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text: My Story: Two years ago, I was working at an Audi dealership in customer relations. The general manager asked me to drive an A8 to Ted Koppel's (Nightline, BBC, NBC, NPR) house. I was to drop off the A8 with him and pick up his A7 for service. While I was there, Mr. Koppel took me into his garage where he kept his 1-owner NSX. He was very proud of the car and went over every inch of it with me.

subset: commoncrawl


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Your Seven Keys to Good Thinking
Embrace these seven points to make better use of your brain.
Posted Aug 31, 2017
Want to make the best use of your brain over a lifetime? The first step is to embrace and consistently pay attention to the following seven points. These are the essential keys to making fewer irrational decisions, identifying deceptions at a higher rate, while also discarding or avoiding most delusions that come your way:
• An understanding of the evolutionary history of the human brain and how it has left us with a thinking organ that goes about its business in unexpected ways that often mislead us about reality.
• Knowledge of the basic structures and functions of the human brain, how vision and memory work, for example. How personal recollections and sensations can seem real even when they are not.
• An appreciation for the profound impact nutrition, lifelong learning, and physical activity have on the brain's health, performance, and longevity.
• Awareness of the prominent role of the subconscious mind in daily life, and the understanding that we inherited our brains from ancestors shaped by extremely competitive and dangerous environments that made fast subconscious reaction a priority over slower conscious reflection and imagination.
• An alertness to many of the natural and common mental biases and shortcuts that can undermine rational thought.
• The courage and maturity not only to question everything but also to accept the absence of answers and those answers that may contradict hopes and beliefs that appeal to us.
• Sufficient humility to prevent one from placing absolute trust in sensory perceptions, personal experiences, and even thoughtful conclusions. A willingness to always reconsider, revise, and change one's mind when better evidence demands it.


text:
The Great British Summer (we're not kidding)
With so many pictures to display, enjoy and comment, one sometimes miss several nice ones.
Prior to our trip to Thailand, we were in UK. Obviously we were "invited" to go there rather than we desired to go, but anyways…
I managed to make some good friends there, like Rosie – Belgium- and a bunch of cows made out concrete!!!!
Planes, gas stations and traffic lights close to HRG airport
You know Rosie, the Belgian hare? Nice fur that I envy
We manage to drive high output luxury cars like this MB S-Class
And a lot of "non bunnie family" friends came with me on asisgnment
Bunnies were there - the boat project -
Bunnies were there - the boat project -
Labels: Bunnies, Chan family, Travel, u, united kingdom
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text:
Car park ventilation system with jet fans
As the inventor of the ductless car park system with jet fans in the early 90s, NOVENCO Building & Industry set a new standard for the ventilation of closed parking facilities.
Cars have become a natural part of everyday life. Despite widespread public transport systems, nowadays most people own a car. Parking facilities are therefore in great demand, particularly in cities and large towns. Conventional, open car parks take up far too much space, while people tend to prefer parks and open spaces in their cities. In other situations, such as climate conditions or a desire to prevent parked cars from being vandalized necessitate closed parking facilities. Therefore, more and more car parks are being built; both above and below ground. However, car exhaust contains several hazardous gases, carbon monoxide (CO) and benzene amongst others, and for health reasons these must be extracted from car parks.
For many years, NOVENCO has supplied fans for road tunnels, and their design and further development have often taken place in close cooperation with the authorities. Since 1994, NOVENCO has put this experience to use in car parks.
Ventilation is the transport of air. To transport air a mass must be moved. At 20°C, the density of air is approx. 1.2 kg/m³. Ventilating 10 m³ air therefore involves moving a mass of 12 kg.
Air can be moved in three ways. The best known method is to transport it through ducting by means of a fan that either sucks or pushes the air through the duct. It is also well known that air moves vertically in response to thermal differentials (the so-called chimney or stack effect). The third method is known as jet ventilation and utilizes the fact that a moving body changes velocity when it is subjected to a "pushing force". In physics, this phenomenon is known as thrust.
On the basis of continuous testing, the use of thrust or jet ventilation has been optimized and integrated into car park safety systems by NOVENCO.
This article provides information on the possibilities provided by jet ventilation.
Regarding ventilation systems, there are two types of car parks: open and enclosed car parks. Even car parks which are situated above ground can be an enclosed car park if there is insufficient natural ventilation.
Open car parks: Open car parks include uncovered car parks and those that are sufficiently open to ensure the necessary ventilation. Several requirements must be met before a car park is classified as being open. Each country has its own regulations, which may be more or less stringent. Generally, requirements are more specific in countries with a longer tradition of building car parking facilities and thus more experience in their design.
As an example, all of the following requirements must be met for open car parks in The Netherlands (see figure 1):
- Natural ventilation has to be guaranteed.
- At least two opposite walls must be provided with permanent openings that cannot be closed or blocked.
- The openings in these outside walls must cover at least one third of the total wall area of the parking level in question. Alternatively, the area of the ventilation openings must be at least 2.5% of the parking level floor area.
- The distance between the walls should not exceed 54 meters.
- There must be a distance of at least 5m from an outside wall with ventilation opening to the nearest building.
- The lowest parking level must be no deeper than 1.3 m below ground level.
- There should be no obstructions that influence / obstruct the natural ventilation.
Note: these rules differ per country!
If only one of the requirements is not met, the parking facility is classified as being an enclosed car park and therefore mechanical ventilation must be provided.
Enclosed car parks are characterized by:
- Outside walls that are more than the maximum distance apart.
- Only a single outside wall with ventilation openings, or openings that can be blocked.
- Ventilation openings, if any, that do not meet the requirements on open car parks (see definition on this page).
- Underground car parks with no ventilation openings.
- A distance of less than 5 m to neighboring buildings.
- A depth of more than 1.3 m below ground level.
- Obstructions inside the car park that prevent natural cross-ventilation.
Presently, four different ventilation methods are used in car parking facilities.
Natural ventilation by means of wind and thermal conditions is used in open car parks.
In this case the supply air will enter the car park naturally and the air will be exhausted mechanically. The opposite is also possible. The air will be supplied mechanically and the exhaust air will leave the car park by overpressure. With this method, ducts are generally not necessary.
Simple conventional ventilation is used in closed car parks. Such systems also consist of fresh-air fans and exhaust fans, but no ducts are used.
Conventional ventilation is used in closed car parks. It consists of both fresh-air fans and exhaust fans in combination with ducts for transporting air.
In practice, there are several problems with conventional ventilation systems.
For example:
- There is no or insufficient room for inlet and/or exhaust ducts.
- There is no guarantee that the system will provide sufficient ventilation.
- So-called "dead" corners with little or no ventilation are likely.
- There is no room for ducts.
- Smoke control in case of fire is not considered during system design.
- The possibility of regulating the level of ventilation in response to variable requirements is not considered.
- Fire protection installations such as fire doors and fire walls prevent an unobstructed view of the car park.
NOVENCO jet ventilation systems can be adapted to cover the needs for CO ventilation and, in special circumstances, smoke control in case of fire.
