysis by analyzing a helium-carbon plasma discharge with fully corrected velocity measurements is suggested.

\begin{acknowledgments}
The author gratefully acknowledges the helpful comments of W.~M.~Solomon, and the contributions of the DIII-D Team who made the measurements presented in this paper.  This work is supported by the GTF Endowment.
\end{acknowledgments}

redpajama_set_name: RedPajamaArXiv


text:
It's hot out there…
Actually, it's a beautiful day up here in Massachusetts. A nice, cool morning which, according to a meteorologist on a local AM radio station, could only mean one thing — that global warming is a hoax. Just before I changed stations, however, I caught this little claim — something to the effect "there's no consensus on global warming. There are a huge number of leading climate scientists who dispute it…."
Hmmm? Of course, such a claim would require something called EVIDENCE. So, what does the evidence show about the current state of thinking/consensus within the climate science community? This paper in PNAS in June is a start on this research question and the early findings are that "97–98% of the climate researchers most actively publishing in the field support the tenets of ACC outlined by the Intergovernmental Panel on Climate Change." In other words, only 2% to 3% of the climate researchers most actively publishing in the field are skeptics? Wow, that is a lot….
And, by the way, here is some of the latest data reported in NOAA's most recent "State of the Climate Global Analysis" in June 2010:
The text of the Executive Summary seems to state the obvious:
June 2010 was the fourth consecutive month with reported warmest averaged global land and ocean temperature on record (March, April, and May 2010 were also the warmest on record). When averaging the last three months, the combined global land and ocean surface temperature during April–June 2010 (three-month period) ranked as the warmest April–June on record, with an anomaly of 0.70°C (1.26°F) above the 20th century average. The previous April–June record was set in 1998, which had an anomaly of 0.66°C (1.19°F) above the 20th century average.
During this three-month period, warmer-than-average temperatures enveloped much of world's land surface, with the most notable warm anomalies in Canada, the eastern half of the contiguous U.S., northern Africa, and western Asia. The worldwide land surface temperature during April–June 2010 was 1.12°C (2.02°F) above the 20th century average—the warmest on record.
Oh, and for the record, the local meteorologist predicted afternoon thunderstorms. There weren't any.
Wikileaks and "War Crimes"
Duch-ing the issue: International Justice in Cambodia?

redpajama_set_name: RedPajamaCommonCrawl


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Red Lentils Legumes are rich in starch, fibers and proteins, combined with wholemeal cereals are ideal to obtain a mix of high nutritional value and great source of plant based protein.


The weekend is concentrating on its tan.
Chophouse Miami launches a weekly dinner party tonight whereby $36 gets you three courses like an eight-ounce filet, Kobe sliders and key lime pie. And because tonight's the kickoff, ladies drink gratis champagne and vodka cocktails from 7 to 9pm. Plus, we hear there'll be a 20-seat communal table teeming with local models.
Local blogger Burger Beast is abandoning his laptop and taking over Jonathan Eismann's rib joint on Monday for a night of seared-beef insanity. There'll be nine specialty burgers for you to choose from, headlined by the Ultimate Bacon Cheeseburger, made with beef and andouille sausage wrapped in bacon and stuffed with cheddar.
Brazilian designer Oskar Metsavaht (such a Brazilian name) has a new boutique called Osklen that's full of clothes great for warm weather—think linen slacks, light-colored button-downs and T-shirts that say "Samba." And this Wednesday you can browse the merch with a complimentary cachaça cocktail in your hand.
Here's a way to conquer your midweek slump: this Wednesday, the pizza bistro Maitardi is throwing a party on their patio. You'll sip complimentary prosecco in the courtyard while roving models outfitted in nothing but Cosabella swimwear distract you from your workday troubles. There'll also be a Maserati near the bar, just because.


text:
The Unexpected Marriage of Gabriel Stone
I've enjoyed books by Louise Allen since way back, when I first read The Earl's Intended Wife, which was partly set on Malta! She has a knack for inserting the unusual into the rather well-trodden paths of the regency romance genre, and she does not disappoint in The Unexpected Marriage of Gabriel Stone, the fourth and last instalment of the Lords of Disgrace series.
When you start reading the novel, this view of mine may strike you as strange, because the first scene is rather eye-roll inducing. After a night of gambling and carousing, Gabriel Stone, Earl of Edenbridge, is surprised by the news that a lady wants to talk to him and is awaiting him in his drawing room. She is Lady Caroline Holt, from whose father Gabriel won a small estate at cards the night before. The estate was meant for her younger brother, of whom she is fiercely protective, and Caroline asks Gabriel to return it. In recompense, she offers him her virginity. Caroline comes across as very naive at first, and the situation starts off as clichéd as it can get. Gabriel, more amused than aroused at that point, enquires how a future husband might react to her lack of virginity and finds out that the group of suitors her father has lined up is remarkably unappealing. On a whim, he agrees to Caroline's bargain, but the debt is only to be paid after her engagement has been announced.
They meet once more at a ball, talk for some length of time, and exchange a kiss. The next thing Gabriel finds out is that Caroline is under great duress because, encouraged by him, she has refused the suitor her father has chosen for her. For some reason he feels he needs to check on her, and thus matters commence.
This is an event-driven story, less a character-driven one. But it works. The events are interesting, and the characters react to them in ways that highlight their inner growth, but of the two, Caroline interested me more. Very soon she admits to herself that she was driven as much by her own sexual desire in her attempt to seduce Gabriel as by concern for her brother. When the situation gets tough, she is able to act with more and more decisiveness. She and Gabriel share a strong practical streak, which leads to some very amusing scenes; and when this leads them on slippery moral ground, this is addressed – very rare in romance. Gabriel is the rather more stereotypical rake-who-pretends-to-be-irresponsible-to-hide-his-vulnerability type, but on the whole Louise Allen carries him off well. The one quibble I have is that the root on his problems, which stems from his youth, depends on a character trait which is plausible in a youngster, but which I do not admire in a grown man.
There are some appearances of the heroes and heroines of earlier instalments in the series, and while I was annoyed with the first one (it appears to be an overlapping scene with The Many Sins of Cris de Feaux, which I haven't read), the others work very well because Gabriel's friends play a true role in events. That said, the book ends in one of the most sickeningly sweet and pointless epilogues I have read in recent times, which I suggest you skip.
The novel's greatest strengths lie in a clever mix of amusing, tender and serious scenes, and the highly fascinating insights it offers into Regency life that you don't often come across. There is a glorious scene of bathing in Bristol, and some marvellous explorations of the mania for improving one's estate that existed at the time. The sex scenes work very well, because they always take into account the development in the characters' relationship, and are both sexy and tender.
On Louise Allen's long list of likeable, not-quite-the-ordinary regency romances, The Unexpected Marriage of Gabriel Stone is another strong entry. The author remains on my autobuy list, and I plan to read the earlier instalments in this series.
Buy The Unexpected Marriage of Gabriel Stone by Louise Allen:
The Unexpected Marriage of Gabriel Stone - Louise Allen" target="_blank">
Rike Horstmann
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Dabney Grinnan July 5, 2016 at 8:26 am	- Reply
I've read a surfeit of sappy epilogues lately. They are one of my least favorite things in romance. JUST SAY NO.
Caz Owens July 5, 2016 at 8:31 am	- Reply
Yeah, the epilogue is dire, but the rest of the book is pretty good. This is my favourite one of the series, actually.


