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The Product of a Concerned Pastor
'How Can the Church Use TOB More for Effective Pastoral Practice?'
Karol Wojtyla regularly escaped.
He escaped from not one, but two of history's most terrifying totalitarian regimes: German Nazism and Soviet Communism. His method of escape was not to rally across the border with military might. Nor was it simply to negotiate footholds through diplomatic skill. Rather, Wojtyla escaped into the mountains of Poland with young married couples to discuss with them the nature and meaning of the human person and marriage as a communion of persons through the authentic gift of self.
The Nazis and Communists knew that the first step to destroy a people was to take away their cultural identity. Karol Wojtyla knew this too. The regimes outlawed discussion of the prime coordinates of culture: the meaning of the human person and marriage. That which the regimes forbade, the mountains invited.
The theology of the body was not born in a lecture hall or a library. It did not originate as a discourse of academics or theoreticians. It arose from the common conversation of ordinary parishioners with their concerned pastor. The theology of the body is, therefore, front-loaded with pastoral experience. The reflections that led to the theology of the body emerged on a grassroots level from Wojtyla's own combination of reading, reflection and risk. As a result, it is ready-made for pastoral effectiveness.
Even in Rome, after Karol Wojtyla was elected pontiff and took the name John Paul II, the theology of the body was delivered not at a symposium among world experts, but as a catechesis of the universal pastor to his flock. What began on the mountains of Poland was proclaimed amidst the hills of Rome to the entire world, as John Paul II and the Church now faced a third totalitarian regime: the secular relativism of the culture of death.
The combination of reading, reflection and risk that gave rise to the theology of the body represents the very sequence by which its treasures are released in pastoral effectiveness.
The one who approaches the text of the theology of the body finds familiar links. The text is based on passages of sacred Scripture that serve as anchors. In fact, the text is similar to a prolonged meditation on various verses of Scripture. For example, John Paul begins the text with Jesus' response to the Pharisees concerning the question of divorce in Chapter 19 of the Gospel of St. Matthew. In his response to the Pharisees, Jesus quotes the two creation accounts from the Book of Genesis.
John Paul carefully guides us along the path to Genesis and explains both what it means to be a human person and the meaning of marriage. It can be intimidating for Catholics to turn to Genesis. We sometimes feel embarrassed, hesitant or even apologetic about the creation accounts. Ever since we learned that the creation accounts of Genesis are myth, we have been convinced that they aren't true. John Paul points out that mythical does not mean the same thing as false. In fact, myth in the classic sense actually conveys a robust truth that is too dense to fit into a mere fact.
John Paul shows that Genesis reveals that the human person is created, is a gift given, and, therefore, the human person's deepest identity is to be a gift of self, one to another. This takes place in a pre-eminent manner in marriage, in and through the body, and is uniquely expressed in the conjugal marital act in which the moment of love is the moment of life, the moment of the gift. As we patiently read, re-read and discuss John Paul's teaching, its treasure is yielded up. We learn that the human person is created to be a gift of self that opens him or her to an authentic communion of persons. One reason for the traction of John Paul's teaching is that he presents in a personalist key the same truth we have already heard, though we may have heard it previously in a more juridical tone or with a strong emphasis on duty and obligation.
As we read the text, we must reflect on it and also on the signs of the times. How different the pages of the theology of the body are from those of the cable news or talk shows or popular magazines. Everywhere we turn, the popular notion is that to be a person we must always be a success. And being a success means: Make straight As; be more popular; get into the college of our choice so that we earn the most money after graduation; live in the upscale zip code; to have bought gold 10 years ago, get $7 trades and have kids who get straight As when they are not on summer break at the vacation house. … The all-too-routine failure to comprehend the mystery of the gift of self again plays itself out.
Our culture talks us into the lie that to be a person we must acquire pleasure quickly, at all costs … of family, life, blood pressure and ulcers. And if we miss out on any one of the status requirements, we are somehow a loser and do not count. John Paul overturns this notion just as surely as Jesus overturned the tables. John Paul shows that the Genesis text, as well as the texts of St. Matthew and St. Paul, are saturated with the reality that to be human means not that we acquire pleasure quickly, but that we give beauty slowly. And through the gift of self we come to an experience of an authentic communion of persons. And from the communion of human persons, we are led to the inscrutable mystery of the communion of divine persons in the Trinity.
