text:
The Wiser Immune System
Herbalist, Humanist, Holist, Husband, Father, Grandfather, CEO, Seeker, Goofball
Is anyone ever really one thing?
Career History >
Close Encounters of the Plant Kind
"I can't describe it, what I'm feeling and what I'm thinking," Richard Dreyfuss's character says as he shapes a mountain out of his mashed potatoes at the family dinner table in the film Close Encounters of the Third Kind. "...This means something. This is important." Roy, who has experienced an encounter with a UFO, is obsessed with making contact and communicating with the clearly intelligent life forms inside the craft.
I'm often reminded of this scene, which so captures my own sense of awe and curiosity in my early encounters with herbs. My first contact with the herbal kingdom found me similarly entranced, captivated by a benevolence in the universe I never knew existed, and which has held my attention to this day.
But I've gotten ahead of myself…
A Healing Profession Was in My Genes
Like so many young kids, I loved and admired my father who just so happened to be a pediatrician with whom I had the joy of making house calls. I wanted nothing more than to follow in his footsteps. So, I did… that is, almost.
While a pre-med student at Washington University in St. Louis, a digestive issue that my father's medicines could not heal led me, albeit reluctantly, to seek solutions from nutrition, herbs, and meditation. The combination proved positively life-changing, and a decidedly unfamiliar and unpopular decision with my father.
The Reader's Digest version of what happened next goes something like this…
It was 1974 when I left pre-med studies and began studying herbs and meditation. Come 1979, my wife Barbi and I bought and operated our own health food store in Lexington, MA, and by 1982, I was crafting and manufacturing my own herbal formulas. In 1986, we began fermenting whole food vitamins and minerals and founded the nutritional supplement company, New Chapter, so-named to represent the innovation—a more biologically active, whole food alternative to the isolated synthetic vitamins and minerals of the day.
By 2008, New Chapter had contributed several science-backed herbal innovations and was the first 100% USDA certified organic and non-GMO supplement brand, leading to a disruption in the vitamin and mineral space. Then in 2012, New Chapter sold to Proctor & Gamble.
Through the business lifespan of 35 years, we and our dedicated team of passionate advocates helped potentially tens of thousands of people heal; we made our share of mistakes and also won some awards. Though I was certainly innovative by nature, I wasn't really looking to become a businessman, masterminding a disruptive innovation that would lead to a multinational acquisition.
Quite the opposite. Simply serving nature—and serving humanity with nature—has always been my plan, such as it was and still is. And to participate in, and contribute to, what I have come to call True Holism—a belief that we are all part of a larger whole/community/biome.
Surprised as I am to say so, in a roundabout way, I did follow in my father's footsteps. Just like him, I made "house calls." Rather, my products did by making their way into possibly hundreds of thousands of homes and touching as many lives with nature's medicines: botanicals, fungi, algae, and microbes. For this I am humbled and gratified.
Nature inspires in me an endless curiosity, urging me to connect and cultivate a relationship with her boundless gifts for their promise of well-being for humanity, the biome, and the earth. To that end, I've begun my next chapter, For The Biome.
I'd be honored if you would join me in this new beginning!
My website and its offerings would not be possible without the delightful, dedicated collaboration of my small team. Together, we work to help channel numerous big ideas—from herbs to microbes, from the silly to the sublime—into content that I hope you find enlightening and entertaining.
We are grateful every day for each other.
Paul Has Been Featured In
Copyright © 2020 Paul Schulick | Rosie Schulick illustrations ©Rosie Schulick


text:
Everett Ruess Wilderness Song (2013)
73 min | Documentary, Adventure, History
In the 1930s, a teenager, Everett Ruess, renounced society and set out to live and travel in the wilderness. Following a few years of lone treks spanning hundreds of miles of exploration in the American Southwest, Everett Ruess vanished. ...See moreIn the 1930s, a teenager, Everett Ruess, renounced society and set out to live and travel in the wilderness. Following a few years of lone treks spanning hundreds of miles of exploration in the American Southwest, Everett Ruess vanished. The mystery of his disappearance has never been solved. A strong image of this country develops along the traced path of Everett's lifestyle: our people and our landscape, both of which are rapidly changing in today's world. Through the lens of one young man's resolute journey, this film provides broad perspective on the value of the wilds and the sometimes obscure, solitary efforts of humanity. Written by Anonymous See less
Lindsay Jaeger
Jonathan Demme | Lindsay Jaeger
Dan Bern
1 cast member
Sequoyah Adams-Rice
Actor (voice) Actor (voice) See fewer
Agnes Day (2009)
1 external review & 3 more links

redpajama_set_name: RedPajamaCommonCrawl


text:
Copermio (Cupermi in dialetto parmigiano) è una località della Bassa parmense, situata nel comune di Colorno.

Toponomastica
Il toponimo Copermio deriva da Caput Parmae nome che testimonia lo sbocco del torrente Parma nel fiume Po nei pressi del paese.

Geografia fisica
Il paese si snoda lungo il corso del torrente Parma che lo divide in Copermio a Mane e Copermio a Sera ed è ubicato tra gli abitati di Colorno e di Mezzano Superiore.

Storia
La zona era abitata già in epoca romana come testimoniano alcune suppellettili rinvenute nel territorio.

L'abitato di Copermio si sviluppa tra il IX e il X secolo presso la foce del torrente Parma nel fiume Po, nasce come porto per il commercio con la sponda lombarda.
La presenza di un approdo ubicato al posto dell'attuale Ponte Albertelli è documentata a partire dal 1096.

L'utilizzo del porto di Copermio viene interdetto da Matilde di Canossa durante le lotte per le investiture e dai conflitti che interessarono l'area di Colorno tra il XI e il XIII secolo. L'approdo torna nuovamente operativo nel 1114. Tuttavia negli anni successivi il porto venne nuovamente bloccato fino a quando nel 1220 il comune di Parma si accordò col vescovo di Parma Martino: quest'ultimo manteneva il territorio sotto la propria giurisdizione mentre il comune otteneva il diritto di tenere un presidio militare nel territorio. In virtù di questo diritto la città di Parma nel 1283 fece edificare due torri presso la foce del torrente per poterne bloccare la risalita alle imbarcazioni nemiche. La presenza di tali edifici è attestata anche da un documento del 1347. Oggi non è rimasta alcuna traccia di queste costruzioni ma un analogo edificio è visibile a Coenzo dove due torri gemelle svolgevano la medesima funzione alla confluenza del torrente Enza. Nel frattempo a Copermio vennero realizzate prima una cappella e poi una chiesa.

Durante i secoli il corso del fiume Po si spostò progressivamente verso nord e con esso anche la foce della Parma. Coltaro (Caput Tari), Copermio (Caput Parmae) e Coenzo (Caput Entiae), tutti paesi il cui toponimo indicava lo sbocco di un corso d'acqua in Po, oggi distano alcuni chilometri dal fiume.
Un'altra prova della antica vicinanza del Po è la presenza al termine del paese dellArgine di Sant'Antonio un tempo argine maestro del fiume.

Nel 1579 si verificarono delle controversie per lo sfruttamento di un'isola da poco formatasi alla foce del torrente Parma tra le comunità di Mezzano Superiore, Copermio e Fossacaprara. Altre dispute avverranno nel 1598 aventi come oggetto sempre la gestione di nuove isole. Questo tipo di controversie furono frequenti e oltre al possesso di nuove terre potevano anche riguardare i diritti per la pesca o la gestione dei porti fluviali.

In epoca napoelonica il paese venne aggregato all'attuale comune di Mezzani assumendo la denominazione di Comune di Copermio. Nel 1815 Copermio passò a Colorno e il comune mutò il nome in Mezzani.

 Monumenti e luoghi d'interesse
 Chiesa di San Pietro

La parrocchiale di Copermio, venne edificata nel 1525 sulle fondamenta di una preesistente cappella già documentata a partire dal 1230. L'attuale configurazione dell'edificio risale al 1685.

 Oratorio e Casino di Copermio

 Infrastrutture e trasporti
La strada Provinciale 34 Padana orientale'' lambisce a sud est la frazione di Copermio.

 Cultura
 Tradizioni e folclore
 La fiera delle pesche'''
Si svolge l'ultima domenica di agosto e venne istituita in occasione dell'inaugurazione del vicino Oratorio della Madonna del buon Cuore dal duca Ferdinando Borbone nel 1772.

Note

Bibliografia

Voci correlate
 Colorno
 Torrione di Coenzo

Altri progetti

Frazioni di Colorno

redpajama_set_name: RedPajamaWikipedia


text:
Gem Diamonds Offloads Ghaghoo Mine
Botswana deposit has been on care and maintenance since 2017.
RAPAPORT... Gem Diamonds has sold its Ghaghoo mine in Botswana for $5.4 million, following a two-year search for a buyer.
Pro Civil, a Botswana-based company, will acquire the asset, which has been on care and maintenance since March 2017. The company will also take on environmental responsibility for the deposit, Gem Diamonds said Thursday.
"This sale is in line with our strategic objective to dispose of non-core assets," said Gem Diamonds CEO Clifford Elphick. "[We] remain focused on optimizing production and efficiency at the Letšeng mine in Lesotho."
Ghaghoo opened in 2014 but was mothballed after the average price for its rough slid from $210 to $142 per carat between early 2015 and late 2016. Gem Diamonds was in discussions to sell the mine in August 2017, but those talks fell through, and the company had since been unable to find a buyer.
Gem Diamonds expects the sale to be completed in the third quarter.
Image: The Ghaghoo mine. (Gem Diamonds)
Tags: Clifford Elphick., Gem Diamonds, Ghaghoo, Ghaghoo Mine, Letšeng mine, Pro Civil, Rapaport News


You have probably heard one or more NFL analysts opine that teams in the league need to make sure they have a balanced attack on the offensive side of the ball… a solid running game and a dynamic passing game.
Last year just under 69% of the offensive yardage gained by NFL teams was via passing. Not a very balanced attack, if you ask me. But, let's take a look at last year's numbers and see which teams might have fit the "balanced attack" mode.
The combined win-loss record of the above nine teams was 88-54-2 (a .618 winning percentage). The other 23 NFL teams were a combined 166-200-2 (.454 winning percentage).
Does averaging 100 yards per game rushing and 250 yards per game passing lead to success in the NFL? I'll let you decide that.


text:
Heliophanus heurtaultae is a jumping spider species in the genus Heliophanus. It was first identified in 2002 and lives in Guinea.

