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The Pope at War
The Secret History of Pius XII, Mussolini, and Hitler
By David I. Kertzer
Category: World War II Military History | Biography & Memoir | Religion
Category: World War II Military History | Biography & Memoir | Religion | Audiobooks
Jun 07, 2022 | 930 Minutes
Pre-order from:
About The Pope at War
Based on newly opened Vatican archives, a groundbreaking, explosive, and riveting book about Pope Pius XII and his actions during World War II, including how he responded to the Holocaust, by the Pulitzer Prize–winning author of The Pope and Mussolini
When Pope Pius XII died in 1958, his papers were sealed in the Vatican Secret Archives, leaving unanswered questions about what he knew and did during World War II. Those questions have only grown and festered, making Pius XII one of the most controversial popes in Church history, especially now as the Vatican prepares to canonize him.
In 2020, Pius XII's archives were finally opened, and David I. Kertzer—widely recognized as one of the world's leading Vatican scholars—has been mining this new material ever since, revealing how the pope came to set aside moral leadership in order to preserve his church's power.
Based on thousands of never-before-seen documents not only from the Vatican, but from archives in Italy, Germany, France, Britain, and the United States, The Pope at War paints a new, dramatic portrait of what the pope did and did not do as war enveloped the continent and as the Nazis began their systematic mass murder of Europe's Jews. The book clears away the myths and sheer falsehoods surrounding the pope's actions from 1939 to 1945, showing why the pope repeatedly bent to the wills of Hitler and Mussolini.
Just as Kertzer's Pulitzer Prize–winning The Pope and Mussolini became the definitive book on Pope Pius XI and the Fascist regime, The Pope at War is destined to become the most influential account of his successor, Pius XII, and his relations with Mussolini and Hitler. Kertzer shows why no full understanding of the course of World War II is complete without knowledge of the dramatic, behind-the-scenes role played by the pope. "This remarkably researched book is replete with revelations that deserve the adjective 'explosive,'" says Kevin Madigan, Winn Professor of Ecclesiastical History at Harvard University. "The Pope at War is a masterpiece."
Also by David I. Kertzer
See all books by David I. Kertzer
About David I. Kertzer
David I. Kertzer is the Paul Dupee, Jr. University Professor of Social Science and professor of anthropology and Italian studies at Brown University, where he served as provost from 2006 to 2011. He is the author of twelve books, including The Pope… More about David I. Kertzer
Published by Random House
Jun 07, 2022 | 672 Pages | 6-1/8 x 9-1/4 | ISBN 9780812989946
Jun 07, 2022 | 672 Pages | ISBN 9780812989953
Published by Random House Audio
Jun 07, 2022 | 930 Minutes | ISBN 9780593605769
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"A magisterial new study of how the Vatican navigated World War II and why Pope Pius XII stayed silent in the face of the mass murder of Jews, The Pope at War is a powerful and carefully argued book based on documents from the newly opened Vatican archives revealing how institutional self-interest dictated the pope's actions."—Ruth Ben-Ghiat, professor of history and Italian studies, New York University
"In this rigorous and riveting book, David Kertzer uses newly declassified Vatican documents to provide a far fuller portrait of the wartime pope than ever before. Kertzer offers a number of discoveries, including the diplomatic mission of a Nazi prince to the Vatican, showing how Hitler and Mussolini intimidated the pope, who believed there were 'good fascists.' The Pope at War is the most authoritative study of Pope Pius XII to date, and Kertzer's findings will not bolster the cause of those who seek this pope's canonization but the cause of those who are not afraid of history."—Jonathan Petropoulos, author of Goering's Man in Paris
"David Kertzer has outdone himself and crowned his extraordinary career with this volume on Pope Pius XII. Relying especially upon recently released documents at the Vatican Archives, Kertzer writes a simply riveting account with a worldwide cast of characters that includes Mussolini, Hitler, FDR, Churchill, and Eisenhower. For decades, scholars have wondered if the Vatican archives would contain new findings about the controversial Pope and the Roman Curia, especially in relation to the Jews of Europe during and after the Holocaust. They need wonder no more. This remarkably researched book is replete with revelations that deserve the adjective 'explosive'—and with so much more. The Pope at War is a masterpiece."—Kevin Madigan, Winn Professor of Ecclesiastical History, Harvard University
Get the latest updates from David I. Kertzer


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Bringing Workers Back Safely: A Risk Modeling Approach for COVID-19
Request Access to Webinar
April 30, 2020 | 1:00 - 2:00 pm CDT
As governments begin to lift restrictions, business leaders will want to act quickly – but how will organizations bring employees back to their work sites safely? The Restart Risk Model™ builds on guidance from the Centers for Disease Control and Prevention (CDC) and the Occupational Safety and Health Administration (OSHA), offering a way for organizations to systematically evaluate the risk of disease transmission to their sites, operations, and work areas. This risk-based framework will help organizations develop a plan to restart operations with enhanced working practices that address the 'new normal' business environment after the pandemic.
Attendees will gain insight into this new organizational health and safety risk model designed to help them customize a plan to resume operations safely following the COVID-19 lockdown.
What We Cover:
A systematic approach to model the risk of your work sites and areas based on network exposure and virus transmission mode risk factors
How we apply CDC and OSHA guidance into a comprehensive set of new controls tailored to your business
Measures to ensure the effective implementation of these new controls
Restart Risk Model - A COVID-19 Risk Management Framework
Matt Mowrer - Director, Product Development and Innovation Center
Matt Mowrer has been working in the management consulting, data analytics, risk management and information technology fields for the past 20 years. He specializes in developing innovative technical solutions to help government and commercial clients manage their risks and maximize their performance. He is a recognized practice leader in the following areas:
Risk based decision-making (RBDM)
Cyber security assessment and mitigation
Security risk analysis and management
About ABS Group
ABS Group of Companies, Inc. (www.abs-group.com), through its operating subsidiaries, provides data-driven risk and reliability solutions and technical services that help clients confirm the safety, integrity, quality and efficiency of critical assets and operations. Headquartered in Spring, Texas, ABS Group operates with more than 1,000 professionals in over 20 countries serving the marine and offshore, oil, gas and chemical, government and industrial sectors. ABS Group is a subsidiary of ABS, one of the world's leading marine and offshore classification societies.
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Thank you for your inquiry. We will be in touch shortly to confirm your request for this resource. In the meantime, feel free to browse our full offering of Webinars, Insights and Project Profiles in the Knowledge Center.

redpajama_set_name: RedPajamaCommonCrawl


We'd like to extend a very warm welcome to Suresh Vasudevan, former president and CEO of Nimble Storage, to the Accel family as an executive-in-residence (EIR).
We first met Suresh in 2008 when we were recruiting him to run one of our portfolio companies, Omneon. After he successfully led the company through a $300 million+ acquisition by Harmonic, we managed to convince him to join Nimble, yet another Accel portfolio company. At Nimble, he led the company through its 2013 IPO and later negotiated its $1.2 billion acquisition by Hewlett Packard Enterprise (HPE).
Beforehand, Suresh spent nearly a decade at NetApp in a wide range of executive positions. He led the company's product strategy and product development and he architected the steady expansion of NetApp's product portfolio into new markets.
We've had the good fortune to see Suresh at work in multiple leadership roles now and we've consistently been struck by his talent for successfully scaling young companies into robust organizations. He has an incredible knack for creating process, instilling discipline, and building and managing strong teams across all company stages. Suresh also has deep product and technical experience in storage, data management, security, and cloud infrastructure.
As part of Accel's EIR program, Suresh will meet with founders and executives within our portfolio to share his insights as a former operator and help them tackle challenges around scaling. You can reach Suresh via LinkedIn, Twitter, or email him at svasudevan@accel.com. Welcome to the team, Suresh!


