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Automotive History: Italian Deadly Sins (Part 2) – Iso Rivolta, The Impossible Dream
Tatra87
As we gather our thoughts from yesterday's Autobianchi post and anticipate the sadness of tomorrow's Lancia story (spoiler alert: Lancia dies at the beginning and goes downhill from there), let's turn to an Italian marque that never really had a link with Fiat and made some of the most beautiful and powerful GTs of the post-war era. Thanks to the Chevrolet and Ford V8s they used, Iso Rivolta automobiles were extremely fast, but also completely reliable (engine-wise, at least). Sounds like a nice cocktail, but why did it turn sour?
Isothermos was founded in 1939 by Renzo Rivolta, initially to build refrigerators and heaters in Milan. The business grew after the war, and soon Iso started making scooters – the new craze was hard to resist – as part of a newly-created Iso automotive branch. Coming to the world of four-wheeled transport was naturally via the scooter, albeit in a completely novel fashion. Some say that Iso's experience with fridge doors is said to have inspired the car's iconic front door, though the Isetta was designed by aeronautics engineer Ermenegildo Preti.
Preti and Rivolta in an Isetta, circa 1953.
Be that as it may, the Isetta was launched in 1953, but failed in the Italian market: less than 5000 were put together before Iso called it quits in 1955. Rivolta managed to turn this domestic lemon into international lemonade, with licenses issued to produce the concept for the German, British, Spanish, French and Brazilian markets.
This pick-up variant was exclusive to the Italian Isetta range.
Iso continued making two-wheelers and trikes, but no real Iso car was on the horizon. For Renzo Rivolta, the notion of a larger car – perhaps following in Ferrari and Maserati's footsteps – might be an interesting side-project. Rivolta was passionate about cars, but he was also a realist. He knew that developing the car would require good technicians for the chassis, a great designer for the body and a brilliant engine.
Giugiaro's Iso, half-way between his Gordon GT (above) and BMW 3200CS (bottom).
The new car's design was penned by Giorgetto Giugiaro, then working at Bertone, who would build the prototypes. The engine, it turns out, was the easy bit: having had a chance to take the Giugiaro-styled Gordon GT for a spin, Renzo Rivolta and other folks at Bertone were mightily impressed by the car's Corvette V8. The Gordon's De Dion rear axle set-up was also studied carefully. The new Iso would share only these features (and certain aesthetic traits) with the upcoming Gordon-Keeble.
When Rivolta heard of the mass layoffs over at Ferrari, he managed to snap up Giotto Bizzarrini in 1962. By that point though, the Iso Rivolta GT was already finalized. The car's chassis was more modern than contemporary Ferraris and Aston Martins, with its in-board rear disc brakes and sophisticated suspension.
Above: Monza, automn 1962, R. Rivolta unveils the car to the press; below: deliveries start in 1963.
The first prototypes of the Iso Rivolta coupé were made in 1962 at Bertone's factory. The new car was aimed at the very top of the market, quite the opposite of the Isetta. This was less of a problem than it might have been. The Iso name, such as it stood then, was not necessarily associated with the Isetta in the mind of the car-buying public, except in Italy. The new V8-powered GT was competent and its body was stunningly beautiful, which could help put Iso on the map of this uncharted territory.
The European sports car with a big American engine was not a new concept in the early '60s. Jensen (top left) had been at it since the mid-'30s, using Ford V8s and, in this instance, a 4-litre Nash straight-8. Other plucky Brits included Brough Superior (top right, using Hudson engines), Railton (with a Hudson 8-cyl., middle left; this one being one of the few made just after the war) as well as Atalanta (not pictured), which used several different engines, including the Zephyr V12. After the war, the torch was passed to Allard (middle left), who sourced their engines from various suppliers, including Cadillac, Chrysler and Ford. The Nash-Healeys (not pictured) were also an interesting transatlantic collaboration in the early '50s. On the other side of the Channel, Voisin picked the cheapest supercharged engine they could find for the 1938 C30 (bottom left) – the last big Voisin had a Graham 6-cyl. under its hood. But the French-made Facel-Vega was the one to emulate: created more or less ex nihilo in the mid-'50s with Chrysler hemi power, the marque had been quite the success story – until they tried making their own engine.
American engines were everything European ones were not: large, very powerful, understressed and extremely reliable. Not to mention affordable. General Motors were more than happy to provide the Corvette engines to Iso (and soon to Gordon-Keeble as well), as these low-production exotics were not really competing with the Corvette. Chrysler had been the number one purveyor of engines for these Euro-American hybrids up to that point and Ford were getting their act together with the AC / Shelby tie-up, so GM may have also figured they needed a presence in this field, if only for prestige and image reasons.
The Iso Rivolta GT was fêted as a welcome addition to the European luxury car scene, which was undergoing something of a boom after the cull that had taken place in the '50s. But Renzo Rivolta figured that to compete with the likes of Aston Martin, Jaguar, Maserati or Mercedes, Iso would need two things: a two-seater sports car and some racing cred.
Above & bottom pics: Iso Grifo Lusso production version; below: Bertone's 1963 prototype.
The former was going to be the Iso Grifo A3/L (for Lusso). Using a slightly shortened chassis and a revised engine (Iso made new cams, among a few other modifications), the Grifo prototype was designed and built at Bertone in 1963 and shown on the coachbuilder's stand at the Turin Motor Show. The car's performance was now equal to anything the competition could throw at it: the ultimate GT, it could cruise at speeds exceeding 140 mph in serene luxury. The car's shape and detailing were universally admired and were seen even then as one of the car's most enduring assets.
Three of Grifo A3/C prototypes taking shape at the factory in 1964. Altogether, 22 cars were made.
Setting up a scuderia proved to be a far more difficult (and expensive) proposition. Bizzarrini's obsession with weight distribution meant the Corvette engine was pushed behind the front wheels, turning the car into a front mid-engined design. The Grifo A3/C (for Corsa) race car was, by all accounts, fairly competent for a first effort, but the issue lay less with the car than it did with the people who designed, commandeered or raced them. Rushing to get the Iso team to enter events in 1964, Bizzarrini's demands on Rivolta started creating tension between the two men. The A3/C raced at Le Mans and finished 14th – not bad for a first stab.
Initially, Bizzarrini road cars kept the Grifo name, which soon changed to 5300 Strada.
Bizzarrini's penchant for race cars was not wholly shared by Rivolta, who saw that Iso needed to sell more road cars to attain financial equilibrium. The engineer and the CEO's relationship became so stormy that, by 1965, Giotto Bizzarrini and Renzo Rivolta parted ways. Bizzarrini attempted to salvage the A3/C programme by taking over the scuderia and launching a limited production strada (street) model under his own name.
The Bizzarrini marque was officially launched in 1966 and about 100 cars made. A new open-top racer was tried out in 1965 with a Lamborghini V12 alongside the Corvette V8, but had less success than the A3/C, which won its class at Le Mans that year. Bizzarrini later tried to diversify their range by proposing the Opel-based Bizzarrini 1900 GT Europa (above) in 1967, but the firm collapsed by 1969.
Above: Renzo Rivolta (1908-1966); below: the car he wanted to complete the Iso range for 1967.
Plans were already being drawn for a four-door Iso, based on a stretched version of the Rivolta chassis. The new Iso's body was already designed – this time by Ghia. Unfortunately, Renzo Rivolta was not to see his latest creation's launch. On 19 August 1966, a few days before his 58th birthday, Rivolta suffered a fatal heart attack.
The baton was suddenly passed to Piero Rivolta, Renzo's 25-year-old son who had recently completed his PhD in mechanical engineering. Though he had the knowledge, Piero Rivolta was by any standards very young to become a CEO – there was the precedent of Gianni Lancia, which was rather tumultuous. Iso pressed on with the launch of the S4 four-door saloon, later and perhaps better known as the Fidia, which hit the motor show circuit in late 1967.
The S4/Fidia, basically a GT coupé with an extra 15cm of wheelbase, was huge and certainly peculiar-looking. The car's performance was, as always, a strong point, with the Chevy V8 being more than capable of propelling the 2.5-tonne car at its 120 mph-plus cruising speed. Along with the Rolls-Royce Silver Shadow, the Maserati Quattroporte or the Mercedes 300SEL 6.3, the Iso Fidia was part of a select few late '60s super-luxurious V8-powered European saloons that appealed to folks who could afford the best.
The eggman grinneth…
Famously, one early client was John Lennon, who bought the second production (and first RHD) Fidia after having seen one at the 1967 London Motor Show. The roomy and low-slung Iso was more discreet than the Beatle's artfully painted Rolls Phantom limo – and yet even more expensive. Lennon had just become aware of the Italian marque while on the set of the infamous Magical Mystery Tour film, which featured a Grifo. He must have been a happy customer, as he purchased two additional Iso saloons in later years.
Modifications on the Grifo's looks and powertrain notwithstanding, Iso were not setting new sales records. The GT Coupé was, by the late '60s, starting to look a bit stale. Sales were beginning to dwindle and the S4 saloon was also off to a very slow start (only 17 cars made in 1967-69). Piero Rivolta started taking out loans – Iso cars did not have sufficient cash-flow on their own to launch the direly-needed new four-seater coupé.
The Lele was named after Piero Rivolta's wife. One wonders if she and Monica ever met.
In late 1969, the new Iso was finally unveiled, but many thought it lacked its predecessor's universal appeal – at a time when the market was getting very crowded indeed. The Lele was bang up to date style-wise, sharing its turf with the Lamborghini Espada, the Maserati Ghibli, the Monteverdi 375L, the Aston Martin V8, the Jensen Interceptor, the AC 428, the Bristols and precious few others in the European luxury GT class. Compared to them though, the Lele's Bertone body, styled by Marcello Gandini, was lacking in a certain grace. All but the Bristol wore sharply-tailored Italian suits, but the Lele looks like it would have benefitted from a few more fittings. Plus, the half-closed quad lamps give the car a sort of half-awake look that one doesn't find on the Alfa Romeo Montreal, an earlier (and much better, in the opinion of many) Gandini design with partially-covered headlamps. Someone at Iso thought they looked good though, and they soon contaminated the 7-litre Grifos.
Iso entered the '70s as a rather frail operation. All models combined, production was in the 100-200 range per year on average. This was a tightrope Iso could survive on, but certainly not thrive on. In 1972, GM changed their policy as regards the Corvette V8 and asked for money up front, which Iso did not have. Engine supply switched to Ford, who were already present in the Italian peninsula through De Tomaso. The switch to Ford did not adversely affect the Iso cars: the Fidia, the Lele and the Grifo remained capable of extremely high top speeds.
Ford-powered Fidia at the 1973 Barcelona Motor Show; one of four Fidias bought new in Spain.
The Rivolta family started looking to divest from Iso Autoveicoli S.p.A. by this point. The GM/Ford engine switch had been a close call, but what obstacle might come in the future could prove insurmountable. A deal was made in early 1973 with New York-based Ivo Pera, who thought he could inject the marque with a new direction and American business know-how. The first order of business was to relaunch the scuderia to improve Iso's image – this time with Formula One racing. Piero Rivolta did not agree with this view; outgunned by the new shareholders under Ivo Pera's control, he left the company.
Iso-Marlboro F1 driven by Gijs van Lennep at the 1974 Dutch Grand Prix. The car did not qualify.
Iso's 1973-74 F1 campaign was on shaky ground from the start. The idea was to buy out a stake in newbie constructor Frank Williams' outfit and, through a sponsorship deal, get the cars repainted to a familiar red and white colour scheme and revised under the supervision of Bizzarrini, who worked freelance in those days. Even with the Philip Morris' backing, the Iso-Marlboro floundered at the back of the grid – when it got qualified at all. The cost of running the scuderia made Iso's precarious finances take an immediate nosedive and the Italian firm pulled out of the Frank Williams team before the start of the 1974 season, though the team was still registered as Iso-Marlboro. The road cars were not exactly flying out of showrooms, either.
What the future could have been: 1972 Iso Varedo mid-engined concept car.
The effects of the first oil shock were disastrous for Iso. Industrialized countries were imposing highway max speed limits almost everywhere and Iso's 7-litre monsters were suddenly looking like expensive money pits. Not just Iso, but the whole luxury GT class were now in jeopardy. AC, Aston Martin, Jensen, Lamborghini, Ligier, Maserati, Monica and Monteverdi all fell on very hard times in the mid-'70s. Some, like Iso, never recovered. Production came to a halt in late 1974, even before the new management had time to turn things around. If anything, Pera increased the nosedive's angle of attack. Piero Rivolta bought back the Iso name from the bankruptcy proceedings, but was not looking to try and continue making cars.
Iso sold 797 GTs (1962-69, above) and 504 Grifos, including a few one-offs, such as this '64 spider.
Two former Iso employees, Zanisi and Negri, put together some financing and bought the dies and leftover parts for the Lele and the Grifo, building at least one of each in 1976 and presenting a "nuova Lele" at the 1976 Turin Motor Show under the Ennezeta brand. The plan soon fizzled out, but Iso had left an impression in Italy.
Like other famous automotive names (e.g. Bugatti, Hispano-Suiza, Maybach or Isotta-Fraschini), rumours of a resurrection were always in the air and occasionally produced some artwork, blueprints and/or an actual car or two, as was the case with the (rather anonymous) 1990 Iso Grifo 90 above. But, like most projects of this nature, nothing really came of it. The name Rivolta strangely re-emerged in 2017 on a Zagato-made sports car, though the coachbuilder never had any history with Iso back in the day: Piero Rivolta's daughter married into the Zagato family.
Iso made only 192 S4/Fidia saloons (1967-74) and 285 Lele coupés (1969-74).
Without their founder at the helm, it was perhaps likely that Iso was destined to become extinct in relatively short order. The V8 Isos, all closely derived from the original 1962 coupé, demonstrate how dangerous it can be to stick to one sole recipe for a decade. Once circumstances changed, Iso and a number of similar automakers were caught unawares and were wiped out within months.