References

Salticidae
Fauna of Guinea
Spiders of Africa
Spiders described in 2002
Taxa named by Wanda Wesołowska


text:
/*
 * Merury Computers MPQ101 board configuration file
 *
 */
#ifndef __CONFIG_H
#define __CONFIG_H

#ifdef CONFIG_36BIT
# define CONFIG_PHYS_64BIT
#endif

/* High Level Configuration Options */
#define CONFIG_BOOKE      /* BOOKE */
#define CONFIG_E500       /* BOOKE e500 family */
#define CONFIG_MPC85xx    /* MPC8540/60/55/41/48 */
#define CONFIG_MPC8548    /* MPC8548 specific */
#define CONFIG_MPQ101     /* MPQ101 board specific */

#define CONFIG_SYS_SRIO   /* enable serial RapidIO */
#define CONFIG_TSEC_ENET  /* tsec ethernet support */
#define CONFIG_INTERRUPTS /* enable pci, srio, ddr interrupts */
#define CONFIG_FSL_LAW    /* Use common FSL init code */

/*
 * These can be toggled for performance analysis, otherwise use default.
 */
#define CONFIG_L2_CACHE   /* toggle L2 cache */
#define CONFIG_BTB        /* toggle branch predition */

#define CONFIG_PANIC_HANG

/*
 * Only possible on E500 Version 2 or newer cores.
 */
#define CONFIG_ENABLE_36BIT_PHYS

#ifdef CONFIG_PHYS_64BIT
# define CONFIG_ADDR_MAP
# define CONFIG_SYS_NUM_ADDR_MAP 16 /* number of TLB1 entries */
#endif

#define CONFIG_SYS_CLK_FREQ      33000000 /* sysclk for MPC85xx */

/*
 * Base addresses -- Note these are effective addresses where the
 * actual resources get mapped (not physical addresses)
 */
#define CONFIG_SYS_CCSRBAR_DEFAULT 0xff700000
#define CONFIG_SYS_CCSRBAR         0xe0000000

#ifdef CONFIG_PHYS_64BIT
# define CONFIG_SYS_CCSRBAR_PHYS   0xfe0000000ull
#else
# define CONFIG_SYS_CCSRBAR_PHYS   CONFIG_SYS_CCSRBAR
#endif

#define CONFIG_SYS_IMMR            CONFIG_SYS_CCSRBAR

/* DDR Setup */
#define CONFIG_FSL_DDR2

#define CONFIG_ECC_INIT_VIA_DDRCONTROLLER /* DDR controller or DMA? */

#define CONFIG_MEM_INIT_VALUE        0xDeadBeef
#define CONFIG_SYS_DDR_SDRAM_BASE    0x00000000 /* DDR is system memory*/
#define CONFIG_SYS_SDRAM_BASE        CONFIG_SYS_DDR_SDRAM_BASE

#define CONFIG_NUM_DDR_CONTROLLERS   1
#define CONFIG_DIMM_SLOTS_PER_CTLR   1
#define CONFIG_CHIP_SELECTS_PER_CTRL (2 * CONFIG_DIMM_SLOTS_PER_CTLR)

/* Fixed 512MB DDR2 parameters */
#define CONFIG_SYS_SDRAM_SIZE_LOG    29 /* DDR is 512MB */
#define CONFIG_SYS_DDR_CS0_BNDS      0x0000001f
#define CONFIG_SYS_DDR_CS0_CONFIG    0x80014102
#define CONFIG_SYS_DDR_TIMING_3      0x00010000
#define CONFIG_SYS_DDR_TIMING_0      0x00260802
#define CONFIG_SYS_DDR_TIMING_1      0x5c47a432
#define CONFIG_SYS_DDR_TIMING_1_PERF 0x49352322
#define CONFIG_SYS_DDR_TIMING_2      0x03984cce
#define CONFIG_SYS_DDR_TIMING_2_PERF 0x14904cca
#define CONFIG_SYS_DDR_MODE_1        0x00400442
#define CONFIG_SYS_DDR_MODE_1_PERF   0x00480432
#define CONFIG_SYS_DDR_MODE_2        0x00000000
#define CONFIG_SYS_DDR_MODE_2_PERF   0x00000000
#define CONFIG_SYS_DDR_INTERVAL      0x08200100
#define CONFIG_SYS_DDR_INTERVAL_PERF 0x06180100
#define CONFIG_SYS_DDR_CLK_CTRL      0x03800000
#define CONFIG_SYS_DDR_CONTROL       0xc3008000 /* Type = DDR2 */
#define CONFIG_SYS_DDR_CONTROL2      0x04400000

#define CONFIG_SYS_ALT_MEMTEST
#define CONFIG_SYS_MEMTEST_START     0x0ff00000 /* memtest works on */
#define CONFIG_SYS_MEMTEST_END       0x0ffffffc

/*
 * RAM definitions
 */
#define CONFIG_SYS_INIT_RAM_LOCK
#define CONFIG_SYS_INIT_RAM_ADDR   0xe4010000 /* Initial RAM address */
#define CONFIG_SYS_INIT_RAM_SIZE   0x4000     /* Size of used area in RAM */

#define CONFIG_SYS_GBL_DATA_OFFSET (CONFIG_SYS_INIT_RAM_SIZE \
				    - GENERATED_GBL_DATA_SIZE)
#define CONFIG_SYS_INIT_SP_OFFSET  CONFIG_SYS_GBL_DATA_OFFSET

#define CONFIG_SYS_MONITOR_LEN     (256 * 1024)  /* Reserve 256 kB for Mon */
#define CONFIG_SYS_MALLOC_LEN      (1024 * 1024) /* Reserved for malloc */

/*
 * Local Bus Definitions
 */
#define CONFIG_SYS_LBC_LCRR 0x00000004 /* LB clock ratio reg */
#define CONFIG_SYS_LBC_LBCR 0x00000000 /* LB config reg */

/*
 * FLASH on the Local Bus
 * One bank, 128M, using the CFI driver.
 */
#define CONFIG_SYS_BOOT_BLOCK 0xf8000000            /* boot TLB block */
#define CONFIG_SYS_FLASH_BASE CONFIG_SYS_BOOT_BLOCK /* start of FLASH 128M */

#ifdef CONFIG_PHYS_64BIT
# define CONFIG_SYS_FLASH_BASE_PHYS 0xff8000000ull
#else
# define CONFIG_SYS_FLASH_BASE_PHYS CONFIG_SYS_FLASH_BASE
#endif

/* 0xf8001801 */
#define CONFIG_SYS_BR0_PRELIM (BR_PHYS_ADDR(CONFIG_SYS_FLASH_BASE_PHYS) \
			       | BR_PS_32 | BR_V)

/* 0xf8006ff7 */
#define CONFIG_SYS_OR0_PRELIM (MEG_TO_AM(128) | OR_GPCM_XAM | OR_GPCM_CSNT \
			       | OR_GPCM_ACS_DIV2 | OR_GPCM_XACS \
			       | OR_GPCM_SCY_15 | OR_GPCM_TRLX \
			       | OR_GPCM_EHTR | OR_GPCM_EAD)

#define CONFIG_SYS_FLASH_BANKS_LIST    {CONFIG_SYS_FLASH_BASE_PHYS}
#define CONFIG_FLASH_SHOW_PROGRESS     45   /* count down from 45/5: 9..1 */

#define CONFIG_SYS_MAX_FLASH_BANKS     1    /* number of banks */
#define CONFIG_SYS_MAX_FLASH_SECT      512  /* sectors per device */

#define CONFIG_SYS_FLASH_ERASE_TOUT    60000 /* Flash Erase Timeout (ms) */
#define CONFIG_SYS_FLASH_WRITE_TOUT    500   /* Flash Write Timeout (ms) */

#define CONFIG_FLASH_CFI_DRIVER
#define CONFIG_SYS_FLASH_CFI
#define CONFIG_SYS_FLASH_EMPTY_INFO
#define CONFIG_SYS_FLASH_AMD_CHECK_DQ7
/*
 * When initializing flash, if we cannot find the manufacturer ID,
 * assume this is the AMD flash.
 */
#define CONFIG_ASSUME_AMD_FLASH

/*
 * Environment parameters
 */
#define CONFIG_ENV_IS_IN_FLASH
#define CONFIG_ENV_OVERWRITE
#define CONFIG_SYS_USE_PPCENV
#define ENV_IS_EMBEDDED
#define CONFIG_ENV_SECT_SIZE 0x40000   /* 256K */
#define CONFIG_ENV_SIZE      0x800

/* Environment at the start of flash sector, before text. */
#define CONFIG_ENV_ADDR         (CONFIG_SYS_TEXT_BASE - CONFIG_ENV_SIZE)
#define CONFIG_SYS_MONITOR_BASE CONFIG_SYS_TEXT_BASE /* start of monitor */
#define CONFIG_SYS_TEXT_BASE    0xfffc0800
#define CONFIG_SYS_LDSCRIPT     "board/mercury/mpq101/u-boot.lds"

/*
 * Cypress CY7C67200 USB controller on the Local Bus.
 * Not supported by u-boot at present.
 */
#define CONFIG_SYS_LBC_OPTION_BASE 0xf0000000

#ifdef CONFIG_PHYS_64BIT
# define CONFIG_SYS_LBC_OPTION_BASE_PHYS 0xff0000000ull
#else
# define CONFIG_SYS_LBC_OPTION_BASE_PHYS CONFIG_SYS_LBC_OPTION_BASE
#endif

/* 0xf0001001 */
#define CONFIG_SYS_BR1_PRELIM (BR_PHYS_ADDR(CONFIG_SYS_LBC_OPTION_BASE_PHYS) \
			       | BR_PS_16 | BR_V)

/* fffff002 */
#define CONFIG_SYS_OR1_PRELIM (P2SZ_TO_AM(0x8000) | OR_GPCM_XAM \
			       | OR_GPCM_BCTLD | OR_GPCM_EHTR)

/*
 * Serial Ports
 */
#define CONFIG_CONS_INDEX           2
#define CONFIG_SYS_NS16550
#define CONFIG_SYS_NS16550_SERIAL
#define CONFIG_SYS_NS16550_REG_SIZE 1
#define CONFIG_SYS_NS16550_CLK      get_bus_freq(0)

#define CONFIG_SYS_BAUDRATE_TABLE   {300, 600, 1200, 2400, 4800, 9600, \
				     19200, 38400, 115200}

#define CONFIG_SYS_NS16550_COM1     (CONFIG_SYS_CCSRBAR+0x4500)
#define CONFIG_SYS_NS16550_COM2     (CONFIG_SYS_CCSRBAR+0x4600)

/*
 * I2C buses and peripherals
 */
#define CONFIG_FSL_I2C         /* Use FSL common I2C driver */
#define CONFIG_HARD_I2C        /* I2C with hardware support*/
#define CONFIG_I2C_MULTI_BUS
#define CONFIG_SYS_I2C_SPEED   400000 /* I2C speed and slave address */
#define CONFIG_SYS_I2C_SLAVE   0x7f
#define CONFIG_SYS_I2C_OFFSET  0x3000
#define CONFIG_SYS_I2C2_OFFSET 0x3100

/* I2C RTC - M41T81 */
#define CONFIG_RTC_M41T62
#define CONFIG_SYS_I2C_RTC_ADDR     0x68
#define CONFIG_SYS_M41T11_BASE_YEAR 2000