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English Chess Online
The ECF Internet Chess Site
ECF Online Home
Join ECF Online Clubs
ECF PIN Reminder
Play in Club Events
Events during Sept rated in the October List
Events during August rated in the Sept List
Events during July – v02
Events during June
Events to end of May
Earlier Events
ECF National Events
North v South Match Report
English Online Counties Championship 2020
ECF National Online Clubs Championships
English Online Blitz 2020
Online International Calendar
The Nations League
lichess Nations Cup
International Weekend – February
International Weekend – March
ECF Online Ratings
ECF Online Rating Calculation
English Online Club finder
English Club Finder North West
ECF Support for Moving Online
Register online club
Register events
ECF Home Page
Home ECF Support for Moving Online
ECF Online Members Clubs and Events
The ECF currently provides online clubs on lichess and chess.com for ECF members looking to play ECF rated games online. We have more than 1,500 members across the two member clubs which we run, and currently schedule and run six ECF online rated club tournaments per week. We also have well supported Junior and Women's clubs.
We run a number of ECF Online National Competitions including the Online Blitz Championships, the National Club Championships, and the English Counties series of events.
We are also running ECF online international events for club members on both platforms, including England entries in the chess.com Nations League, the lichess Cup of Nations, the lichess World Series tournaments and one-off matches with other Federations.
In addition we have an ECF open club for social players who may not be ECF members, with over 3,500 members on Chess.com and a regular schedule of non-ECF rated events. Further details can be found here
The main ECF members clubs can be found here on Chess.com and lichess —
https://www.chess.com/club/english-chess-federation-members
https://www.chess.com/club/english-chess-federation
https://lichess.org/team/english-chess-players
Affiliated Leagues, Club and Events – The ECF is looking to provide help and guidance to leagues, clubs and organisers wanting to setup online events, including ideas for club nights and online events and competitions, ECF calendar entries major events, and rating of online events registered with the ECF.
This page provides organisers with some guidance on establishing an ECF affiliated online league or competition and submitting events for online rating.
Selecting a platform – The first step is to select a platform for your league, club or competition. This will often be based on where the majority of your member clubs or potential players are used to playing, but there are other factors to consider such as the type of events you would like to run (team match, team battle, individual challenge or Swiss) and the fair play arrangements you are looking for. Chess.com and lichess have by the largest numbers of members on their platforms and provide some useful guidance on running events (as per the chess.com guidance below). There are a number of other platforms you may want to consider and it's worth considering a number of options before deciding on your preferred platform.
https://www.chess.com/article/view/how-to-run-chess-events-online
Match or Competition Format – Team matches can be managed as either team events (which are supported natively on chess.com) or by way of individual challenges (which are supported on chess.com, lichess or other platforms). The advantage of team matches is they are much easier to organise, easier for the players to join and see what's going on as the match progresses, and generally easier for monitoring / capturing results and pgns etc. The disadvantage of chess.com team matches is that the board order will be set by chess.com ratings which reflect online games played on the platform and are not always accurate for new players who only have less than 8 games on chess.com at the relevant time control. If board order is a major concern you will need to offer the individual challenge format as an alternative. Competitions/ Congresses are usually run as multi-round Swiss events or Arena format tournaments which are both supported natively on chess.com, lichess or the majority of the other platforms. Larger congresses may be run by way of pairings with individual challenges.
Establishing league or competition clubs – Its usually a good idea to establish a special club or competition/ league club on your chosen platform as a way of publicising the club, competition or league, and as a general forum and means of communication with club or league members. You can find some examples of league or competition home pages here:
https://www.chess.com/club/ecf-online-english-county-championships
https://www.chess.com/club/west-midlands-area-league
https://lichess.org/team/lichess4545-league
Setting up competitions and fixtures – You should also decide where you are going to organise and publish your competitions and fixtures. This can generally be done on the provider platform for congress type events and competitions – eg as for the English Online Blitz at the link below.
https://www.chess.com/tournament/live/ecf-english-blitz-championships—group-stage-2-1217782
There are other options to consider for larger events, leagues or competitions which are being organised as individual challenges on the provider's platform. Options include the ECF LMS or a number of other third party systems.
The ECF LMS has been upgraded to accept online events and allows you to set up an organisation with competitions or league seasons, generate 'all play all' as well as manually set fixtures, support fixtures by publishing online player addresses for individual challenges and spectators. ECF LMS also allows you to capture results and prepares files for online-rating submissions which will be accepted monthly using the new json format. Examples of online leagues and competitions in LMS are as follows:
National Clubs Online – http://ecflms.org.uk/lms/node/60234/home
Online English Counties – https://ecflms.org.uk/lms/node/60070/home
West Midlands League – https://ecflms.org.uk/lms/node/59701/home
Registering your League or Event for Online Rating – For an event to be accepted for online rating in the ECF Online National list it must be played at one of the standard time controls (standard, rapid or blitz) with time odds / berserk mode not allowed so that both players have the same time allowance. In addition players must be required to observe the provider's terms and conditions and fair play requirements.
The time controls for standard, rapid and blitz are as follows:
A. Standardplay – Each player must have 60 minutes or more for the complete game.
B. Rapidplay – Each player must have more than 10 minutes and less than 60 minutes, for all moves. This includes both the initial time control and any subsequent time controls or quickplay finish.
C. Blitz – Each player has between 3 and 10 minutes per game.
Where increments are used the time available for the game is calculated for rating purposes on the basis of a 60 move game.
You can register your league or event for online rating with the ECF at the link below. You can also request an ECF calendar entry for your event by checking the relevant box on the form.
https://britchess.wufoo.com/forms/register-your-event-for-ecf-online-rating/
Eligibility and Game Fees – All players must be ECF members or supporters for an event to be online rated without game fee charges. You can check a player's membership status in LMS or in the ECF membership system in the organiser's page on the web site when you are entering results. If you have non-members/ supporters playing the event or league can still be online rated but there will be a charge of £5 per non-member / supporter playing per congress, or per monthly rating period for a league, payable as a non-member game fee to the ECF. Any online game fees should be paid together with a template proforma invoice which should be completed as results are submitted.
Submitting Events for Rating – If your event is using ECF LMS then this can be done very easily by selecting the 'rate automatically' option in LMS after which events will be submitted on a monthly basis with results appearing in the next monthly list on the ECF online web site. Players are provided with separate online ratings for Standardplay, Rapid and Blitz Events.
Affiliated leagues and events – Games from registered events will be rated in the ECF online lists alongside games played in ECF members' club tournaments on chess.com and lichess. Leagues, clubs or organisers will be able to get their events rated by submitting results in the normal way to the ECF grading team using one of the standard formats. LMS will be available as an option for submitting results, but all of the current input options will be supported as for OTB matches/ events. We will include these results in standard play, rapid or blitz ECF online listings for players taking part in ECF members club competitions or affiliated leagues and events.
As above you should note that online ratings will be held completely separate from OTB ratings, with separate rating lists.


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namespace te
{
    RenderSystem::RenderSystem(
        const ECS& ecs,
        std::shared_ptr<const Shader> pShader)
        : System(ecs)
        , mpShader(pShader)
    {}

    void RenderSystem::update(float dt) const
    {
        get<AnimationComponent>().forEach([dt](const Entity& entity, AnimationInstance& instance) {
            // Frozen animations require no update
            if (instance.currAnimation->frozen) { return; }

            instance.currDuration += dt * 1000;
            if ((unsigned)instance.currDuration > instance.currAnimation->frames[instance.currFrameIndex].duration) {
                instance.currDuration = 0;
                ++instance.currFrameIndex;
                if (instance.currFrameIndex >= instance.currAnimation->frames.size()) {
                    instance.currFrameIndex = 0;
                }
            }
        });
    }

    void RenderSystem::draw(const glm::mat4& viewTransform) const
    {
        get<AnimationComponent>().forEach([&, this](const Entity& entity, AnimationInstance& instance) {
            instance.currAnimation->frames[instance.currFrameIndex].model->draw(*mpShader, viewTransform * get<TransformComponent>().getWorldTransform(entity));
        });
    }
}

redpajama_set_name: RedPajamaGithub


Collaborative divorce is a non-adversarial approach to a divorce. You and your lawyers pledge in writing not to go to court. You negotiate in good faith, and work together to achieve a mutual settlement outside the courts.
No, Collaborative Divorce is completely voluntary.
Do I need an attorney for a Collaborative Divorce?
Yes, both parties must be represented by an attorney who has Collaborative training.
Effect on Family: Relationships are preserved by respectful mutual problem solving.
Less Adversity: Spouses and attorneys pledge to act with mutual respect and transparency.
Timing: Spouses control the timing of the divorce and are not dictated by court deadlines.
Communication: Spouses are encouraged to communicate directly with the assistance of their attorneys.
Court Involvement: Court involvement is limited to approval of a final decree which meets the requirements of Iowa law.
Privacy: The divorce and all negotiations are private until finalized.
Outside Experts: Spouses jointly retain outside experts to provide information and guidance on a variety of matters so that both spouses can develop informed and mutually beneficial solutions.
Cost: The expenses of a divorce are more manageable and predictable, the collaborative process is usually less expensive than litigation.
What are the steps of a Collaborative Divorce?
First, both parties hire collaborative trained attorneys and sign a collaborative participation agreement describing the nature and scope of the matter. The parties and attorneys agree to treat each other with respect and dignity. The parties and attorneys engage in four-way meetings where relevant and material information is voluntarily exchanged between the parties. The parties use good faith efforts in their negotiations to reach a mutually acceptable settlement which is presented to the Court for approval. Outside experts, such as child specialists, mental health professionals, financial professionals, and any other experts that are needed, are jointly engaged by the parties. The collaborative process terminates upon the commencement of any contested court proceeding, at which time, both collaborative attorneys are disqualified and must withdraw from representation. The parties proceed with litigation with the assistance of new attorneys.