Boston slip and fall lawyer Christopher Earley can help get you the compensation you deserve if you were injured in a slip and fall accident.
In fact, we have recovered millions of dollars for our clients injured in slip and fall accidents.
If you had a slip and fall accident you came to the right place for legal help. We are highly experienced and trusted lawyers that have settled hundreds of these cases through the years.
A slip and fall is a type of personal injury. These accidents can cause very serious injuries.
We welcome the opportunity to help you with your case.
We are slip and fall lawyers in Boston that help people who have been injured by negligent property owners.
Often these accidents could have been entirely avoided had a property owner exercised reasonable care to make their property safe.
Examples of necessary safety precautions include keeping floors clean and in a non-slippery condition, ensuring that railings are properly secured, shoveling snow and clearing ice, making sure tripping hazards do not exist, and making sure stairwells do not pose a danger.
Premises liability is the area of law that creates obligations on people and businesses to keep their properties safe.
If you slipped and fell and you were not injured, then you don't need a lawyer. But, if you did sustain injuries, then you need a lawyer.
These cases are too hard for people to handle on their own, without the assistance of an experienced attorney on your side.
The insurance company is calling me. Should I speak with them?
Absolutely not. Nothing good can come from you speaking with an insurance adjuster before you have hired a lawyer to represent you.
What if I was partly at fault for my slip and fall accident?
Even if you were partly to blame for the fall, you still may have a valid claim to pursue. This is called contributory negligence and is very common with these types of personal injury cases. You are not barred from bringing a claim in this situation.
Many – if not all – Massachusetts slip and fall claims have an element of contributory negligence.
We only get paid if we obtain compensation for you for your injuries. That is called a contingency fee. If we don't win, we don't get paid anything, and that is a guarantee.
If we get your case settled, we charge the customary 1/3, or 33.3%, of the total settlement as our fee.
Not likely. The great majority of slip and fall accident cases in Massachusetts settle without the need for a trial. The chances of your case going to trial are quite slim.
That depends on a number of factors. Is there negligence against the landlord, property owner, or whomever controls the property where you fell? Were you partly at fault for the slip and fall accident? What is the extent of your injuries? How much are your medical bills? Do you have permanent injuries?
What if I slipped and fell at work in Massachusetts?
In that case, you have a workers compensation case, and depending on the facts of your case, you may also have a third-party case as well.
Hire us. We handle cases bothroughout the entire state of Massachusetts and we'll come to you if that is easier for you.
Are slip and fall case settlements taxable?
No. Neither state or federal tax obligations are triggered by a settlement for a slip and fall accident case.
There is no doubt these cases are challenging. Insurance adjusters typically are very skeptical of these types of accident claims, which often leads them to deny, or offer low settlement offers.
The reason they are skeptical is because Massachusetts juries can be very harsh with their verdicts in these cases. This translates to very low jury awards, or worse, defense verdicts.
However, despite these challenges, a slip and fall case can be strengthened by taking the appropriate action after the accident.
What Type of Financial Compensation Can I Collect?
Accidents in stores and supermarkets – These typically arise from spilled or broken merchandise/products, leaks, or improperly displayed merchandise/products.
Slips and falls on snow and ice.
Slips and falls on rental property.
Slips and falls due to uneven or broken steps.
Slips and falls due to broken or missing handrails.
Slips and falls on staircases.
Slips and falls on uneven flooring.
Slips and falls in parking lots – These accidents happen from snow and ice, as well as improper elevation changes, or improperly maintained surfaces.
Slips and falls at work – These falls involve workers compensation claims, and also possibly third-party negligence claims as well.
Slips and falls on walkways.
Slips and falls on freshly mopped floors.
Slips and falls on construction sites – Construction workers face daily slipping and tripping hazards on construction sites.
Slips and falls due to inadequate, or a complete lack, of lighting.
Any and all other slip and fall accident cases.
Due to our climate, slips and falls on snow and/or ice are extremely common in Massachusetts. These cases previously required a showing of an unnatural accumulation of snow or ice in order to prevail. This law changed in 2010 which makes it easier to win these cases.
Now, a slip and fall victim need only show that a property owner failed to reasonably remove snow and ice.
This is a much easier and fairer standard to meet, and allows many slip and fall victims to pursue claims for compensation, for claims that would have been impossible to win under the previous law.
How Can A Boston Slip And Fall Lawyer Help Me?
We are highly experienced lawyers for slip and fall accidents that have successfully settled cases that other lawyers reject.
Our office begins by investigating the case to locate witnesses, collect photographs of where you fell, and secure video surveillance.
We also frequently use engineering experts, as well as physicians, to provide us with expert opinions.
We then gather all your accident-related medical records, medical bills, as well as photographs of your injuries.
Once we have all of this, a settlement demand package will be sent to the insurance company. The slip and fall case at that point will either settle, or a lawsuit will need to be filed. We don't file a lawsuit unless you want us to.
Experience with all types of Massachusetts slip and fall accidents.
Persistent dedication to each case to ensure the best possible case result.
Access to top-flight engineers and other slip and fall expert consultants.
Personal attention to each and every client we serve.
I would recommend that you not try to handle your case on your own. These cases can be extremely complex. They require full investigation, research, fact-gathering, and proper preservation of evidence.
It is important to hire a qualified lawyer to represent you. These cases are always hard because it is the burden on the plaintiff (the slip and fall injury victim) to prove his/her case.
Failing to prepare the case fully and properly is only going to lead to a bad outcome for your case.
Insurance companies fight these cases very aggressively. When you are representing yourself, you are only making their job that much easier to deny the claim, or offer you a low-ball settlement offer.
Slip and fall lawyers in Boston (including us) only get paid if there is a settlement. That means you carry no financial risk in hiring an attorney for the accident.
Given how difficult these cases are, and that the attorney works on a contingency fee basis, there is no reason for you not to have an attorney on your side.
Many people think that if they slipped and fell on someone's property, then the property owner is automatically responsible. That is not true.
Regardless of where you slipped and fell, or what type of slip and fall case it is, you must be able to show that the owner of the property where you fell is liable to you. Liable means the property owner is legally responsible for your injuries.
If the accident was solely the fault of the fall victim, then there is likely no viable claim to pursue.
Generally speaking, in order to prove liability, Massachusetts slip and fall law requires that you show the property owner failed to act reasonably, which led to your fall.
That is done by showing the property owner did something, or failed to do something, that caused you to be injured. In other words, negligence against the property owner must be proven in order for you to win your Massachusetts slip and fall accident case.
Landlords in Massachusetts are required by law to keep rental premises safe for tenants and guests. When landlords are negligent and fail to keep the rental property safe, tenants are at risk of injury.
Whether it be failing to remove snow and ice from walkways, driveways or staircases, or failing to reasonably maintain the rental property in any way, a landlord can be held liable for your injuries.
We are accident attorneys with extensive experience representing tenants in all types of negligence claims against landlords and property owners.
Massachusetts law also prohibits landlords from evicting, or taking any adverse retaliatory against a tenant for making a claim for personal injuries.
It is important to not delay in bringing your slip and fall case. Securing videotape, photographs, witness statements and other evidence is critically important.
Any delays can severely undercut an otherwise strong slip and fall accident claim. The statute of limitations for Massachusetts slip and fall cases is three years, with very few exceptions.
Keep in mind too that many of these cases have strict notice provisions (presentment requirements). Failure to follow these deadlines can render a valid slip and fall claim moot. Don't let that happen to your case.
Contact us now to get answers to your slip and fall attorney questions, even on nights and weekends, and find out more about us. We will provide to you a completely free, no-obligation consultation.
We will provide you an honest, up-front legal opinion as to whether or not you have a slip and fall accident case worth pursuing.
We are very proud of, and have worked extremely hard to achieve, our reputation as successful slip and fall attorneys in the Boston legal community.
We have taken on cases that other lawyers rejected and turned them into sizable settlements. We have worked hard to get our clients full and fair compensation for their slip and fall injuries.
Our office is awfully proud of our overwhelmingly positive reviews received from our clients over the years. Read what our clients say about our slip and fall legal services, and our five-star Google reviews.
We represent Massachusetts slip and fall accident victims in Boston, MA and we serve clients throughout Massachusetts including Cambridge, Somerville, Chelsea, Everett, Malden, Revere, Lynn, Lawrence, Andover, Newton, Quincy, Medford, Plymouth, Worcester, Fall River, Bellingham, Weymouth, Natick, Stoneham, Wakefield, Reading, Wilmington, Burlington, Lynnfield, Saugus, Peabody, Danvers, Middleton, North Andover, North Reading, Woburn, Canton, Stoughton, Randolph, Dedham, Norwood, Mansfield, Taunton, Brockton Suffolk County, Middlesex County, Essex County, Worcester County, Norfolk County, Plymouth County, Bristol County and Barnstable County.