/* I2C EEPROM - 24C256 */
#define CONFIG_SYS_I2C_EEPROM_ADDR            0x50
#define CONFIG_SYS_EEPROM_PAGE_WRITE_BITS     6
#define CONFIG_SYS_EEPROM_PAGE_WRITE_DELAY_MS 12
#define CONFIG_SYS_I2C_EEPROM_ADDR_LEN        2
#define CONFIG_SYS_EEPROM_BUS_NUM             1

/*
 * RapidIO MMU
 */
#ifdef CONFIG_SYS_SRIO
# define CONFIG_SRIO1
# define CONFIG_SYS_SRIO1_MEM_VIRT  0xc0000000
# define CONFIG_SYS_SRIO1_MEM_SIZE  0x20000000 /* 512M */

# ifdef CONFIG_PHYS_64BIT
#  define CONFIG_SYS_SRIO1_MEM_PHYS 0xfc0000000ull
# else
#  define CONFIG_SYS_SRIO1_MEM_PHYS CONFIG_SYS_SRIO1_MEM_VIRT
# endif
#endif

/*
 * Ethernet
 */
#ifdef CONFIG_TSEC_ENET

# ifndef CONFIG_NET_MULTI
#  define CONFIG_NET_MULTI
# endif

# define CONFIG_MII                /* MII PHY management */
# define CONFIG_MII_DEFAULT_TSEC 1 /* Allow unregistered phys */

# define CONFIG_TSEC1
# define CONFIG_TSEC1_NAME       "eTSEC0"
# define TSEC1_PHY_ADDR          0x10
# define TSEC1_PHYIDX            0
# define TSEC1_FLAGS             (TSEC_GIGABIT | TSEC_REDUCED)

# define CONFIG_TSEC2
# define CONFIG_TSEC2_NAME       "eTSEC1"
# define TSEC2_PHY_ADDR          0x11
# define TSEC2_PHYIDX            0
# define TSEC2_FLAGS             (TSEC_GIGABIT | TSEC_REDUCED)

# define CONFIG_TSEC3
# define CONFIG_TSEC3_NAME       "eTSEC2"
# define TSEC3_PHY_ADDR          0x12
# define TSEC3_PHYIDX            0
# define TSEC3_FLAGS             (TSEC_GIGABIT | TSEC_REDUCED)

# define CONFIG_TSEC4
# define CONFIG_TSEC4_NAME       "eTSEC3"
# define TSEC4_PHY_ADDR          0x13
# define TSEC4_PHYIDX            0
# define TSEC4_FLAGS             (TSEC_GIGABIT | TSEC_REDUCED)

/* Options are: eTSEC[0-3] */
# define CONFIG_ETHPRIME         "eTSEC0"
# define CONFIG_PHY_GIGE         /* Include GbE speed/duplex detection */
#endif

/*
 * Command line configuration.
 */
#include <config_cmd_default.h>

#define CONFIG_CMD_DATE
#define CONFIG_CMD_DHCP
#define CONFIG_CMD_PING
#define CONFIG_CMD_SNTP
#define CONFIG_CMD_I2C
#define CONFIG_CMD_EEPROM
#define CONFIG_CMD_MII
#define CONFIG_CMD_ELF
#define CONFIG_CMD_IRQ
#define CONFIG_CMD_SETEXPR
#define CONFIG_CMD_JFFS2

/*
 * Miscellaneous configurable options
 */

/* pass open firmware flat tree */
#define CONFIG_OF_LIBFDT
#define CONFIG_OF_BOARD_SETUP
#define CONFIG_OF_STDOUT_VIA_ALIAS

#define CONFIG_FIT         /* new uImage format support */
#define CONFIG_FIT_VERBOSE /* enable fit_format_{error,warning}() */

/* Use the HUSH parser */
#define CONFIG_SYS_HUSH_PARSER

#ifdef CONFIG_SYS_HUSH_PARSER
# define CONFIG_SYS_PROMPT_HUSH_PS2  "> "
#endif

#define CONFIG_LOADS_ECHO            /* echo on for serial download */
#define CONFIG_SYS_LOADS_BAUD_CHANGE /* allow baudrate change */

#define CONFIG_SYS_LONGHELP          /* undef to save memory */
#define CONFIG_CMDLINE_EDITING       /* Command-line editing */
#define CONFIG_AUTO_COMPLETE         /* add autocompletion support */

#define CONFIG_SYS_LOAD_ADDR         0x2000000    /* default load address */
#define CONFIG_SYS_PROMPT            "MPQ-101=> " /* Monitor Command Prompt */

/* Console I/O Buffer Size */
#ifdef CONFIG_CMD_KGDB
# define CONFIG_SYS_CBSIZE 1024
#else
# define CONFIG_SYS_CBSIZE 256
#endif

/* Print Buffer Size */
#define CONFIG_SYS_PBSIZE (CONFIG_SYS_CBSIZE + sizeof(CONFIG_SYS_PROMPT)+16)

#define CONFIG_SYS_MAXARGS  16                /* max number of command args */
#define CONFIG_SYS_BARGSIZE CONFIG_SYS_CBSIZE /* Boot Argument Buffer Size */
#define CONFIG_SYS_HZ       1000              /* decrementer freq: 1ms ticks */

/*
 * For booting Linux, the board info and command line data
 * have to be in the first 16 MB of memory, since this is
 * the maximum mapped by the Linux kernel during initialization.
 */
#define CONFIG_SYS_BOOTMAPSZ (16 << 20) /* Initial Memory map for Linux*/
#define CONFIG_SYS_BOOTM_LEN (16 << 20) /* Increase max gunzip size */

#ifdef CONFIG_CMD_KGDB
# define CONFIG_KGDB_BAUDRATE  230400 /* speed to run kgdb serial port */
# define CONFIG_KGDB_SER_INDEX 2      /* which serial port to use */
#endif

/*
 * Basic Environment Configuration
 */
#define CONFIG_BAUDRATE  115200
#define CONFIG_BOOTDELAY 5            /* -1 disables auto-boot */

/*default location for tftp and bootm*/
#define CONFIG_LOADADDR  CONFIG_SYS_LOAD_ADDR