The Amercian-V8 / European styling mix, potent though it was, had had its moment in the sun, but the market was much smaller than what Renzo Rivolta thought back in the early '60s. A few exceptions proved this rule: De Tomaso (top left) survived with their Iso-style saloon/coupe/supercar line-up well into the '80s. In West Germany, where half of the Grifos made were sold, Erich Bitter started making Opel-based four-seater coupés in 1973 (top right) and continued for 15 years. In the UK, Bristol had an even longer life, thanks in part to their activities on the second-hand car market and restoration. There are fewer examples originating from the other side of the pond, aside from the Cunningham C3 of the early '50s (middle right). Sure, Pininfarina built the Eldorado Broughams and Ghia made limos for Imperial and a few specials for Mopar, but these were usually designed in Detroit. The only recent Euro-American hybrid made for US consumption would be the infamous Cadillac Allanté (bottom left). And that didn't go too well either. The Chrysler-Maserati TC might also qualify – certainly by production numbers alone, but it was more of an American design built by an Italian firm.
Iso's Deadly Sin was perhaps not down to a specific car model. The Lele and the Fidia were definite duds, but all were based on the 1962 GT. The whole Iso concept was a viable one in 1962, but too many competitors were vying for a market that would always be very small. Rising costs meant fewer profits and shaky finances, which were wiped out by the F1 programme – just when the Oil Crisis struck. Though not fatal in itself, this last fact was more than most, including Iso, could bear.
See you tomorrow for a look at the third and final part of this installment of European Deadly Sins, as we look at the many deaths of Lancia.
European Deadly Sins series
French DS 1 (Hotchkiss, Panhard, Citroën) — French DS 2 (Bugatti, Facel-Vega, Monica)
British DS 1 (Jowett, Armstrong Siddeley, Daimler) — British DS 2 (Alvis, Lagonda, Gordon-Keeble)
German DS 1 (BMW, Borgward, Glas) — German DS 2 (Neckar, DKW, NSU)
Italian DS 1 (Autobianchi, Iso, Lancia)
Another great tutorial of an obscure but tasty Italian dish.
The original Rivolta was and is beautiful, and the Grifo was not bad. I don't find any of the rest of them particularly attractive, though I am on record as not being much of a fan of early 1970s Italian design which I find to be almost brutalist.
I agree that '60s Italian designs are more pleasing than '70s ones. But the Fidia is still very '60s – even though it's not my favorite saloon of the period, it still looks more Baroque than Brutalist. The Lele, however…
fahrvergnugen
GT front end seems reminiscent (or prescient) of Mustang lines.
Don Andreina
Posted February 22, 2018 at 6:32 PM
Funny you mention that. Giugiaro's Mustang…
Another great but sad story. I was very impressed and entranced by the Iso coupe and the Grifo as a kid. I loved the Italian styling, and the idea that a cheap mass-production American V8 could equal and/or out gun the exotic Ferrari V12s.
You only barely pointed out that the Grifo got the Chevrolet 427 engine in 1968, as the "7 Litri". That required quite a bit of surgery to make it fit, as well as this "penthouse" hood. A bit crude, but it was a monster.
I didn't go into much detail engine-wise – engines were the most solid part of the whole story, in a way. Until they switched from GM to Ford.
The 7 Litri Grifo does look like a monster. Bit too much for my taste – I'd rather go for the GT. There's not a line on that car I'd like to be different. Whether it's good for 230kph or 260kph would not really be a concern for me.
I think the hood looks more like a birthday cake or a scale model of an office building.
Really like the Rivolta, with a 327 and a 4 speed that would be a nice driving car…
That was a travesty, and the last iteration half-sleeping eyes version was worse. Both the coupe and cabriolet prototypes featured their own unique hood embellishments not continued onto the production cars.
I remember the Fidia from car magazines back then and still like it – especially the green one at the top of the article. The big Euro exotic sedans have always interested me, from the much rarer French Monica to the comparatively common Maserati Quattroporte.
There is a Fidia that shows up at Italian car events in Arizona. It is local here, despite the New York plates, and its custodian claims very long term ownership. It is not perfect but is always among the very most interesting cars at these shows. Photo attached from Scottsdale a year or two ago.
That's a beautiful pic. The Fidia is an acquired taste – I don't remember seen one in the metal, but I'm sure I'd love it. Just pure excess.
Rafster929
Agreed, I like the delicate lines but the rear window seems too vertical at the roofline, ruining it in my eyes
The Iso Grifo. Now, that was a car that turned me on as a 13-14 year old. Way more than the Corvette Sting Ray.
tonyola
To me the Grifo was the only Iso that was unarguably attractive and that was before the finned box was put on the hood. The Rivolta was a little too busy, especially with details like the metal eyebrows over the headlights. The Fidia suffered from a messy clash of lines in the rear door window area – how could Giugiaro get it so wrong? Plus it was way too expensive. The unfortunate Lele looks like the unwanted love child of a Lamborghini Jarama and a Morris Marina coupe.
Fascinating and entertaining read—well done! I'm trying and failing to put together a lame joke along the lines of "That's Bizzare…and Rivolting!", but not havin' any luck, so I'll just leave the pieces on the ground here and walk away, whistling tunelessly.
The thing about John Lennon buying several is interesting; by all accounts he hated driving and was no good at it. But I guess "Baby you can drive my car" scans better than "Baby you can drive my Fidia".
safe as milk
it is interesting. as you point out, lennon wasn't a car guy. he had exotic taste in guitars so it isn't surprising that he would like unusual cars.
https://en.wikipedia.org/wiki/John_Lennon%27s_musical_instruments#Guitars%5B10%5D
Lennon had a serious car crash in the Scottish Highlands in 1969, which injured himself, Yoko (pretty badly) and her daughter Kyoko. The car wasn't an Iso or Royce, but a common-or-garden Austin Maxi, which was taken back to Lennon's house in the home counties are mounted in the grounds as a memento. I think he gave up driving himself after this incident.
Posted February 23, 2018 at 12:49 PM
Back in the early 70s, Australia's Wheels magazine had a column written by Bill Tuckey under the name of Romsey Quints, always a funny and entertaining read, I have a memory of him mentioning a "Whyso Rivolting" or something like that, so you were close.
Australian soil seems particularly well suited to growing that variety of automotive writer. Tony Davis, for example, whose one–two–three lemonic screeds are of much higher quality in terms of factual basis and hilarity than British attempts at the same sort of book (Davis also wrote a definitive and highly excellent book on the Australian-market 1962-1981 Chrysler Valiants. Called "The Valiant Book", it's out of print—so I'm glad to have my copies—but still well worth chasing by anyone who cares even slightly about those cars.)
Another invaluable contribution to your canon, Tatra87.
Giotto Bizzarrini is probably the most curious character here. The mass layoff at Ferrari you mention was characterised by Brock Yates in his exhaustive bio of Enzo as the 'Palace Revolt.' A number of his top employees had complained to Enzo of his wife's meddling, and his response was to just sack them.
Included in this purge was racing team manager Tavoni (fresh from Ferrari's 1961 F1 World Championship in their first mid-engined racer), Carlo Chiti (who would go on to create Autodelta and the Alfa 33 Stradale) and Bizzarrini.
Pretty much straight away, Chiti and Bizzarrini created ATS with its partially prescient mid-engined 2500 GT road car. Also around this time, Bizzarrini was involved with Lamborghini at its inception – another relationship that didn't end well. Curiously, the Giugiaro Catalogue Raisonne features the 5300, but the Bertone catalogue (not Raisonne but still quite comprehensive) doesn't mention it.
Enzo was right in the underlying assumption of his purge. None of these pretenders survived except Lamborghini, thus proving a successful sportscar manufacturer needs more than just talent to prosper.
With that in mind, its hard to put a single Deadly Sin on this failure (as you've mentioned T87), but on looks alone the Grifo was leagues ahead of all the others including the Lambo 350/400 GT. What an absolutely gorgeous beast.
Couldn't have done it without you, mate. 🙂
[Don read these in draft form and provided much-needed feedback, for which I am eternally grateful!]
True, the Grifo was an astonishing car, but I still prefer (as most Iso clients did) the GT Coupe. Might go for a Monteverdi or a Facel II instead of an Iso, if I'm brutally honest about extremely unlikely circumstances.
This is the one thing I think Iso lacked: a sense of range. The cars were all pretty much the same underneath, but there wasn't a common esthetic identity. Facels looked like Facels. As did Monteverdis, after a little hesitation. Or Bristols, or Maseratis or Astons, etc., etc. The four Iso models don't share any visual DNA. And when they did think of trying to remedy that, they went and put sleepy eyes on the Grifo (but not on the Fidia).
Part of the death of a thousand little DSs that Iso endured, I suppose.
"Bizzarrini was involved with Lamborghini at its inception – another relationship that didn't end well."
Not surprising really, as Bizzarrini was (and still is) quite a character. See:
https://youtu.be/ZoBFcV0WyWw?t=425
"None of these pretenders survived except Lamborghini…"
Even Lamborghini found itself on the brink of bankruptcy several times over its history.
Dan Strayer
When I was 11 or 12, in the beginning stages of appreciating cars, an issue of Popular Mechanics arrived at the house, featuring the Grifo in a small photo and blurb.
I thought it was STUNNING (I still do)!
So I wrote the importer a letter requesting a catalog, as the blurb in PM prompted interested. Mind you, I wrote it on lined paper in my left-handed scrawl (I may have printed it but I don't recall now).
In return, I received a very nice, typewritten letter and a lovely full-color catalog featuring all of the Iso models available in 1967 or 1968. It was printed in several different languages, too.
Sadly, I no longer have it. We moved several times after that, and I don't know if I threw it out or someone else did.
Johnster
I don't recall seeing the article, but in the late 1960s or early 1970s "Matchbox" made a beautiful little diecast model of the Iso Grifo, which was the first time I ever saw or heard of the car.
Frank Bray
Guess I'm an outlier here; these Italian jobs never did a thing for me.
Interesting tidbit about John Lennon owning three Isos. It reminds of Frank Sinatra's cars. Besides his famously op-art Rolls, another of Lennon's cars (one of last) was a quite ordinary fuselage Chrysler station wagon. While not as extensive as Frank's cars, a CC on Lennon's transportation might not be so bad.
To put it into context, Frank had a Miura, Lennon drove Isos, and Miles Davis favored Ferraris.
george was known as the car guy of the beatles. i believe he had an interest in formula 1 racing. i know he had an aston martin. also, there's a scene in the movie let it be with him parking his mercedes 300sel 6.3 in front of apple hq. ringo famously owned a facel vega and i personally saw paul driving a circa 1975 bentley about 10 years ago.
i just found a great link on beatles' cars.
http://theclassiccarfactory.blogspot.com/2014/01/cars-of-beatles-baby-you-can-drive-my.html
Lotus Rebel
The only possible Deadly Sin that stands out regarding Iso would be that they never considered producing cheaper vehicles after the Isetta, let alone even thought about downscaling the European sportscar with a Big American engine concept yet better executed and without the issue of producing their own engines unlike the Facel Vega Facellia.
The question then becomes what suitable 4/6-cylinder engines did GM or Ford, etc have for a smaller model to allow Iso to theoretically survive the fuel crisis 70s?
The converse argument is that they didn't produce their own engine at that top end, as had Lamborghini. Despite the fact that it took the double act of the (serendipitous) Miura and (gobsmacking) Countach to solidify the Raging Bull marque, I can't help but wonder how an Iso Grifo with purebred engine might have fared.
But then again, Pegaso.
Outstanding article — I've always been attracted to these Iso cars (for some reason, the Lele and Fidia in particular… maybe I thought the Grifo was too common!), though have never seen one.
In any event, I somehow never learned much about the company's history, so this was quite an enjoyable piece to read. It's somewhat impressive that Iso was able to remain in the car business for as long as it did, given the many hurdles (financial, staffing, partnerships, etc.) that had to be overcome. Thanks for the great research and photos here!
Mads Jensen
It reminds me more than a little bit of the DeTomaso Deauville, which is, like this one, a really tasty piece of machinery.
Fascinating article, the early Griffo is a beautiful brute of a car, definitely masculine rather than feminine unlike Ferrari.
I had a 72 Corvette convertible with a 350 and 4 speed, also drove many Jensen Interceptors with the Chrysler 383 and 440 so can appreciate the grunt, rugged simplicity, and lets be honest, the cheapness of the American V8s.
The downside was their great weight could upset the handling, the Corvette couldn't keep up with a 1.8 hot hatch on the twisties but caught up in the straights. The Jensen was fabulous in all respects but they do suffer from body panel rust
Isos are rare cars, in the South Wales town of Ystrad Mynach where I worked 5 years ago , I often saw an early Rivolta in the car park, I believe the owner had a classic car business.
The only other time a saw an Iso was in the mid 70s, in Cowes , Isle of Wight during the Cowes week sailing regatta when many wealthy people would visit the island; a silver Griffo purred by, as a 14 year old car nut I knew what it was, but seeing it in the metal made a strong impression
Tony the Watch, a watch dealer had them in the sixties.
A few Grifo's he bought brand spanking new.
The dealer importer was in Amsterdam this was the only dealership in Holland.
He is now in his eighties but in the sixties and seventies he'd make money like hell selling watches and 80% went directly into his pockets.
He told me he took delivery of a new Grifo and the thing drove like a bat out of hell.
He did not understand, he sold his former Grifo to a shady character -watches expensive ones were a shady business- but the new Grifo was faster then anything he ever owned.
When he went for the first service he asked the mechanics he knew well -he had given all of them a nice watch- and the senior mechanic gave him the following explanation :
Iso had planned to go racing in Le Mans, they prepared cars and also prepared engines for the event. Apparantly they pulled the plug because there was no money.
So they decided to install the race prepped engine blocks in production cars and sell them to customers saying nothing.
Tony the Watch also told me the Italians fine tuned the American V8 blocks before they used them.
And Melita, the German coffee filter manufacturar had a Grifo as a company car.
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How Many Trains run between DHANBAD JUNCTION (DHN) & COIMBATORE JUNCTION (CBE)
As of now, 1 trains run between from DHANBAD JUNCTION (DHN) to COIMBATORE JUNCTION (CBE).
What time does the first train leaves from DHANBAD JUNCTION (DHN)
The first train from DHANBAD JUNCTION (DHN) to COIMBATORE JUNCTION (CBE) is DHANBAD - ALLEPY EXPRESS (13351) that departs at 10:30 and runs 7 days a week
What time does the last train leaves from DHANBAD JUNCTION (DHN) to COIMBATORE JUNCTION (CBE)
The last train from DHANBAD JUNCTION (DHN) to COIMBATORE JUNCTION (CBE) is DHANBAD - ALLEPY EXPRESS (13351) that departs at 10:30 and runs 7 days a week
Which is the fastest train to COIMBATORE JUNCTION (CBE) and what is its timing?
The fastest train from DHANBAD JUNCTION (DHN) to COIMBATORE JUNCTION (CBE) is DHANBAD - ALLEPY EXPRESS (13351) that departs at 10:30 and arrives to at 11:00. It takes approximately 48:30 hours.