In conventional ventilation systems, all air is drawn through fans and ducting. This applies to both the fresh air supplied and the discharged spent air. To prevent pressure drop, air velocity is kept as low as possible. However, this means that ducts must be relatively wide, thus requiring considerable space.
The function of jet fans is based on the impulse principle. From a small surface area (fan outlet) air is discharged at a relatively high velocity. When this air collides with the air in front of the fan, it thrusts the air forwards while at the same time drawing the surrounding air along with it (induction effect).
Therefore the surrounding air will be moved in the direction of the airflow. As a result of this induction or entrainment, the quantity of air in motion will always be considerably larger than the quantity of air passing through the fan itself.
This driving force is called the thrust or impulse force of the jet fans and is expressed in Newton [N]. The thrust is the product of the mass flow rate and the change in velocity. Thrust is the unit of measurement for jet fans, in contrast to conventional fans where output is measured in volume flow [m³/s] and pressure [Pa].
In theory, assuming that the surrounding air has zero initial velocity, the thrust generated by a jet fan is equal to the product of the volumetric air flow rate, density and the outlet velocity of the jet fan.
The influence of the jet fans on the surrounding air is only local. The effective working area of the jet fans depends on the type and function of the ventilation system.
Jet fans are placed at strategic positions to ensure air movement and mixing throughout the car park. The combination of this thrust ventilation principle with mechanical exhaust and (natural and/or mechanical) fresh air supply results in an optimal ventilation system for enclosed car parks.
In car parking facilities, jet fans can be used to replace ducts for the extraction of both CO and eventually (explosive) liquid petrol gas fumes.
The presence of CO in a car park indicates that other hazardous fumes (e.g. benzene) are also present. As a result of this, the German authorities have reduced the limits for CO in car parking facilities from 100 ppm to 50-60 ppm, depending on the federal state in question.
Figure 8 illustrates the possible design of a closed system consisting of jet fans and supply- and exhaust fans installed in a shaft.
The extraction unit typically consists of a grille, two exhaust fans and, if necessary, sound attenuation.
When, for example, the set limit for CO is exceeded, a signal is sent from the gas detection system to the main control panel. In the PLC (Programmable Logic Control) the associated ventilation scenario is started, which controls the correct setting of (shaft) dampers, starting the exhaust fans, followed by the supply fans and jet fans.
A ventilation system with jet fans offers numerous advantages over conventional ducted ventilation systems for car parks:
- Space saving; the function of complex ductwork in the car park, taking up valuable space which is already restricted, is replaced by jet fans.
- Flexible installation; positioning of the jet fans is very flexible and can easily be coordinated with other systems within the car park.
- Optimal ventilation; because the jet fans efficiently mix the exhaust fumes with the surrounding air, high local concentrations of toxic gases are prevented.
- No dead spots; because jet fans can be placed in parts of the car park with limited ventilation, the build-up of high local concentrations are prevented.
- Energy savings; compared with ventilation systems with ductwork, relevant energy savings can be achieved.
- Cost savings; during design and installation the (re-)positioning of the jet fans is very flexible.
- Smoke control systems are possible.
In open car parks where no ventilation is required, natural ventilation can be supported by jet fans, thus preventing the occurrence of "dead" areas.
The same applies to parking facilities that only just fail to meet the requirements on open car parks. Here too, requirements for natural ventilation can often be met using jet fans alone.
In such cases it is often best to use 100% reversible NOVENCO car park jet fans. These fans are capable of providing the same thrust in either direction so that the direction of flow can be changed to suit wind conditions.
In Europe, almost every country has their own standards and guidelines for smoke ventilation systems in car parks. In the European Union, there is currently a draft European Standard on the design of Smoke Control Systems.
Taking the British Standard BS 7346 part 7 (2006) as a starting point, car park ventilation systems can be designed for one or more of three objectives in the event of a fire:
- Assist fire-fighters to clear smoke from a car park both during and after a fire;
- Provide clear smoke-free access for fire-fighters to a point close to the seat of the fire;
- Protect the means of escape from the car park.
With regard to objective 3 it must be noted that the ceiling height for an average car park is only 2.5 – 3,0 m and therefore the height of an eventual smoke free layer is only very limited.
Depending on the design objective, the car park smoke ventilation system has to be designed as:
- smoke clearance systems (objective 1);
- smoke control systems (objective 2);
Smoke clearance systems are intended to provide ventilation to allow speedier clearance of the smoke once the fire has been extinguished. The ventilation might also help reduce smoke density and temperature during the course of a fire.
Smoke clearance systems are not engineered solutions. This means that the smoke extract rate is provided in standards, guidelines or the building regulations. In most European countries a minimum smoke ventilation rate per fire compartment of 10 air changes per hour is required:
Qv=ACH x Vc (1)
Vc=Ac x hc (2)
Vc : volume car park / fire compartment [m³]
Ac : floor area [m²]
hc : height [m]
Qv : required smoke ventilation extract [m³/h]
ACH : air changes per hour [h-1]
These systems are designed for objective 1 of the BS 7346 part 7 and are therefore not specifically intended to maintain any area of a car park clear of smoke, to limit smoke density or temperature to within any limits.
To avoid smoke circulation and descent of the smoke layer during evacuation (objective 3), it might be preferable to either delay operation of the jet fans after automatic actuation or to provide only manual actuation from a fire service override switch.
Smoke control systems are provided specifically in order to assist fire-fighters to carry out fire-fighting operations.
Due to the low height in car parks vertical smoke control with a smoke-free layer is not possible. Therefore, in a car park smoke control is horizontal rather than vertical.
The system is designed to operate automatically in case of a fire detection and ensures clear, smoke-free access by fire-fighters to a point close to the seat of the fire.
Primarily, such systems will assist fire-fighting by:
- Detecting the origin of the fire to a specific location in the car park;
- Moving the smoke and heat from that location towards a specific extraction point or points.
- Creating a smoke free approach zone or bridgehead clear of the fire. This allows fire-fighters to assemble personnel and equipment in favorable conditions and fire-fighting operations to be carried out more quickly, safely and efficiently.
The basis of the design of a smoke control system is to prevent the smoke from back layering against the ventilation airflow by maintaining a critical air velocity.
This minimum critical velocity is dependent on a number of factors, due to which smoke control systems are always fire engineered solutions:
- What is the maximum fire size?
- Is there a sprinkler system to limit the fire size?
- What if the fire spreads to other cars?
- Where are the escape / evacuation routes?
- How long will it take to evacuate the car park?
- What is the reaction time of the fire brigade?
- Where are the attack routes for the fire brigade?
- Where can smoke extract and air supply be planned?
In large or complex car parks where jet fans are employed, there might be multiple extraction points. Smoke control systems can be designed to be fully reversible to move the smoke in one of several directions, depending on the location of the fire.
Again it is important to ensure that there are suitably located fire-fighting access points to allow the bridgehead to be created for each design fire scenario considered.
To protect the means of escape from the car park, it is advisable that upon fire detection only the main extractors and supply are put into operation. This will not disrupt the stratification despite a portion of the smoke gases being extracted quickly.
Therefore, jet fans should always be switched off during this evacuation period to avoid smoke circulation and cooling and thus the descent of the smoke layer into the occupied space. Once the jet fans have been switched on, the smoke will quickly spread to the downstream section.