This topic takes you through the steps to create a new TIBCO Live Datamart project, create and configure a LiveView data table, generate an EventFlow application module that feeds the LiveView table, and create a feed simulation to send data into the EventFlow module's table. The steps go on to run the Live Datamart project, and view the results in TIBCO LiveView™ Desktop.
Has a single, three-column LiveView data table configured to contain stock symbol, price, and quantity values.
Has a wizard-generated TIBCO StreamBase EventFlow™ module that uses a feed simulation adapter to accept input from a StreamBase feed simulation, then emits that data to an output stream.
Uses the LiveView Configuration Editor to create all required LiveView tables and features.
If this button is not visible, click the Open Perspective button ( ) and select SB Authoring from the resulting dialog.
Click the New StreamBase Project button ( ) in Studio's top-level toolbar, or invoke File>New>StreamBase Project.
In the StreamBase Project panel, enter my-first-liveview-project in the Project name field. Select LiveView Fragment as the project type. Click Next.
Notice that the Package Name field is automatically generated by combining the Group ID and the Artifact ID, which is the same as the Project Name you specified in step 3. Hyphens in the Artifact ID are changed to underlines, according to Java and Maven package name standards. Do not change the Package Name.
Click Next to view the following panel.
Leave these settings in place for now. Click Finish.
A folder for the my-first-liveview-project appears in the Project Explorer view.
The LiveView Project Viewer opens in the Editor space in Studio's upper right, showing an empty canvas.
On top of the empty Project Viewer, the New Data Table wizard opens, which is described in the next section.
On top of the wizard, the New LiveView Project Created dialog may appear. Read the dialog and optionally select the Do not show this again check box.
LiveView data tables are containers for streaming data. They can receive incoming streamed data from multiple sources, including EventFlow applications, external data sources, and other LiveView tables. This tutorial continues the New Project steps in the previous section to configure a LiveView data table with three fields.
Enter Orders in the Table Name field.
The Description column for each field is optional.
In the Available Fields list, select Symbol, then click the right-pointing arrow next to the Index Fields label.
In the Available Fields list, select Symbol then drag it to the Index Fields area with the mouse.
Click Finish. This adds Orders.lvconf to the src/main/liveview folder for this project in the Project Explorer view, and places a green Data Table icon labeled Orders on the Project Viewer canvas.
The data table is now configured and ready to receive data.
On the LiveView Project Viewer's canvas, right-click and select Data Source. The New LiveView Data Source wizard opens.
Select my-first-liveview-project as the parent folder.
In the EventFlow™ Application file name field, enter OrdersDataSource.
Leave the Create a sample feed simulation check box selected.
Use the drop-down menu selector in the Target Table field to select Orders.
Which are located in src/main/eventflow.
Which is located in src/main/resources.
A purple Data Source icon is added to the Project Viewer, with an arrow linking it to the Data Table icon.
The wizard creates two StreamBase interface files, places them in a new lv-interfaces subfolder.
These interface files contain the schemas for the Orders data table's input and output streams. Using interface files allows the schemas to be used and reused efficiently throughout the project.
Studio opens the EventFlow Editor for the newly created module OrdersDataSource.sbapp.
Double-click the DataOut icon, select the General tab in Properties view, and make sure the check box for Always expose Stream for Dequeue is selected.
Study the Data Source EventFlow module generated for you. Notice that it uses a Feed Simulation Input adapter to send generated tuples with the correct schema to its DataOut stream, which feeds into the Orders Data Table's input stream.
Double-click the InputAdapter icon, select the Adapter Properties tab of the Properties view, and notice that the generated file Orders.sbfs is preselected in the Feed Simulation File field. Notice that the feed simulation is configured to start automatically when the containing EventFlow module is started.
This feed simulation file uses the Default generation method, in which random string and numeric values are generated as input data. After you have tested the generated Live Datamart application, you can come back and specify more precise customized data for each input field.
Use File>Save or Ctrl+S on Windows or command+S on macOS to save the current project state.
This optional step is only to provide visual confirmation that the data source EventFlow module receives correctly formatted data from its connected feed simulation adapter.
Run the OrdersDataSource.sbapp application. Right-click in the editor canvas or on the orders.sbapp file in the Project Explorer view and select Run As>EventFlow Fragment.
In the SB Test/Debug perspective, observe the Application Output view. Look for the outgoing data stream to be automatically populated by the associated feed simulation.
Click on a row in the Application Output view and examine the tuple contents. Each tuple shows a generated value for Symbol, Price, and Quantity fields. Click several more rows as the stream flows past.
Notice that the DataOut stream shows five LiveView-internal fields with null values for now, in addition to the Symbol, Price, and Quantity fields you configured. These last three fields receive randomly generated data.
When done, press F9 or click the Terminate EventFlow Fragment ( ) button in Studio's top-level toolbar.
Now you are ready to compile and run the Live Datamart project on an instance of LiveView Server.
For clarity, close the EventFlow Editor session that is editing the OrdersDataSource.sbapp module.
In the LiveView Project Viewer, click the green Run button in the upper right ( ), next to the Help button.
Select the my-first-liveview-project project in the Project Explorer view. Right-click and select Run As>LiveView Project.
Select the my-first-liveview-project project in the Project Explorer view. From Studio's top-level menu, select Run>Run As>LiveView Project.
The Console view shows several messages as Live Datamart Server compiles the project and starts. This startup process can take several minutes, depending on the configuration of your computer.
When you see the message All tables have been loaded in the Console view, you are ready to connect a client application to this server instance to view the stream of data flowing through this project's data table.
lv-client, a command line utility, is included with Live Datamart.
TIBCO LiveView™ Web is a web browser based client interface licensed and downloaded as a related product.
TIBCO LiveView™ Desktop is a Windows or macOS desktop client application licensed and downloaded as a related product.
The following subsections give brief instructions to connect each of these client types. The LiveView server is presumed to be running and using the default port 10080 for these sections.
Open a StreamBase Command Prompt on Windows or a StreamBase-configured Terminal session on macOS.
lv-client "select * from Orders limit 30;"
lv-client -u lv://localhost:10080 "select * from Orders limit 30;"
The lvweb.war file that provides the server underpinnings of LiveView Web is installed by default with each new LiveView project. Look for this file in the src/main/liveview/lv-user-webapps folder of your project.
Click New Page to create a new query page, perhaps named Orders Table.
Click New Card to create a query card.
In the dark blue section on the right, provide a title for your query card to replace the Untitled 1 label, such as Orders Table - All. Click at the end of the current label and use the backspace key to erase it, or hold down the Shift key and use the left arrow key to highlight the current label.
Still in the dark blue section, open the Query Builder section.
From the Choose a table control, select Orders.
The default query select * from Orders is entered for you in the Query field.
Click Save. This populates the Orders Table - All card on the left.
Click the X in the upper right of the dark blue configuration area to close it.
Grab the bottom right corner of the Orders Table -- All card to resize it.
Experiment with creating other pages with different queries or with a different visualization.
When done, close the browser tab. LiveView Web preserves your configured table in the LiveView server metadata.
On Windows, invoke Start>All Programs>TIBCO>Live Datamart n.m>LiveView Desktop n.m.
On macOS, use Spotlight or Launchpad to locate and invoke the app named liveview.
Any of these methods opens the Connect to LiveView dialog.
Type any username and no password.
In the Server field, enter localhost.
Specify a Local workspace folder with any name.
When LiveView Desktop connects to the server, you see a list of the tables on the left. Most LiveView tables are system management tables that begin with LV.
Locate the Orders table in the list of tables and double-click its name.
This opens the Orders table in a data grid view on the right side, running with the default query select * from Orders.
Experiment with different queries and different visualizations of the data.
When done, exit LiveView Desktop.
Close and exit any LiveView Web or LiveView Desktop client connections.
Stop LiveView Server with Ctrl+F9 on Windows or command+F9 on macOS, or by clicking the Terminate LiveView Project icon ( ) in StreamBase Studio's top-level toolbar.