#endif /* __CONFIG_H */

redpajama_set_name: RedPajamaGithub


text:
Blunt Force available now on Amazon
July 14, 2018 UncategorizedGaryCBeck
Blunt Force
A poetry collection by
Forceful and pacy, Blunt Force attacks large, complex issues, growing in anger and momentum as it progresses.
In his new work, Gary Beck takes aim at capitalist greed, corporate ruthlessness, and the decay of the American dream. His anger at the morality and hypocrisy of war, simmers under the surface of his poetry, the broken system it perpetuates and the abandonment of the American people by their leaders.
Clear and punchy, it is now without a more thoughtful look at the struggles of Nature against man, a war of another kind. Blunt Force is one man's protest and makes for a compelling read.
Blunt Force is a 108 page poetry collection in paperback with a retail price of $10.99. ISBN 1912056364 and also in a Kindle version for $5.99. Published through Wordcatcher Publishing. Available now through all major retailers. For information or to request a review copy, contact:
david@wordcatcher.com
https://www.amazon.com/dp/B07FJVFHCX
Gary Beck has spent most of his adult life as a theater director, and as an art dealer when he couldn't make a living in theater. He has 14 published chapbooks. His poetry collections include: Days of Destruction (Skive Press), Expectations (Rogue Scholars Press). Dawn in Cities, Assault on Nature, Songs of a Clerk, Civilized Ways, Displays, Perceptions, Fault Lines, Tremors, Perturbations and Rude Awakenings (Winter Goose Publishing) The Remission of Order, Contusions and Desperate Seeker will be published by Winter Goose Publishing. Conditioned Response (Nazar Look). Resonance (Dreaming Big Publications). Virtual Living (Thurston Howl Publications). Blossoms of Decay,Expectations and Blunt Force (Wordcatcher Publishing). His novels include: Extreme Change (Cogwheel Press), Flawed Connections (Black Rose Writing), Call to Valor and Crumbling Ramparts (Gnome on Pigs Productions). As part of the continuing series, 'Stand to Arms Marines', Gnome on Pigs Productions will publish the third book in the series, Raise High the Walls. Sudden Conflicts(Lillicat Publishers). Acts of Defiance and Flare Up will be published by Wordcatcher Publishing. Extreme Change will be published by Winter Goose Publishing. His short story collections include, A Glimpse of Youth(Sweatshoppe Publications). Now I Accuse and other stories (Winter Goose Publishing). Dogs Don't Send Flowers and other stories will be published by Wordcatcher Publishing. His original plays and translations of Moliere, Aristophanes and Sophocles have been produced Off Broadway. His poetry, fiction and essays have appeared in hundreds of literary magazines. He currently lives in New York City.
Wordcatcher Publications. Indie publisher – born in Wales, serving the world. Authors are at the heart of everything – without their words we'd have nothing to publish.
https://wordcatcher.com
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text:
Musings mainly about cycling, transport and the environment. Particularly in the London Borough of Merton.
New Wandle Trail Barrier
The Wandle Trail is the best piece of cycling infrastructure in the Merton area. So you can rely on councils (Wandsworth I believe in this case) to spend money to make it that little bit worse. After all, we don't want to encourage cycling, do we?
On my ride home today I spotted this, at the Trewint Street end:
The wooden posts originally had steel scaffolding poles between them, forming a chicane which was fairly easy to negotiate. They've left the wooden posts in place and added two galvanized steel barriers, in keeping with the rural, countrified feel of the area, which are quite difficult to get through on an unladen bike. If you have panniers, or a utility bike, or a tandem, or one of those attachments for towing a child's bike, well that's your look-out and it serves you right for not going by car like normal people.
Why have they made this "improvement"? I have no idea. I've seen pizza delivery mopeds taking a shortcut along this piece of trail, but it really isn't that big a problem for anyone. There was a period where you would occasionally see a burned-out scooter on the trail, but this barrier won't stop scooter theft and the trail is still freely accessible from the Plough Lane end.
It's irritating to note how the rare occurrence of a small motorcycle using a cycle path attracts the zealous attention of the councils, and the result is more and more barriers getting put up, and real inconvenience to innocent cyclists. Yet motoring offences that pose a far greater danger to life and limb are completely ignored. Report a problem with speeding or dangerous overtakes to your council and you'll be met with amused indifference. After all, what do you expect them to do? They can't be expected to jeapordize traffic flow - if a few children get run down, well that's just collateral damage.
Cycling to School in the Future?
According to a report from BUPA, future parents (that is, people aged 18-30 who are planning to have a family but haven't got around to it yet because they're up to their eyes in debt) are keen for their as-yet-unborn offspring to watch less telly and take more exercise than today's kids, and to walk or cycle to school.
It's a shame the study hasn't measured the aspirations of today's parents. I think most parents would like their kids to walk or cycle to school, but what with one thing and another it doesn't quite work out. Partly it's time pressures, but equally it's safety concerns.
Unless I miss my guess, when tomorrow's parents' children actually reach the age where they can cycle to school on their own, the UK's cycle infrastructure will be much as it is today. In other words, not safe enough to give most parents confidence that their progeny will arrive at the school rather than the hospital. And those parents will simply accept that the world is the way it is, it's simply not safe for children to cycle, and that's an end to it. We all like the idea of children cycling to school, up to the point where it's our children cycling on infrastructure that is some combination of intermittent, unsafe, badly designed or simply non-existent.
Let's think for a moment though about what else will have changed in fifteen or twenty years time, when the next generation of children are going through school. For one thing, the UK should have significantly reduced its carbon emissions, and oil may be significantly more expensive. Therefore it's not unreasonable to think that children won't be travelling to school in cars in the same numbers as they do today: they'll likely be using active modes of travel instead. And that would be a good thing: it would free up parents' time, reduce costs and make children fitter and healthier.
So it would seem that current and future parents aspire to have more kids cycling to school, and this would bring many benefits to the UK in terms of better public health, reduced carbon emissions, and so on. It would also appear, based on entirely mainstream projections, that children will need to cycle to school. Yet there's no plan to make it possible by building cycle infrastructure that parents will be happy with. Most cycle infrastructure projects are hamstrung by lack of money. For example, London's Biking Boroughs project is £4M, divided between 13 boroughs. There ares also no coherent national or even local plans for cycling. There's no national body in charge of cycling, and in London there is no capital-wide responsibility - TfL is in charge of the TfL road network, and individual boroughs oversee their own roads. For infrastructure projects that get beyond the drawing board, there's a labyrinthine planning process to contend with , which allows public enquiries to be ordered in response to even a single objection to a proposed cycle path, and allows trivial parochial concerns such as convenient car parking to veto a proposal. Contrast this with the High Speed 2 development. Truly eye-watering sums of money (£17bn) are being invested, there's a (reasonably) grand vision to back it up, and objections are being ridiculed as 'nimbyism'.
Don't get me wrong. Rail does matter. But there are a lot more journeys to school each day than there will be journeys on HS2. Why is it that journeys to school don't matter?
Garden Waste
Merton has apparently abandoned its programme of collecting garden waste, as part of the general downsizing of services caused by the Coalition cuts. Let's see if we can figure what's happening to all that waste. Some of it will end up in somebody else's skip or flytipped in a park or back alley. Some of it will end up sneakily mixed in with the ordinary refuse. Most of it will be going into the back of often quite large cars, often in quite small quantities, and those quite large cars will be driven half way across the borough to the local dump (sorry, Reuse and Recycling Centre) and then back again. So that's going to cost residents both time and money, it'll lead to increased carbon emissions and more wear and tear on the roads.
Government Backs HGV Cyclist Safety Improvements
Wow. I wasn't expecting to write that headline. It seems Philip Hammond has given his support to the campaign to fit large vehicles with cameras and sensors to eliminate 'blind spots'. He also waxed lyrical about the Bikeability and Exchanging Places schemes.
It's worth noting, however, that the European Parliament "Written Declaration on heavy goods vehicle collisions" already has the support of 369 out of 732 MEPs, and actual amendments to legislation are down to the European Commission, so it's likely that British government support won't make much difference. It's also worth noting that Bikeability is one of the few programmes that benefit cycling that hasn't been cut. Hammond has done nothing at all of any substance to promote cycling, and plenty (cutting Cycling England, cuts to road safety budgets and speed cameras) that is deleterious. His words on this subject don't do much to alter that record.
Warwickshire is scaling back its speed camera programme - thanks to a £1.2M Coalition cut to the speed camera budget. The council appreciate the road safety benefits of the cameras, but at a time of austerity, they can't easily make up the funding shortfall from elsewhere. Philip Hammond and Mike Penning may protest that they're not forcing cuts to safety cameras, but in practice they're making life very difficult for councils that refuse to do so.
The council are going to make the best of a bad job by keeping all the existing cameras going at least some of the time, retaining at least some of the deterrent effect. Unlike Oxfordshire, which simply announced it was going to switch off all its cameras and watch people die.
The safety effect of the Warwickshire cameras will be diluted, because if people who speed past a camera don't receive a ticket, they're unlikely to change their behaviour. And people who would have received a driving ban due to serial reoffending will retain their licences - exactly the people you don't want on the road.
Richmond Park
A quick circuit of Richmond Park yesterday. Drivers very well-behaved; most cruising around the posted 20 MPH limit and just two cars went past me with well-judged, safe overtakes. In fact I think I overtook more cars than cars overtook me. One very 'hairy' near miss though: a cocker spaniel tore across my path missing my front tyre by inches. Owner nowhere to be seen. Time for one circuit was 21:12, not too bad for a windy day. I think I can probably get it below the 20-minute barrier on a still day if I take the 'guards off, get up early enough to miss the traffic (and the dogs) and give it some more gas down the hills.
at 7:07 AM 2 comments:
Crap Driving
A bad day on the roads yesterday. Morning run in through the back-end of Colliers Wood, an idiot-in-a-hurry overtook me on Eastbourne Road. This road is far to narrow for a safe overtake but it wasn't going to stop him. He started by revving impatiently, then edging closer, then finally forcing his way past by intimidating me out of his way. Too late to gain any advantage though, I caught him back up at the T-junction and got a good look at him. He looked like an angry Eric Clapton, but without Clapton's financial resources - his clapped-out old Peugeot didn't sound like it would be intimidating people for too much longer. Sadly I'd not got the video camera on. About a 5 on the Barber scale of close shaves: "distinctly disconcerting".
Next, in Battersea, a minicab driver forced his way past. Just as I was about to avoid a speed cushion, at a tad over 20MPH (it's downhill you see) I heard a honk behind me and the approaching minicab was on a collision course, so I swerved sharply to the left to avoid a coming-together. I had the video camera on this time. Looking at the vid again, it was a dog's breakfast of an overtake. The H-C advises against any overtakes where there's traffic calming. There was a blind junction on the right, and no reason to think an emerging vehicle would look left for an overtaking car. On top of all that, it big letters on both lanes, was the word 'S L O W'. A good 7 on the Barber scale: "downright dangerous".
Lunchtime, I figured I'd go to the police station and report the latter incident. Not with any great hope, but perhaps faced with video evidence the driver might 'fess up' without the need for a court appearance. I waited in line for 15 minutes. The young man in front of me was chavved up with the kind of labelled attire that the designers (Louis Vuitton, Henri Lloyd) wish people like him wouldn't wear as it devalues their brand. However, I thought, put that prejudice aside, he's probably just another victim. The first thing the desk seargeant said to him was: "So when were you arrested?" Oh well, Liberals 0, Stereotypes 1. Me next. "You'll need a form". 19 pages, but it looks like I'll only have to fill in one section. "What do I do with the video?" "They'll be in contact."
We'll see.
Roadhug.org
Roadhug.org is Kensington and Chelsea's attempt to get road users to love each other a little bit more, by encouraging people to treat fellow travellers as they would a friend or family member. In a good way, of course.
To me, a roadhug from someone in a car sounds a bit like a hug from a bear, but that unfortunate image apart,
I don't particularly want other road users to love me and have my babies, I just want them to see me.
The other big problem this campaign doesn't address is the general ignorance amongst motorised road users about cycling. There's a significant number of people who think that cyclists weave around and ride in the middle of the road to deliberately obstruct. They don't understand the complex decisions you have to take in order to pick the best road position, to avoid hazards such as side roads, parked cars, pinch-points, and so on. They also don't understand how intimidating it is to be overtaken with inches to spare, or why it's not possible to steer a straight course on a road littered with potholes and speed cushions. In short, they don't understand that most cyclists have no interest in getting in other people's way - they just want to stay safe, and staying safe on a bike requires you to do things you wouldn't do in a car.
In the view of some drivers, judging by the obstructive way cyclists position themselves, it's cyclists who don't love them enough, not the other way round. So this campaign, because it doesn't correct that perception,could simply reinforce their idea that it's cyclists' attitudes that need changing. If you raise the expectations of genteel behaviour, but drivers don't understand the difference between safe behaviour and inconsiderate or impolite behaviour, then those drivers are likely to be less considerate to cyclists.
The Cycle of Obesity
The cycle of obesity is as follows:
1. The media focuses on obesity because of a new report that usually adds nothing new to the existing canon of evidence;
2. Politicians note that cycling would be the easiest way of integrating exercise into daily life;
3. They do nothing decisive to increase cycling because that might upset a few drivers;
4. Britain continues to get fatter, the obesity bill continues to grow;
5. Go to step 1 and repeat.
Well, guess what, we're at Step 1 again. Obesity is back in the headlines. Kids clothes no longer fit them because today's youngsters are considerably, and worryingly, bigger and fatter than they were a generation ago. Yesterday on BBC Breakfast, resident doctor Rosemary Leonard was bemoaning the fact that she is seeing more teenagers with Type 2 diabetes, but cannot talk to youngsters about their weight because if she does they don't come back to the surgery. She also commented about the importance of exercise, and the fact that children aren't cycling to school because of safety fears.
The Standard reports the financial cost of obesity to London is approaching £1bn/year, according to the London Assembly. James Cleverly, chair of the Health and Public Services committee, said "something must be done to stop today's young people becoming obese adults." The report claims "although the Mayor says childhood obesity is his number one health priority – and has introduced initiatives that encourage walking, cycling, food growing and sports participation - few of his initiatives are focused exclusively on obesity-reduction and they are not coordinated."
The wife called me up almost in tears on Tuesday. She'd cycled with the kids to Wimbledon Park, along the official cycle route, and been buzzed repeatedly by aggressive van and car drivers. I've experienced this myself. Although most drivers are considerate, and even more so when you're with a child, it only takes a very few clumsy, inattentive or aggressive drivers to make the experience very stressful.
I doubt if the roads have got more dangerous over the few decades since today's parents were growing up, when we were always out and about on our bikes and as long as we were back in time for tea, no-one worried overmuch. What has changed is our expectations of child safety. As a nation, we no longer tolerate our children being put in harm's way...but road danger reduction has not kept pace with our child safety expectations. Result: many people don't let their children cycle on roads.
There are those in the cycling community who claim that roads are safe for children to cycle on, that we shouldn't cotton-wool our kids, that the consequences of chaperoning our wee'uns everywhere means they grow into fat adults with poor judgement of risk and little road-sense. I think there's merit in a lot of that, but changing public perceptions seems like an impossible task to me.
To get children cycling, we need a few routes that give parents the confidence that their little treasures will get to school without being endangered by speeding, distracted drivers. It really is that simple. These routes need to be segregated, or very low traffic. CCTV monitoring of driver behaviour could give extra confidence. Yet this government seems intent on making the roads more dangerous, and eroding the confidence of vulnerable road users, by its cavalier attitude to speed enforcement and reduced spending on road safety.
So we're nearly at Step 3 again.
Road Traffic Law Update
Reports are reaching us here at Cycalogical about the government's forthcoming Road Traffic Offences Bill. Sources indicate that the bill will be in line with the "war on the motorist" agenda, and will contain the following provisions:
Strict liability. Cyclists and pedestrians will be automatically assumed to be at fault in any collision.