redpajama_set_name: RedPajamaCommonCrawl


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WEAVER: Why so little rest for weary crews?
By Racerdigitaladmin July 4, 2016 10:14 PM
By Racerdigitaladmin | July 4, 2016 10:14 PM ET
The NASCAR Sprint Cup Series has one of the most grueling schedules in motorsports, and its teams could use a bit of a reprieve.
Or at least, that was the stance Denny Hamlin took over the weekend when the Sprint Cup drivers council convened at Daytona International Speedway for a regularly scheduled meeting. The schedule was just one of many items on the docket, but it's one that Hamlin especially wants the sanctioning body to examine in future seasons.
"Just on a personal level, [I'd like to bring up] why we're here for three days," Hamlin said of the Daytona event schedule. "I think that's the biggest thing. Practice for speedway racing is very limited. I know it's tough for the racetracks because they want to have people here as much as possible, but literally on Thursday there isn't a lot of people out there watching practice.
"We could do it on Friday and qualify later in the day and be done and it becomes one extra day for these crew guys to sleep in their own beds. I mean, this is a holiday weekend somewhat, so let's get these crew guys back home in a timely fashion, I'd say."
Social media immediately reacted with retorts like "so screw the fans," and "millionaires want to work less – go figure," but Hamlin's suggestion wasn't so much about the drivers as it was about the entire team – the men and women who rarely see their homes and families from February to November.
The series was out in California two weeks ago for Sonoma, took red-eye flight back to North Carolina and were only at the shop for two days before hitting the road again for the Coke Zero 400 at Daytona. To his point, the stands are usually bare for Thursday practice at Daytona, and teams only tend to use one of the two sessions because they don't want to destroy their best car in a practice crash.
The gamut continues this weekend; while the sport will enjoy the Fourth of July holiday, the teams immediately turn back around for another extended race weekend from Wednesday to Saturday at Kentucky Speedway.
The Sprint Cup Series has a 38-event schedule that spans 10 months and only three off weekends. The series itself has made great strides toward alleviating the rigors of the itinerary, with recent realignments creating the convenient West Coast swing that lumped Phoenix, Las Vegas and Auto Club Speedway as consecutive spring events.
But other issues remain.
A case has been made in the garage that Daytona Speedweeks could be consolidated a little while the All-Star Race could be transformed into a mid-week affair, turning its current date into an off-weekend leading up to the exhibition event and Coca-Cola 600, respectively.
The NASCAR schedule is largely set in stone thanks to the new five-year sanctioning agreement signed by the sanctioning body and member tracks. So while a complete overhaul is both impossible and unnecessary, several weekends could be shortened by a day.
With the longest schedule in professional motorsports, the crew guys at the highest level of the sport deserve it.
Cup Series, Insights & Analysis, Latest Stories, NASCAR, Racer Blog