I like the way you practice what you preach. Giving away valuable information as part of a marketing plan, showing me what works.
If only I could use my intelligence guided by your experience I could be as good a writer as Rex Stout.
Is writing short works for other publications a detraction or an enhancement. Seems like I would be cultivating disparate fans.
Glad this stuff helps. Feel free to slurp up as much of my experience as you'd like.
The first stage is invisibility. Our impulse, at this stage, is to buy visibility and attention with advertising and whatnot. But the right way to become visible is generosity: give all you can give.
If you have a fan base, you're not invisible, and we can discuss what to do there. But if you don't have a tribe yet, spreading your seeds all over the place can be a great way for potential fans to follow the breadcrumbs back to you.
Experiment. It takes time and effort. But any farmer will tell you that even with perfect soil and weather, planting more seeds is still a good strategy.
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text:
Ralianchi
Restoring to What Never Was
It seems that whether I live in the densest of towns or in the remotest parts of the countryside, I am fortunate to have neighbours who are bicycle-mad. So much so that, wandering past their houses of an evening, I might spot them in the act of polishing a set of wheels, or perhaps restoring a frame in their shed.
"When did you get that one?" I asked Owen, peering over his fence. He was holding up a vintage Raleigh frameset, waving to me with it as I made my way through the field behind his garden.
"Don't you recognise it?"
I did not recognise it in fact.
The frame was silver with a sort of dark maroon headtube. A model I had seen, no doubt, before, just not in Owen's collection. My gaze traveled along the tubes for clues to something out of the ordinary, but I could spot nothing - until my eye was drawn to the seat cluster. Those seat stay endcaps, they reminded me of something...
And then all at once it hit me what this bicycle was.
"You didn't!"
"I did."
"Oh wow."
Over the summer I wrote about a rather unusual bicycle (here) that had made its way into Owen's stable. At first glance an iconic celeste Bianchi, it was actually a Team Raleigh 753 in disguise. To recap the history of this bike, it was initially owned by a local cyclist who had raced for the Belgian team Maestro in the '90s, which was sponsored by Bianchi and required its riders to ride Bianchi-branded bikes (apparently what lay beneath the paint did not matter, as long at the bike appeared thus branded!).
Having acquired this local legend of a machine, Owen decided to re-build it with newer components. And, while he was at it, to de-Bianchify it. Why? Because the falseness of it felt wrong I suppose. The bike even "looked wrong" to the eye somehow, its proportions and details un-Italian even if the decals said otherwise.
Interestingly, Owen decided not to chase whatever look the machine originally had as a Raleigh Team 753, but to go with his own colourscheme. After stripping and sandblasting the frame, he treated it with a rust-proofing agent and then simply clear-lacquered. And indeed on closer inspection I saw that the tubes were "raw" rather than silver. The headtube he painted maroon for a pop of colour, then sourced the relevant decals, and hand-lacquered clear again over the entire frame - employing a technique not dissimilar to the one he uses when repainting vintage aircraft.
As darkness fell upon the small back garden strewn with tools and components, I decided to postpone a photoshoot until the frameset was fully finished and the bicycle assembled. And I could not help but feel a tinge of regret that the "Ralianchi" was no more. Granted it had been an "incorrect" bicycle. But it had also served as evidence of the much-mythologised practice of re-branding bicycles for promotional purposes in racing. This, I thought had made it a historically interesting specimen.
The repainted frame looked friendlier, less aggressive, more homey. It was not so much a restoration as yet another re-invention of a frame that had already lived two lives and had many adventures.
Meanwhile, no sooner was the celestial glow scrubbed off the Ralianchi, another creature, similarly hued, appeared in our 'hood.
A Bianchi? Nope. It's a Raleigh. And not a repainted one either, but an all-original 1980s Raleigh Rapide Handbuilt, with Reynolds 531 tubing and rather attractive art-deco style lugwork. But that is a story for another time.
Labels: Ralianchi restoration vintage
Raleigh must have made several versions of the Rapide. The ones I remember from the 80's were low end and I believe Taiwan made. I could be wrong, though.
Velouria February 26, 2016 at 12:32 PM
I thought so too. But this one has a 531 frame, "handbuilt in England" all over it, and some (though not all) Campagnolo components, so go figure. I believe the "Rapide Handbuilt" may have been a separate model from the ordinary Rapid, possibly a special edition. Not my bike but certainly very good looking.
Yes, a quick google search shows a bike or two just like this one. The low end ones were terrible, this one looks okay and I wonder where it stood in Raleigh's line-up.
John Ellsworth March 7, 2016 at 10:01 AM
I had one of those terrible US-market Rapides in my teenage years. When I bought my first bike as an adult (a late 1980's Shogun Katana, with chromoly tubes and a mix of 6-spd indexed 105 and Exage Sport bits) it was a revelation, by comparison.
Corey K February 26, 2016 at 1:21 PM
I too did a search and discovered that 531-tubing Rapides were made at both Worksop and Ilkeston. Not much other info, though. I wonder if they were akin to the Super Course.
Owen did a great job on that frame. I hope he can keep it bright.
I love Celeste and yet the earlier finish didn't fit the bike somehow.
I think you live in the Vale of Bicycles.
N/A February 26, 2016 at 1:42 PM
I am envious of your good fortune of neighbors. Most of my neighbors aren't "bike mad" as much as they're "mad at bikes". Oh well.
I cannot wait to see the Ralianchi wearing its new outfit.
Hopefully, the bike can now be ridden. That's when they're best. Does the restored version also have that straight fork? Was that original?
Velouria February 27, 2016 at 8:12 AM
Yes, the straight fork was original.
(It was most likely this bicycle here)
That maroon colour and the headbadge remind me so much of the vintage ladies Raleigh Cameo my local bike shop is fixing up for me. Can't wait to collect her when she's road ready, just a few more weeks. So nice to see all these vintage bikes being put back into use!
I am sure I've seen that colourscheme in a few Raleigh roadbike models in Boston; looks very "Raleighesque"
If Owen is thinking about riding not displaying a few words of caution about 753 tubing are in order. 753 was brittle. Reynolds always insisted that 753 could not safely be coldset. When first displayed on these pages the frame in question had mashed seat lug ears and a bulge in the seat tube just below the lug. In other words it had been coldset, under adverse circumstances.
Reynolds also,insisted that 753 was for racing, period. Race frames are expendable. No one expects them to last. Compared to other late 70s exotics as Teledyne Titan or Exxon Graftek the 753 frames were rugged and dependable. Keeping them alive and in use for decades was never contemplated.
There were frames with 753 stickers that were just for show. Reynolds had other light tube sets. It's just possible the frame is still serviceable. But it is doubtful. I wouldn't ride that thing around the block without getting it magnafluxed first. My #1 bike is 66 years old, Reynolds, and I beat it up over cobblestones. No worries. That 753 is scary.
Funny. Among locals who used to race in the 1980s, the 753 frames are remembered as the be all and end all. I have zero experience with them myself and know only as much as I've read online. The owner certainly plans to ride this bicycle, so I suppose we shall see!
Reynolds endlessly repeated red-bordered warning (physical red ink in original) that 753 may not be coldset is still readily found online. Failure mode is best described as shattering. The shards of metal do not even look like steel.
Many pro teams entirely declined to use 753, and so did many star riders offered special TT and climbing bikes. Many mechanics handle any pro bike and there was never any way to assure that an eager but uninformed mechanic had not so much as applied the H-tool. Steel is an enormously forgiving material. People who handle it all day year after year learn to trust it. Teaching mechanics that 753 is utterly different never worked.