Causing Death by Dangerous Cycling. A new offence of 'Causing Death by Dangerous Cycling' will be created to recognize the large number of deaths caused by cyclists, and ensure that serious cycling offences are properly punished. The offence of 'Causing Death by Dangerous Driving' will be re-drafted to respect the right to drive, to protect drivers from spurious and vexatious accusations from pedestrians, and to ensure that unavoidable accidents are treated as leniently as possible.
Causing Death by Dangerous Driving. Instead of a lengthy prison sentence, first-time offenders will be given the chance to go on a Speed Awareness course.
Speed Limits and Speed Cameras. The government does not believe it should be telling local authorities how best to make their roads safer. So speed limits will become advisory only. Local authorities may still deploy speed cameras, but to increase respect for the law no fines will be issued, to avoid the accusation that cameras are simply 'cash cows'. The law will now recognize the serious danger posed by cycling, and a 5MPH speed limit will become mandatory for cyclists. However, to recognize the significant costs to the economy of delays caused by congestion, a 10MPH minimum speed limit will be applied to all roads.
Overtaking. The law will now require that cyclists give overtaking cars plenty of room. This will be augmented by a new offence of 'Obstructing a Motor Car', which will also apply to pedestrians who loiter on pedestrian crossings. Many accidents happen at pedestrian crossings due to red light jumping. Therefore the red light will become advisory only for motorists. Pedestrians should only cross on the 'green man' where it is safe to do so and where it would not cause delay to motorists.
Shared Space. Research shows that the 'shared space' concept reduces accidents. Therefore, all pavements, pedestrian crossings, town centres and cycle paths will be re-designated 'shared spaces'. Pedestrians and cyclists will be expected to show consideration in these areas, 'share the road' and not get in the way of drivers.
Causing Scratched Paintwork by Dangerous Cycling. A new offence will be created, punishable by up to 10 years' imprisonment.
Cycling. A new offence of 'Cycling' will be created, punishable by up to 15 years' imprisonment.
Yet More on the Dangerous and Reckless Cycling (Offences) Bill
Road.cc reports that 'road safety' minister Mike Penning has unofficially given a nod towards the ill-conceived Dangerous and Reckless Cycling (Offences) Bill, but then the Dept of Transport has publicly backtracked from this endorsement, reportedly saying "his remarks were made in the context of a private conversation". The lawyer acting for the Bennett family, whose daugher was killed by a cyclist, apparently said that Mike Penning "met us afterwards in the lobby and said to the effect of: we agree with your arguments, and we're in the process of updating a lot of road traffic laws to bring them up to date. We would look at trying to tag this on to another bill if possible." To be honest, I wouldn't read too much into this report. It sounds like a politician being sympathetic but non-committal to me.
An update of road traffic law is not before time, but with the backdrop of the Government's "war on the motorist" agenda, I don't have much confidence that the intention will be to make motorists more responsible for their actions. In 2009, no pedestrians were killed by cyclists whereas 426 died in collisions with motor vehicles. Likely only 25% of those deaths are likely to be prosecuted with 'causing death' charges, and many of those prosecutions will fail due to the law being stacked in the motorists' favour.
Blackfriars Bridge - Don't Forget
Consultation period ends this Friday, so get your comments in quick. LCC has a template letter and all the details.
Shared Spaces and Disability
Shared spaces seem to be very divisive.
The CTC has a bone to pick with Guide Dogs for the Blind, which has been blocking shared-use schemes and has successfully lobbied with other disability groups to remove cycle access in Woking town centre. However, some disabled people like the 'shared space' concept because they find kerbs and raised surfaces a barrier.
As Woking Cycle Users' Group points out, the anti-cycle campaign is based on somewhat irrational fears than actual collisions, and goes against the established research, which indicates that shared use does work and doesn't present particular dangers to pedestrians.
There's also a public health issue here. More cycling and better conditions for cycling will result in fewer road injuries and fewer 'sedentary' diseases. Making life more difficult and dangerous for cyclists (who in the Woking case case will have to take the busy ring-road instead to avoid the town centre) is, I would submit, detrimental to the nation's health and in the long run likely to increase the number of disabled and blind people. How can I justify that assertion? See if you can guess at a couple of leading causes of disability. Try 1) injuries due to car crashes, and 2) diseases whose root causes include lack of exercise, including a) heart disease; b) arthritis. c) stroke; d) diabetes.
Would it be better to go back to traditional road layouts? Car-centric streets are not in the interests of most disabled people. Pavement parking, narrow, uneven pavements, clutter, kerbs and traffic in general makes life difficult for anyone who's not able-bodied. The abuse of blue badges by able-bodied drivers makes it more difficult for disabled people to park their cars. Councils replacing proper crossings with 'pedestrian refuges' causes further problems for people unable to sprint across a road, and inconsiderate road use always disproportionately affects the most vulnerable.
It seems clear that the town planners can't please all of the people all of the time. Blind and partially-sighted people, it seems, need tactile features in the streetscape, while these can be problematic for some in wheelchairs. Having a distinct and separate roadway appears to increase collisions, yet it also seems to reduce the fear of collisions at least for partially-sighted people.
Level Crossing Abuse
A local Merton story this one - Mitcham Eastfields level crossing has been targeted by police after "three similar operations have discovered more than 100 people misusing the crossing".
Level crossings have to be about the safest place on the road network. They are normally equipped with barriers and flashing lights that activate well before the approach of a train. It's impossible to accidentally go through a level crossing when there's a train coming. Additionally, most are equipped with CCTV judging by the number of YouTube videos. It's pretty obvious that level crossing abuse would inevitably attract a dangerous driving charge and a stiff sentence, right? Not according to Network Rail, who in 2009 called for "tougher action on level crossing offences".
Why are the police targeting level crossings? This is the one place where drivers are (in the main) putting their own lives at risk, rather than other people's. While there's the possibility of collateral damage, the driver is pitting their vehicle against a 100-tonne train so it's the driver who will come off worse. If the police are suddenly concerned about safety, why don't they prioritize offences that endanger vulnerable groups or other drivers? The answer to that question is perhaps: why should the police target offences that are difficult and expensive to prosecute yet attract derisory penalties? That said, level-crossing abusers don't turn into courteous, careful civilized drivers when they've cleared a level crossing, so it would be good to get them off the road - only the legal system doesn't do that. In this near miss, so close that the train and the car are separated by the thickness of a cigarette paper, in which the driver - get this - had his wife and young son in the car at the time - the driver was given 12 month suspended sentence and ordered to do180 hours of community service. He was also disqualified from driving for 12 months and fined £722.So the residents of Carmarthenshire may already be enjoying the renewed presence of this nutter on their roads.
The evidence rather points in one direction: road traffic law needs a shake-up. Drivers and the police need to know that society takes dangerous driving seriously. Society needs to know that dangerous drivers are held responsible for their actions, that the costs of enforcement will be recovered from them, and perhaps most important, that dangerous drivers should not be permitted to carry on driving. The current law does none of these things.
More on the Dangerous and Reckless Cycling (Offences) Bill
CTC have devoted a bit more time and resources into this one than I have, and have pointed out that
"During the last decade, judges issued prison sentences to each of the cyclists who killed pedestrians"
which is a little ambiguous, but I'll assume this means pedestrian deaths where a cyclist was at fault.
In any case, this record of custodial sentencing compares well with the leniency often shown to drivers of motor vehicles, and rather reinforces my assertion that there's one law for drivers and another for cyclists, even with the law apparently drafted in the favour of the reckless cyclist. It's clearly time for Andrea Leadsom to be as good as her word and "bring equal protection and the potential for equal punishment to all road users".
Springwatch
Spring is here. The daffodils are blooming, the evenings are light again, and the cyclists are coming out of hibernation. Scientists have noticed a considerable increase over the past week, probably encouraged by the dry warm weather.
The 'feral cyclist' (urbanus ciclisto) is a now an increasingly common sight on city streets, with its colourful yellow plumage, and it is increasingly over-wintering. This species is adapted to the urban environment. It is surpisingly swift and agile and shows little fear, often coming within inches of motor vehicles and humans, and it is unafraid to grab whatever roadspace it can. So prevalent has the creature become that some are calling for its control or even eradication, fearful that it may pose a threat to the larger inhabitants of the city. Others point out that although it is difficult to tame, it causes very little actual damage compared to larger road-mammals such as the vanus blanco and taxis niger, and unlike them does not cause erosion or over-grazing.
The 'lesser cyclist' (redactum ciclisto) is a much rarer species. Threatened by habitat loss and predators, and much less bold than its urban counterpart, the 'lesser cyclist' is much more retiring and shows considerable fear. Observers note that the species will make occasional forays out into the open particularly in warmer weather, but generally it takes up residence in sheds and garages and is rarely seen. Raids on its nesting places also pose a threat the the survival of the species. Because of its duller plumage and tendancy to hide in gutters, it is also vulnerable to being hit by motor vehicles. Unfortunately, conservation efforts have generally concentrated on the more colourful urban cyclist, so numbers of the lesser cyclist have been declining year-on-year. Some efforts have attempted to make the species adapt to urban conditions, by creating narrow reservations at roadsides, but generally these have proved unattractive and tend to be quickly taken over by the creature's larger predators. However, some predict that over-population, increasingly scarce food supplies and climate change may threaten the lesser cyclists' predators, so it is possible that numbers may recover in coming years.
Terrorist Traffic Calming
In Central London, various unsightly steel fortifications have been springing up outside important buildings like Horse Guards. (See below).
Rather than spoiling the view, they could have closed Horse Guards Road to general through traffic. This would have improved the environment for tourists, and saved a huge amount of money. It's worth noting that it's still possible to park a large van very close to the Ministry of Defence despite the new steel bollards - in fact, I've seen it done. The authorities seem to be prepared to spend large sums of money on 'security measures' that don't actually work very well because they don't prevent vehicles that could be transporting bombs from passing or even parking close to strategically important buildings. It seems that interfering with traffic flow in any way is a step too far when it comes to safeguarding national security.
Dangerous and Reckless Cycling (Offences) Bill
There's a 10-minute rule bill attempting to make progress through the Commons which seeks to create new offences of 'causing death by dangerous cycling'. The Bill is being submitted by Andrea Leadsom, Tory MP for South Northamptonshire, who is, apparently, a cyclist.
She gives an account of the tragic death of Rhiannon Bennet, who was killed by a cyclist riding dangerously. Because there are limited options to the CPS, he was charged with 'dangerous cycling', for which the only punishment is a fine. This is a scenario that will be depressingly familiar to many family and friends of pedestrians and indeed cyclists who have been killed by motorists, where the charges brought don't reflect the gravity of the offence and even with such watered-down charges the killers often walk free from court. Leadsom acknowledges as much, but points out "in the case of a motorist killing a cyclist there is, at the very least, the possibility of a motorist being severely punished. Causing death by dangerous driving carries a maximum sentence of 14 years in prison".In fact there was a successful prosecution in 2009 under the Offences against the Person act, in which a cyclist was jailed for killing a pedestrian. Other cases are difficult to find for the simple reason that they are very rare.
It can't be argued that cyclists who kill by cycling dangerously do not deserve to be punished as severely as a motorist who kills in similar circumstances. However, it could be argued that there two significant problems in the law as it currently stands:
1) the 'dangerous driving' law at the moment is too specific (it refers to 'driving' dangerously), which excludes cycling and many other actions;
2) the 'dangerous driving' law is too vague (it is very difficult to prove a case of dangerous driving because of the subjective way the law is worded).
The bill fails to address the first problem because it simply creates another specific (and very rare) offence. Why not create a general offence of 'acting dangerously'? In effect, this seems to be the aim of the Offences against the Person Act 1861. Maybe it just needs updating. It seems to me that anyone who is skateboarding dangerously, hitting golf balls dangerously, owning a dangerous dog, or indeed any activity that could endanger the public should also have the possibility of severe punishment available to the courts. Why pick out cycling? It's not as if the probability of being killed by any cyclist, let alone one that is cycling dangerously, scores very high on the list of everyday risks. Unlike being killed in a motor vehicle crash, which is the leading cause of death for young people. What is the point of a Bill which in Leadsoms' words attempts to bring "equal protection and the potential for equal punishment" yet so obviously fails to do so, by continuing to exclude all manner of dangerous behaviour and singling out one very unusual cause of death?
The bill fails to tackle the second problem because it fails to address the reason the families and friends of many victims of dangerous driving do not feel that justice has been done: it is just too easy for the perpetrators to wriggle out of the charge of causing death by dangerous or careless driving. There is simply insufficient duty of care required when operating a motor vehicle. How is it possible for a driver whose van "ploughed into the cyclists before plunging down an embankment", who "failed to maintain proper control of the vehicle" and whose "actions have been careless" (according to a police report), to walk free from court? Or how about a £110 fine for the killer of a cyclist who was "hit from behind and killed by a black Audi A4 estate car"? For more examples you can browse through Freewheeler's list of fatalities. I fail to see why Leadsom's bill is not simply going to create a new difficult-to-prosecute offence, and lead to more cases where dangerous behaviour goes unpunished courtesy of good lawyers, occasionally sloppy police work and under-ambitious CPS people. Leadsom protests, "I sincerely hope that all road users are held accountable to the full extent of the law". But the problem is the law and the fact that it gives too many rights to drivers and requires not enough responsibilities, the fact that it is not enforced and the fact that when it is the penalties are often laughable.
There is one further danger of the Bill. There is a feeling that motorists when hauled before the courts benefit from the sympathetic ears of the judge and jury, who are usually fellow drivers, and many of whom drive excessively fast, use handheld mobiles whilst driving, and worse. The judge and jury in dangerous driving cases may feel that "there but for the grace of God go I". Because relatively few people in Britain cycle, a cyclist on a similar 'dangerous' charge would be unlikely to feel the love. So Leadsom's bill, far from equalizing the justice system, may actually make it less equal, because it fails to address the fundamental problem I've alluded to above, of leaving a massive grey area to be exploited by wily lawyers. So while dangerous cyclists who can't afford a good lawyer may find themselves in jail, well-heeled cyclists and drivers will likely continue to escape justice.
In summary, I totally support the idea of cyclists who kill facing justice, but don't believe this bill will make it much more likely, and I certainly don't believe it will make the roads a safer place. The Bill, instead of addressing the fundamental problems in road traffic law, goes out to solve a totally different and very obscure problem, by bringing it within the scope of the same existing, totally inadequate law. Andrea Leadsom is best advised to look at Roadpeace's manifesto for some better ideas.
Oxford Speed Cameras Back On - Shame about the Deaths
Another partial success for the bungling Coalition.
The results are back from the 'human experiment' in which Oxfordshire's speed cameras were switched off. And guess what - more people died and were injured, just as the police, road safety partnerships, even the AA, pretty much anyone involved in road safety and indeed anyone with any vestige of sanity predicted.
In the six months after the cameras were switched off, 83 people were injured in 62 accidents camera sites.
The figure for the same period the year before there were 68 injuries in 60 accidents.
Across Oxford, 18 people were killed in road traffic accidents in the period, compared with 12 people the year before. The number of people seriously injured rose by 19 to 179.
(source: The Guardian)
So that's 6 extra deaths, total cost somewhere between £9M and £18M, ignoring the cost of serious and slight injuries, and all because the Road Safety Partnership's grant was cut by £600,000. That's a pretty expensive way of buying petrolhead votes, especially as it won't have made residents whose streets are now blighted by speeding motorists too happy.
I wonder how Road Safety Minister Mike Penning and Transport Secretary Philip Hammond are going to spin it? Penning said last year "Local authorities have relied too heavily on safety cameras for far too long so I am pleased that some councils are now focusing on other measures to reduce road casualties. This is another example of this government delivering on its pledge to end the war on the motorist."
Warwickshire is scaling back its speed camera prog...
Yet More on the Dangerous and Reckless Cycling (Of...
More on the Dangerous and Reckless Cycling (Offenc...