Wouldn't it be great to read others' minds? Glimpse into their brains and see what they think of when they scroll your website, taste the latest dish on your menu, or listen to your latest piece of music?
Electroencephalography (EEG) is a biometric method that can give you fairly detailed information on ongoing brain activity associated with perception, cognition, and emotion.
However, simply attaching electrodes to someone's head and recording data won't be sufficient to get the desired outputs. Because EEG signals as recorded from the surface of the scalp originate inside the brain, data analysis and interpretation can get quite complex, requiring expert knowledge of brain structures and function.
However, you don't need a PhD in Neuroscience to extract meaningful information from EEG. While EEG headsets record raw voltages, computer algorithms exist that transform these voltages instantaneously into derived cognitive metrics such as workload, motivation, or drowsiness, allowing you to evaluate the efficiency of your stimuli. But how is this fascinating transformation accomplished?
As we start with raw EEG data, all we have is a time series of electric potentials picked up from each electrode site. On screen, EEG data actually looks quite similar to audio recordings. Audio recordings can be messed up if the microphone is moved or by surrounding noise (e.g., the nearby airport, a roommate sneezing), and EEG data is comparably corrupted by electromagnetic and motion artifacts.
For example, line noise from power outlets introduces noise to the EEG data, swaying arms or other extremities is not recommended, and EEG cap or electrode movements can cause serious artifacts in the data.
In order to attenuate these artifacts and to amplify the "meaningful" signals, the raw EEG data has to be processed in several steps. Decontaminated EEG data is raw data that has had filters applied to attenuate the artifacts. Filters can be applied in time to make the signal time course look smoother (e.g., to get rid of high-frequency spikes or low-frequency data drifts).
Additionally, spatial filters can be applied (e.g, spline filters to generate the Current Source Density of the data). Other filters attenuate specific artifacts generated by blinking or vertical eye movements.
Derived EEG metrics are built from decontaminated data, using specific bandwidths (signal types – see this blog post) in specific electrode regions that are associated with certain higher level cognitive processes or mental states.
Workload increases with increasing working memory load, for example if we're told to count backwards from 101 in steps of seven. Also, workload increases during problem-solving, mental arithmetic, integration of information, and analytical reasoning.
Workload reflects a sub-category of executive functions necessary to keep us going and focus on important activities. EEG-workload levels are significantly correlated with both objective performance and subjective workload ratings in tasks with varying levels of difficulty including forward and backward digit span, mental arithmetic and n-back working memory tests (Berka, 2006).
Workload is the key metric for any usability study where it is used to assess user interface design.
The engagement index is related to processes involving information-gathering, visual scanning and sustained attention. Engagement is increased as respondents have to allocate their attention resources to the encoding and processing of auditory, visual or haptic stimuli.
This metric is an excellent candidate for measuring stimulus effectiveness and to answer questions such as, does your advertising work and do people like your packaging?
Distraction is a notion of the subject's being involved somewhere other than the cognitive tasks of interest. This has involved instances of frustration, boredom or confusion.
One component may be distraction caused by background environmental noises. Another component may be the distraction associated with a subject making a mistake. This is often followed by a period of increased engagement. Sleep states and near sleep states have been investigated using EEG for sleep apnea and other sleep disorders.
Monitoring drowsiness is useful for any system where missing the detection of rare events can be very cost intense (e.g., controllers preventing midair collisions).
Would you like to know more about EEG, any other biometric sensors or like to get started with doing biometric research? Please contact the team at iMotions.


It's too hot to cook. It was 96 degrees F today in New York City! Here are a couple of non-labor-intensive dishes. Above is a pre-made, but very fresh, salad mix from a purveyor at the Union Square Greenmarket whose name escapes at the moment. It includes snow pea leaves, a variety of bitter greens, and flowers. I tried to do as little damage as possible with a small amount of good olive oil and red wine vinegar.
The illustration below shows Ruth Rogers's very simple carbonara from her River Cafe cookbook. It uses 3 egg yolks beaten into 60 ml double cream, and emerges flawless every time – much lighter and creamier than Marcella Hazan's version. I enlivened it with some freshly shelled peas – boiled, drained and sprinkled on top at the end.


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Dolphin Cove may refer to:
Dolphin Cove (SeaWorld), a SeaWorld theme park attraction
Dolphin Cove (TV series), a TV drama created by Peter Benchley, set in Queensland, Australia
Dolphin Cove Jamaica, a tourist attraction chain in Jamaica

redpajama_set_name: RedPajamaWikipedia


Natural gas transmission and distribution pipelines are exist extensively throughout the US. Although gas pipelines have an excellent safety record, failures can have serious consequences that are intolerable to the public. The emphasis of this 2-day seminar is on the provisions, intent, and usage of the ASME B31.8 Gas Transmission and Distribution Piping Systems, the most widely used gas pipeline safety code worldwide. How the ASME Code does or does not address many of the following key topics will be discussed.
The pipeline operator will be requested to provide a suitable meeting facility, as well as to supply minimal presentation equipment. The seminar is designed to be held on 2.5 consecutive days for 8 hours each day, allowing for occasional breaks and lunch. The maximum recommended class size is around 20 attendees.


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Pages from the Past: original leaves from rare books and manuscripts
Identifier: 05-exws_pages
Abstract Primarily individual leaves from European or Near Eastern manuscripts or printed books, but also contains leaves from newspapers, pamphlets, as well as several ancient Near and Middle Eastern artifacts, including a Babylonian cuneiform tablet and cylinder seal.
Dates: 2500 BCE-1894 CE; Other: Majority of material found in Bulk 1500-1800 CE
Pavilion Township Treasurer
Scope and Contents The ledger starts in 1902 with the first listed treasurer, H. H. Sherwood and ends with Hart Fisher in 1915. However, for the years of 1909 and 1910 no treasurer is listed. This is also seen on the backside of the receipt where there is another list of treasurers with that one missing. Today the city hall is located at 7510 Q Ave E, Scotts, MI 49088-9760.
Pease and Son Printers Job Register
Abstract The collection is composed of one job register ledger for the Pease & Son and McCaul's Printing Company which were located in Kalamazoo between 1881 and 1962.
Robert Tefler scrapbook
Scope and Contents This collection is composed of a scrapbook of Robert Tefler in his senior year of high school at Richland High School in 1938. The scrapebook contains loose material like newspaper clippings of basketball box scores as Robert played basketball for Richland High School, black and white photographs of Robert Tefler, and autographs from other classmates.
South Side Club Collection
Scope and Contents This collection contains a ledger from the South Side Club. Many pages of the ledger were left blank. A few meeting notes were taken, but after that the pages which are used mostly deal with bonds, stocks, and interest on bank accounts. There are also some pages which show liberty bonds bought by the club. These account information ends with 1924. The club had accounts with the Kalamazoo City Savings Bank.
Spencer Funeral Home
Scope and Contents This collection is composed of one green S. E. Ledger, which was owned by Spencer Funeral Home in Athens, MI and was used from 1949 – 1954. The ledger is 76 pages long.Purchases recorded in the ledger include item such as cards, flowers, casket sprays, dinners, and the services themselves. There are three (3) receipts pinned in the ledger for flowers, wheat, and something from Wolfe Grain & Feed Co. The entries often include which church the funeral took place at and the family member who...
Dates: 1949 – 1954
The Frederick and Shawn Hinga Collection
Abstract The Frederick and Shawn Hinga Collection is comprised of various handwritten letters, pictures, Benton Harbor High School material, ledger book, financial records, and funeral service booklets belonging to the Hinga, Pope/Griffin, and Quigley/Born families of Benton Harbor and Kalamazoo, Michigan.
The Shadow Archive
Identifier: 05-exws_shadow
Abstract Press kit for the 1994 Universal Studios film, The Shadow, starring Alec Baldwin, John Lone and Penelope Ann Miller, and directed by Russell Mulcahy. The archive alsos includes four issues of the detective fiction serial The Shadow published the 1930s and 1940s.


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Tantra is the perfect tool for breathing life into a track or sample. Use it on individual tracks or samples to give them simple or complex movement, or even use it on your master track to create some subtle modulation.
Please note, plugin is available in VST & AU format and comes in both 32bit and 64bit.