I do have experience. I have a positive moral duty to warn. If the warning falls on deaf ears that's beyond me.
By the 90's, when the frame in question was built many things might live beneath a 753 sticker. If the metal is ductile rather than brittle when handled the frame is OK. When the supply of old bespoke frames is enormous and very very cheap there's not a good reason to chance riding 753.
I remember a bunch of 753 bikes from back then and everyone who had one thought they were rockets. I rode one for awhile that belonged to the guy who owned the shop I worked at and it was as lively and willing as anything I'd even ridden. All you had to do to know it wasn't a regular 531 warhorse was to flick the toptube with a fingernail and listen to the "PING". Not alot of extra anything on that bike. It too had been painted a few times but not as a team bike, just cheap rattle-can blowovers to keep the rust at bay. We thought it was a Condor but who knows.
That bike did eventually fail, the chainstays cracked behind the BB or maybe separated at the drops, whatever, NOBODY was willing to repair it so it got hung on a nail from a ceiling joist in the service area with the other retired warriors. In any case, any elderly bike made from 753 probably ought to be treated with some caution. But, if it fails, the failure mode isn't going to be a big bang with shrapnel flying everywhere. It's going to be cracks that open up and travel around the circumference of the tube til it comes apart. If you keep your eyes peeled and don't ignore any creaks and groans it's not likely to cause a crash before you can leap off and get 2 feet safely on the ground(probably, I think...). I'd be a lot more concerned if it was a bulge under the downtube or a big dent in the toptube but I think anon 4:34 is justified to be cautious, 753 bikes were never built for maximum strength and longevity.
Your friend should go ahead and send it to me just to be safe...
kylecycler February 27, 2016 at 3:24 PM
It was the same with Porsche spaceframe racecars in the late '60s and early '70s, especially since Porsche went from steel to aluminium. They were raced by the works in one or two races, put into storage and then sold on to customers to be raced privately for another season or so, after which time they would no longer be competitive anyway. Those that were raced extensively inevitably broke or wore out their frames. That's aluminium, of course, but it was the same principle with 753, I think. I hope the 'restored' Ralianchi goes ok, but it might not be forever. Still, a craftsman like Owen must be a fascinating person to know.
Concerning the 'altogether alarming seatstay endcaps' on the Ralianchi, they were pretty crude, right enough, but I have two Raleigh Pioneers from the same period with the same 'style' (!) of endcaps, except the caps/plates were embossed with 'RALEIGH', which gave them a certain je ne sais quoi. A race bike, being purely functional, wouldn't be fussed with such frivolity, and of course if the Ralianchi's seatstay caps were embossed they would have had to have been filled in, although it's unlikely that they were in the first place. More likely they would have been filed down (saves weight, see?!) but it would be interesting to find out if the embossing (if there was any, of course) reappeared after the media blasting.
Reading anon 9:46's comment makes me think maybe I don't know as much as I think... Wouldn't surprise me.
Hi Spin
My memories line up with yours pretty good. Batch of super frames comes to town, the fast guys zip around talking about rocket ships and then - Poof - where'd the rockets go? Doncha like rockets? Where they went was hooks in the back of bike shops.
The legendary 753 certification test was simple. It was a straightforward 'reads and follows directions' test. Reynolds told the builders as plain as they could no coldsetting. They magnafluxed the sample frames. If microcracks showed in the 'flux they knew it had been coldset. Half the builders who tested failed. Mechanics and owners would be much less reliable than builders.
The failure of the frame you knew was typical. Exactly what to expect when the stays get jacked and the dropouts set. That type of alignment/tuneup is so normal most will never think about it. I've found my bike in the mechanics area, getting aligned, just because I walked in the shop with a nice bike. Free service I didn't ask for. The only 753 frame you would want would be a virgin. You know how likely it is to find a virgin.
Ordinary steel tubes can remain in service a very long time with live cracks. Most riders get the warning, if they do, very late in the process. And then they decide to maybe visit the bike shop, maybe next week. They do not dismount. In private correspondence we were talking about an illustrious rider, deep in the category of should've could've must know better, who passed up his opportunity to dismount and was lucky to remain alive. You and I are trained to get off the bike when the time comes, me and you ain't normal.
753 does not do the bulge under the downtube. Malleable metal does that. 753 is brittle, it microcracks. When the microcracks meet each other it could be slow and it could be fast. Downtube cracks give quicker failure than chainstay cracks. And more dramatic failure.
I have a friend who has owned a Teledyne Titan since new. He still rides it frequently. He never has had more than two bikes, the Titan gets used. He's a gentle rider. If anyone ever buys his bike from him I suggest they put it on the wall.
Coline February 26, 2016 at 4:34 PM
Being 80's does it have modern rear spacing making upgrade easy...? Shame about the straight forks, to me they never look right.
The rebranded bike is early '90s, so modern rear spacing. (That said, on an older bike you could carefully spread the chainstays to make it compatible with modern wheels.)
Darren C. February 26, 2016 at 4:42 PM
A great story, and I somewhat share your feeling of regret to see that lost forever is a re-branded bicycle with such an interesting story behind it. I had no idea that kind of re-branding took place. Well, the slate is now wiped clean, and it looks like he's done a fantastic job with the new paint work. Looking forward to seeing more pictures of it. Thanks for sharing.
Birdiegirl February 26, 2016 at 5:53 PM
I love the cliffhanger ending. :)
SteveKurt February 26, 2016 at 7:45 PM
The Raleighs that were built in Ilkeston were the best things Raleigh ever created and probably the best things to come from any large bicycle manufacturer. I've got a TI-Raleigh Team bike from Ilkeston, and the quality and craftsmanship is as good as a custom bike.
Congrats for giving the Raliachi another life!
I have recently aquired an Italian Somec made in 1978 that was rebranded as a Swedish Crescent for the precise same reasons as the pseudo-Bianchi. It was the bike of a rider who competed in Nordic road racing in the 80's, and I bought it from him himself. It is something of a trophy as it was under him when he finished 3rd in the '84 Nordic road championships. I have decided to not touch it and let the story of the bike, as it were, written on it, show through. But, I might add, the bike is in pristine condition and has the original paint job, just decals, stickers, and a new head badge have been added.
You mention "hand lacquering". I would love to know more about this restoration technique. It may be as easy as it sounds, but I was always told to be careful of putting lacquer over enamels. I believe this is what is being done in this video from Monttaninai Cycles https://m.youtube.com/watch?v=pmrevVS317c. Do know of any good sources of information on this process. Thanks for another great read.
Have you seen this article on Classic Lightweights?
http://www.classiclightweights.co.uk/painting-frames-restoration.html
The closest I have come to any of this myself, was hand-painting part of an old bicycle frame with enamel *over* the existing paint. The bike was in cosmetically poor condition and I did not like the colour scheme, so I figured it couldn't really look worse than it already did. Happily I was right and it came out pretty spiffy. If you didn't look too closely of course (https://www.flickr.com/photos/lovely_bicycle/4546333274 ).
Thank you for the link. Very useful. It just occurred to me to actually try (experiment) with lacquer over enamel on a old frames where the results don't matter. Nice work on the Mercier.