text:
Trial of ex-US cop who shot Daunte Wright to begin December 6
By Al Jazeera
The former United States police officer charged with manslaughter for fatally shooting 20-year-old Black motorist Daunte Wright during a traffic stop near Minneapolis last month will go on trial beginning on December 6, a state judge said on Monday.
Kimberly Potter, 48, was captured on her colleague's body-worn camera attempting to arrest Wright on an outstanding warrant in the suburban city of Brooklyn Center on April 11.
The footage showed Potter approaching Wright as he stands outside of his car as another officer is arresting him.
As Wright struggled with police, Potter shouted, "I'll Tase you! I'll Tase you! Taser! Taser! Taser!" before firing a single shot from a handgun in her right hand.
The deadly shooting, which came as the Minneapolis trial of ex-officer Derek Chauvin for the killing of George Floyd was under way, spurred large protests in Brooklyn Center demanding an end to police brutality against Black people.
A protester holds up a poster depicting Daunte Wright during a protest on April 16 [File: Octavio Jones/Reuters]
Police have said Wright was pulled over for expired tags, but they sought to arrest him after discovering an outstanding warrant.
The warrant was for his failure to appear in court on charges that he fled from officers and had a gun without a permit during an encounter with Minneapolis police in June.
The city's former police chief, Tim Gannon, said Potter – who resigned following the shooting – mistakenly used her gun instead of her Taser.
Potter did not enter a plea during her initial court appearance last month, and her lawyer did not respond to the Reuters news agency's requests for comment.
The December 6 trial date was set during a brief videoconference hearing on Monday, known as an omnibus hearing under Minnesota law, before Hennepin County District Judge Regina Chu.
Potter, dressed in black, appeared alongside her lawyer Earl Gray in his office. She spoke only to say she understood and did not object to the proceeding being held virtually.
Kim Potter did not enter a plea during her initial court appearance last month [File: Hennepin County Sheriff's Office/Handout via Reuters]
The shooting happened during the trial of Chauvin, the white former Minneapolis police officer who was convicted of murder for pressing his knee against Floyd's neck for more than nine minutes in May last year.
Floyd's killing, which was captured on camera, set off mass protests across the US and around the world demanding an end to police violence against Black people.
Chauvin was found guilty of unintentional murder and manslaughter on April 20, but his lawyer has requested a new trial, citing prosecutorial misconduct and a tainted jury, among other issues.
Chauvin and the three other officers present during Floyd's death also face federal charges of violating Floyd's civil rights.
YOUTH BIPOC SPOTLIGHT: Qutaiba Hassoon, One of Forest Ave's Newest Restaurant Owners
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Padraig McCormack has extensive experience in mechanical engineering, having his own shop fitting and racking erection business for the past 20 years.
Padraig is a commercial diver and has been doing marine installations as an employee of Clew Bay Marine Services. The nature and scale of his involvement led him to join CBMS as a partner to develop the company designing and building a licensed workboat.
Padraig is responsible for the technical and electrical aspects of the marine services work.


I'd like to join a religion. You always say to be closer to God. I went to church with a friend last week, but it didn't bring me any knowledge about God. Your book did a lot more explaining God than that sermon. I don't just want to join a church because my friend goes there. I have a need inside to become more spiritual. What should my purpose be? What religion is best for me? Is it wrong to have friends who don't believe in God?
From the angels: The world of Earth is now entering a stream of wonder. You are to make the world a more wonderful place, help whoever you can, and grow closer to God. You are to know God is with each soul on Earth.
All souls are not aware of God or of heavenly entities. This is fine, as souls are on varied levels of enlightenment. All will reach God in their own time. This will happen when the time is right for the soul.
The full version of this Features article appeared in the October 2017 issue.