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Ocean Challenge Live! - The Vendee Globe 2008
Solo, Non-Stop, Around-the-World Race
Racing Great American III
About Rich Wilson
About Great American III
Vendee Globe 2008-2009
Rich's Asthma
Shore Support Crew
Ship Log
Ship's Position
Daily Podcast from sea
Daily Weather Maps
Saturday Updates
Prof. Dava Newman, M.I.T.
Dr. Brien Barnewolt, Emergency Medicine, Tufts Medical Ctr.
Dava Sobel, Author, Longitude, Galileo's Daughter
Dr. Chris Fanta, Asthma, Brigham & Women's Hosp.
Capt. Eric Wallischecke, USMS
Samuel Scott, Maritime Art, Peabody Essex Museum
Dr. Jan Witting, Sea Education Association
Dr. Ioannis N. Miaoulis, Museum of Science
Laura Mirabella, Shipping Broker
Capt. Murray Lister, M.V. Cape York
Dr. Ambrose Jearld, National Marine Fisheries Service
Dr. Chuck Czeisler, Sleep, Brigham & Women's Hosp.
Sean T. Connaughton, U.S. Maritime Administrator
Lorraine Leo, Technology Teacher
Rich du Moulin, Owner, Intrepid Shippin
Scott Hamilton, Investment Advisor & Explorer
Teacher's Guide 2008
On March 10, 2009 at 13:43:19 French time, Skipper Rich Wilson and Great American III crossed the finish line at Les Sables d'Olonne. Race time: 121 days, 41 minutes and 19 seconds
Thank you for all of your kind notes, and for joining us on another educational adventure at sitesALIVE!
Planning A Vacation
Imagine you are planning a two-week family vacation to China. Search the newspaper travel section for travel packages and airline rates. Check the business section for currency exchange rates. Contact travel agencies for additional information. Select places to visit (cities, landmarks, cultural events, nature preserves, etc.). Determine the total trip cost, including food, lodging and travel to, from and within China. Make a scrapbook including pictures and descriptions of places you'd like to visit. Write a journal entry or postcard describing one day of your trip.
Planning An Adventure
With the help of a parent or other family member, have students plan a three-week-long journey to a remote area where there are no modern conveniences (plumbing facilities, refrigeration, grocery/supply stores, housing/hotels, etc.). Have students select the season in which they plan to visit the area, then make a list of items (food, gear, and personal supplies) that will be necessary for their journey. Have students share their list of "essentials." How do these compare to what Great American II is taking?
Family Ceremonies & Traditions
Families are a place where ceremonies, traditions and superstitions often play an important role. Have students discuss with their families what traditions they follow and why. Are the traditions based in religion? Are they based on "what they have always done?" What is the purpose of the ceremonies, traditions, and superstitions that students' families observe? What would happen, or how would it feel, if they did not observe these traditions?
Environmental Survey
Help students develop an environmental survey to use with their parents and other family members. As a class project, collectively develop statements about local environmental issues that can be responded to in a Likert scale, ranging from "strongly agree" to "strongly disagree." Have students collect, analyze (in the form of histograms, bar graphs or circle graphs), and report the survey data collected from their families. Have students include recommendations from parents about ways to improve and protect the environment.
Defining "Home"
Have students work with their parents to determine what information they would want to share with other peoples to create an understanding of what makes the students' country "home.
Family Turning Points
Have students interview their parents, grandparents and/or other family members to find out about turning points in their family history. What did they learn from these turning points that helped them to make future decisions? Did they move ahead in different directions or ways? Why or why not?
Route Mapping
With their parents' help, have students examine a map that they have used to go on a vacation or to visit a friend or relative, then plan several different routes that could take them to the same place. Discuss and record the advantages and disadvantages of each route, then ask parents to discuss why they chose to follow a certain route. Invite students to share their family discussion and map with the class.
In an earlier voyage on Great American II, Rich Wilson was awed by the connectedness of the ocean's action. "Every salty wave from San Francisco to Boston was connected to the next, and to every harbor, beach and river he passed." To demonstrate the concept of interconnectedness, have students talk with their families about how events, actions, and decisions that occur within the family can have an effect on other family members. How can students' own decisions affect their families and others who care for them? Invite students to share their family discussion.
Family Challenges
Have students interview their parents, grandparents, or other adult family members to find out about the daily challenges they face. These could be health, economy, work or family-related. How do they overcome these challenges? Are cooperation, tolerance, commitment, and perseverance a part of their solutions to problems?
Lead a discussion on earthquake safety. Inform students about proper actions to take in the event of an earthquake, such as taking cover under a desk, table, or doorway. Have students discuss with family members how they could make their home safer before an earthquake occurs. Have them conduct an earthquake hazard hunt in their home, then make any changes (such as moving or fastening down heavy objects that could fall during an earthquake) that the family decides are appropriate.
© 2020 sitesALIVE. All rights reserved.


AMP Limited has announced a series of changes to its senior leadership team, including the appointment of Craig Ryman to the expanded role of chief operating officer.
Ryman was previously the firm's group executive, technology and operations, a role he was appointed to in January 2017. Before this, he served as AMP's chief information officer and IT director, product & advice.
In his new role, Ryman will be responsible for "driving efficiency and improving AMP's capability to execute and deliver change," the firm said.
In other changes, Alex Wade, who was appointed group executive, advice in January 2019, has been promoted to chief executive, Australian Wealth Management, and will lead an expanded portfolio bringing together AMP's advice, wealth management, product and customer solutions teams. Paul Sainsbury, currently group executive, wealth solutions & customer, will remain with the group for an interim period to support Wade in ensuring a smooth transition to a single wealth division, the firm added.
To read more about the restructure, click here.


We provide a professional House Clearance service that is flexible to your needs and always at competitive prices. Our staff are uniformed, courteous and efficient and will always tidy up after themselves. Any money found is returned to the client for peace of mind. We may also be able to provide a deep cleaning service for certain properties.
We are a licensed waste carrier and provide reliable waste clearance that is always guaranteed to be cheaper than a skip or skip bag. We can take all items and our skip-alternative service is flexible to your requirements and means that we do all of the work for you. Plus, we clear the site thoroughly afterward to ensure a professional finish every time.
Whether you need to move one item or multiple items, our experienced and careful staff can help. We cover a radius of 50 miles around Basingstoke and our time slots are flexible to meet your requirements. All items are covered by our comprehensive insurance.
Our removal staff are polite, respectful and happy to answer any queries you may have. Combined with specialist equipment, vehicles and uniforms we guarantee a professional, quick and hassle-free move. We are fully licensed and insured and provide a bespoke disassembly/reassembly service.
We cover areas from Southampton to Andover through to Guildford, and up Reading and all of the areas in between.
Aim to recycle up to 90% of all waste received.
Dispose of items that are not suitable for recycling safely and without environmental impact.
Lower our fuel emissions by using the right vehicle for the job with as few journeys as possible.
Safely and securely store items before disposal, recycling or redistribution to local charities.
All of our office supplies are made from recycled materials.
We aim to use packaging made from recycled materials wherever possible.
We use natural and eco-friendly cleaning products and limit our use of chemicals.