Matthew J February 29, 2016 at 8:30 AM
If you live in the United States, Bradley at Capricorn Workshop has been experimenting with this and similar techniques on some of his builds.
(http://www.capricornworkshop.com)
A lot of photos and stories of old men bringing old bikes back to life. Any stories of older women doing the same?
Are younger women acceptable?
http://lovelybike.blogspot.ie/2015/11/we-are-everywhere.html
Owen looks to be under 40, from the pics I've seen. (That, and his kids are quite young.)
Anonymous 9:16PM, Is 40 old to you?
The gadzooks my step-kids are all over 30,
P.S. Velouria, I noticed AJ had made it to the Flann O'Brian ride. Her Raleigh looked great out in the landscape among all those subtle colors.
Velouria February 28, 2016 at 2:03 PM
I hope I will not offend Owen by revealing he is in his mid-40s.
The gender and age thing though, what does it matter. I don't really think in those terms when I write about people's bikes.
AJ's bicycle was not only lovely to behold, but did quite well up the hills of Donegal despite its limited gearing range!
I brought it up because it hit me in the middle of the night and I was wondering about this gender and age thing with regard to bringing new life to old bikes. I'm sixty and have been around bikes for awhile, so have a history and appreciation for the subject. Stripped and rebuilt many bikes just for the joy of it….There was a time when women were doing the same, when I was young, but now not so much. I've noticed my sons getting into the idea of a bike as a living thing and teaching themselves how to keep it alive and vibrant. I've also noticed a couple of their female friends doing the same thing, but this is in bike centric places like Portland, Oregon. Mostly, I've yet to meet anyone my age on the female side who finds this interesting. Of course the internet connects many but I've yet to bump into females who enjoy this sort of thing. Just thought it was interesting.
Velouria March 2, 2016 at 4:35 AM
I suspect that if someone did a statistical study on this sort of thing, they would find both overall gender differences and regional differences.
Around here I actually know lots of women who cycle. But most of them are into the racing aspect of it exclusively, with zero interest in vintage bicycle history or restoration, and zero interest in using the bicycle for travel or utility. Which is completely fine of course. But it means I have no real reason to feature them here, except to say "Look! She's a woman and she cycles!" which is not really my thing.
Well, I'll keep looking! Maybe there are a few female Spindizzys out there. Strangely I know many my age who are into cars and motorcycles and grease and tools and such but not so much bicycles. Lot's of younger ones who stick with it for a few years then drift away.
Velouria March 2, 2016 at 2:30 PM
{laughs hysterically while visualising a "female Spindizzy"}
Bertin753 February 28, 2016 at 1:05 PM
Rivendell used 753 for its original lineup of bicycles, made by Waterford. I owned one, a custom from 1995, which I used for years first as a "gofast," then as a commuter/errand getter on often less than perfect asphalt (was going to say "pavement" but remembered in time that in Britain that word refers to what yanks call "sidewalks"). (Whoops! "Tarmac." Sheesh!) No problems at all with a 170 lb rider and rear loads up to 35-40 lb. Given Grant P's conservatism about frame strength, I wonder how fragile 753 is when brazed by competent brazers? Of course, professionals will pu much more stress on a frame even than heavy grocery loads.
Rivendell had a special run of heavier 753 made to Grant's specification. You'd have to ask Grant why he thought the exercise was worth the trouble.
Carrying heavy loads at the end of lever arms is hard on a bike. You couldn't punish a bike that severely just by pedalling it. Racing punishment is more about crashes and the bikes being constantly tossed in and out of cars/trucks, handled by lots of people in a hurry.
I'm the owner of the Raleigh in question and I plan to do a lot of riding on it this year I'm entering a duathlon on 3rd April and plan to ride at least 4 duathlons with it,on the strength front,I thoroughly checked the frame out after soda blasting and it's as strong as when it was built,I have got ultegra 11spd groupset and new 11spd wheels and they fit the farm without modification,I have a original quill stem with cinelli 42 bars with cinelli tribars(the small bars the pros used for a while in the early 90,s)for the bike section of the duathlon,when the bike is ready in a week or so I will post pics.
Owen.
Is this a dead thread? I hope so. This is the Internet and ofttimes saying anything at all slides into stirring up shit.
I don't know the future. No one does. I don't know this frame will break if used. If it does it won't prove I was right. If it survives a while and rolls around that will not prove anything either.
This is a race frame. It's been raced. A lot. Cursory examination of photos not meant to reveal or highlight problems show that it has had a very hard life. This bike is not good as new.
753 began as light gauge 531 with an extreme heat treatment. Heat treating has changed a lot since the 70s. It's easier, better, and better understood now. By the mid-80s the 753 heat treatment was utterly obsolete. Reynolds should have dropped the sticker from the lineup. But they had an investment in marketing and they kept it. Did they continue performing a difficult and obsolete heat treatment? I don't think they did, but Reynolds is mum. And if they did switch to something more reasonable, how would anyone know which production run they had? Right now you can buy complete original certification kits from the 1970s for less than the value of the included silver solder. Provenance of old stuff is usually unknowable.
Reynolds insisted that 753 was for top level competition only. I know a couple of builders who've told me that at times in the 80s half of the inquiries they received were for 753. They would reply "You're not top level competition." It was a good way to say no. It was the right thing to do. It was the responsible thing to do.
Same builders have told me about their experience when they made an exception and attempted to accommodate repairs on the 753 frames. Basically there was no,way to know what to expect. Different frames were different. Some repaired completely normally and some were unique and strange.
I keep seeing that enthusiasts unerringly choose the vintage bikes that are the least likely candidates for riding. When that predictably does not work out then all vintage bikes get slammed. And it has always been the case that tubing stickers are drastically overvalued. Two anecdote about stickers. Aermet 100 was around 15 years before it became Reynolds 953. As Aermet 100 it was an unsaleable novelty. As 953 it is the Holy Grail. One of the last frames I salvaged and sold was an 80s Toyo-built Raleigh. Less than 100 miles of use. Near perfect paint. Heavy chrome absolutely perfect. Anyone who knew what they were looking at could see this one was far better built than anything Toyo supplied to Rivendell. I sold that frame with fork, BB and headset for $75. It had the wrong tubing sticker on it. At that point I gave up on the 'market'. Goofy marketing for a 1970s project that never went past beta still sells, craftsmanship and value do not sell.
Safety doesn't sell either. Being responsible doesn't sell at all.
Velouria March 1, 2016 at 12:52 PM
Noted. And the owner has been informed and replied (see above).
I do find the whole thing historically interesting. And of course I hope that no one who owns and chooses to ride these frames comes to any harm.
Beyond that, let's indeed not stir things up. And so, respectfully, I bring this debate to a close.
After over 20 years of riding bikes and following bike tech and with an interest in steel frames, particularly Raleigh frames, I can honestly say that I have never heard of a particular 753 frame problem. OK, it was special and there were restrictions on who could build with it, but I have never read of there being a large amount of failed frames. Raleigh Dynatechs were perhaps to be checked due to the glued nature of tube joining, but standard construction has never thrown up this issue - at least for 753 compared to other Reynolds tubes. The only negative I have heard is that they were somehow not as comfy as 531 or 853 were. Having said that, it is of course, better to be safe than sorry, so check that frame!