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Let the Midnight Special shine a light on me
Midnight Special is one of those rare songs that becomes a standard in more than one genre. It crops up regularly in Bluegrass/Country jam sessions, and has been recorded by artists as diverse as Leadbelly, Merle Travis, and Eric Clapton. My own favourite is the recording by Big Joe Turner. At one point in the song he laments, "My baby left me on the Santa Fe", cunningly rhyming the line with "me" which delights me every time I hear it. The reference is, of course, to the Atchison, Topeka and Santa Fe Railway which, in its heyday, transported millions of Americans across the continent, including Big Joe's lady love if the song is to be believed.
On Friday, we were travelling between two former AT&SF rail depots – Dodge City to Santa Fe. Our route took us South-West out of Kansas through the Oklahoma Panhandle, passing close to Texas and into New Mexico. Since picking up the car in Baltimore, Maryland, we've visited or passed through Virginia, North Carolina, Tennessee, Kentucky, Mississippi, Arkansas and Missouri. Before that, we've been through Massachusetts, Connecticut, New York, New Jersey, Pennsylvania and Delaware. It seemed a shame not to hit Texas – so we did. By about ten feet.
Childish, I know, but we did it anyway. On our lengthy drives we tend to limit our driving stints to two hours each. On this particular leg of the journey, time expired as we approached a little town called Clayton, New Mexico.
We decided to have a coffee here as, by the standards of some of the places we had driven through this was a thriving metropolis. Google Maps indicated it was home to not one, but TWO cafes. We parked in the centre of town with no difficulty whatsoever on this Saturday lunchtime and approached the first of the cafes. "Closed due to Graduation" read the sign affixed to the door. The second cafe repeated this legend word for word. Luckily, there was a hotel in town.
We were delighted graduation had thwarted our attempts to patronise the cafes since this place was magnificent. The Hotel Eklund was first built in 1892 as a saloon and gambling hall with operations expanding over the following ten or so years to include hotel accommodation. Whatever modernisation has occurred since has been done incredibly sympathetically and as soon as you cross its threshold you feel as if you have stepped into the old West. Accidental finds like this are always a joy for us, and it seems like the author James Lee Burke feels the same way. The hotel lobby features a small extract from his novel Bitterroot in which he writes about the hero entering the hotel. Ishbel now has Bitterroot on her Kindle app.
After some excellent cofffee, and being tempted into chili cheese toasties, we were back on the road. We arrived in Santa Fe in late afternoon with little time to do much in town so we decided to play a poker tournament at a local casino called Buffalo Thunder. We went out there and signed up but, unfortunately, there were only enough entrants for a single table. We never enjoy being on the same table and it was made even worse by us ending up in a big hand confrontation in the second hand of the tournament. Eventually, my AK suited lost to Ishbel's pocket Kings but it went to showdown and we both showed our hands which I think reassured the rest of the tournament entrants that we wouldn't be soft-playing each other. Eventually, I was lucky enough to chop the first place prize money with one other guy so we walked away with double what we had spent on entry fees which was nice.
On Sunday morning, we were up and on the go quite early. After breakfast at the hotel, we drove into town and found a nice parking spot. We wanted to visit the Georgia O'Keeffe Museum.
We had visited and enjoyed the exhibition of her work at Tate Modern a couple of years ago so were eager to see her works here in New Mexico. O'Keeffe was both a remarkable woman and a remarkable artist, embracing modern trends in art earlier than many of her contemporaries and building a body of work that has stood the test of time.
After the museum, we had a walk around the historic Plaza. The city is constructed in what seems to be a very traditional fashion in a style known as Pueblo Revival. Almost every building maintains that style, even the multi-storey car parks…
From town we walked up to the historic site of Fort Marcy. This fort was established in 1846 to cement and demonstrate US control over the New Mexico Territory shortly after the declaration of war on Mexico by President James K. Polk.
Few visible signs of the fort's existence remain, but a series of plaques on the walkway up to the summit provide a glimpse of Santa Fe's colourful history. Walking back through town, we couldn't help but notice that there were chili peppers hanging everywhere.
These are called Chile Ristras (I'm not going to touch the debate over whether it should end in an 'i' or an 'e') and are said to bring three things: good health, good luck, and dried chilis.
After our walk, we returned to the hotel to freshen up before dinner. We ate in Dr. Field Goods Kitchen where we enjoyed an excellent Christmas enchilada. Why Christmas? Because it comes with both red and green chili. We also enjoyed a pint of El Jugo Hazy IPA from Albuquerque's La Cumbre Brewery. I've had hazy beers before, but this one had the colour – and clarity – of fudge. Nevertheless, it was delicious.
Monday was Memorial Day, a national holiday here. We had decided to enjoy some of the New Mexico hills today and setted on the Chamisa Trail.
I don't think we had really appreciated that Santa Fe lay at an altitude of 7,200 feet. And we were driving another 800 feet up into the mountains. Then walking another 500 feet up from there. Taking all that into account, we coped remarkably well with the physical exertion in the thinner air. The whole walk was only around 5 miles, so it wasn't a huge distance but I was feeling pretty tired by the time we finished. We were lucky because the weather was sunny but cool and there was a lovely breeze blowing . It really was a quite idyllic day.
One thing I've noticed is that, at home, we go for walks on footpaths. Here, you hike a trail which sounds like an altogether more robust form of activity. I'm always going to say that from now on.
In the evening, charmed by the beer from the previous evening, we had dinner in one of Santa Fe's own brewery taprooms: the Second Street Brewery.
I ordered a burger here and it was delicious. And I finished less than half of it. I'm blaming the altitude. I managed all of my beer, though.
We really enjoyed our brief time in Santa Fe. Everything about it feels relaxed, laid back. Nice.
Brian Leddy Uncategorised Leave a comment 30th May 2019 30th May 2019 5 Minutes


Chancellor Alistair Darling has vowed to press ahead with plans to charge non-domicile taxpayers despite pressure from industry leaders to change course.
He confirmed that non-doms who have lived in the UK for seven of the past 10 years will have to pay £30,000 a year to keep their privileged status.
Non-doms do not pay tax on foreign earnings, only on money made in the UK.
Some critics have claimed that non-doms would leave the UK because of the policy, hurting economic growth.
Mr Darling drew laughter from the opposition benches when he announced that there would be no further charge on non-doms during this parliament and the next.
Non-doms are people who have "non-domiciled" status. They are often from abroad but live and work in the UK.
They pay tax on UK earnings but not on any money generated abroad, provided they do not bring it to the UK to spend.
The government says that the latest figures show some 111,000 people asked for non-dom status two years ago.
HM Revenue and Customs says that in September, some 23,000 people had indicated non-dom status on their tax returns for more than seven of the last ten years.
It is this group of people that the government want to charge £30,000 a year, or force them to pay UK tax on their worldwide income.
Although the policy will continue, some changes with a significant effect for some non-doms can be found in the detailed Budget papers.
The first is that the charge will be regarded as a tax, not a free-standing levy, leading to tax relief for some. A non-dom from the US could save around a third of the charge as a result.
Secondly, non-doms on much lower incomes, such as those who came to the UK to find work, will be charged at a different level.
Under the original proposals, people with overseas earnings of less than £1,000 were exempt. That threshold has increased to £2,000.
The policy caused a lot of debate with some critics suggesting it would make the UK less attractive to wealthy foreigners wishing to invest in the UK.
Chas Roy-Chowdhury, head of taxation at the Association of Chartered Certified Accountants, said: "It does not give the best impression of the UK for non-doms."
But the TUC has backed the government in part, arguing that non-doms do not pay their fair share of tax, but was critical of the pledge not to add to the charge later.
General Secretary Brendan Barber said: "While the chancellor has stuck to his non-dom guns, he was wrong to rule out further changes when the threatened talent exodus fails to materialise.
"The richest non-doms will hardly be troubled by this £30,000 poll tax."
Liberal Democrat leader Nick Clegg described the policy as "laughable".
"Their new poll tax which the Conservatives not surprisingly support, will be wildly punitive for ordinary foreign workers but will be no more than a flea bite for foreign billionaires who have come to regard the UK as nothing more than a tax haven," he told the Commons.


We have 3 separate party venues: Party Farm, Boot camp and Adventure Park, incorporating Survivor and a Pirate Park. We also offer early evening teen discos in a safe and secure environment. We also do Christmas Trees, Family get togethers, team building etc.