Although the jet fans change the velocity distribution, they are only of limited (local) influence on the main airflow through the car park. This main average airflow is to a significant degree determined by the smoke extract rate of the main extract fans in combination with the make-up air intakes.
Through induction and mixing, the jet fans provide a considerable reduction in smoke temperatures. By reducing the smoke temperatures, the level of smoke back layering against the ventilation airflow can be reduced, providing the fire brigade with improved conditions for fire fighting.
The increased airflow with smoke control will not increase the fire size since it is limited by the fuel, which is the material from the burning car.
Inside the car park there is enough oxygen available to feed the fire.
In 1998 NOVENCO has proven the method of smoke control system with full-scale fire tests in a car park in Amsterdam. During these fire tests in total 18 passenger cars were burned by an independent body (TNO – Organization for Applied Scientific Research) commissioned by the fire brigades and Dutch ministries.
Conclusions of the tests were:
- Conventional duct-based ventilation systems are unsuitable for smoke control purposes, even with air change rates of 10 times per hour. The entire area quickly becomes filled with smoke and locating the fire is very difficult.
- Smoke control is possible with engineered solutions with high smoke exhaust rates based on critical air velocity over the fire in combination with active cooling of the smoke with jet fans.
- During the evacuation period, the jet fans must be switched off to prevent mixing of air and smoke.
- By running the exhaust, supply and jet fans at full speed after evacuation is complete, the spread of smoke can be kept within a limited area. The fire also remains visible at all times.
- Fire development can be observed during the entire extinguishing process, providing improved safety for the fire fighters and faster fire extinction.
- Smoke control systems can effectively cool down the smoke by mixing smoke with surrounding (cold) air.
- After extinguishing the fire, visibility within the car park will quickly increase providing emergency services with improved sight conditions.
It must be noted that although smoke control systems offer great benefits for the fire brigade, the design may have an impact on initial costs of the installation. The reason is that for smoke control systems higher exhaust rates are necessary, as a result of which amongst others the size of the structural shafts will increase.
The extract rate for a smoke clearance system is relative to the size of the car park whereas a smoke control system is designed to extract smoke for a given fire. As a starting point the fire size from the BS 7346-7 can be adopted:
- 4MW for a car park with sprinklers, or;
- 8MW if sprinklers are not provided.
A fire engineered approach, to the design of a smoke control system, will require the design to be based on an agreed fire load. This approach can also be used as a compensating feature for relaxations to the normal requirements of the national or local building regulations, such as for example the requirement for a sprinkler system in the car park.
A fire engineered approach may suggest that the sprinkler system is replaced by a smoke control system, but that is not the case. Whereas a sprinkler system is aimed at property protection by preventing the fire from spreading, and limiting the fire size and limiting the heat release rates, smoke control systems are aimed at providing smoke-free access for fire fighters to a point close to the seat of the fire. It is this compensating feature in relation to the 'normal' regulations that provide the relaxation of other requirements.
There is an important distinction to be made for sprinkler systems in car parks. Firstly, automatic fire suppression sprinkler systems are very effective in temperature control and prevention of fire spreading to other vehicles. If sprinklers are activated in the early stages of a fire, the fire size can be kept under control, and the heat release rate limited.
Due to the cooling effect of the water, mainly due to the latent heat of evaporation, temperatures are kept to acceptable levels and the fire size is controlled. Fire tests on cars in buildings with sprinklers have shown that the spread of fire between cars does not occur with an activated sprinkler.
However, in most car fires, the fire source is either inside the car or in the engine compartment. Therefore, a sprinkler system is not effective as a means of extinguishing the fire, as the sprinkler cannot deliver water onto the seat of the fire, as the fire is covered protected by the actual bodywork of the car.
With a sprinkler system there is a real chance of combustion of flammable liquid - e.g. by rupture of the fuel tank - the so-called "pool fire". Initially, the fuel is a liquid, and the application of a stream of water will splash it and spread the fire.
Another consideration is that the water will not cut off the oxygen supply as the fuel will not be "blanketed" by the water (fuel floats on water as it is less dense).
Because of the material composition of modern cars containing significantly more plastics, smoke production will prevail over temperature. With the fire source inside the car or under the hood, temperature radiation will be limited, but smoke production will increase dramatically.
In the case where the sprinkler detection is used to trigger the evacuation alarm, fire detection could be very late because of relative low smoke temperatures. In such a case there will be a lot of toxic smoke in the car park making evacuation and repression difficult.
Because of the dense smoke it is often not possible to find the exact fire location quickly. Confusion about the location of the fire can lead to a delay in the deployment of the fire brigade.
During the containment period, excessive amounts of steam can be produced which may last more than an hour. This will limit intervention by fire-fighters as the location of the fire is not visible.
International rules, such as NFPA, BS and the German GarVo require that smoke ventilation is required with sprinkler systems. However, the requirement is mostly for smoke clearance systems, which are not suitable for the objective 2 of smoke-free access for fire-fighters to a point close to the seat of the fire.
Combining sprinkler systems with a smoke control system may result in having the best from both worlds:
- Sprinkler systems can control the fire size;
- Sprinkler systems can prevent the spread of fire to other cars;
- Sprinkler systems can lower smoke temperatures;
- With lower fire sizes and temperatures, the critical air velocity to prevent back layering of smoke is lower;
- Smoke control systems can be designed at lower airflows since critical air velocities are lower;
- Smoke control systems can contain the smoke and steam created by the sprinkler in predefined zones and therefore structural fire walls and fire doors may no longer be necessary;
- Smoke control systems can provide smoke-free access for fire-fighters resulting in rapid deployment of the fire brigade;
- By using electronic fire detection systems, a car fire can be recognized and localized by which an effective smoke control ventilation and deployment of the fire brigade can be started. Furthermore, an evacuation alarm can be triggered in the early phases of a fire.
As such a sprinkler system may serve very well and complementary to a smoke ventilation system with jet fans. But it is of the essence that both systems are designed and installed in such a way that they do not have a negative effect on each other.
A sprinkler is triggered by temperature. Smoke exhaust systems are (preferably) triggered by electronic smoke detection systems to ensure an early detection and start of the evacuation and smoke extract. Therefore, it is reasonable to assume that in case of a car fire in an enclosed car park, the reaction time of a smoke detection is much shorter than a sprinkler.
To ensure optimal function of both systems, the following has to be taken into account:
- influence of the jet stream on the sprinkler;
- influence of the sprinkler on the smoke;
For the daily (CO) ventilation a jet fan system shall have a limited air velocity in the car park. Also in relation to fire safety this is very important:
- Lower air velocities will limit smoke spread in an early stage of the fire to optimize evacuation conditions.
- For correct smoke detection, low air velocities will prevent the smoke from spreading before detection.
Therefore, the thrust of jet fans in low speed should be limited to max. 20N (CO ventilation) and to max. 50N for the high speed (smoke ventilation).
Furthermore, the position of the jet fans in the car park should be coordinated with the parking spaces and smoke detectors. By placing the jet fans over the driving lanes and not over the parking spaces, the risk of having a jet fan in the direct vicinity of the car fire is minimized and therewith also the risk of influencing detection and sprinkler activation.