If you care about eliciting business from your Facebook Page youll stay away from Like Ladders. Like Ladders are one of the single biggest contributors to the death of Businesses Facebook Pages. Why? Read on to find out how.
UK, Norway and Australian Likers for a business that only operates in the US. This is an illogical marketing strategy..
Like Ladders are events held on Facebook pages where in return for a like on your page, a person will ask you to like their page. Without looking deeply into this, this sort of reciprocal likeing love sounds really great for your online business, right?
The problem with Like Ladders is that whilst youre gaining fans, youll be losing the ability to reach current customers. This is because your Facebook posts only reach 7%-14% of your fans. So, If half of your fans are from Like Ladders, youll only be able to reach 3.5-7% of your real fans.
If most of your fans are Like Ladder fans, and only a tiny percentage are real fans wanting your product your legitimate fans will barely ever see your Facebook Pages Content!
The people who like your page through the like ladders will most likely never be converted into customers, because they often have no interest in your business whatsoever other than to help them inflate their businesses Facebook like count.
So while that ego boosting number will go up, your ability to engage and reach current fans will go down. Which is a very negative outcome for your business especially if you rely on Facebook to drive customers.
If you're a Dietitian in Melbourne or a Caterer in Adelaide, you want likers who are your potential customers in your location. Here at YBD we want Business Owners to like our page, at Ediet they'd want people who want to improve their diet to like their page.
Its not all bad news, there are ways to recover your Business from using these shortcut like ladder methods. Effective Marketing & Facebook Advertising is key to this.
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text:
namespace TypedRest.Endpoints.Rpc;