Finally, to open up the pastoral effectiveness of the theology of the body, we take the risk. We begin to live life as a gift received and to be given. We turn again to the sacraments, to the teaching of the Church, to our prayer life, to the path of virtue, and we make a gift of self. These are not automatic steps. They take time and grace. They are the training ground that forms us to live the life of virtue through the impetus of the Holy Spirit. It is on this path that we respond to temptation, weakness, human frailty and sin.
In our training we learn to slow down. As we slow down, we awaken to a new momentum. As we awaken to this new center of gravity, we learn that the nucleus of love is the gift of self, found first in the sacrificial self-gift of Jesus on the cross. On the cross, the Son of God reveals the Father and his love. The Holy Spirit invites us into this communion of love. The only thing better than reading or reflecting about the gift of self is risking it. And we dare once again: Husband and wife take the risk. They risk seeing beauty — the beauty of the communion of persons — and are led beyond themselves in love.
Through patient reading and careful reflection, the teaching on the gift of self, on the communion of persons, finds its way to marriage-preparation programs, RCIA, homily preparation, catechetical instruction and daily life. Husbands and wives, engaged couples, and each one of us are released from the hypnotic spell of acquire pleasure quickly as we discover again the happiness of the vocation to give beauty slowly. We learn to see the other as a person rather than a thing.
And all of a sudden, we realize, we have escaped.
Father J. Brian Bransfield, STD, is a priest of the Archdiocese of Philadelphia and currently serves as assistant general secretary at the U.S. Conference of Catholic Bishops. He is the author of The Human Person: According to John Paul II (2010, Pauline Books). This is the second essay in the Register's symposium on Pope John Paul II's theology of the body. Tomorrow: Janet Smith answers the question, How does the theology of the body's teaching on chastity affect pastoral practice, and how do we teach and live chastity as a result? What does "the redemption of the body" really mean?


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John Keats wrote: "The poetry of the earth is never dead" In mountainous Pella this is true!
Around the area of Kaimaktsalan ski resort stunning wonders of nature are waiting to be discovered. Follow us on a trip through magic forests, steep gorges, beautiful wetlands and mountain lakes.
In close proximity to Kaimáktsalan ski resort, on the easternmost side of Vóras Mountain, the famous Black Forest is located. Its rich biodiversity of flora and fauna and its pristine undulating landscapes will certainly impress you. Here adventure addicts can take part in intense outdoor activities such as trekking and mountain biking. Experienced trekking guides will share with you experience and enjoyment through scenic mountain routes amidst dense fir and beech tree forests.
Pozar Thermal Baths, nestled among the steep slopes of Mt. Vóras, are surrounded by the magnificent Ramno Mpor Gorge. Take in views of the impressive mountainscape: precipice rocks, natural waterfalls, wild vegetation with high trees, and the famous gorge of the Baths make Pózar Baths a paradise on earth. Need an adrenaline rush? Hit the trails connecting the thermal baths with Mt. Vóras along the thermal river, go climbing or mountaineering, follow off-road trails, or run up the wooden staircase to discover the 16 prehistoric caves hidden in the gorge!
Visit the breathtaking wetland of Agras-Vrita-Nissi, only 6km away from the city of Edessa. The high conservation value of the wetland is attributed to the presence of rare birds. Endangered species, such as the ferruginous duck and little bittern, rest and feed at the area together with other birds like the swans, coots, little grebes and moorhens. Enjoy a romantic boat trip around the Ágras Lake, in the heart of the wetland, and observe the birds nestle in the lake.
The highlight of this mountain tour should be a visit to Vegoritida Lake, in the village of Ayios (Saint) Pandeleimonas on the western slope of Mt. Vóras. The lake is the second biggest (72,500 square metres surface area and about 80m depth), and one of the most beautiful lakes in Greece. It is also part of the NATURA 2000 network as an important habitat of over 160 bird and 11 fish species. While in the area, welcome the opportunity to participate in environmentally-friendly activities, such as rowing, canoeing and kayaking, kite surfing, wind surfing, bird watching, sailing and swimming! A tour around the villages of the lake (Árnissa, Peréa and Ayios Pandeleimonas) unveils beautiful landscapes offering you the opportunity to enjoy the famous local hospitality, and to taste delicious local specialties!