A big driving force for the movement of heat and smoke in case of a fire are the buoyancy forces due to the differences in air densities created by the temperature of the smoke. As long as the smoke temperature is higher than the adjacent ambient air, the smoke will remain buoyant and thus expand in all directions.
These buoyancy and entrainment forces generated by the fire will compete against the ventilation airflow and impulse force by the jet fans. For the jet stream to influence the sprinkler activation, the force of the jet stream should therefore be higher than the buoyancy force directly over the fire source.
CFD simulations show that even with a smoke control system with jet fans fully activated, the temperatures directly above the fire will be sufficient to activate the sprinkler within 5-10 min after start of the fire.
In figure 13 the temperatures are shown for a car fire after 10 min. Due to the buoyance forces of the hot smoke, the smoke also expands against the jet stream until the smoke is cooled down sufficiently to be controlled. Therefore, jet fans will not interfere with the sprinkler activation above the fire source in case of a fire.
However, a delay in starting the jet fans of 5-7 min after detection would be advisable for two reasons:
- Delay of activation of the jet fans provides the best evacuation conditions upstream and downstream of the fire;
- Delaying activation of the jet fans can avoid causing a delay in activation of the sprinklers, in the areas close to the seat of the fire
In case the fire source is very close to a jet fan, the force implied by the jet fan on the smoke will be very limited due to the low air density, since:
Tj=Q x vo x ρ (3)
Tj : thrust of the jet fan [N]
Q : airflow of the jet fan [m³/s]
vo : outlet velocity of the jet fan [m/s]
ρ : density of the air / smoke [kg/m³]
Since density decreases at higher temperatures, the thrust of the jet fan also decreases where the buoyancy force of the smoke increases. Therefore, also the influence of the jet stream on sprinkler activation decreases.
Furthermore, if the temperature for sprinkler activation is not reached, there is no need for the sprinkler to be activated and consequential damage due to (polluted) water is prevented.
Figure 14 confirms that sprinklers would only be activated locally around the fire and therefore the effect of the sprinkler on the smoke ventilation system can be neglected.
Around the fire, smoke 'washing' can be expected, which will decrease the view on the seat of the fire. However because of lower smoke temperatures with sprinkler, a smoke control system with jet fans for smoke-free access for fire-fighters can be designed at lower critical air velocities and thus lower smoke extract rates, resulting in smaller smoke extract shafts and less jet fans.
As previously mentioned, NOVENCO has played a leading role in the development of car park ventilation systems.
The following provides a brief summary of the benefits to be achieved from using jet ventilation in car parking facilities:
There is no need for space-consuming ducts in the car park, thus allowing the ceiling to be lower. This allows a better use of limited space in underground car parks and improves layout. Jet fans transport and distribute fresh air within a "giant duct" – the car park itself.
Various tests have shown that jet fans can be flexibly positioned. Individual fans can be positioned within a radius of 2m without affecting system efficiency.
When jet ventilation is used, directional "thrusts" of up to 45 m can be achieved. This allows complete air mixing and efficient CO dilution. Furthermore, it allows air to be directed into "dead" corners where there would otherwise be a high risk of CO accumulation.
With conventional ventilation systems where air is extracted through ducts, such pockets of high CO concentration may easily arise as suction cannot be directional.
With a conventional duct-based extraction system, a comprehensive network of ducts is required if all areas of the car park are to receive sufficient ventilation. Such ducts may cause problems for the design and layout of underground car parks. These problems can be avoided with Novenco jet fans.
Jet fans can be arranged in groups, controlled by corresponding groups of CO or CH4 sensors. The quantity of air to be moved can thus be regulated in response to requirements. As this is achieved at relatively low air velocities, energy is saved. Energy costs can typically be reduced to approx. 60% when jet fans are used.
In conventional systems, relatively high air velocities are used in order to reduce duct size, and this results in large pressure drops. When ventilation is required, the entire system is started, and energy unnecessarily wasted. This cannot be avoided as all ducts are interconnected.
There is no need to install ducts when jet fans are used in car parking facilities. In closed car parks there need only be a fresh air inlet and spent-air outlet. Pressure drop is thus limited to that occurring in damper, sound attenuator (if any) and shaft. This allows smaller motors and fans to be used, thus reducing sound levels.
On the other hand, jet ventilation systems require more cabling and larger electrical cabinets. However, even including these costs, jet ventilation systems are typically 30% cheaper to purchase and install than conventional systems.
Duct-based ventilation systems are often fitted with grilles that must be adjusted to achieve the required ventilation.
This is not necessary with jet ventilation systems as the fans are equipped with a directional grille that bends the air flow away from walls and ceilings. These grilles are factory-set and seldom require readjustment, although adjustment can easily be performed on site if necessary.
If there is no need for full ventilation, the quantity of air can be regulated by running the jet fans at half speed or by only operating a group of fans at a time.
Regarding the practical design of jet ventilation systems, determining the following five factors are of particular importance:
A) CO production
B) Ventilation quantity
C) Direction of air movement
D) Noise levels inside and outside the car park
E) Ventilation strategy in case of fire
Several factors affect the amount of CO produced. Modern cars produce less pollution than older models as a result of improved combustion and the use of catalytic converters. Cold engines produce more CO than hot engines. Also the driving speed affects CO production. All these factors must be taken into account when designing ventilation systems.
This also explains why CO production values differ from country to country. Some countries have relatively many old cars whilst in other countries, a greater proportion of the cars are new.
The ventilation rate for car park ventilation systems is normally provided in either international, national or even local standards and guidelines. For example, in the UK, a ventilation rate of 6 ACH (Air Changes per Hour) is required. In Portugal there is a requirement of 600 m³/h per parking space, and in Germany a ventilation rate of 6 m³/h per m² of car park is required for non-public car parks (for example a private parking or office building). For public car parks (for example a shopping centre) a ventilation rate of 12 m³/h per m² of car park is required.
Another method is to calculate the required ventilation rate. For these calculations there are a number of available standards, such as for example the VDI 2053 from Germany, the NEN 2443 from The Netherlands or the SWKI 96-1 from Switzerland.
With these models the required ventilation rate can be calculated on the basis of (among others) the number of parking spaces, the distance travelled to reach them, the number of cold starts and hot starts within the car park and the number of cars arriving and leaving per hour.
To ensure optimal (transverse) ventilation, air supply and mechanical air exhaust should be positioned as far as possible from each other. Usually, the car park entrance/exit or access ramp is used as the fresh-air intake, while exhaust fans are positioned in the opposite corner.
It is important that requirements on noise levels within and outside the car park and the most expedient location for the exhaust system be considered early in the project planning phase.
Usually, it will be necessary to use sound attenuators, and space must be set aside for these and for a shaft.
The required ventilation rate for smoke ventilation strongly depends on the type of smoke ventilation system:
1. Smoke clearance system;
The objective of a smoke clearance system is to assist fire-fighters to clear smoke from a car park during and after a fire;
2. Smoke control system;
Here the objective is to provide clear smoke-free access for fire-fighters to a point close to the seat of the fire;
When dimensioning an underground car park, it is important to consider the location of air inlets and outlets. In most cases, it will be necessary to install an exhaust fan that can discharge the polluted air through a ventilation shaft.