My very first job was as a Marketing Trainee with Chamberlain John Deere which was my early introduction to the rural way of life.
In 1983 I then became involved in the motor vehicle industry predominantly through motor vehicle finance companies such as AGC and Toyota Financial Services. I spent a total of twelve years with Toyota Finance, six years managing the Dealer operation in WA followed by another six managing the Dealer operation in NSW and the ACT.
My wife and I together with our two young children moved to Albany in the middle of 2011.
We have owned land in Albany for some years so it was always our intention to return to this beautiful part of the world. The bonus for us is having had the opportunity to become involved in Albany Toyota and working with such a dedicated group of people.
My interests or hobbies included, certainly in my younger days, singing (Base Baritone) and performing in musical comedies. I love reading, mowing the lawn (it's a ride-on!), watching late night movies and spending time with my wife and children.
My career in the automotive industry started in 1998 and was born from a desire to work in an environment that would reward me for effort. For this reason, it seemed natural to choose a commission based role.
During my career I have always worked to be the best that I can be. I have also worked with some very inspiring people who have given me a wealth of knowledge that I can now pass on to colleagues who also wish to forge a career in a reward for effort type role. I still get satisfaction from seeing a guest drive away with a new vehicle, knowing that we have given a solution to their needs, whether that be a tool for their trade, day to day transport or leisure. It is a great feeling.
After 22 years in the industry, I can honestly say that I have the same passion today as I had when I made the decision to take on my first car sales role.
Albany and the lifestyle that is on offer here was a big drawcard for me to make the decision to relocate my family from Melbourne and I am very excited to be here with the team at Albany Toyota.
One of my first jobs as a salesperson was in South Africa, working with a small corporation selling industrial grade double sided tape.
I found an opportunity to come over to Australia and turn over a new leaf. I then became an apprentice at an engine reconditioning plant. I specialised in grinding crank and cam shafts, and also acquired plenty of knowledge about how the combustion engine works and all the different variants as well.
My wife then fell pregnant and we had to make a big decision, stay in Melbourne or move to Albany.
My wife and I then decided to to come over to Western Australia and stay in Albany. We spent a good three weeks site seeing the beautiful Albany area. Not long after that my sales manager put me on as a sales cadet at Toyota and soon after that my son was born. It was difficult at first adapting to a new working environment but it got easier over time. I love working here, meeting new people everyday and still working with cars.
My hobbies include playing football(soccer) and spending time with my wife and son.
Born and raised in England my parents made a decision to migrate to Australia for a better lifestyle and opportunities. I finished my schooling here in Australia and begun my trade in hospitality as a chef. Qualified after 3 years, around that time I met my partner and we made the move to Mount Barker where we now live with our young son.
After spending eight years as a chef and having learnt a wealth of knowledge I was ready for new challenges, the first one being a stay at home dad which was fantastic and so rewarding. A job opportunity arose here at Albany Toyota which I didn't want to let pass, working here is very exciting and I'm always learning something new every day.
When I'm not at work I enjoy spending time with my family, playing soccer and relaxing in this beautiful part of the world.
Born in Kalamunda WA, we transitioned back home to New Zealand when I was young. Growing up in both countries I was able to take in both cultures, with a strong connection to my Maori side who I learnt proudly from a lot of influential people in my life.
Skip down the line I finished my senior years of schooling in New Zealand. I then moved to Albany because it reminded me of the beauty of New Zealand – with many things in common such as the coastlines and the weather.
Having worked in a variety of industries, doing work such as waiting tables to mixing concrete, I've now been given a great opportunity to build a career with Albany Toyota, all thanks to our sales manager Scott, where constant development is necessary which I love.
Outside of work I enjoy socialising with my brothers and friends making and playing music and staying active with sports like Touch Rugby, Basketball and Tennis. Spending time with my family and close friends is something I hold strongly.
I was born in Perth and grew up in the Perth hills around Mundaring.
Since I can remember I have always had a keen interest in anything that was mechanical or moved, so I followed my passions and became a Qualified Technician.
I then moved into a variety of different roles at a Toyota dealership in Perth, including new vehicle sales for three years. After this, I returned to my service background first as a Service Advisor and then a Service Manager.
In 2018 I had the opportunity to move to Albany and become a part of the team here at Albany Toyota as the Fixed Operations Manager, which oversees the operations of both the Service and Parts Departments.
I can't think of anywhere better to raise a young family, with so much camping, 4wding and fishing spots at our doorstep.
While I was born in Perth; I spent the majority of my childhood living in Narrogin, a farming community in the wheat belt region of Western Australia. I learnt my trade as a Ceiling Fixer in 1999, which I pursued for many years, earning my way to become Manager for a company in Perth. Although I've spent most of my career in the building industry, it only funded my love for cars. I spent a lot of my time restoring the classics, learning as I went along, and so a job in the automotive industry was inevitable for me.
Moving to Albany in late 2017, I have only spent a short time at Albany Toyota, but have never felt more welcome or privileged to work with such an amazing team of people, plus with one of the strongest and well known brands in the world. Albany has so much to offer for myself and my family, so I look forward to many years here in the Toyota family.
I was born in Albany, growing up surrounded by the beautiful coastline we have!
I did all my schooling here in Albany finishing up in 2008. Luckily I got the opportunity to join the Albany Toyota group straight after school days. I started as a vehicle detailer as I was crazy enough to have the passion and slight OCD for the job! In 2014 again I got the opportunity to come into the Parts Department and here I am, still.
I'm a father of two gorgeous girls, so my weekends are filled with lots of adventures and activities outdoors. We love exploring with bushwalks especially.
I am originally from Kalgoorlie and moved to Albany in 1997 with my family. I have always loved cars and anything to do with cars.
I first started in the Automotive industry by doing work experience at a few mechanics around town through the last few years of high school. I have also completed the Automotive Pre-apprenticeship at TAFE when I finished school.
I got my first job in the automotive parts industry in November 2012 at Supercheap Auto when I finished my TAFE course. I started as a casual and worked my way up to 3IC over three and a half years. I decided I wanted a change of workplace to mainly focus on just selling car parts & accessories.
I started in June 2016 here at Albany Toyota in the parts department and have enjoyed working here the whole time.
In my spare time I'm hanging out with friends or spending time with my family, or working on or looking up parts for my cars.
After graduating high school in Perth in 2006, I moved back to Albany in 2007 where I met & married my now husband & built a house in McKail. I started working for Albany Toyota only a few short years ago in 2015 as a service advisor.
Over those years I have had many laughs thanks to our exceptional Guest's & staff who are all a great bunch to work with. Thanks to owners Andrew & Michelle, I couldn't think of a better place to work as they treat all staff with the respect & care they deserve.
On the weekends, I like to spend time with my husband & 2 x Maltese x Shih Tzu dogs Axel & Basil along with catching up on my TV shows & tending to my roses.
I was born in Katanning and grew up in Katanning, Denmark and Albany. Growing up running around my Dads workshop meant I had an early introduction to the automotive industry. In 2013 I secured a job at Great Southern Toyota as an Admin Assistant/Receptionist and two years later made the move to Perth where I continued to work for Barbagallo for four years in Administration, OHS, Customer Service and Accounts.
In March 2019 I was given an opportunity to join the family at Albany Toyota on a Maternity Leave contract and I've never felt more at home.
In my spare time I enjoy camping, 4wd-ing and spending time with my family, friends and my Dachshund, Baci.
I was born in Sydney but spent my school years in the small coastal town of Forster in NSW.
My early working life included 3 years with TNT Express Worldwide in Townsville during my Uni years, and a brief but very interesting stint with the marketing department of Virgin Records in 1995 to assist them with the relaunch of the Virgin Megastore in Oxford St London.
I have been involved with Toyota for over 20 years, previously working for Toyota Financial Services in a variety of roles such as Business Analyst, Operations Manager, National Product Manager, Dealer Account Manager and more recently alongside my husband Andrew at Albany Toyota.
It was a big change for our family moving from Sydney to Albany in 2011, however we all love the natural beauty of this area and the lifestyle really suits our interests of being out in the sun, going to the beach, walking, camping & generally enjoying anything with nature…and having some of the best wineries and restaurants at our doorstep is a major bonus for me as well!
I grew up in Albany and went to Spencer Park Primary School and then to ASHS finishing in 1982.
I moved to Jerramungup in 1984 and then to Karratha in 1987, coming back home in 1993.
I''ve been working for dealerships in Albany for the past 23 years and still enjoy the constant changes this industry presents.
My spare time is usually spent at home with my two lovely dogs or with family and friends.
I grew up on our family farm 60Kms NW of Ravensthorpe, I went to boarding school in Albany for my secondary school years and have loved Albany ever since.
I have a done a variety of things since then including tour guiding at Albany's Historic whaling station, a few years in a local automotive repairs business and I have also done my fair share of farm work Including seeding and driving the truck for harvest.
I love working at Albany Toyota, its great working in the automotive industry with such an excellent team.
In my spare time I like going back to the farm when I can, riding my motorbikes, 4wding and gardening.


A 32-storey mixed-use building featuring a "vertical forest" of vines and ivy hanging down the exterior is proposed for a site across from Joyce-Collingwood SkyTrain station.
A rezoning application for the Westbank-owned property at 5055 Joyce St. has been filed with the City of Vancouver. A three-storey mixed use commercial building that houses the YMCA is currently on the site.
The developer's plan includes 298 market strata residential units, ground-floor commercial retail space, 197 parking spaces and 533 bicycle spaces.
Perkins and Will is the architectural firm for the development.
The condo units include 146 one-bedrooms, 120 two-bedrooms and 32 three-bedrooms.
A community open house about the project runs from 5 to 8 p.m. at Collingwood Neighbourhood House at 5288 Joyce St. on Nov. 15.
In recent years, the City of Vancouver conducted a review of the area surrounding Joyce SkyTrain Station, which has been undergoing upgrades to increase passenger capacity and improve accessibility.
The city's review of the area looked at land use, density, building forms, transportation issues, how to improve public spaces and what amenities were needed to support the population in pockets around the station. The population has grown substantially in the last 30 years, particularly between 1991 and 1996.
But the city's review sparked concerns from some neighbourhood residents who feared they would be displaced due to development and that business rents would increase.
However, policy and zoning changes were approved in in December of 2017, with site on the corners by the SkyTrain identified for highrises.


text:
De Onze-Lieve-Vrouw van Zeven Weeënkapel is een kapel in het gehucht Achtel van de Antwerpse plaats Rijkevorsel, gelegen aan Achtel 52.

Geschiedenis
De kerk werd voor het eerst vermeld in 1475 en is mogelijk ouder. In de loop van de 16e eeuw raakte de kapel in verval. Van 1608-1619 werden herstelwerkzaamheden uitgevoerd. In de dakruiter hangt een klokje van 1729. Het klokje is gewijd aan Antonius Abt en de kapel dient ook voor devotie van deze heilige.

In 1938 werd de kapel beschermd als monument.

Kapel
De kapel is gelegen op een kunstmatige heuvel, de Kapelberg en wordt omringd door oude bomen. De kapel is in gotische stijl. Het is een rechthoekig bakstenen gebouw met steunberen en een spitse dakruiter op het zadeldak. De voorgevel is een tuitgevel.

Het interieur wordt overkluisd door een houten tongewelf. Uit het vierde kwart van de 17e eeuw is het schilderij: Wijding van een Norbertijnerabt. Er is een gepolychromeerd houten beeld van Sint-Antonius met het varken. Ook van omstreeks 1600 is er een beeld van deze heilige.

Het houten portiekaltaar is uit de tweede helft van de 17e eeuw. Het altaarstuk, voorstellende de Bekoring van Sint-Antonius is van 1807 en werd vervaardigd door Pierre-Jean Hellemans.

Onroerend erfgoed in Rijkevorsel
Kapel in Antwerpen (provincie)
Beschermd monument in Vlaanderen


Jimmy Waite will always be remembered for his time with Team Canada at the World Junior Championships.
In 1987 he was part of that infamous team that was kicked out for brawling with the Soviets. But in 1988 he played a major role in Canada knocking off the Russians to win gold. He was named as the tournament's top goaltender, shutting down the high flying Alexander Mogilny and Sergei Fedorov.
It was the highlight of a brilliant junior hockey career that had him rated as a top NHL goaltending prospect. Although there was one wise scout in The Hockey News Draft Preview who dared to say he would not make the cut in the NHL.
He called it a weak year for goaltenders, with Rick Tabaracci and Jeff Hackett as the top goalies. But the Chicago Blackhawks disagreed, drafted Waite 8th overall in 1987. By the time he was ready for the NHL the Hawks already boasted Ed Belfour and Dominik Hasek in net. Waite was so highly regarded that the Hawks moved Hasek out of town.
The older Hasek was still unproven in the NHL, but of course would blossom into one of the NHL's all time greats in Buffalo. Waite never did find a home in the NHL.
Waite struggled mightily in Chicago. In his first season he played in 11 games, posting a disastrous 0-7-1 record with a 5.22 GAA. He would spend much of the rest of the decade jumping between the Hawks and their farm team, coming up for sporadic games. He seemed to have cemented the backup job in 1991-92 and 1992-93, playing in a total of 37 contests, but it did not last. It certainly did not help that Ed Belfour was so good and such a workhorse.
Waite would go on to cups of coffee in San Jose and Phoenix before disappearing to Germany for decade.
All told, Jimmy Waite played in 106 NHL games, winning 28, losing 41 and tying 12. He had 4 shutouts.