When you're shopping for the best bike trailer, then there's a good chance you want to bring some little ones along for a nice ride. Except sometimes you might also need a trailer for cargo and want a trailer for that instead. Whether you're sharing an activity with your children or you're bringing home groceries, this guide will help you decide which trailer will be able to best meet your needs.
Some of the best bike trailers look like miniature sidecars, being pulled behind a bicycle when properly attached. They may carry 1-2 children, though most are suitable for children between the ages of 1-6. Others have the ability to effectively carry cargo so you can run your errands and lower your carbon footprint.
The chart below offers you a chance to compare today's top-rated bike trailers in each category.
What Are Bike Trailers and Why Do I Need One?
Bike trailers allow you to take your young children on your next bike ride. They also can operate quite often as cargo trailers, allowing you to transport just about anything from one destination to the next. The difference between the two is that one may offer seating preferences, while the other may not.
There are several benefits of owning the best bike trailer for your bicycle, especially if you're using one that is designed to safely bring children along.
It encourages an active lifestyle. Many parents give up cycling while their children are young. Then they try to take it up again when the kids reach the age of 6 or 7 because they're old enough for their own bike. With the best bike trailer, you can stay active while taking the kids with you.
It allows you to "show up as a parent." When it comes to parenting, the hardest part of the job is to make sure you're there for the kids on a consistent basis. By adding a bike trailer, you can introduce your kids to your passions and still be able to encourage family activities.
It gives you the opportunity to put the car away. Many errands are run within a mile or two of the home. With the right bike trailer, you could take your bicycle down to the store instead of driving your vehicle. It may take a little extra time to run your errands that way, but you'll be helping yourself and the environment while you ride.
Bike trailers are an affordable family investment. They also can sometimes double as a cargo trailer. With that level of versatility, it is easier than ever to stay active as a parent of young children.
How Do the Best Bike Trailers Work?
Bike trailers will attach to either the rear axle of a bicycle or to its frame. Most will support a total weight limit of up to 125 pounds, although single trailers may only support 50-85 pounds of weight. You must be careful about not exceeding the weight of any bike trailer because that may compromise the actual structure of the trailer itself.
For bike trailers that seat children, you'll then need to strap them into the seating that is available. The trailer itself is usually an enclosed and zippered compartment to give the child protection from the elements during the ride. They're also very low to the ground, which helps to prevent injuries that can occur during falls or low-impact situations.
To avoid most potential impact scenarios, many of the best bike trailers come equipped with a rotational hitch that connects to the bike. Should the bicycle lose its vertical positioning for some reason, this allows the trailer to remain steady and upright.
The low profile of a bicycle trailer also makes it difficult for drivers to see them. For this reason, it is recommended that trailers only be used on designated bicycle trails or attachments, such as an orange flag, be affixed to the top of the trailer to make it more visible.
Handling is the primary concern that cyclists have when attaching a trailer to their favorite bike. It changes the balance of the bike and where your center of gravity happens to be. This creates changes in how the bicycle will turn and maneuver and may create longer stopping times. You can't change these issues, but you can take some time on your bike getting used to them. Avoid taking a new bike trailer out on the road until you become familiar with these changes.
Because you're adding more weight to your bicycle, the average speed you can maintain will likely go down at first. Plan to spend some extra time on the trail with a full bike trailer until your legs build up the extra power that they're going to need.
Most cyclists understand that their profile becomes longer once they attach a trailer to their bike. What isn't always considered is the fact that your profile also becomes wider. This adds another layer of resistance to the cycling experience. Look for lightweight bike trailers with reinforced shells to get the best possible experience if you live in a high wind area.
Pricing for the best bike trailers is dependent on its design and intended use. The cheapest bike trailers in this category tend to be "singles," or designs that are intended to seat one child safely. Entry-level singles tend to be around the $60 mark, with premium options in the $100-$150 most often.
"Doubles," or bike trailers that can seat two children safely, typically start around the $100 mark. Premium bike trailers at this size may be in the $200-$250 range, and even potentially more, depending on what materials have been included in the trailer's shell.
Cargo trailers tend to be the most affordable option, with entry-level options at the $40-$50 mark. You'll also find premium trailers upwards of $250, depending on how much weight you intend to transport.
This bike trailer accommodates up to 80 pounds and features seating for two children. The frame, which is made from steel, offers a weather shield that is both practical and usable. The tires roll consistently, offering a relatively smooth ride. A bug screen is also included with this design. The coupler for this trailer is very versatile, but we did notice there are a few bikes it may not work with very well. Check your model to the coupler to make certain and then enjoy what this great bike trailer can do.
This lightweight trailer is still made from steel, but it also can hold up to 100 pounds of weight as its max payload. We also like the fact that this bike trailer includes a foot guard tube so that the feet of your little ones is better protected. Like most bike trailers, it has 16-inch inflated wheels and has the safety harnesses you'll need. It does include a safety flag as well, limiting your costs for additional features. It folds quickly, has a small storage profile, and ultimately it makes it easier to make cycling a family activity.
Although kid trailers can double as a cargo trailer for your bike, is that really a necessary feature if you don't have children? If you're looking for a bike trailer that serves cargo so your errands become easier, then this sturdy steel model is perfect for you. It's a foldable trailer which assembles quickly and can hold up to 110 pounds. The hitch is included and adds 22 pounds of pulling weight to the bike when empty. We loved taking a look at this trailer and think you'll love using it.
When you're a parent of multiple young children, then you need your products to be flexible and versatile. There's only so much money to go around and a lot of it goes to your necessities. That's why we love the design of this double trailer. Not only does it give you all the benefits of a trailer, but it also converts into a jogging stroller. This allows you to be active, let the kids have their own space, and everyone gets to be safe. There's even extra padding in the interior and on the harness to prevent complaints.
This single trailer minimizes the profile width so you don't have to be worried about your spacing while cycling as often. The molded rims provide a strong rolling foundation for this trailer, which also has a bug screen and weather shield for added convenience and comfort. The coupler works with most bikes, but we did find it works best with other Schwinn models in particular. It's a bigger investment than some other trailers, but it gets the job done, which is why we recommend it.
The best bike trailer will safely transport your most precious cargo. Take your kids or your pets along for a ride or use it to haul your groceries. With these trailers, you open up a world of versatility.


San Luis Obispo County hospitals have treated five people for rattlesnake bites this year, and treatment is not cheap. It cost about $30,000 a patient to treat rattlesnake bites.
Rattlesnake season — when the snakes are not hibernating in their dens — usually starts in March and runs as late as October. Because of an increase in the rodent population, which rattlesnakes eat, there appears to be an increase in rattlesnakes.
Of the 7,000 to 8,000 venomous snake bites in the United States each year, on average only five bites are fatal, according to the Centers for Disease Control. Most snake bite victims recover after a dose of antivenin.
Yet another great reason to keep your dog on a leash.
Most of us feel snake bit whenever the county gets involved.
$5,000 per vial times 4-6 vials (could be as many as 16, depending). Do the math. BTW, $100/vial in Mexico for the very same product made by the same (and only) manufacturer.
This is a classic example of what is wrong with out medical plans. Forget the Obama debated or the new plan proposals, the problem is not the doctors it's the drug dealer, medical institutions and the mob. This translates to: Pharmaceutical Industry, Medical Corporations (Hospital factories) and the Insurance Industry (pay to play). What we really need is the Doc who comes to you house, if needed, his nurse who can set up the I. V. and cash, forget that insurance crap.
I appreciate the warning, but what would make this an even better story is reporting WHAT treatment for rattlesnake bites consist of and WHY it costs "about $30,000" per treatment. That would also be very helpful and informative.
It cost that much because of economics, politics, policies and profits. If you get bitten in Mexico the price will be far less because the government there considers snake bites a serious public health problem and they buy large quantities of antivenin at much lower prices. Whereas American hospitals individually buy antivenin in small quantities at a huge markup.
With my obamacare deductible, the venom will only cost me $12k out of pocket. I will keep hiking!
Thank you for the heads up. Keep your eyes open when out in the country.


Luminox Air Collection model 9273 Lockheed Martin F-22 Raptor special edition. Ultra lightweight pure titanium case. White dial with blue and red accents and a blue slide-rule scale on the bezel. Swiss made quartz analog movement with chronograph function and day/date. Comes on a heavy duty blue leather strap with a red stripe inlay.
Grande Guichet large date calendar display. 12 hr, 30 min, 60 sec registers chronograph. 1/100 of a second totalizer.
White color. Luminocity by self-powered tritium filled (3H) micro gas tubes markers.
Micro Gas Lights (borosilicate glass capsules) are embedded in hands. Blue painted.
Blue color. Genuine leather. Factory Logo embossed.


All Water Adventures is now running private wildlife and fishing tours for up to 6 people at a time in the Banana River, Florida. They have 2 roomy pontoon boats to spread out and relax on! The most exciting news of all from their Eco friendly company is their paddle board lessons, tours and sales! If you have not checked them out yet you can do so on the link provided at the end of this post. All Water Adventures pride themselves on touring and fishing the Indian River Lagoon system the way you would do it if it was your boat. Laid back and serious about showing their visitors a wonderful time on the river they call home.
and much much more iwht their fleet of water vessles for those who want to explore all the Space Coast of Florida has to offer!
Tagged manatees, paddleboards, SUP, wildlife. Bookmark the permalink.


Frustration is just a word that explains that we don't know what direction to go. Let's face it as much as people we meet on an everyday basis look like they have it all together, that's just not the case. That person is faced with a frustration that you may never understand. Each person has their own set of problems that will be unique to that person. For instance, being in foster care as a foster parent, only other foster parents can understand the frustrations that come with that position. Same goes with business owners. They connect on the level they understand. I can't expect a business owner to understand what a foster parent is going thru and vice a versa, unless of course the foster parent is also a business owner, but you get the point.
If frustration is a problem in everyones life and it's just us not knowing where to go next, then where do we find out how to deal with these issues. We usually have several options. We can discuss our frustration with someone who has had that frustration before, if you know of one. We can read it in a book. There are literally thousands of books about the subject you are frustrated with. You can pray earnestly and read your bible fervently believing God will provide the answer with one big aha moment. You can even sit and do nothing hoping it fixes itself. Let me tell you I have tried all of these and I know that one of these doesn't seem to work as well. I hope you think it's the sit and do nothing, because that's what I was talking about. The other three options have helped me greatly especially the prayer, but I want to talk about the sit and do nothing part.
If you always do what you've always done then you'll always get what you've always got. I know this is a saying that you may have heard but it's very true. If you are just sitting in one place frustrated with what's happening in your life then MAKE A MOVE. Be persistent that you will not stay frustrated, or directionless. My dad told me that you have to take a step sometimes to know if that's the wrong direction. Don't just stay in one spot. Take for instance have you ever seen scum form on a river? No, why? Because it is always moving. Now this is a blog in and of it's self. Possibly a book so lets not go to deeply into that. The point is, MAKE A MOVE.
This brings me to my final point. If you are struggling with frustration in your life there is truly only one person that can bring that out of you. That's YOU!!! I am coming to that realization on a daily basis. I have frustrations and feel directionless a lot. I know many people believe Alyssa and I have it all together but truth is many times we just fly by the seat of our pants. If it weren't for the people around us and our Faith then we would be a total wreck. I'm sure you feel that same way, well maybe it's just me. The truth is though don't stay in your frustration, MOVE. Take a step and then if that works take another step. God will never call you to stay stagnant.
We deal with this all the time when it comes to ministry. I can't tell you how many times I've heard "We have been thinking about Adoption/Fostercare for years now." If this is your frustration then take a step. If you want to go deeper with your walk with God and you are frustrated with your prayer life, then take a step. If you want to take your business to a new level then, wait for it… take a step. The journey of a thousand miles begins with one step. Get out of your frustration and MAKE A MOVE.


text:
Eugen Maria Cordier (* 12. Januar 1903 in Straßburg; † 4. Juli 1974 in München) war ein deutscher Maler, Graphiker und Gebrauchsgraphiker.

Leben
Eugen Maria Cordier belegte ein Studium an der Kunstakademie München bei  Julius Diez. Danach war er Mitarbeiter der Zeitschrift Jugend und Mitglied der Vereinigung Münchner Plakatkünstler. Cordier arbeitete oft für Ausstellungen und Kundgebungen. Sein Stil ist geprägt von den kubisch vereinfachenden Tendenzen des Art déco. Stilistisch ist er dem Münchner Graphiker Hermann Keimel nahe. Dieser Stil entsprach nicht den Kunstvorstellungen der Nationalsozialisten. Sein Plakat für die Münchner Kunstausstellung 1932 wurde nach der Machtübernahme Hitlers in Zeitungsartikeln angegriffen und als "entartet" diffamiert. Wie viele Gebrauchsgraphiker macht Cordier stilistisch Zugeständnisse an die Ästhetik der Nationalsozialisten.