Also unsuitable shaft locations must be taken into consideration. It may be possible to disguise the shaft so that it blends in with the surroundings, e.g. as an advertising pillar at a shopping centre.
When dimensioning the exhaust fan, the pressure drop through the entire system from the fresh air-intake to the discharge outlet must be taken into account. Usually, it is best to transport air through the discharge system by means of suction rather than pressure as this prevents spent air unintentionally spreading to other parts of the building.
Jet fans are used to distribute air within the car park and to ensure that "dead" areas do not occur.
In most car parks, clearance is limited to approx. 2.4-2.5 m. It is therefore important to ensure that fans are installed where there is no risk of collision. Alternatively, the clearance required by the consulting engineer must be taken into account when choosing fan size and/or location.
It is important to note whether the car park has visible girders as these may affect fan efficiency.
There must be a free distance to the nearest girder/wall of at least 0.5 m on the inlet side and 2.0 m on the outlet side. If girder height is greater than the installation height of the jet fan, it may be necessary to lower the fans.
Car parks have many noise sources – the most important being the cars themselves. On average, the sound pressure level inside the car park due to cars in motion is about 75 dB(A).
Furthermore, there may also be other technical installations inside the car park that contribute to the overall noise level.
A ventilation system is also a source of noise.
As a standard, car park jet fans are supplied with dual-speed motors. They are usually dimensioned to run at low speed most of the time and their noise emission will thus seldom be a problem.
Depending on type and size, the sound level from the car park jet fans varies between 45-61 dB(A) per fan during CO ventilation (low speed).
Therefore, these jet fans are insignificant noise sources in comparison with other sources within the car park.
In extreme situations, the fans can be switched to full speed. If the system includes an exhaust fan, the noise emitted by the fan must comply with applicable building regulations.
There may be differences in the permissible noise levels depending on location (industrial site or housing complex). Similarly, the time of day may affect the permissible noise level close to property boundaries or the windows of housing complexes.


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This DSR should be read alongwith CPWD Specification Vol. I & II with upto date Correction Slips. f. New Material Codes have been assigned for the. Delhi Schedule of Rates (Electrical) With Effect from Published under the authority of Director General, CPWD, New Delhi. Government of. CPWD DELHI ANALYSIS OF RATES (WITH FORMULAS) This entire work is done by me alone and every item is compared with DSR and DAR- .
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If the cost index of a particular year is not available, you can co-relate the cost index of the place with Delhi whose cost indices for all the years are given.
Thu Aug 04, 8: Wed Mar 05, 5: R-type-V, VI and above. Current Tender Archieve News.
For further details like general conditions for calculation of plinth areas, etc. Scale of Amenities — Architectural- Main Unit: Thanking you Prabir Kumar Chaudhuri.
Valuers World :: View topic – CPWD Cost Index ( to ) & Income-tax Valuation
At present, it is undertaking production of certified seeds of nearly varieties of 60 crops in its Farms and through its registered seed growers. Ssr has established strict Quality Control procedure to ensure supply of quality seed to farmers. The difference between declared and estimated V.
For a future date material and labor prices for any place is obtained and cost index is arrived thus: In the seed production, emphasis is given for production of oil seeds, pulses and hybrids including vegetables.
Wed Jun 18, 7: Wed Dec 25, 4: It may be observed that CI of many locations is well above Thu Aug 29, 3: Wed Feb 27, 3: Dzr Year and They can be obtained from CPWD offices of your areas. In a situation fsr the A. National Seeds Corporation Ltd.
Valuers World :: View topic – CPWD Cost Index Of Towns, Statewise
Tue Mar 11, Sun Aug 31, 1: Copy of Cost Indices West Bengal. Harshad Shah hdshah9 rediffmail.
Wed Jun 11, Sun Mar 02, 8: Tue Jun 24, Respected Anilji, Thanks for contrubuting such a good data. Vegetable gardening can be as simple as growing vegetable plants in pots on a balcony or patio.
Cpwd Delhi Schedule Of Rates 2012 (Dsr 2012) ( English )
Cost indices comparison from to The goods and service tax rates for building materials are as follows: Display posts from previous: The turnover of the Corporation for the F. Mon Sep 20, 5: Specification as per Annexure- V. For some architectural projects of CPWD that we are doing in Bhavnagar city of Gujarat, we were asked by the department to derive the valuation index based on prevailing market rates, which is attached herewith for the reference of all.
Up to six 06 Storeys, Floor ht 3. Circular regarding proper monitoring and other actvitities for maintaining the quality of seed at different stages. Sat Aug 31, 7: Fri Aug 30, CPWD rates comparison.
There are about 8 Farms and registered seed growers all over the country who are undertaking the seed production vpwd in different agro-climatic conditions.


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Latest in Entourage
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EXCLUSIVE, UPDATED: As claims against Harvey Weinstein and Kevin Spacey remain fresh, Jeremy Piven, star of the new CBS drama series Wisdom of the Crowd, today found himself in the spotlight of sexual harassment allegations. On Monday, reality TV personality/actress Ariane Bellamar made specific accusations on social…
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Peter Bart and Mike Fleming Jr. worked together for two decades at Daily Variety. In this weekly column, two old friends get together and grind their axes, mostly on the movie business. BART: One of the first things I learned when I started working for film studios was that every executive thinks he knows what makes…
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At University UMC, all are welcome. Whether you are a seasoned veteran or new to your walk with Christ, we want you to feel at home here.
We offer several different Sunday Worship opportunities, and each worship service offers different amenities and atmosphere. We welcome everyone to wear what makes them comfortable, but do ask that you keep in mind that we are a multi-generational church and have young children all the way through older senior adults in attendance. *Currently masks are required at all church worship services (both inside & outside)
- 8:30am -Outdoor Service: This service will be outside and available by drive-in or seated on the lawn/garden. For those in your car, you can tune into FM 97.7 to listen. For those on the lawn/garden we have it also broadcast via a portable sound system. Anyone wanting to sit out on the lawn are asked to bring their own lawn chair or picnic blanket.
- 9:45am – Journey : Our refreshing Christian worship experience where people can be real with one another and be in authentic community together. This worship service is also be outside and available by drive-in or seated on the lawn/garden area, weather permitting.
- 11:00am – Indoor Service: This service will be inside the sanctuary. Those wishing to attend this service will be asked to follow the signage and enter the building through either the front office door or the west side preschool door (those with children are asked to enter through the west side preschool door and will drop off their kids outside for Children's church for those Kinder – 5th grade or in the nursery for those under 5 years old). Before entering the building you will be "checked-in" by one of our ushers, meaning you will be asked your name, contact info for first time guests, if you have any prayer requests, and then a couple of precautionary questions. Also before entering you will be asked to put on a mask & sanitize your hands. Once checked-in you will be greeted by another usher inside who will take you to your seat. We will be seating from front to back using only every other pew and staying to ends of the rows to allow for as much social distancing as possible.
*Offering boxes will be available at the entrances/exits for anyone wanting to drop off their tithes/offerings
You will be dismissed by row as well at the end of the service and exit out the same door you came in.