Picking a gear ratio - Changing valve springs - Building a Honda race engine - Handy downloadsFinding your optimum gear ratio.
Finding the optimum gear ratio that suits your engine, driving style and track conditions can make the difference in qualifying and your race results.
Note that the higher the ratio is its numerical value is lower and vice versa.
So for the above example at 15000 rpm the speed is – V = 15000 x 10 x 34.5 / 88 / 656.2 = 89.6 km/h.
As a general rule I believe its best to find the lowest ratio that does not cause a loss of top speed or over revving of your engine, as this will give the best jump out of the slow corners. Don't ignore the stopwatch either. For quick reference I like to use a chart that shows the overall ratio and maximum speed for the typical ratios you would use and your typical maximum RPM. This can be done manually or on a spreadsheet program. I limit my charts to the gears I have in my toolbox and sort it by overall ratio. Here is a sample you can expand on.
Click here to download the XL spreadsheet that you can customize.
Or anywhere else for that matter. Although I have never seen a valve spring break, they do start to take a permanent set (collapse) pretty quick. So we put fresh springs in every 2 or 3 races. The springs are pretty cheap (about $3 each) and easy to change without removing the head. So it is good insurance to change them often.
Here's the way I do it. Remove the valve cover and spark plug, then turn the engine over until the piston is at top dead center on the compression stroke (Both valves are closed). I use a screwdriver in the spark plug hole to feel the piston at top position. With a screwdriver in one hand, push the valve spring keeper down enough to turn the rocker arm to one side of the valve with the other hand, thus exposing the spring keeper. Remove the valve rotator "pill" from the exhaust valve stem. Unpack the new springs and have them sitting upright within reach, ready to use. Fish the bent end of an "L" shaped Allen Key into the spark plug hole and position it so that it holds the valve closed by levering it against the piston top with light force (don't force piston down). While holding the valve shut with the Allen Key in one hand use the other hand to remove the valve spring keeper and spring, install the new spring and re-engage the spring keeper. Replace the exhaust valve "pill". Press the spring keepers down as before and engage the rocker arms. Check and adjust the valve lash. It should not have changed, as we did not touch the adjuster nuts. This process only takes 5 minutes, but don't rush it, and don't be interrupted while you are doing it. You don't want to drop the valve into the cylinder. Note that the two spring keepers are different, as only one accepts the exhaust rotator pill, so don't mix them up. If you accidentally drop a valve, it may still be engaged in the valve guide. You can usually fish it back up with the Allen Key or by carefully raising the piston if it has gone down a bit. Otherwise you have to remove the head to recover the valve (very rare).
To get a race prepared Honda you've got a few options. You can buy a new race ready engine form one of the several engine builders in your area (in the Vancouver area I suggest Red Head or Bulldog. You can buy a used motor from another racer. If you buy a used motor, you should go through it or have it freshened up before it is run. Or you can buy a new Honda and do the race prep yourself. This is the route we took. It saved us some money, but the greatest reward is when you beat some of the pro-built engines. I'll go through what you should do to get going with a Honda GX200 (6.5 hp) or GX160K1 (5.5 hp) engine.
Start with a copy of the ASN Canada rule book and a repair manual that covers these engines (Haynes Small Engine Repair is fine). The modifications that we will make to the engine are as follows.
Re fit the piston ring gap.
Install a pulse driven fuel pump.
Lap the valves and set valve lash.
Retard cam timing (on GX160K1 only).
Raise compression ratio by decking the block.
Install air filter and filter adapter.
First the engine is disassembled. Just a couple of points here. Secure the engine to your work bench. I leave the motor mount on and clamp it in the bench vice. Remove the flywheel before removing the the crankcase side cover. To remove the flywheel, remove the nut by locking the flywheel with a large screwdriver inserted through a slot in the top of the case. Remove the starter cup and fan and put the nut back on loosely to catch the flywheel when it breaks loose. I then use 2 large screw drivers to apply pry pressure to the flywheel, while at the same time giving the face of the flywheel a sharp blow beside the crankshaft nut. Before removing the cam, make sure you can see the timing gear alignment marks. The one on the crank gear is usually very light. You do not have to remove the rocker arm adjusters, just disengage the rockers by pushing the valve spring retainer down and turning the rocker sideways. Note that the valve spring retainers are different, the exhaust has a special retainer and button that allows valve rotation during operation. And there is a valve stem seal on the intake only (on newer engines only). Toss the stock valve springs, we will be using G200 (not GX200) springs for racing.
Remove the governor components. With the crank removed, remove the thin governor drive gear (not the timing gear) using a hammer. Remove the governor lever pivot shaft, leaving a hole in the top of the case. Remove the governor by prying out the small wire circlip with a small screwdriver. This little clip is difficult to get out. I finally took an old screwdriver and ground a little notch in the end so I could hook it. The governor shaft is left in place. The lever pivot hole must be plugged. The hole will accept a 5/16 NC tap as is. Thread the hole to accept a 5/16 set screw, and stop the threads before you get to the bottom of the hole so that the set screw will stop before falling into the case. Use some sealant like Permatex on the set screw. I have the set screw down deep enough (3/4") so that I can put a 5/16 bolt in over top of it. I use this bolt as the pivot for my home made throttle relay lever. On my first engine I tried using the stock governor lever and pivot shaft for my throttle relay, but it was a bad idea. The pivot shaft hole wore quickly and allowed oil to weep out and dirt to get into the engine.
Just a note about removing surplus junk from your engine. Most people remove the decompression mechanism from the camshaft. I don't do this anymore, and I recomend leaving it functional. Without the decompressor and with advancd ignition timing these engines have a tendency to backfire when you are starting them. When this happens it reaks hovock with the recoil starter pawls, which need more frequent replacement and can cause you to miss a heat if you can't start in time. In two years with the decompressor working I have yet to replace a starter pawl. The only thing is that the engine tends to need the choke partially on to fire with the lower compression, even when hot. The decompressor releases below idle speed so it does not impede performance at all.
Re fit the piston ring gap. The stock ring gap is quite large and allows compression leak down. We want to reduce this gap to a minimum and thus keep as much compression pressure as possible. To do this we start with a new ring set for a bore size one step larger than the actual bore. You are allowed to use Honda oversize pistons of which there are three sizes, 0.25 mm, 0.50 mm, and 0.75mm oversize. Although the larger bore will produce more power, my experience is that the difference is barely noticeable. Just because the overbore is better I have my engines bored for the 0.50 mm piston from the start. This allows me to use 0.75 mm over rings and custom gap them. I don't recommend boring 0.75 mm over as there are no bigger rings available and you will probably lose more with the big gap than you gained from the bore increase. The difference in performance due to over boring is so small that a stock bore engine will still be competitive. It's your choice here.
Anyway, on to fitting your rings. We are going for a 0.006 inch gap. Before grinding, the rings will not fit in the cylinder as the ends will overlap. I grind one end only of the ring with a hand held stone. In order to avoid damage to the other end of the ring, I made a mask from a tuna can lid with a notch cut in it to shield the ring while grinding (shifter racers can substitute a sockeye salmon can lid for this). Patience is required here. Proceed slowly and carefully, as you don't want to damage the ring, grind off square, or go too far. This job could take about 1 to 2 hours. Hold the ring up to a light frequently to see if the end is square. Use the top of the piston to square the ring in the cylinder when checking the gap. Determine the ring location in the cylinder at the bottom of its stroke and check the gap with the ring at any place in its stroke area. This will make sure the gap is enough if the bore is at all tapered. Do this for the compression and scraper rings only. I don't use the oversize oil squeegee ring but rather use the standard size oil ring. This ring does not seal the cylinder but rather just spreads an even film of oil on it. By using the standard oil ring the ring tension is a little less which reduces friction drag. If the engine is new and you were careful the cylinder is not scratched and you can use it without honing. If the engine was run before or there are any scratches, you should finnish hone it before assembly, to get a nice cross hatch for ring break in. A couple of points about assembling the piston and rings into the engine. Take care that the 3 piece oil ring is in place properly before installing the piston as the rings can easily get tangled up with the spacer. The scraper and compression rings are installed with the markings toward the top of the piston. The scraper ring has the little step in it that goes to the bottom side. Arrange the scraper ring gap toward the bottom of the cylinder and the compression ring gap toward the top. The oil ring grooves can go to either side. The reason for locating the compression ring gap to the top is to assist sealing during the compression stroke. During compression the rod angle pushes the piston skirt towards the top side of the cylinder. When this happens the piston ring groove in the piston covers the the ring gap thus blocking the leakage path through the gap. Getting a good seal during compression is most beneficial in producing power. When installing the piston the arrow mark on the head goes downward, If you had the piston off the rod, then assemble so the arrow on the piston points toward the dipper side of the rod. Liberally oil the piston, rings, and cylinder before assembly. I don't use a ring compressor to feed the oil rings into the cylinder, but rather use a screwdriver to help feed them into their groove as I push the piston down. Do not push too hard on the piston as the oil rings are thin and can be easily bent or damaged. If you don't have a ring compressor (like me) I use the hose clamp (from the air filter) over a piece of 0.005" shim stock wrapped around the rings.
Re jet the carb. As we will be revving the engine much faster than it's design governed speed, 6500 rpm instead of 3500, the stock jetting leans out too much at high rpm. For 2003 the ASN Canada rules changed so the information here has had to be corrected for the GX200 engine.
Jetting on the GX160K1 is restricted by the rules, so we use a #72 main jet, a #38 pilot jet, and an emulsion tube (nozzle) from a GX140 (p/n 16166-ZE1-005). Along with these modifications we install air bleed choke screws as per the rule book. The set screws that are used to make the air bleed chokes are hardened when you buy them and need to be annealed in order to drill them. Hold the set screw with an old allen key that you don't mind annealing and heat the screw with a propane torch just until it starts to turn colour (only 1 or 2 seconds) and let it cool. You can then drill them with the appropriate number drill #57 for the main bleed and #66 for the pilot air).
For the GX200 the main jet is limited to a maximum of 0.033" hole size. This would mean the maximum jet size would be #82. I have tried using a #75 jet with the GX140 emulsion tube (16166-ZE1-005) and a #6-32 setscrew drilled with a #57 drill in the main air bleed port. This seems to work pretty good as a starting point. You can then move up or down with jet size based on your spark plug or temperature readings.I would use a #78 jet while breaking in a new set of rings.
Another little modification I make to the carb has nothing to do with performance, but helps guarantee you will not stall out on the track. I open up the fuel shut-off valve and cut out the partition between 2 of the small holes in the rubber valve seal and re-install it so that the valve can not be turned off. Be careful not to damage the perimeter of the seal or you will have a fuel leak.
Advance the ignition timing. When referring to ignition timing we consider that spark occurs when the magnet just separates from the leading leg of the coil frame, as checked statically. You will feel that the flywheel wants to jump forward at this point.
Advancing the timing is done by advancing the flywheel position on the crankshaft. You can purchase offset keys from the kart shops to do this, but I prefer to just file a step in the stock key to allow re-positioning of the flywheel. To measure the timing you will need a degree wheel mounted on the output end of the crank. If you do not have a degree wheel you can make one using my recipe shown below. You will also need a piston stop for finding top dead center so you can zero the degree wheel.
I made my piston stop by knocking the guts out of a spark plug and installing a 3/8" bolt in the plug base with the base sandwiched between 2 nuts so that the bolt extends about 3/4 - 1" into the cylinder. Grind the inside nut and the bolt head down so it will pass freely into the spark plug hole. Round the head end of the bolt that will hit the piston so that it will not mar the piston when it makes contact.
To index your degree wheel, mount it, facing toward the engine, and its pointer to the PTO end of the crank. Install the piston stop in the spark plug hole. Turn the crank slowly clockwise (viewed from the flywheel end) until the piston stops and record the reading on the degree wheel. Turrn the crank counter clockwise until the piston stops again, and record the second reading. Subtract the lower reading from the higher one. If the difference is greater than 180 then subtract it from 360. Divide this number by 2 and record it. With the piston still against the stop, turn the degree wheel to read the number calculated after top dead center (ATDC) and snug it up. Now turn the crank clockwise to the piston stop and check the wheel reading. It should be identical to the previous number but BTDC. If this is so your degree wheel is now indexed and you can remove the piston stop.