Our restaurants are driven by a deep dedication to the art of craft. Beyond just describing how things are made, "crafted" can also refer to a desire to do something well, through a very personal kind of work. The craftsman is proud of their work, and cherishes their creation. This kind of pride can be infectious and as a company we want to imbue our employees, communities, and customers with this spirit. Even people who never meet the craftsman or have never handcrafted anything themselves can recognize the depth, skill, and effort embodied in well-crafted objects, whether that means surfboards, canoes, motorcycles, beer, or food.
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"I look forward to testifying on Thursday about the truth, and defending my good name--and the reputation for character and integrity I have spent a lifetime building--against these last-minute allegations," he said.
The White House in a statement expressed unwavering support for Kavanaugh, calling the allegation another part of a "coordinated smear campaign" by Democrats.
But at least one staffer, the spokesman for Sen. Mike Lee (R-Utah), denied this, saying Lee's staff had not heard about it. Lee is on the Senate Judiciary Committee.
The allegation comes roughly a week after Christine Blasey Ford went public with allegations against Kavanaugh, claiming that he forced himself on her during a high school party in the 1982.
The New Yorker article also includes a new allegation regarding Mark Judge, who Ford has named as the other man in the room when Kavanaugh allegedly assaulted her.
Ford has alleged that Kavanaugh held her down and groped her over her clothes, at one point putting his hand over her mouth to keep her from screaming. She says Judge stood at the side, egging him on.


Take benefits from the industrial competence on site!
Wether by train, car or plane. Erlangen is easily accessible!
It does not matter if you are looking for a congress center, convention hotels or special locations. Here you will find the perfect location for any event!
We would love to plan an exciting supporting program for you!
the Erlanger convention bureau is the competent partner at your side when it comes to planning your event!


Thank you Sterkoder for adding the latest pictures. It's impressive to see the ship, but as least as interesting to see all those wonderful details from Ålesund.
I could hardly munch my breakfast fast enough this morning…just knowing there would be Sterkoder's Ålesund waiting for me on CVF! Of course I come into the category he mentions of those that have visited the city before, but whether it is on my own subsequent visits, or vicariously through others images, I always come across some viewpoint or detail that is new to me as well as other ones that are old friends.
That glass merchant mural for example is new to me, and I am admiring in the artist's work how the "glass-ness" of the glass is painted, and in Sterkoder's photography how the inclusion of the chimney growing out of the gable end…and the "portrait" format…completes a pleasing image. And regarding the work of that excellent photographer (now NO BLUSHING Sterkoder!), #524/1 is an unmistakable example of his assured and distinctive style. In fact it has set me off daydreaming instead of completing this appreciative post!!! (here I'm allowed to blush! ). I'm looking at the street scenes, picking some shop or other from amongst all the charming architecture … and imagining opening an art gallery with photo exhibitions on display. A pakarang room perhaps, and next to it a Sterkoder room in which this rusty chain takes pride of place.
But it was the ship that drew you here this visit, and now I am looking at #522/3 which so well illustrates the extraordinary spectacle of seeing a giant ship placed among this intimate streetscape. Both elements, ship and city, are perceived in a different way when they come together like this. You have captured the connection Sterkoder –we talked about this quite recently in the context of your home city too. And again you show me the ship from a different perspective than when I saw Caribbean Princess moored way out in the Forth estuary here in Scotland (though I tried to convey something of the relationship to her surroundings there too).
But it is undoubtedly her stern that exerts a considerable pull, irresistibly overcoming that part of one's "rational" mind that is screaming " I hate these so-called ships!"!!!!!! Ah, #527/2 and 3!! The first time I'd actually seen this kind of design of stern for myself at close quarters was Grand Princess in Copenhagen in 2009, and I wrote on CVF that it was "as if some giant troll was about to walk past, pick up the ship by this "handle", and stride off along the Langelinie quay dangling it playfully by his side!".
Thanks for a great day out…and for the seagull!
Added as Edit: no sooner had I posted this than I went on to look at the Cruise ships in Norwegian waters thread, and there ombugge has titled his web capture "Has someone dismantled the handle on this one?? Exactly! What a fascinating comparison.
Last edited by Seagull; July 26th, 2012, 10:37.
Thank you on the update of that wall logo, 'Ombugge' and a big thanks for your comment Cecilia!!!
I enjoy Ålesund so much, and I want my own city to be like that during summertime.
In Ålesund it seems like the passengers remain in the city when a cruiseship docks, and only being bussed to Atlanterhavsparken or Fjellstua.
Here in Kristiansund buses are waiting in line to take passengers to the Atlantic Road..., out of town, so that only a small handful of passengers are left walking Kristiansund.
This generates no life compared to what I experience in Ålesund.
Someone wanted the local newspaper Tidens Krav to start writing about cruiseship arrivals beforehand again, like they did years ago.
The writer said that people often came to the city from the ditrict around just to experience the cruiseship and life that was in Kristiansund such days.
He wanted Tidens Krav to print the arrivals again, so that people could preplan their visit to Kristiansund. He wanted life in the city..., just like me.
This is exactly what I do before going to Ålesund, to check out the cruise calendar, so there's bound to be people who would want to come to Kristiansund for the same reason.
I think I will write a small article on the readers page in our newspaper, and give them the preliminary list of ships and dates for 2013.
(In a hope to get more people visiting when a cruiseship arrives, just like we managed to create life in the city when SHTANDART visited).
Well, thanks again folks for coming along on my short walk around one of Norways most beautiful cities, and for motivating and inspirational comments!!!
How about offering a walking tour through the town (inkluding some Sundbaten trips) to the cruise companies.
There must just be someone with an umbrella to do the leader.
They could offer it as an alternative trip on board. Maybe this is of interest for some people.
Thanks Ralf! Yes, I have many such thoughts in my head.
Yesterday I caved in and started to upload pictures to FB, and latwr I will make my albums official/public.
In a couple of albums I present Kristiansund and the region Nordmøre with Atlantic Road to the world.
In a couple of days I will also hava a readers letter in print in the local newspaper here, concerning cruise ships in Kristiansund. So you know, my brain is rather focused on "giving" Kristiansund to potential tourists..
Impressive shots Sterkoder.... Ålesund is certainly a wonderful destination.
Loved your massive Caribbean Princess shot... imagine when the ship gets scrapped in a decade or so, then buying it from the Indian scrappers and placing it on a rock towards the Norwegian sea as your personal private suite..
The changing light is the main feature.
Thanks, 'Ombugge', for posting this link!
Hurtigruten being moored at the "inner" harbour. Due to wind I suppose?
I have one thing waiting for me, and that is one day to be at Alnæs lighthouse, be it nice weather or storm.
Those who have noticed the tunnel opening in the City Park in Aalesund, close to the steps to Fjellstua, may have wondered what is inside the steel gate??
As can be seen, the system of tunnels and rooms inside the mountain is still in used, but for what??
Yes, seen that, wondered! Absolutely fascinating links, ombugge.
Could somebody please give me a brief translation of what is said in the video? I tried to Google-translate the text but I don't really understand. It looks like some army-related tunnels? WWII? But some of the furniture looks fairly recent.
Last edited by Sarnia; September 15th, 2012, 12:15.
The tunnels etc. was built by mostly Russian prisoners of war but on behalf of the German occupiers.
The are now probably used by Civil Defense, although I'm not sure.
Anybody with access to the paper version of smp.no who can tell us???
PS> Many of the Russians are buried on Aksla, or at least was.


sense...whoo! whoo! ...You numbskull.... Well, I oughta..."
9)	Riker will be reduced to tears when they call him "Fat Boy."
8)	Transporter. Cream pie. You get the picture.
security unable to leave their deck.
6)	Larry, Moe and Curly have already been where no man has been before.
curly shuffle, and Moe And Larry will take control of the enterprise.
with something he learned in science class.
3)	Picard doesn't know the block.
at a fazer on stun.
1)	Any stooge can outrun Enterprise security.


Ocean Resort Casino has recently signed a deal with Evolution Gaming which names Evolution as Ocean Resort Casino's new provider of online casino solutions. The agreement specifies that as of the end of Q3 2018, Evolution will supply Ocean Resort with an on-floor Dual Play roulette table, as well as studio-based live tables.
Operated by AC Ocean Walk and owned by Hyatt, the Ocean Resort Casino is a fresh new hotel and casino complex in Atlantic City. Occupying the tallest building in the city, the 20-acre site has a prime waterfront location, sitting on the famous Boardwalk.
As well as its 138,000-square-foot gaming floor and sea-front premier players' lounge, Ocean Resort patrons will soon have access to live table games from the comfort of their own homes. Compatible with smartphones, tablets and desktops, Evolution will provide live studio-based games such as blackjack (including 21+3 side bets, bet behind and perfect pairs), three card poker, American roulette, slingshot roulette, baccarat and ultimate Texas hold'em poker.
Additional live gaming options will be provided through a unique multi-camera Dual Play roulette 'convergence' table. This facility is set to become a showcase feature of the Ocean Resort Casino's offering. At the Dual Play table, players will bet against one another, online players within the casino and hotel, and online players elsewhere in the state.
Further, European players will also be able to access Dual Play roulette games, through 'Live at Ocean Resort Casino', which will be underpinned by agreements with Evolution's European licensee network.
The CEO of the Ocean Resort Casino, Frank Leone, explained that by incorporating Evolution's cutting-edge casino facility into its on-site and remote services, the resort will stand out even more from its competitors. Ocean Resort has, he said, an incredible location and on-site facilities, alongside an excellent online service that will soon host both live casino and live sports betting services. He said that the Ocean Premier loyalty program will add to this range of attractions, rewarding gamblers with attractive bonuses when they engage with the physical and online casinos.
The Evolution Director of Business Development and Land-based Sales, James Stern, stated that the new live casino facility will enhance the resort's existing 2,500 slots and 120 table games. Combined, he said that the facilities will provide the resort with a comprehensive, appealing and smooth-running online gaming service. Further, he said that whether players want to visit the physical casino, play during their commute, or play in the comfort of their own homes, Ocean Resort has everything they need.


In World War II General Heinrich Kreipe, the German military Governor of Crete, was kidnapped by the British in a daring raid by a Special Operations Executive team, led by Patrick Leigh Fermor.
Patrick Leigh Fermor then recited the rest of it. The shared experience of Classical learning formed an improbable bond between the two.
With clear sharp ice is all congeal'd.
And aged ash are rock'd no more.
Each in its hour, prefer their claim.
Or finger, that but ill rebels.
Distant View of Mount Soracte, near Rome, by George Loring Brown.
Chosen by Nicholas Debenham. The translation is from Perseus.