* Our Online worship service is posted on our Facebook page, Youtube channel, and here on our website each Sunday at 8:30am!


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SOUTH EUCLID – The last day before Christmas break is always filled with excitement and anticipation, but it reached a new level inside a first grade classroom at Sacred Heart of Jesus Academy in South Euclid.
Paratrooper Private First Class Michael Chapman, home on a 2 week holiday leave from Alaska, planned a special surprise for his 7-year old sister, Sophia.
"My sister didn't know I was here, so I thought it would be a good way to surprise her," Chapman said. "I like to say she's like my little clone."
As Sophia made her way through the cafeteria line for lunch, Chapman popped out from a doorway for the surprise. Her smile and hug said it all.
"I didn't even know he was going to be here!" she said. "I'm so happy I almost could cry."
After months apart, Sophia's Christmas wish came true. The family said they'll enjoy the time together, while remembering other families whose loved ones are away.
"I'm very fortunate to be with my family," Chapman said. "I just want to make sure everyone else doesn't forget the people that are overseas right now are not with their families today."
***for more Military Holiday Greetings, click here***


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Bernadette's wand was made of an unknown wood, length, and wand core. It featured a carving of a head on the handle. The style and carvings of the wand may have indicated that it was a Shikoba Wolfe wand, and therefore had a Thunderbird feather core. The wand was destroyed in the Death Cell's Death potion.[1]
Bernadette used her wand during the intended execution of Newt Scamander and Tina Goldstein. She extracted Tina's happiest memories and then planted them into the Death potion.
When Newt broke into battle with the executioners to rescue Tina with the help of his Bowtruckle Pickett and his Swooping Evil, He managed to cause the other female executioner to knock Bernadette out with a Stunning Spell by redirecting her wand at he and as a result, Bernadette's wand flew out of her hand and landed in to the potion, where it was destroyed when it incinerated and dissolved the moment it touched the potion.
- Fantastic Beasts and Where to Find Them (film)
- Fantastic Beasts and Where to Find Them: The Original Screenplay
- LEGO Dimensions


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Vermont police shooting was preventable, report finds
A state commission spent two years investigating the 2016 death of Phil Grenon, who was killed by officers after a Taser failed to subdue him.
Phil Grenon should still be alive.
That's the message in a new report from Vermont's mental health commission, which examined the shooting death of the 76-year-old Grenon by Burlington police in 2016 and found that it was preventable.
Grenon, whose mental health had been deteriorating for many months, was shot and killed in his apartment following a four-hour standoff with police on March 21, 2016. He had charged at officers swinging two knives after they tried unsuccessfully to subdue him with a Taser. The shooting was featured prominently in the APM Reports investigation "When Tasers Fail," which found the devices played a role in 258 fatal police shootings in the U.S. between 2016 and 2018.
While Burlington prosecutors quickly ruled the shooting justified, the Vermont Mental Health Crisis Response Commission also found it could have been prevented if Burlington's mental health system, public housing agency and police department had approached the situation differently. The commission's 63-page report released on Wednesday makes frequent reference to the APM Reports investigation. It also draws on hours of police body camera videos and thousands of pages of Grenon's medical records.
In an interview, commission Chair Wilda White said Grenon's shooting could have been avoided. "If all the recommendations were followed, we feel that they would have made a difference," she said.
The commission's report notes that "Mr. Grenon advanced on the officers only after he was struck by the Taser, leading the Commission to conclude that Mr. Grenon wanted to live and thought he was acting in self-defense at the time he was killed."
Grenon had left a voicemail message for his psychiatrist about a week before the shooting predicting that police would come to his apartment to try to kill him. Investigators later found a note in his apartment vowing to "kill them before they kill me."
The commission determined that police may have stoked Grenon's paranoia by discussing their plan to use the Taser, saying within his potential earshot that they would "light him up" and "hit him" with the device. The report found Grenon could have misconstrued these terms as threats of deadly force. "Under these circumstances, it becomes understandable why Mr. Grenon left the bathroom wielding the knives after Officer [Durwin] Ellerman fired his Taser," commissioners wrote.
The report cautioned that police should not assume Tasers "will work effectively or in a typical manner on people in crisis," and that officers should decide ahead of time on a contingency plan should the devices "not achieve the desired effect." The recommendation also applied to another less-lethal technology that proved ineffective on Grenon, a device called a PepperBall. The report found a "misplaced reliance" on these tools "played a role in Mr. Grenon's death."
Tasers are ubiquitous in American policing. Most patrol officers carry them. But data obtained by APM Reports last year show officers in major police departments rate them as effective between 55 and 80 percent of the time. The same datasets show that, in many departments, the use of Tasers has declined substantially over time.
In Grenon's case, the ineffective Taser was just the last in a series of events that led to the shooting. The report documented numerous other factors that contributed to the tragic outcome long before the police arrived. At the time of the incident, Grenon's longtime psychiatrist was out of the country on vacation. Though Grenon's mental condition was clearly declining, his treatment center didn't have an "adequate plan" for care in her absence, the commission reported.
Grenon was also facing eviction at the time of the incident, though the commission did not believe that was a major factor in escalating his behavior. APM Reports' own review of Grenon's medical records found his paranoia often focused on fears of losing his housing.
Following the shooting, the Burlington Housing Authority adopted a "compassionate eviction policy" that provides additional time and assistance for tenants before they are removed from their apartments. The mental health commission recommended other public housing agencies adopt similar policies.
A 2019 analysis by The Washington Post found about 25 percent of the roughly 1,000 people fatally shot by U.S. police each year were in "mental distress" at the time.
The commission was created by the Vermont Legislature in 2017 in response to Grenon's death. Its job is to investigate cases in which police officers kill or seriously injure someone who appears to be experiencing a mental health crisis. Its two-year investigation into Grenon's death was its first.
Most states do not conduct such wide-ranging investigations into police shootings. Inquiries are typically limited to determining whether the use of deadly force was legally justified. Local prosecutors almost always conclude it was, as they did in Grenon's case, based on the threat officers faced in the split second before they pulled the trigger. But the Vermont commission's job is to look more broadly at the factors that led up to the shooting in the prior days, weeks and months, and to make policy recommendations to prevent similar incidents from happening in the future.
The commission has between two and five cases awaiting investigation, White, the commission chair, said. But she did not believe those inquiries would necessarily take as long as the first one did.
The Burlington Police Department did not respond to a request for comment. The chief at the time of the shooting, Brandon del Pozo, resigned in December after admitting he had created a fake Twitter persona to ridicule a critic of his department.
The Howard Center, where Grenon had received mental health treatment for many years, did not provide a comment, either.
Grenon's daughter, Niki Carpenter, applauded the recommendations and said she was happy that her father's death was leading to positive change. "I am proud," she wrote in an email to APM Reports, "and he would be too."


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My First 14er!
Hi everyone!
Wow! I haven't posted in awhile! It has been a busy month. I've had several tests and I hosted my first student event for the American Meteorological Society. It was awesome! So great to tell my fellow classmates about all the great things available to them through the AMS Broadcast Board!