You can now check the ignition timing by turning the flywheel clockwise until the point where the magnet is at the trailing edge of the coil frame first leg, and read the degree wheel. Stock is usually about 25 degrees BTDC. To advance the timing (we want about 34 degrees BTDC), remove the flywheel and its key and file a notch in the top (straight edge) corner of the key. The notch should extend about halfway down to the bottom radius. The width of the notch accross the key will determine the timing setting. Check your work frequently by loosly assembling the key and the flywheel and taking a timing reading. If you go too far you will have to start over with a new key. Once the key is right you can re-assemble the flywheel to the crank.
Now that the flywheel key is notched, it only locates the flywheel in one direction during assembly. Once assembled the position is held by the high friction of the tapered bore fit. I had problems with the flywheel slipping back the first time I did this. The solution to this problem is as follows. The tapered portion of the crank and the flywheel bore must be clean dry and free of any oil residue. Clean both with "Brake-Clean" spray and a clean paper towel. Install the piston stop in the spark plug hole, assemble the key, flywheel, and flywheel nut by hand. turn the flywheel clockwise until the piston is up against the stop and hold it there with one hand while you snug (12 ft-lb torque) the flywheel nut with the other. Too much torque here could damage your piston against the stop, so take it easy. Remove the nut (the flywheel should be seated and re-assemble the fan, starter pulley, and nut with one drop of oil on the face of the nut and one drop on the threads. Restrain the flywheel from turning with a big screwdriver to the case and torque the nut to 80 ft-lb.
Install a pulse driven fuel pump. The main object here is to minimize the opportunity to get oil transferring from the crankcase through the pulse tube to the pump diaphragm. If the pump diaphragm cavity fills with oil it will impede the pumps operation. I installed my fitting in the case side cover just behind the top rear bolt. Locate the hole so that it is inside and clear of the internal rib structure of the cover. Drill and tap the cover for a 1/8" NPT fitting. Install a 1/8 npt to 1/4" barb fitting with thread sealant in the hole. Mount the pump over the engine and connect the pulse hose between the engine and pump. The pump and hose should be arranged so that any oil in the line will drain back to the crankcase. Install a small fuel filter in the line from the tank to the fuel pump. I also mount a squeeze bulb primer pump in the line from the tank, which makes it easier to start the engine if the carb was dry. Keeping the fuel cool is a good idea, so consider incorporating an insulator in the pump mounting.
Lap the valves and set valve lash. Just like piston ring seal, valve sealing is soooo important to top performance. Hand lap the valves with a fine lapping compound, followed by a fine metal polishing compound.
Valve lash also plays a role in how your engine will respond. Generally speaking we are looking for a tight lash setting to increase valve lift and open duration. A good place to start is 0.002" cold for both intake and exhaust. When the engine is hot the cylinder and barrel, being aluminum, will grow more than the valve linkage, resulting in a looser setting. If you set the lash to tight when the engine is hot, then there may be no clearance when it is cold. A tight setting will benefit power at high rpm while a looser setting will be better at lower rpm and produce more torque when exiting corners. Because we have no gearbox the engine must produce good power across a wide range of rpm. What's best at high rpm and peak output may not be the hot ticket overall if it takes too much away in the midrange.
A couple of pointers for adjusting valve lash. First loosen and re-snub the adjuster jam nuts just so that the adjuster can still be turned with moderate effort, similar to the effort of turning a stover lock nut. Then adjust the valve lash by turning the adjuster nut (the jam nut should follow). Done. No need to tighten the jam nut further. Next time you do an adjustment, all you have to do is turn the adjuster nut. The jam nut only needs to be tended to if the adjuster turning effort is too light. Do not set the valve lash with the jam nut loose, as when you tighten it, it will shift the backlash in the adjuster threads and throw your setting off.
Altering the cam timing. Advancing or retarding the cam timing will have an effect on the power curve and where on the curve power is maximized. In considering the timing of four events, intake opening, intake closing, exhaust opening and exhaust closing, it is generally accepted that the point at which the intake valve closes has the most effect on performance. By the time the intake valve closes the piston has completed its downward travel and is beginning to come back up on the compression cycle. even though the piston is moving upward, the inlet air/fuel charge is continuing to flow into the cylinder due to the flow inertia, or ram effect. As the piston moves up, pressure increases in the cylinder. At the point where this pressure equals the ram pressure, intake flow reversion begins to occur. Having the intake valve open beyond this point of reversion is just wasteful and hurts compression and cylinder filling, thus causing a loss of power. Conversely if the intake valve closes before he reversion point then a lost opportunity to completely fill the cylinder with air and fuel is realized, and power is not optimized. The problem is that the reversion point varies with engine speed. At higher rpm the piston is further up on the compression stroke before reversion occurs. For this reason a retarded cam will work better at high rpm while advancing the cam will produce more torque at low rpm. As we are dealing with Honda GX160K1 and GX200 engines here, and they each have quite different cam profiles, my recommendations are specific to our experience with each engine. On the GX160K1 we have had good results by retarding the timing 4 degrees from the stock position. This is for an engine that is running without any restrictor plate. We have not run with a restrictor, but my guess is that the restrictor would hurt the ram effect and advance the reversion point, so I suspect he stock cam timing would work better. On the GX200 the cam profile has a much later intake closing event than he GX160 so we have been happy with leaving the cam timing as delivered from Honda.
The cam drive gear is simply a press fit on the crankshaft, so to retard the timing it is removed, turned 4 degrees clockwise (viewed from the drive end) and pressed back on. Sounds simple, but how do you know if it has been moved the correct amount? First we must take a reading of the cam's initial position. Install and zero your degree wheel. Rig up a dial indicator with an extension that extends down the intake pushrod hole and bears on the valve lifter. With the degree wheel at TDC on the compression stroke, zero the dial indicator reading. The dial indicator reading is set to zero, but the pushrod should still have some extension travel available. Turn the flywheel clockwise (viewed from the flywheel end) until the dial indicator reading is descending to 0.020" and record the degree wheel reading at this point. This reading should be close to 215 degrees ATDC. Note, always turn the flywheel clockwise for these readings to avoid any errors caused by backlash in the cam gears. If you don't have a dial indicator then you can get by with a feeler gauge. In this case, first set the valve lash at 0.025" at TDC. Then using a 0.005" feeler turn the flywheel just until the rocker pinches the feeler (0.020" before valve close) and record the reading on the wheel. Repeat several times to ensure repeatability of the reading. Scribe alignment marks on the crank gear and the crankshaft for visual reference when re-setting the gear. Scribe a second mark on the crank about 0.040" to the right of the first. Using a gear puller, pull the gear and stop pulling just short of releasing it from the shaft. Now scribe alignment marks on the back side of the gear and the shaft. These marks are easier to reference when starting the gear back on the shaft. Now remove the gear, rotate it the 0.040" or 4 degrees clockwise and press it back on. To press it back on I use a piece of 5/16 UNF treaded rod in the end of the crank, a short piece of tubing or pipe, a washer plate and a nut. Warming the gear helps too. Re-install and zero the degree wheel and re-check the reading at 0.020" before intake closing as done before. The new reading should be about 219 degrees ATDC if you were lucky. If the reading is not what you expected then you can decide to fix it or try it on the track. It's your call.
I don't have a gear puller, so I made up a Mickey Mouse puller that works fine. I used three 3/8" carriage bolts with their heads hooked over the gear, a plate over the end of the crank drilled for the three bolts, and a hose clamp to hold the bolts against the gear. Progressivley tighten the bolts to pull the gear off.
Raise compression ratio by decking the block. To play this game you will need a 50 cc burette to measure the combustion chamber volume. The measuring procedure is described in the ASN Canada rule book under section 36.2 of the Technical Regulations. The "Marvel Mystery Oil" they refer to as the testing fluid is a gasoline additive available at Canadian Tire stores. To avoid being disqualified, you must leave a little room for carbon build up. I suggest making these adjustments after you have run the engine for 2 or 3 races to build up some carbon. You can then measure the volume with carbon and after cleaning it out to determining how much allowance is needed. For reference, each 0.10 cc volume reduction requires a 0.0011" deck cut on the block.
To shave the deck I use a piece of 1/2" thick plate glass with a sheet of sandpaper taped to it. I tape the glass down to my work bench and completely strip the block. Then I sand the deck down by working it in a figure eight pattern on the sandpaper. I start with 320 grit and finnish with 600 grit. I measure progress with a depth gauge in the head bolt holes. Proceed slowly and check your progress carefully, as going too far is a disaster. So far the GX200s that I have checked don't need much cut, so even if you don't do this it probably won't make much difference. I am currently running an engine that is not cut, and it is competitive.
On the GX160K1 the rule allows quite a bit of improvement. Fortunately most, if not all of it, is achieved by replacing the GX160 head gasket with the thinner GX200 gasket. This takes off about 0.032", or 2.91 cc. So even if you don't have a burette, I would make the gasket change, and you should be safe. In either case you will have to clean the carbon out regularly to avoid possible disqualification.
Modify the throttle linkage. A couple of points to consider here. Whatever you use for throttle linkage, you want to make sure that it won't damage the carburetor throttle lever or butterfly shaft with linkage over-travel. If these parts are damaged, they are not listed seperately as service parts by Honda and would require carb replacement or an alternative repair. And secondly make sure you have adequate return springs in the system. I use 3 return springs, one directly on the butterfly shaft lever, one on the relay lever on the engine, and one on the accelerator pedal. My linkage system uses a relay lever that is mounted on a pivot bolt that is threaded into the governor shaft hole on top of the case. From this lever I use a pushrod made from a bicycle wheel spoke to actuate the carb throttle lever. I have a bend in this pushrod so that when the carb lever reaches its stop the pushrod will bend, or buckle, and not put excessive force on the carb lever. The pushrod is such that it returns to its normal shape when the accelerator is released. The relay lever also reverses the direction of travel so that the accererator cable can extend forward directly towards the pedal. In my layout I mount the accererator cable to one of the front fuel tank ears. Another method of achiving over-travel safety, is to insert a tension spring between the cable end and the lever or pedal. For a throttle cable, I use a bicycle long shifter cable (the light variety) which I buy without a sheath. For a cable sheath I use 3/16" nylon tubing with compression fittings for end attachments. The cable is quite loose in the tubing and doesn't bind. To mount the sheath to the motor I drill and tap the front of the fuel tank mount ear 1/8" NPT for the compression fitting.
Install Header and Muffler. Firstly you can build your own header, as I do, if you have a MIG welder. I have a local fab shop plasma cut the flange plate and pre bend the tube. I use 1" OD x 0.040" wall 4130 (chrome-molly) aircraft tube. This tube is a bit tricky to bend without buckling, but if you use a large radius and limit the bend angle it will turn out fine. Do not try bending it without a good tube bender. To have flanges cut you can download the following CAD and Acrobat files. The fab shop can use the CAD file to program their cutting machine.
It is a good idea to weld a small stopper to the tube to locate the muffler, as the tube must insert at least 1" into the muffler to be legal. The stopper will give you an easy inspection reference and prevent the header from going too far into the muffler and thus hurting performance.
Install air filter and filter adapter. Rules affecting air filters and air filter adapters have changed periodically. Make sure you understand the current rules and use components that meet them. There may be some parts, new or used, out there that do not conform to the current rules and should be avoided.
Install clutch. My comments here apply to the "Max Torque, Draggin' Skin" type of clutch, but may also apply to other brands as well. The clutch may be installed with the drive sprocket inboard or outboard, whichever way works best for your situation. The clutch is retained with a 5/16 UNF bolt and flatwasher in the end of the crankshaft. When installed the clutch will have some "end play" on the crankshaft and can float in and out. This is OK. I tried clamping the clutch tight with no end play, my fist time, and only damaged the clutch drive hub. Your clutch should be serviced after each race. I clean and de-glaze the drum and shoes, and clean and re-oil the bushing with two drops of oil. Do not over oil the bushing as it will bleed onto the shoes and prevent lockup.
Parts required to build and install a Honda GX200 engine.
99101-ZF50780 1 #78 main jet, used during break in period.
99101-ZF50750 1 #75 main jet.
13331-357-000 0 Flywheel key (file to advance ignition timing).
1 3/16" fuel hose (yellow that stays soft).
5 1/4" fuel hose (yellow that stays soft).
Need a Degree Wheel? Make your own. Just download my degree wheel drawing, print it off on as large a sheet of paper as you can, cut it out and glue it to a piece of aluminum or masonite. Drill the center for your 5/16 clutch bolt, and your done. Make up a pointer that bolts to the fuel tank ear on the block and file or grind a chisel point on it. The larger your degree wheel is the easier it is to get accurate readings.
Download my "Engine build report" sheet in Microsoft Office format or Adobe Acrobat format. Or the Cam Profile Spreadsheet.
Here's a handy chassis setup and timing record sheet that we use.
Do it yourself karting - Jamie Webb's self help site has lots of good tech info.