Werke (Auswahl)
 Schwabylon fest der Akademie, Schwabinger Bräu, München 1925.
 Conditorei & Cafe Ruhfuss. Ravensburg 1925.
Fahrschule Eibel. München 1927.
Münchner Kunstausstellung im Deutschen Museum. 1932.
Die Straße. Ausstellung München 1934
 Süddeutsche Volkskunst. Ausstellung, München 1937.
 Mit Kraft durch Freude durch den Fasching 1937.
 Fernsehen – Sonderschau im Deutschen Museum. 1937.
 2. Internationale Jugendkundgebung München. 1948.
 Oktoberfest. München, offizielles Plakat, 1952.

Literatur
 Hermann Karl Frenzel: E. M. Cordier München. In: Gebrauchsgraphik. Jg. 7 (1930), Heft 8, S. 25–31 (Digitalisat).

Weblinks
 Kurzlebenslauf

Einzelnachweise

Plakatkünstler (Deutschland)
Grafiker (München)
Briefmarkenkünstler (Deutschland)
Deutscher
Geboren 1903
Gestorben 1974
Mann


text:
Q: Karabiner-Elements I want to change key bind input same key + => = ,= => + please tell me.
I use mac's magic key board.
this key board is [+] and [=] on same input key
So,
[=] is default input key [=]
[+] is default input key [=] + [shift key]
I want to be inversion
but,Not going well
please  tell me.

Under,ideal setting
before:
[=] is default setting [=]
[+] is default setting  [=] + [shift key]
↓
after:
[=] → [+]
[shift key] + [=] →[=]

          {
                "type": "basic",
                "from": {
                    "simultaneous": [
                        {
                            "key_code": "equal_sign"
                        },
                        {
                            "key_code": "left_shift"
                        }
                    ],
                    "modifiers": {
                        "optional": ["any"]
                    }
                },
                "to": [
                    {
                        "key_code": "equal_sign"
                    }
                ]
            },
            {
                "type": "basic",
                "from": {
                    "simultaneous": [
                        {
                            "key_code": "equal_sign"
                        }
                    ],
                    "modifiers": {
                        "optional": ["any"]
                    }
                },
                "to": [
                        {
                            "key_code": "equal_sign"
                        },
                        {
                            "key_code": "left_shift"
                        }
                ]
            }

A: here is a working solution; since I use a European keyboard I used a letter "o" for testing – you'll have to swap it with "equal_sign" for yours!
{  "description": "Will exchange principal with secondary key 'expression' …",
   "manipulators":
   [ {
           "type": "basic",
           "from": { "key_code": "o",
                     "modifiers": {
                        "mandatory": ["left_shift"],
                         "optional": ["any"] }
                   },
             "to": [ { "key_code": "o" } ]
     },
     {
             "type": "basic",
             "from": { "key_code": "o",
                       "modifiers": { "optional": ["any"] }
                     },
             "to": [ { "key_code": "o",
                       "modifiers": "left_shift" } ]
     }
   ]
}

redpajama_set_name: RedPajamaStackExchange


text:
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 * http://www.sencha.com/products/architect/
 *
 * This file requires use of the Ext JS 5.1.x library, under independent license.
 * License of Sencha Architect does not include license for Ext JS 5.1.x. For more
 * details see http://www.sencha.com/license or contact license@sencha.com.
 *
 * This file will be auto-generated each and everytime you save your project.
 *
 * Do NOT hand edit this file.
 */

Ext.define('hwtProUnidades.store.storeCajonGuardachoquePosterior', {
    extend: 'Ext.data.Store',

    requires: [
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redpajama_set_name: RedPajamaGithub


A voluntary self funded, non profit non partisan organization whose members seek to improve public policy and provide life long learning.
For more information about fellowships and grants, contact our national CFUW organization. Headquartered in Ottawa, they are a voice for Canadian women. Check out their link to discover other clubs throughout Canada - a club may be near you!
To find out more about advocacy for women around the world, the IFUW, headquartered in Switzerland, has much to offer.
To find out more about research in women's issues and legal advocacy for women in the United States, check out the AAUW, headquartered in Washington, D.C.
VGIF is an excellent way to help women around the world. Funds maintain women oriented projects both small and large. Former CFUW president, Betty Bayless, and Susan Russell, current executive director of CFUW have been on its Board.
One of the largest Universities in North America with some 55,000 full and part time students, U of T is Canada's internationally significant research University. CFUW-North Toronto has endowed a scholarship at U of T for women.
With four locations in the city of Toronto, including Glendon Campus and Osgoode Hall Law School, York University offers a variety of degrees. York University is a recipient of an endowed scholarship for women from CFUW-North Toronto.
The CFUW-North Toronto is working to fund a scholarship at this downtown University. With 24 buildings spanning the history of education in Ontario, it is a vibrantly growing campus on 20 acres. The CFUW-North Toronto funds three awards for Ryerson women students.


Budget 2017 introduced a number of measures to assist parents with their childcare costs.
With effect from September 2017, all parents with a child attending a Tusla registered childcare service will receive a subsidy of up to €87 per month (€1040 per annum) towards their childcare costs. The subsidy will be allocated pro-rata depending on the number of hours per week a child attends their childcare service. The maximum rate of €87 per month is based on 40 hours childcare per week. The subsidy will be available to all children between the ages of 6 months and 3 years and will be paid directly to the childcare provider. The childcare provider will deduct the subsidy from the parents' childcare fees. When the child reaches three years of age he or she will avail of the ECCE Preschool scheme until they start primary school.
The maximum Affordable Childcare subsidy amounts to €8,000 per annum, or €667 per month towards childcare costs, and will be available to families with a net (after tax) income of €22,700 or less. The level of subsidy tapers downwards as a family's net income rises, with no Affordable Childcare Subsidy available when net family income, with one child, reaches €47,500 or more. If a family has two children the maximum net income threshold increases to €51,300. The subsidy is payable to the childcare provider and is deducted from the net fee payable by the parent. It is intended that the Affordable Childcare Scheme will also be available to children in addition to the ECCE preschool scheme, where a family requires additional hours of childcare during the day.
For further information please call us on (01) 245 0935 or email us at info@giraffe.ie.


1979 House Bill 5578. An Act Directing All State Agencies To Implement The Recommendations Of The State-Wide Energy Conservation Audit.
Title 1979 House Bill 5578. An Act Directing All State Agencies To Implement The Recommendations Of The State-Wide Energy Conservation Audit.


text:
Q: uncomment and comment button in visual studio 2017 How can I show these buttons please? They are usually there in C# but not in R. I can use of course CTRL+E, U and CTRL+E, C. Thanks!

A: They are in the Text Editor toolbar.
View --> Toolbars --> Text Editor

A: Open Tools menu, select Customize. In the dialog that opens, select the Commands tab. Select Toolbar radio button and in the dropdown next to it select the toolbar you wish to add the buttons to. Or go to the Toolbars tab and create a new one, select it, then back to Commands tab and select the new toolbar.
Click on Add Command..., select the Edit category and then scroll through the long list of commands until you find "Selection Comment" and Selection Uncomment" and add them to your toolbar.

A: My new installs or updated versions of VS sometimes seems to not remember my personal preferences, so I've had this same question, as well. The default key commands work, but sometimes the new VS does not show the toolbars that include the comment/uncomment buttons for all the file types in which I want them to show.
To add the buttons, open a file you are not seeing the tabs for, click View => Toolbars, and make sure Text Editor is selected.
Or, right-click on some open tab space at the top of your VS screen, and click "Customize". The resulting window should show plenty of Toolbars in the Toolbars tab. Make sure the "Text Editor" is selected - that's where the comment/uncomment buttons reside.
This should be the case for Visual Studio 2015-2017

A: For those who are looking for comment and uncomment buttons in visual studio 2019, I am posting here...
You can do it in two ways

*

*Right click on any free space in the Visual Studio toolbar, then select "Text Editor". comment and uncomment buttons will appear.

*Go to view -> toolsbar -> texteditor then you can see comment and uncomment buttons.


Most Virginians are in favor of requiring welfare recipients to pass a drug test, according to a new poll released Thursday morning by Quinnipiac University. The poll found that Virginia voters by a margin of 76-21 support drug testing as a requirement in order to qualify for public assistance.
But it could be at least a year before the Virginia legislature addresses the issue by actually voting on legislation, according to the Richmond Times-Dispatch.
A state House panel on Wednesday carried over consideration of a bill to impose the test to 2013 to give delegates more time to consider the potential costs, which some estimates peg at $1 million a year, the Times-Dispatch said.
But the newspaper also reported that a similar measure was scheduled to at least be brought up Thursday in the state Senate Finance Committee.
The Republican-sponsored House measure would require the screening of people who receive benefits from the Virginia Initiative for Employment not Welfare program to help determine if they use illegal substances.
The Times-Dispatch said it was unclear in the bill exactly what the screening would entail. Opponents of the testing said it raises constitutional questions and also singles out the poor.