So, I have to tell you about a big first for me! I go to do my first 14er a few weeks ago! What is a 14er you ask? Well, it is quite the big deal in Colorado. 14ers are the tallest mountains in Colorado. They are 14,000 feet above sea level and it is so cool to say you went that high. For me I am a big outdoors enthusiast so this was huge! The only thing is I am not quite in shape (It will happen by next year!!! Woo!) to hike up one so we did one of the only two peaks you can drive up. We went to Mt. Evans which is near Idaho Springs (but also is part of the city of Denver even though it is far away from the city, so odd).
I have never been to a mountain where the tree line ends and you actually see tundra. In the picture above, that is tundra during the fall season. It makes me so excited to see tundra for once because a) I've studied the difference climates and vegetation and b) I've only lived in the desert and now Colorado for a little while so tundra is a brand new thing for me. The only thing that is higher than tundra is permafrost (ground that is permanently frozen) which I have yet to see.
Another awesome thing was the mountain goats! They were so cool. I'm a big animal lover so I am a huge fan of anything that crawls around. It was amazing because they weren't shy at all and it was even more fascinating that any time they wanted to cross the street, one would jump in front of the car and act like a crossing guard. The goat that just walked in front of our car didn't budge until the whole herd crossed. And I got to see little baby goats! So adorable!
One thing I will say about traveling to Mt. Evans or any 14er is be aware that there will be a lot of traffic. The Denver-Metro area is home to a lot of outdoorsy people and they all like to head up to the mountains on weekends. It got so crowded at one point with people parked on the sides of the roads to see the goats that the road actually was blocked by people. We tried to get through but thankfully a ranger came out and told everyone that it is indeed illegal to park on the side of the road on the mountain in non-parking areas. Also, there is a $10 fee for a car full of people. But it was definitely worth it!
I hope you all get outdoors this season. Fall is an amazing time!
Until then,
Flying = Best Weather Watching
You would think with the long lines at security, the delays, the bad airport food and that noisy baby next to you, that I would be like some of you and hate riding in a plane. But truth is, I love it for weather reasons!
You see, as a meteorologist-in-training I am learning about weather, and all weather occurs in the atmosphere. In fact, mostly all weather only occurs up to approximately 39,000 feet, which is the height an airplane reaches at its cruising altitude. So, when I am up in an airplane, I get really REALLY excited. Like nerdy excited….like taking pictures of every single cloud that passes the wing of the airplane! In fact, as I am writing this blog entry, I am in a plane headed home! (You guys won't see this until I am safely on the ground though).
So here's what gets me excited and why:
The bumpy air during a stormy day!
You feel that turbulence? It sometimes is unstable air. Unstable air is needed to lift water vapor up into the air to make clouds. Instability is also a key in thunderstorms (MY FAVE!)
Tall Anvil Shaped Clouds!
What's an anvil cloud? An anvil cloud is one that forms a tower, has a cauliflower texture and at the top sticks out to one side. The cloud is an indicator of a thunderstorm. As a weather observer on the ground, I can only tell you what is going on at the surface, but when I am in a plane, as long as we are a safe distance away while flying past an anvil cloud, I get to see how high it gets! I had the pleasure to see one of those puppies up close in June over Missouri when I was flying back from a conference in North Carolina and I could not stop taking pictures of it. Incredible!
And who doesn't love a good sunset? I sure do! I love the colors of the clouds when the sunlight hits them. It makes me so happy.
I hope now that you have read this blog, you will get a kick out of the weather whilke flying just as much as I have.
Until then,
Coming Home to the Land of Glitter
I come from a place that is known worldwide, but I find I very hard to explain what it was like living there. I was born and raised in the most glamorous place on Earth: Las Vegas.
It's a weird thing for me to get asked about my hometown. It's the same two questions over and over, "What was it like to live there?" and "Do you live in the suburbs/close to the hotels?" And I always get the same blank stare when I always respond, "Boring. And 30 miles away."
I've always wondered why? Because for me, it's not hard to phantom that more than a half a million people live there. That there are schools and doctors and hospitals and parks and grocery stores and lots and lots of crime and seedy people (to where everyone keeps the doors barred and it is not uncommon to wakeup and find there's a SWAT team at your neighbors house). That's the life way beyond the glitz and glamour of the Strip and it is true for anyone who has lived there.
But that's not what I want to talk about here. What I want to talk about is that feeling that everyone gets when the return to their hometown. For my husband and my sister-in-law, its returning to the land of beautiful mountains and where it's a right to be outside. For others who live in Eastern Washington, its going back to the place where there are trees everywhere and a very small community.
But for a Las Vegan, it's different. Really different.
I had the pleasure of going back to Vegas a few weeks ago. As soon as I land a McCarran, I get excited by the neon lights (literally). I have a extra sense of awareness while I walk down the streets and become really protective of my family. I also feel free to walk around the whole place without a care in the world, knowing just by sight which people are out to scam you and how to avoid them. People driving 90 mph on the freeway doesn't bother me. And even though I can't afford it, I still love gourmet dining and love to go into Louis Vuitton just to look around. Walking around may sound boring you, but to a local, we love the architecture because it is so beautiful, we love looking at people and we loving caking on the makeup because we like to look just a beautiful as everyone else. Suddenly I don't want to wear just jeans and a T-shirt, I want to get dolled up, put on my big heels and strut my stuff like I am in a Miss America pageant. It's just out culture there. We live in a culture of luxury. And that luxurious streak stays with you through you whole life. Because even though I'm outdoorsy, you just can't help but love the luxurious life.
So, why would I say that is boring? I mean, eating good food, going to all the attractions and having fun sounds great right? That's a blog post for another day. Let's think about the good things here!
It's my home. It's where I grew up and it can be fun to visit, even if it is only once in awhile. It's my home and I will always be a glitter girl. Always.
Hope you all are well!
Until then,


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Research Output per year
Personal profile
Research Interests
Dr Justin Magee, is the Research Director for the Belfast School of Art (UoA32) and a Senior Lecturer in Product design at Ulster University (since 2006). His research focuses on digital human modelling, user experience and immersion for physical and digital product applications, in Arts and Health. His work was returned in the RAE2001, RAE2008 and REF2014 and he leads the UoA32 strategy in preparation for REF2021. He has served as Course and Subject Director (2009-2016) at UG and PG level and placement coordinator (2000-2006, 2010-2015). He was Director for Academic Enterprise for the Faculty of Arts (2006-2011) and Acting Director of the Research Institute (2005). Ulster University awarded him the Distinguished Business Fellowship (2007) and the Impact Research Excellence Impact award for Knowledge Exchange (2017). He is a member of the Institute of Designers (IDI, 2006), Senior Fellow of the Higher Education Academy (SFHEA, 2020) and The Council for Higher Education in Art & Design (CHEAD, 2017).
He has secured more than £7.015M of research income as a PI or Co-I, excluding commercial match funding of approximately £5.5M and generated over £260K in consultancy income and £67,552 of HEIF projects on interdisciplinary research. He held and external appointment on the HSC NI Office for Research Ethics Committees (2017-2019). He has served the University Research & Impact Committee (2018-2020). He has peer reviewed on several Journals across design, medical engineering, creative industries and entrepreneurship.