Dr. Martin Entz, a professor at the University of Manitoba, began investigating organic farming systems long before most other Canadian researchers. In fact, this year marks the twenty-fifth anniversary of organic research at the Glenlea Research Station.
Check out the 25th anniversary video for research highlights. Click here to read the complete video transcript.
To learn more about organic farming research in Manitoba, visit the University of Manitoba's Natural Systems Agriculture website.


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Home > Revue de presse > Archives 2007 > 10 - Articles d'octobre 2007 > Turkey's tests of conscience and rule of law
Turkey's tests of conscience and rule of law
Wednesday 31 October 2007, by Sahin Alpay
I began school when power was for the first time transferred in a peaceful way in Turkey, without bloodshed.
Published earlier this year during the electoral campaign hold in July, this "rope's debate" based article is still relevant regarding the Turkish political context which led the country in the situation it is today on the verge of war. That's the reason why TE decided to publish it today on its website.
So my generation is the same age as Turkey's claim to the full establishment of the rule of law. My oldest political memories go back the Democrat Party (DP) election victory in 1950. As a member of this generation, which is strongly attached to the ideal of democratic government, I must say that events witnessed in Turkey recently pain me both in heart and mind. I was first shaken by "the rope" Nationalist Movement Party (MHP) chairman Devlet Bahçeli, chairman threw "to" Prime Minister Recep Tayyip Erdoğan from a campaign podium, where he was delivering a speech: "You (Erdoğan) can find enough money to buy a ship for your son. Can't you find a rope long enough to hang him [imprisoned PKK leader Abdullah Öcalan]? Here, I give you a rope... Go and hang him!"
Later I was shaken equally by Prime Minister Erdoğan's response: "If when it was yours to do you did not have a rope, if you were not able to find a rope, the nation would have been able to give you one, and this business would not have remained to this day..." These statements were exchanged as if the death penalty had not been lifted in most states of the world and almost in all democratic states with a handful of shameful exceptions including the US. As if the death penalty had not been taken off the books in not only members of the European Union but also the Council of Europe...
As if Turkey as a member of the Council of Europe since 1952, and a negotiating candidate for EU membership since 2005, had not abandoned the death penalty in practice since 1984, and judicially even in war time since 2002...
As if the chairman of the MHP was not a member of the very government that lifted the death penalty for good...
And, of course, what is most disturbing is that in the year 2007 there still exists in Turkey a political "leader" who believes he can increase the votes for his party by acting the role of a hangman in an election meeting, by ignoring the rule of law.
Equally painful were the experiences at the first session of the criminal trial of the suspected assassins of Hrant Dink, our invaluable colleague who dedicated his life to the cause of Turkish-Armenian reconciliation. My generation has witnessed too many assassinations, starting with the hangings of Prime Minister Adnan Menderes and his friends in 1961. No murder since then has been committed so openly, so almost-publicly as Hrant Dink's.
No other assassination has been committed in the face of 17 alerts to police headquarters informing them of a murder plot. No other victim of a political murder was warned (threatened) by some members of the security forces to watch what he was saying or he might be attacked. In no other assassination have the perpetrators been treated as heroes by some members of the security forces... And no other person of great value who has become the victim of political murder, who spoke about his growing suspicion that there were plots to kill him, still refused to leave his home country...
No other victim of assassination was first subjected to the fanning of hatred and vilification, even by people carrying the title of lawyer... In no political murder case did the defense lawyer of the suspected killers insult the family members and friends of the victim call these people "a bunch of dogs," and yelled at the lawyers of the victim's family "Go to hell, you are all Armenians!"
Unless these so-called lawyers are kicked out of their profession and are sentenced to the punishment they deserve, unless all those responsible for the assassination are found and receive the punishment they deserve it will be impossible to talk about the rule of law in Turkey. Recently the terrible burning to death of 35 people in a hotel in Sivas by a fanatical crowd was commemorated with pain on its 14th anniversary. Is it not a painful expression of our national conscience that this same building continues as a hotel? Why doesn't this building stand as a monument to warn us against the repetition of such horrors? Doesn't the fact that all those responsible for that horrible event have still not been discovered and punished show just how far Turkey is from establishing the rule of law?
Source : TDZ, 9/07/2007
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Turquie : les femmes se mobilisent contre le projet de constitution
The real ambush set up by the PKK…
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When planning for a vacation, it is easy to get caught up in the excitement and hustle and bustle of packing for the upcoming trip. It is important for a person to remember to have proper vehicle maintenance performed on their car before hitting the road to get to the port where the boat will leave from. Often times, a family will travel 8-10 hours by car before arriving to the assigned port. Preparing your vehicle in advance is an important and essential safety precaution to prevent an accident from occurring.
A great example would be the Fort Lauderdale area. It is stated online that "The tourism focus has been largely re-directed to the cruise ship industry with one of the largest seaports in the country, Port Everglades." The traffic in this area has increased due to this fact, and with it are the chances of a car accident before your family vacation cruise even began. When faced in such a situation, contacting an accident attorney is important. In this exampled case, a Fort Lauderdale FL car accident attorney would need to be contacted.
Even though you will be on vacation, you are still obligated to show proof of your identity if requested by port authorities or the cruise line's employees. You can prove your identity by bringing along your driver's license or state-issued ID card. You can also bring along your Social Security card or another form of government ID. In addition to proof of identity, you may also be required to have a passport to visit some of the ports of call. You may not be allowed off the ship if you do not have a passport with you. Taking along ID and your passport can help you enjoy your cruise without getting caught up in a bureaucratic paperwork nightmare.
If you plan on visiting foreign ports of call, it can be to your benefit to get a few travel vaccinations before you depart. Updating your tetanus vaccine, as well as your diphtheria and German measles vaccinations can be handy, as these illnesses are known to exist in other countries. Likewise, if you plan on departing during the busy flu and pneumonia season, you can protect yourself from getting sick by getting a flu and pneumonia shot before your trip.
While cruise liners are built for your safety in mind, accidents and injuries can still happen. Rather than face out-of-pocket expenses or risk your health insurance provider refusing to pay for your vacation medical expenses, you can protect yourself financially if you buy traveler's insurance before your departure. This insurance can make sure you are covered if you become sick or injured while on the cruise ship. It can also protect you if your valuables are stolen or you experience another unforeseen emergency while traveling.
Taking a cruise can be an exciting adventure that is full of unique travel and sightseeing opportunities. To ensure you have the time of your life, you should prepare for your cruise vacation and make sure you are well prepared for any event that may occur when traveling to or while on the ship.
Lisa Coleman shares some important safety tips that a person should consider when planning for vacation on a cruise ship. She also shares the importance of getting to the assigned port safely. She recently read online how a Fort Lauderdale FL car accident attorney can help when an accident has occurred due to the high volume of traffic in that area.