2 Jan Posts about ritual romanum written by LVCIFER. Rituale Romanum Roman Ritual Table of Contents The Rituale .. Major, under the fisherman's seal, on June 17, , in the tenth year of Our Pontificate. 14 Oct The Rituala Romanum (Roman Ritual) is essentially a guide book for The book was written in , and other than a few minor changes, has.
EF Mass at St. The bishop's functions ordinationconfirmationet cetera filled the Pontifical, the priest's offices baptismpenancematrimonyextreme unctionetc.
We want our articles to be accessible to everyone, free of charge, but we need your help. The ceremonies also contained in the Missal holy waterthe processions of Candlemas and Palm Sundayetc.
Severina, a man of singular piety, zeal, and learning–the commission of cardinals has succeeded in compiling a ritual of desired brevity, after mature deliberation and with the help of God.
Under the title Benedictionale Romanum it is often issued separately.
From Wikipedia, the free encyclopedia. Learn more about Amazon Prime. Jonathan Robinson Losing the Sacred: As mentioned above, there is a direct link between the entity and place, as each spirit wants a place to be.
This applies especially to the rites of BaptismHoly Communionthe form of absolutionExtreme Unction. In each title except I and Xthe first chapter gives the general rules for the sacrament or function, while the others give the exact ceremonies romaunm prayers for various cases of administration. Daniel Esparza Jul 03, Weller's translation of the ritual ofin three volumes, was reprinted. For such spirits, habitation of a living victim is preferable to Hell.
The seven Penitential Psalms and the Litany of the Saints — connected to Confession — form a link with the visitation of the sick, the Commendation of the Dying, funerals, the Office of the Dead, and the funeral of young children. The Rite of Exorcism also underwent a series of revisions and was finally promulgated inas De exorcismis et gituale quibusdam Concerning Exorcisms and Certain Supplications.
The second volume covers more episcopal ceremonies including the consecration of altars, the order of ordaining Deacons, Priests and Bishops and consecrating the oils for use in the church.
The initial changes were made to the Missal, and the changes followed on from there, with each rite of the church being strenuously revised. Rtiuale appendix is now nearly as long as the original book. Specimens of such medieval predecessors of the Ritual 1641 the Manuale Curatorum of Roeskilde in Denmark first printeded. The demon begins to speak of the possessed victim in the third person instead of as itself. Sign in with a ritkale network or email and password to comment.
There's a problem loading this menu right now. Philip Neri Berlin Fraternity of St. If you are a seller for this product, would you like to suggest updates through seller support? October Learn how and when to remove this template message.
Since you are here…. The Missalcontaining the whole Masssucceeded by the Sacramentary. The Rituale Romanum is divided into ten "titles" tituli. The book also contains some of the rites which are contained in only one of these books for convenience. Through the Middle Ages a vast number of handbooks for priests having the care of souls was written.
The Roeskilde book contains the blessing of salt and water, baptism, marriage, blessing of a house, visitation of the sick with viaticum and extreme unction, prayers for the dead, funeral service, funeral of infants, prayers for pilgrims, blessing of fire on Holy Saturday, and other blessings. Pontifical Mass at the Throne this Sunday in Wisco Our team proves its mission every day by providing high-quality content that informs and inspires a Christian life. He simply published a model, from which diocesan editions might draw their inspiration.
Get to Know Us. Benedic, Domine, creaturam istam cerevisiae, quam ex adipe frumenti producere dignatus es: In the Eastern Churches this state of things still to a great extent remains. The Clash — As the Voice dies out, there is a tremendous pressure, both spiritual and physical.
This article incorporates text from a publication now in the public domain: Qui fecit caelum et terram. It contains all of the services which may be performed by a priest or deacon which are not contained within either the Missale Romanum or the Breviarium Romanum.
I make particular note of the ancient ceremony for the solemn blessing of water on the vigil of the Epiphany, added to the Rituale Romanum in 19th century, an improvement made at the cost of a grave very badly executed mutilation of this venerable ceremony. They existed a version for every diocese, or even for individual religious communities, with a great variety of names.
And, indeed, it is for that reason that all priests used to have at least a miniature version of it almost always at hand – and traditional priests still do: Archbishop Cordileone on the Sacred Amazon Rapids Fun stories for kids on the go. It contains many blessings, however they are far less florid in comparison to those in the Ritual.
His new editions of these three books were published by the Brief " Quam ardenti " 25 Marchwhich quotes Paul V's Constitution at length and is printed, as far as it concerns this book, in the beginning of the Ritual. Who made heaven and earth. Peter for Catholics of Anglican heritage Fraternity of St.


One of the other key differences between then and now is that the House of Commons lacked fiscal independence when he first started working there. It was instead reliant on the government for finance, thereby limiting its ability to take crucial decisions such as whether or not to recruit more staff. The Treasury hence had control of the Commons until the establishment of the House of Commons Commission in 1978, at which point the Commons became fiscally independent.
There were, as Sir David noted, select committees before the establishment of the full system of departmental committees in 1979; but they tended to operate more broadly than their modern descendants. The Expenditure Committee, for example, had numerous sub-committees, each responsible for several departments. The Public Accounts Committee, which still exists, also dates from the pre-1979 period.
Following the St John-Stevas reforms, Sir David was assigned to the Sub-Committee on Race Relations and Immigration. Whilst in that role he contributed to the committee's report on what was known as the 'sus' law, which allowed police to stop, search and arrest members of the public simply on the suspicion they might be about to commit a criminal offence. It was a law disproportionately applied to young black men, and in the 1970s, a 'Scrap Sus' campaign began lobbying for the law to be abolished.
Within weeks of the sub-committee's report being published, the government had changed its policy and later introduced what would become the Criminal Attempts Act 1981. As good as the arguments in the report were, however, Sir David later learned that its influence on the policy change was slightly different than he had realised at the time. In the intervening years, he discovered that the then Home Secretary, William Whitelaw, had wanted to abolish the 'sus' law for some time, and rather than changing his mind, the report had given him political cover to make the change (against the wishes of the police) on the basis that parliament was in favour of it.
That example is indicative of the kinds of subtle impact that select committees can have; as Sir David said, sometimes simply having an inquiry can lead to the government altering its position, by enabling ministers in favour of reform to make the political case for it within government.
As the select committees became more established and influential, membership became more attractive to MPs, and being a junior minister is no longer necessarily seen as a more attractive prospect than serving as chair of a select committee. One factor in this cited by Sir David has been the move to whole-House elections of select committee chairs (in 2010). Previously they were chosen by a committee's members – who in turn were chosen by the whips, and given a strong steer on who the chair should be. So today's chairs have a greater sense of representing the Commons, which influences their behaviour.
Sir David explained that when the Commons was made subject to freedom of information laws, staff had been preparing on the assumption that it was expenses relating to foreign travel that would upset the public the most. So this was where they focused their efforts when it came to tightening the expenses regime.
Notwithstanding those efforts, the expenses scandal focused largely on other matters and proved devastating for parliament, especially for its reputation and the public's view of MPs. It forced the resignation of the Speaker for the first time in 300 years. The election of his replacement was conducted by secret ballot – the first time this method had been used – following an open campaign that included hustings (though the secret ballot system itself had been introduced shortly after the election of Speaker Martin, long before his position was at risk). The context of the Speaker election meant that a number of the candidates – including the eventual winner, John Bercow, and Sir George Young – sought election on a reform agenda.
The election of John Bercow then had a ripple effect; he later proposed that the Deputy Speakers should be elected in the same way as the Speaker, as they now are. Chairs of select committees now also earn their position by secret ballot. Sir David suggested that this has led to a change in the atmosphere within the Commons, with the two frontbenches having less control of appointments and backbenchers having more power.
The expenses scandal was, unsurprisingly, a 'low point' in Sir David's career. However, it was also a catalyst for real and welcome reforms of the House's procedures.
One of Sir David's proudest contributions was as drafter of the report of the Wright Committee (the Select Committee on the Reform of the House of Commons 2009–10), on which he served as clerk, and for which Meg Russell worked as specialist adviser. This also arose as a direct consequence of the expenses scandal.
The committee sat for a relatively short period of time, but its report fundamentally changed the way in which the Commons works. Although Sir David claimed to have been slightly sceptical of having select committee chairs elected by the whole House at the time of the report's publication, he now thinks it has had a positive impact.
He also spoke warmly of the creation of the Backbench Business Committee, which was included in the reforms as a direct result of research previously conducted by Meg Russell and Akash Paun (formerly of the Unit and now at the Institute for Government) on how other parliaments manage their agendas. The committee has, Sir David believes, been a resounding success. It has proposed debates on matters of great public interest that neither frontbench is keen to discuss, such as the Hillsbrough incident and reform of the support arrangements for people affected by contaminated blood and blood products.
One thing that did not come out of the Wright committee was the creation of a House Business Committee – the committee recommended this, and although the House of Commons voted for the principle it was never put into effect due to resistance from the 2010 coalition government. It remains an 'oddity' that unlike most parliaments, the Commons does not have control of its own business, much of which remains by default in the hands of the government. With a majority government, introduction of such a committee would perhaps have changed little. But in the current minority government situation, with the Commons seeking to 'seize control' of the agenda, it becomes more obvious what kind of difference it might have made.
Finally, Sir David spoke of how the Wright committee contributed to the creation of the Petitions Committee, which he was 'thrilled' had led to a massive input into parliamentary debates from a significant proportion of the public.
The last topic of conversation was the subject that simply could not be avoided: Brexit. It has, Sir David agreed, led to an interest in the minutiae of parliamentary procedure that is unprecedented.
Sir David warned that the House of Commons having ever greater control means that extra care may need to be taken about the way parliament is perceived by the public. Brexit aside, and in more normal times, there is no strong reason to believe that policy crafted by the Commons would be any better than that crafted by the government.
As Brexit continues to unfold, procedure will, Sir David suggested, need to adapt accordingly. Meanwhile, he pointed out, the House of Commons has been widely seen to have handled Brexit poorly – whether or not that is really the case. This, he suggested, might give the House pause when it considers whether or not it wants greater control and an increased share of the political limelight.
If you would like to see Sir David's engaging and informative talk in full, it can be viewed and downloaded here. Videos of other Unit events, including 'Public Appointments: Two Years on from Grimstone', are available on the Department of Political Science's Vimeo page.
If you're interested in attending future Unit events, you can join the Unit's mailing list in order to receive email notifications when they are announced. Our next event, entitled 'Independent Parliamentary Regulation: 10 years of IPSA' is on 11 April. Events are free and open to all.
Dave Busfield-Birch is editor of the Constitution Unit Blog and Monitor, the Unit's regular roundup of constitutional news. The latest edition, Monitor 71, can be downloaded here, and you can sign up to the mailing list to receive future issues on the day of publication here.
If you wish to subscribe to the blog, you can do so using the widget on the left-hand side of this page.
This entry was posted in Events, Parliament and tagged Akash Paun, Backbench Business Committee, clerk of the House of Commons, coalition government, Commons clerks, e-petitions, expenses scandal, House Business Committee, House of Commons, House of Commons Commission, House of Lords, John Bercow, Michael Martin, MPs expenses, parliament, parliamentary procedure, parliamentary reform, petitions, Petitions Committee, Procedure Committee, select committees, Sir David Natzler, Sir George Young, Speaker, Speaker of the House of Commons, st john-stevas reforms, Tony Wright, Unit events, Wright Committee, Wright report. Bookmark the permalink.
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