/// <summary>
/// An endpoint for a non-RESTful resource that acts like a callable function.
/// </summary>
public interface IRpcEndpoint : IEndpoint
{
    /// <summary>
    /// Queries the server about capabilities of the endpoint without performing any action.
    /// </summary>
    /// <param name="cancellationToken">Used to cancel the request.</param>
    /// <exception cref="AuthenticationException"><see cref="HttpStatusCode.Unauthorized"/></exception>
    /// <exception cref="UnauthorizedAccessException"><see cref="HttpStatusCode.Forbidden"/></exception>
    /// <exception cref="KeyNotFoundException"><see cref="HttpStatusCode.NotFound"/> or <see cref="HttpStatusCode.Gone"/></exception>
    /// <exception cref="HttpRequestException">Other non-success status code.</exception>
    Task ProbeAsync(CancellationToken cancellationToken = default);

    /// <summary>
    /// Shows whether the server has indicated that the invoke method is currently allowed.
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    bool? InvokeAllowed { get; }
}

redpajama_set_name: RedPajamaGithub


Have to keep doing factory reset then when the box next turns off it stops working again.
Only black screen but there is sound.
Or red button just says error.
Also says sorry device not compatible but clearly is as was working before..
Can you let me know which YouView box you are using and the software version it's currently running? If you're not sure which one it is, just press Help and then Info on your remote control. Please also let me know if you're connected to the internet via Ethernet or Powerline Adaptors.
Do any error messages or error codes come up when it errors like you mention? If you are able to provide any pictures of the screens you see when this occurs it'd be helpful for us to look at.
Red button just says error when pressed. Or was coming on with sound but black screen. Now just says device not compatible!
You mentioned before that you did a factory reset, was this the one which deletes your recordings? This usually fixes most quirks which pop up on the box from time to time which suggests that the problem lies in another area.
We've tested this on our end across a few boxes and have not been able to replicate it. Can you please confirm the channel number you are using to access Racing UK? Can you also take a picture where it says device not compatible so we can see what's going on when this happens?
Please also let us know the Software version your box is running. You can find this through your Settings > Software Information > Manufacturer software.
Hi factory reset just wipes everything and starts everything again from scratch like channel tuning and full setup.
I get the message 'To view channel wait for red button then press RED. Device must be connected to the internet'. And then I connect and get it. Humax T2000.
Have you tried rebooting your router and powerlines?
Had to keep doing factory reset.
Or if it did work i only got black screen but there is sound.
Or red button just says error when pressed.
Whats the specific make and model of your TV? Because not all are compatible with these Freeview interactive service channels (which have also been known to be called data channels).
Wouldn't have ever worked at all though would it? Thanks again.
You think the TV might have some idea what is coming up the HDMI connection, and take against it?
Let us know if this changes it and allows it to launch without any errors or compatibility messages.
Thanks @Dnoo69, that information is helpful to know. Our team are currently investigating this a bit further to find out what could cause this to be happening so I'll update you once I know more.
Apologies for the inconvenience caused by this issue.
You mentioned before that you did a factory reset, was this the one which deletes your recordings?
But Racing UK works fine on my Humax T2000, FWIW.
It'd be helpful to know if they bring up the same issues or if they work fine.
Thanks for all the help but was banging my head against a brick wall.
I'm not aware a SKY magic eye will work with a YouView. But as you haven't answered any of the questions that have been asked of you on this thread that obviously makes it difficult to help.
Do they work? Or fail like Racing UK?
I preferred your second JPEG.
We're sorry to hear that. If you are back on your YouView box and have the same issue, please let me know the answers to my previous questions as this will help us in identifying what is causing this problem.
I actually subscribe to this chabbch and have had zero problems it works fine have you actually reported your troubles to racing UK because it could be there having issues in one transmitter area or are having issues supplying it to certain broadband providers.


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Sensuron's RTS125 ruggedized compact fiber optic sensing system, driven by NASA-developed algorithms, is small, lightweight, and fast—it processes information at rates up to 100 times per second, representing a 20-fold improvement over existing technologies. In addition, it offers unprecedented levels of data density—each 40-foot, hair-like optical fiber offers up to 2,000 data points with adjustable spatial resolution. The system can zero in on high-activity areas for more detailed resolution, and the high-speed processing platform enables real-time analysis. NASA Armstrong Flight Research Center is currently working with NASA's Kennedy Space Center to incorporate the technology into an expendable launch vehicle, where access to comprehensive data through a single system will dramatically simplify the spacecraft health monitoring process.
The winners of the 53rd annual R&D 100 Awards will be announced at the R&D 100 Awards & Technology Conference on November 13, 2015 at Caesars Palace, Las Vegas, Nevada.
Since 1963, the R&D 100 Awards have identified revolutionary technologies newly introduced to the market. Widely recognized as the "Oscars of Invention," the R&D 100 Awards identify and celebrate the top technology products of the year. Past winners have included sophisticated testing equipment, innovative new materials, chemistry breakthroughs, biomedical products, consumer items, and high-energy physics spanning industry, academia, and government-sponsored research.
The 2015 R&D 100 Awards & Technology Conference program provides new strategies and approaches to research essential to enhancing the level of your research. The conference sessions, keynotes, and panel discussions are crafted with the attendees' educational needs in mind, exploring key topics designed to elevate knowledge, expertise, and tactics for innovation.
Sensuron is a leading global provider of fiber optic sensing systems that use light to test, measure and control applications across the aerospace, medical and energy industries. With seven years of experience working closely with NASA, Sensuron has a rich heritage in groundbreaking innovation. Sensuron's mission is to solve problems on a global scale by utilizing light-based technologies that ensure equipment is functional, reliable and safe. The company strives not only to provide the most sophisticated sensing platforms on the market, but also to serve today's engineers by providing the information they require to advance their innovations. In these ways and many others, Sensuron continues to help customers achieve their objectives today and will do so for years to come. For more information on Sensuron, please visit www.sensuron.com.