Does anyone else here build marble machines?
I have one roughly two foot by three foot that I put together with what ever kind of junk that I had laying around.It has two lifts that are hand cranked,using steel balls of .484 inch diameter. At this point it is still a work in progress,as I seem to come up with other things that I want to try.
I've made a few. Rolling ball sculptures.


Soccer America offers a variety of information about soccer in the United States. Information about employment positions as a soccer coach as well as listings of upcoming soccer camps can be found in their classifieds section. The site also offers tips for youths hoping to excel in the sport, including advice on player development, college recruiting and parental involvement.


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BDS: Sudden Converts to Caution [incl. Hatem Bazian]
Backfire.
by Jonathan Marks
https://www.meforum.org/campus-watch/25378/bds-sudden-converts-to-caution-incl-hatem-bazian
As I write, we do not know what might go into President Trump's planned announcement on Jerusalem. But on at least some of our college campuses, protests are already being prepared.
At Oklahoma University, Students for Justice in Palestine (SJP) are set to argue that any declaration, even if it is merely an acknowledgment of Israel's claim to West Jerusalem as its capital, "will fuel extremism, violence, and tension in Palestine and the Middle East, and the consequences will be costly for all the parties involved." SJP of the City College of New York quoted American Muslims for Palestine to the effect that any declaration will "unleash chaos in the Arab World."
This is pretty rich. Students for Justice in Palestine is the campus wing of the Boycott, Divestment, Sanctions (BDS) movement. BDS and SJP laud figures like Ali Abunimah, a fixture on the anti-Israel campus speaking circuit, whose apologetics on behalf of Hamas are well-documented, and Leila Khaled of the Popular Front for the Liberation of Palestine, known mainly for her work as a hijacker. Hatem Bazian, chair of the national board of American Muslims for Palestine, is most recently in the news for sharing a blatantly anti-Semitic tweet. He apologized, but he also has a track record.
Faced in 2015 with an opportunity to condemn violence against civilians during the "knife intifada," BDS organizations instead issued statements of solidarity. "A new generation of Palestinians is marching on the footsteps of previous generations, rising up against Israel's brutal, decades-old system of occupation, settler colonialism, and apartheid." But now, they worry about fueling extremism?
While OU-SJP and SJP of the City College of New York mumble about the U.S. losing its status as an honest broker and the threat to the peace process, SJP at Florida State University is more honest. They observed that "long before this administration Palestinians have had no choice but to understand American presidents as agents of the same imperialism that motivated the colonization of their land in the first place."
Indeed, the BDS movement has never been a supporter of the two-state solution and has long maintained strategic ambiguity regarding the legitimacy of Israel on even one square inch of land in the Middle East. The original and never-abandoned 2005 BDS mission statement demanded an end to the Israel's "occupation and colonization of all Arab lands."
There are, of course, questions of prudence to be considered in affirming Israel's right to a capital in Jerusalem. As David Makovsky and Dennis Ross, both old peace process hands, now of the Washington Institute for Near East policy, argue, there are reasons to be worried about just what Trump's statement will say. As these authors also note, though, Israel's claims not just on Jerusalem but the rest of historical Palestine have been called into question by the United Nations, which has politicized the issue and hardened positions on both sides.
Counterintuitively, President Trump's move on Jerusalem has been rendered a good deal more plausible by the efforts of anti-Israel activists and nations to undermine the very legitimacy of Israel. The extremists of BDS who today are yapping about what is and is not a final status negotiation issue have done everything they can to undermine the idea that there can be any peace with a country that some of its most celebrated supporters consider supernaturally evil.
No sensible statesman will discount the potential human and policy costs of a proposed action, regardless of who is to blame for imposing the costs. From the standpoint of prudence, the best argument for a U.S. announcement regarding Jerusalem's status is to make it clear to the Palestinian side, as the international community has refused to do, that they have nothing to gain by ratcheting up pressure, through violent and nonviolent means. It should be clear by now they will not weaken Israel nor will they gain concessions beyond the extraordinary ones offered thus far. That gain certainly has to be weighed against costs, and as Makovsky and Ross argue, just how the statement is worded matters in that weighing.
But the BDS movement, which has thrown caution to the winds thus far, and encouraged violence and extremism, has no right to fret about this weighing now.
Related Topics: Boycott, Divestment, and Sanctions (BDS), Hatem Bazian, University of California, Berkeley receive the latest by email: subscribe to the free mef mailing list


The Knysna Timber Festival is an annual gathering of woodworkers, artists, craftspeople, suppliers, growers, conservationists, businesses, educators, schoolchildren, DIY enthusiasts, and members of the public who share our passion for timber and the timber economy of the Southern Cape (the Garden Route).
It's a showcase for timber and timber-related products and services that seeks to preserve our timber heritage, and to build on it for the benefit of all. It includes indoor and outdoor exhibitions, practical demonstrations, training opportunities, talks, presentations, retail and wholesale merchandising opportunities, and an industry indaba.
The festival is centered around Timber Village venue, the big expo tent can accommodate up to 42 exhibitors indoors.
The venue has ample space for demonstrations, for outdoor space please contact us directly to discuss your needs in order to showcase your product best.
In addition to exhibition areas, we will also be hosting a country style food court with live music. Join us for a delicious snack, a cup of quality coffee, a locally-brewed craft beer or some of the finest wines from the region. Interested parties can e-mail contact us for more information.


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Il Mamertino bianco o Mamertino di Milazzo bianco,  è un vino DOC istituito con decreto dello 03/09/2004 pubblicato sulla gazzetta ufficiale dell'11/09/04 n 214 e prodotto con viti coltivate nella provincia di Messina.

Località di produzione
Le viti sono coltivate nei seguenti comuni: Alì, Alì Terme, Barcellona Pozzo di Gotto, Basicò, Castroreale, Condrò, Falcone, Fiumedinisi, Furnari, Gualtieri Sicaminò, Itala, Librizzi, Mazzarrà Sant'Andrea, Merì, Milazzo, Monforte San Giorgio, Montalbano Elicona, Nizza di Sicilia, Oliveri, Pace del Mela, Patti, Roccalumera, Roccavaldina, Rodì Milici, San Filippo del Mela,
Santa Lucia del Mela, San Pier Niceto, Scaletta Zanclea, Terme Vigliatore, Torregrotta, Tripi.

Tipologia di vitigni

 Grillo e Ansonica o Inzolia con un minimo del 25% di uno dei due e un minimo del 10% dell'altro
 Catarratti minimo 45%
 altri vitigni a bacca bianca idonei alla coltivazione nella provincia di Messina, singolarmente o congiuntamente fino ad un massimo del 20%.