As a design consultant he has worked for LEGO Systems, Denmark, GE Plastics (Germany and UK) on contracts with Mercedes, Audi, Porsche etc., Smart Car and as a design consultant on over 85 commercial projects with SME's in Ireland and the UK. He has been involved in nine Invention disclosures, 3 patents and is an IP stakeholder in 3 collaborative research projects with HSC Innovations. His recent research received 2 Innovate UK Certificate of Excellence (2017, 2020), featured as a case study for the NCUB State of the Art report (2018) and a finalist at the THELMAs for KE initiative of the year (2018).
He has secured 15 external research awards totalling £7,015,355 from AHRC, RCUK, DCAL, Innovate UK, WHSCT, NHSCT, HSC R&D/PHA and RCUK. He is Co-investigator on one of the nine national AHRC Creative Industries Clusters (Future Screens NI). He has secured soft-funding or in-kind income related to research and impact totalling £49,407. Most of his research funding is collaborative with industry and he has worked on over 80 commercial projects including 29 consultancy projects through Innovation Ulster Ltd. (e.g. SMART Car, Randox, Izak9). Has managed 13 awards for HEIF interdisciplinary research. As Director for Academic Enterprise (2006-2011) he managed and allocated £90,000 of completive research impact funding and engaging with the private and public sector.
Education/Academic qualification
Advance HE
31 May 2026 → …
The Higher Education Academcy
10 May 2012 → 31 May 2026
1 Apr 2004 → 1 Dec 2009
Bachelor, Coventry University
1 Sep 1992 → 30 May 1996
External positions
External Examiner: MA Automotive & Transport Design16 Dec 2019 → 30 Sep 2021
External Examiner: MSc Industrial Product Design / MSc Design & Transport, Coventry University1 Mar 2017 → 30 Sep 2021
Office for Research Ethics Committees Northern Ireland (ORECNI) - Lay member1 Jan 2017 → 31 Jan 2019
Fingerprint Dive into the research topics where Justin Magee is active. These topic labels come from the works of this person. Together they form a unique fingerprint.
Recent external collaboration on country level. Dive into details by clicking on the dots.
Research Output
Guidewire separatorMagee, J., Peace, A. & Kelly, R., 9 Jan 2019
Research output: Non-textual form › Device/Product
axial3d InsightHarpur, A., Haslam, N., McGrath, S., Fu Wu, S., Morales Cantana, E., Cooke, T., Donnelly, L., Magee, J. & Wilson, S., 18 Jun 2018
Research output: Non-textual form › Software
Believably immersive VR experiences within the mining industryMagee, J., Quigley, T., McGroarty, P., Craven, P. & Vallelly, K., 7 Mar 2017
Research output: Non-textual form › Digital or Visual Products
Hand Support for a BowPorter, M., Magee, J., Doherty, L. & Wilson, IM., 24 May 2018, IPC No. G10D 3/16 (2006.01), World Intellectual Property Organisation, Patent No. WO 2018/091399 A1, 13 Nov 2017, Priority date 15 Nov 2016, Priority No. 1619317.9
Research output: Patent
Pressure Ulcer Prevention Innovation (PUPI) BootMagee, J., Porter, M., Quinn, J. & McSwiggan, R., 2016
Research output: Non-textual form › Design
KTP Certificate of Excellence
Justin Magee (Recipient), 14 Mar 2017
Prize: Other distinction
New York Pet Fashion Week- Lifestyle Innovation Award 2008: Winner
Justin Magee (Recipient), 24 Aug 2008
Research Impact Excellence Awards
Justin Magee (Recipient) & Terry Quigley (Recipient), 11 May 2017
Activities per year
Invited Talk to Northern Ireland Pain Forum (Clinical Sector)Justin Magee (Speaker)
Activity: Talk or presentation › Invited talk
Intersections: Ulster University Postgraduate Journal (AHSS) (Journal)Frank Lyons (Member of editorial board), Justin Magee (Editor in chief), Catherine O'Hara (Member of editorial board), Ailie O'Hagan (Editor), Katrina Smyth (Editor), Ronan Kelly (Reviewer), Krzysztof Krzysztof (Reviewer), Henry Melki (Reviewer), Carla Rowney (Reviewer), Paul Stafford (Reviewer), Angelina Villikudathil (Reviewer)
Activity: Publication peer-review and editorial work › Publication Peer-review
Design Journal (Journal)Justin Magee (Reviewer)
Activity: Publication peer-review and editorial work › Publication Peer-review


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Parineeti Chopra To Begin Shooting For Nehwal Biopic On October 11; Her Resemblance With Saina Nehwal Will Leave You Speechless
After Shraddha Kapoor's exit from Nehwal biopic, Parineeti Chopra came on board. Now, the production house has made the announcement that the shooting of the same will begin from October 11
Since biopics are in trend, a film based on the life of ace badminton player Saina Nehwal is in the making. It was supposed to have Shraddha Kapoor in the lead but post here exit, Parineeti Chopra came on board. Now, the latest update states that Parineeti will begin work on this biopic from October 11. Her first look of the film has also been shared and the resemblance between Saina and Parineeti will leave you speechless. T-series has made the announcement on social media.
In the image, we can see Parineeti Chopra holding a shuttle all ready to serve. She is in her tracksuit and has her focus set. For the past few months, Parineeti has been working hard and trying to get her moves right and looks like the efforts have paid off.
Saina Nehwal too took to her Instagram to share the first look of her biopic and wrote, "Looking forward to this journey together! My best wishes to the team #SainaNehwalBiopic." Check out the picture below:
The Saina Nehwal biopic is being directed by Amole Gupte and in his recent interview with Mumbai Mirror, she spoke about the first scene of this film. He shared, "n the first scene, Parineeti as Saina will be answering questions from the fraternity, including journalists, students and sports management people." As per reports, the film will probably make it to the theatres in summer 2020. Bring it on.
Apart from Saina Nehwal biopic, Parineeti Chopra has The Girl On The Train in her kitty. Her film Sandeep Aur Pinky Faraar with Arjun Kapoor is also lined up for release.
Image Source: Instagram/nehwalsaina
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Visiting other countries can be a great experience. Whether you are traveling for work or pleasure, solo or in a group, staying for a few days or several years, planning ahead can help ensure your time abroad is both enjoyable and safe.
With very few exceptions, a passport is required to travel from and return to the United States. The requirements for your passport, such as how long it must be valid beyond your planned date of departure varies from country to country. In addition, there are countries with specific visa requirements.
It's very important to visit the State Department's Know Before You Go resource to find what you will need for your trip.
Please begin the application or renewal process for your passport early. Current processing times average:
Routine 6-8 Weeks
Expedited 2-3 Weeks (additional fee)
Agency or Center* 8 Business Days or Less (additional fee
As always, please contact my office for assistance with any questions or problems you may have.


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How is iodized salt made?
1 Answer
Dec 18, 2016
It is made by proper mixing of suitable quantity of Sodium Iodide or Sodium Iodate or Potassium Iodide or Potassium Iodate into the conveyer belt during the packaging of edible table salt.
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