Caratteristiche organolettiche
 colore: giallo paglierino più o meno intenso, talvolta con riflessi
verdolini;
 profumo: gradevole, fine, fruttato, caratteristico;
 sapore: secco, equilibrato;

Storia

Abbinamenti consigliati

Produzione

Note

Voci correlate
Mamertino

Vini DOC della provincia di Messina
Vini DOC e DOCG prodotti con uva Grillo
Vini DOC e DOCG prodotti con uva Ansonica
Vini DOC e DOCG prodotti con uva Catarratto

redpajama_set_name: RedPajamaWikipedia


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Calendar 2/15-2/17
Dominic Tortorice|February 15, 2011
Tuesday, 2/15
Michael Tchong, founder of Ubercool Inc. and a trend-tracking inspirational speaker, "Innovation Ubertrends," University Club of Milwaukee, 924 E. Wells St., 11:30 a.m. to 3:15 p.m.
Men's basketball vs. St. John's, Bradley Center, 1001 N. 4th St., 8 p.m.
Introduction to Sailing, Milwaukee Community Sailing Center, 1450 N. Lincoln Memorial Dr., 8 p.m.
Marquette Midwest Seminar in Ancient and Medieval Philosophy, Alumni Memorial Union, 3:30 to 5:30 p.m.
The Dialectics of Mass Media in African Peoples' Quest for Liberation, Haggerty Museum of Art, 6 p.m.
Motorhead, The Rave, 2401 W. Wisconsin Ave., 8 p.m.
Bobby Long, Turner Hall Ballroom, 1032 N. 4th St., 8 p.m.
Victory Brewing Beer Tasting, Bomb Shelter, 1517 S. 2nd St.
Milwaukee Bucks vs. Denver Nuggets, Bradley Center, 8 p.m.
2011 Simmons Lecture, delivered by Lucia Selecchia, professor of law at the Catholic University of America's Columbus School of Law, Eckstein Hall, 4:30 p.m.
Streetlight Manifesto, Turner Hall Ballroom, 7:30 p.m.
Annex Team Trivia, Union Sports Annex, 8:45 p.m.
Campus reacts to the pushback of spring semester
Greek Life recruitment impacted by delay in spring semester
Marquette updates COVID-19 policies and academic calendar for spring semester
EDITORIAL: Slow MU seal redesign failing Native students, communities
Marquette University Bhangra Academy gears up for new semester
NIEZGODA: Ghislaine Maxwell trial must create expansive accountability
Students reflect on Mask requirement at Fiserv Forum
"Flurona," the co-infection of Influenza and COVID-19
Marquette requires employees to participate in new Diversity, Equity and Inclusion training


This is nothing new, special or otherwise more than what you can find by just looking over the Kubernetes Cheat Sheet.
However I tend to use these all the time when working on projects using gcloud and kubernetes (both k8s pods and gcloud vm instances), that use namespaces to segraggate different lifecycle deployments. The most common stuff I can remember (like getting a list of pods :p), but getting kubectl credentials for another project I tend to forget unless I use often :) So I will put them here in order to not have to look through my shell history so often.
Aggregate monitoring of instances in gcloud console.
Probably will keep updating this list..


text:
About ArtSmart
Explore Indiana Art
Indiana Academic Standards
Gruelle, Richard B. The Canal, Morning, 1894
Richard B. Gruelle was born in Cynthiana, Kentucky. At age 6 he was taken by his family to Illinois, and within a few years he began drawing long lines of Civil War soldiers marching into battle. His mother always encouraged his drawing. At 12 or 13 he had to begin earning a living. He tried farming but finally apprenticed as a house and sign painter and learned to grind and mix colors. The village carpenter taught him how to make easels and stretchers. He joined an engineering corps in Illinois and later painted portraits there, but still had not seen an artist paint. Gruelle is said to have been self-taught. He found he was a good landscape painter while painting pictures on iron safes in Cincinnati. He came to Indiana in 1882 and devoted himself to painting. Wilbur Peat wrote that Gruelle "stayed here 20 years, turning from portrait, dull in color and execution, to landscapes that are colorful, airy, and vibrant." He is considered a member of the Hoosier Group, and died in Indianapolis.
The Canal, Morning, 1894
32 1/2″ x 38 1/8″
Indianapolis Museum of Art
Keywords: paintings, natural landscapes, cultural landscapes, oil on canvas
Subjects: outdoors, trees, canals, bridges, people, hats
This landscape depicts a segment of the Central Canal in Indianapolis with a bridge crossing. The State House dome and the Soldiers' and Sailors' Monument are shown in the center distance, painted on a pinkish sky. The hat on the figure serves as a focal point because it is red. The cool colors of the background suggest the coming of morning. The bridge cuts the canal in half.
The Central Canal was part of a massive infrastructure improvements program that the state began in 1836. Canals were planned and constructed throughout Indiana, but the system was never completed. Fragments of the many canals remain in various places throughout the state. The Central Canal has become a focal point for Broad Ripple Village and for urban development in downtown Indianapolis.
Some Points To Consider
Ask students to describe what the artist used to pull the viewer's eye to the center of the painting. Ask: What mood did the artist create by painting the atmospheric conditions and reflections as he did? (Art 4.3.1)
Help the class respond to the painting. Ask students if they would like to visit this place or float down the tranquil canal to explore the rest of it. Ask them to describe what they think the scenery looks like beyond the view in this painting. Discuss whether artists find such perfect scenes or if they paint only the beautiful parts of what they see. (Art 4.5.1)
Suggested Activities for Classroom Follow-Up
Allow class time for students to research canals, or fragments of canals, near the school. Have students present their findings to the whole class. Ask students to describe why were they constructed and why they might not have been completed. Ask why canals were important to the state in the 19th century, and why they are important today.
Prev: Groll, Theodore Washington Street, Indianapolis at Dusk, 1892 – 1895
Next: Hadley, Paul Indiana State Flag Design, c. 1917
© Copyright ArtSmart: Indiana. 2010, 2021.
Art Museum of Greater Lafayette
The Children's Museum of Indianapolis


The Next Generation Agri Summit (19-23 May 2019).Sponsored by CropLife International,the Agri Summit will offer an innovative program developed by and for young agricultural students and researchers interested and engaged in all aspects of crop protection. It will run parallel with the IUPAC International Congress, offering a unique opportunity to engage with world-renowned leaders in plant protection as well as engage in topics specifically wanted by youth.
You can be part of a Summit that has been designed specifically by and for the next generation of crop protection leaders. Keep the world up to date on the Congress with your blogposts after a social media training course. Broaden your network and connect with our globally renowned speakers such as the Nobel prize winner Sir Fraser Stoddart.
If you have an innovation or an idea about sustainable crop protection, you can apply! We are now waiting to accept submissions from you, the next generation of plant protection leaders who have an innovation or idea they want to promote. Fifty (50) will be selected and fully sponsored to come to the IUPAC International Congress and the Next Generation Agri Summit in Ghent, Belgium.
From the Next Generation Agri-Summit applications we want to select up to five N-GAGE champions and provide seed funding (€5,000) to facilitate the startup of their innovation or project idea in crop protection. For one year (May 2019-May 2020), we will mentor these young innovators within their innovation/idea, linking them with seasoned researchers and practitioners and integrating them in other agricultural youth networks and organizations. Training on new ways to advocate and network using innovative communication tools will be provided.
Applications need to be sent by email to iupacnextgenerationprogram(at)gmail.com and then will be screened by Next Generation Programme Coordination team to ensure requirements for the contest have been met.
Applications will be processed and posted online to the IUPAC Next Generation website. Your application will be confirmed and once it is online, we will send you the link to your submission blogpost by email. Once your application is online boost its reach by summarizing your application in a single tweet or instagram post using the #iupacNextGen.
Expectations from those that apply, and are chosen, is that they will participate fully in the Next Generation Agri Summit. They will attend and engage in the programme, make new connections, ask questions and bring an open mind.
Those applying will be asked to submit their application by email iupacnextgenerationprogram(at)gmail.com as an attachment written in MS Word or any other text editor. Applications can be in English or French. Be aware that the IUPAC 2019 Congress and the Next Generation Agri Summit are in English so applicants must be comfortable in talking and understanding English.
The application must be no more than 2 pages and be written in a story-telling format (as if it were a blogpost).
The story must be accompanied by no more than 2 illustrations, photos or videos that is the copyright of the applicant. Include picture credentials in your application. Pictures/videos should be attached to the submission email – and sent as separate attachments.
No fancy formatting or structuring in the text.


The Natural History Wing, your first stop on your journey through time, is where you will find a magnificent display of meteorites and quartz crystals. There is also an emphasis on seashells of the world. Fossils capture the story of life, representing marine specimens up the evolutionary chain to vertebrates. The range in age is fascinating-from 450 million years ago to the La Brea Tar Pit fossils dating back 12,000 to 25,000 years. You can see a remarkable pair of Duckbill dinosaur eggs that will captivate children and adults alike.
© Heritage of the Americas Museum - All rights reserved.


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ACCEPTED

#### According to
International Plant Names Index

#### Published in
Meded. Proefstat. Thee 97:153. 1926

#### Original name
null

### Remarks
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Lake lot fronting beautiful Lake Hartwell, providing year-round lake access and view. With only an 1,000 sq ft minimum for 1 story or 800 sq ft main level minimum for 2 story requirement, this lot offers an ideal walk-out basement design for this restricted subdivision. Great location close to GA exit 173 and 177. Public utilities, private asphalt road frontage. Nice property! Restrictive covenants and HOA on file.


Overall, magnesium is the fourth most abundant mineral in our body. In fact, about fifty to sixty percent of the body's magnesium is found in our bones. It protects vital processes in the body to maintain a healthy lifestyle.
Magnesium works vitamin D and calcium and other nutrients to form strong bones. For vitamin D, magnesium creates a loop where magnesium helps the body absorb vitamin D. This loop completes as vitamin D then increases magnesium use in the body. Breaking this loop with low levels of either nutrient leads to numerous problems. Deficiency in either is associated with various brittle bone diseases such as osteoporosis and rickets.
Energy production is critical to keeping the body running properly on a daily basis. To produce the energy it needs, the body uses magnesium to convert the food we eat into fuel. Whether it is fats, proteins or carbs, these foods all need magnesium for the body to use them.
Furthermore, a lack of magnesium in a balanced and healthy diet has similar opposite effects. Low levels of magnesium are consistently linked with an increased risk of diabetes. A common symptom of diabetes is constant fatigue. This symptom is related to insulin resistance that develops in the absence of magnesium.