Visitgreece.gr is the official tourism web site for Greece, run by the Greek National Tourism Organisation, where you'll find information on the main tourist destinations, such as cities, beaches, as well as activities, events and much more!
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subset: commoncrawl


text: Stroke Primary Stroke Center The Joint Commission has certified Bridgeport Hospital as a Primary Stroke Center. Certification means that Bridgeport Hospital meets strict national standards for providing safe, high-quality care to stroke patients. Bridgeport Hospital has received the American Heart Association/American Stroke Association's Get With The Guidelines® (GWTG) – Stroke Silver Plus Quality Achievement Award for providing stroke patients with treatment that meets nationally accepted standards of care. Since its inception in 2007, Bridgeport Hospital initiated a Stroke Alert process which has enabled our hospital to evaluate and treat patients who have suffered a stroke expeditiously in order to reduce brain injury. A primary task of the evaluation is to determine if a stroke patient is eligible to receive alteplase, a medication that dissolves blood clots in the vascular system of the brain. Early dissolution of a stroke – causing blood clot, has been shown to improve neurologic recovery. Stroke Symptoms A stroke occurs when blood flow to part of the brain is interrupted. A stroke is sometimes called a "brain attack" because of its similarities to a "heart attack." Both conditions may have similar causes and risk factors. A stroke is an emergency. Within a few minutes, brain cells in the brain begin to die. The result of a stroke is that that part of the brain can't send its messages to the body. Functions that can be affected: physical movement of the body (arms, legs), speech, and memory, depending on what part of the brain is affected. Symptoms If you or anyone you know experiences any of these symptoms, call 911 immediately! The faster you get help, the less brain damage may occur and the more complete the recovery may be. Weakness, numbness, or paralysis in the face, arm, or leg – especially on one side of the body Sudden blurred vision or loss of vision in one or both eyes Inability to speak clearly or understand simple statements Loss of balance or coordination, especially when combined with another of these symptoms Sudden severe headache – "the worst headache of my life" Related Links American Stroke Association National Institute of Neurological Disorders and Stroke


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Clean Power for Transport Package24 January 2013
by eub2 -- last modified 24 January 2013
The European Commission has announced an ambitious package of measures to ensure the build-up of alternative fuel stations across Europe with common standards for their design and use. Policy initiatives so far have mostly addressed the actual fuels and vehicles, without considering fuels distribution. Efforts to provide incentives have been un-co-ordinated and insufficient.
Alternative fuels: challenges and key figures
European transport is 94% dependent on oil, of which 84.3% is imported (1), and faces increasing fuel supply insecurity as oil comes from increasingly unstable regions of the world, and a high and rising oil import bill (€ 1 billion per day in 2011) which causes a deficit in the balance of trade (around 2.5% of GDP). It is clear that EU transport must diversify its energy sources.
The Commission's Transport 2050 Strategy (2) – from 2011 – aims to break EU transport's dependence on oil and proposes a target of 60% greenhouse gas emissions reduction by 2050. It sets goals for the different modes of transport, including CO2-free city logistics in major urban centres by 2030, halving the use of conventionally fuelled cars in urban transport by 2030, and phasing them out in cities by 2050. It also envisages 40% CO2-low aviation fuels by 2050, and 40% CO2 emissions reduction from ships. These goals cannot be achieved with conventional fuels but require a big share of alternative fuels.
Alternative fuels can help to reduce Europe's air quality problems. The EU is this year reviewing its air quality policies in order to meet the threat to human health and the environment from poor air quality. It is estimated that there were 420.000 premature deaths from air pollution in the EU in 2010. Much of the air pollution is caused by petrol and diesel burning motor vehicles.
Energy efficiency in transport and effective transport management can substantially contribute to reducing emissions and oil consumption. However, they are not an alternative to oil substitution but a bridge to alternative fuels. Alternative fuels are the ultimate solution to decarbonise transport, by gradually substituting the fossil energy sources which are responsible for the CO2 emissions from transport.
Single-fuel solutions covering all transport modes would be technically possible with liquid biofuels and synthetic (3) fuels (gas-to-liquid and biomass-to-liquid). But feedstock availability and sustainability considerations constrain their supply potential. Thus the expected future energy demand in transport can most likely not be met by one single fuel. Fuel demand and greenhouse gas challenges will require the use of a large variety of primary energies. There is widespread agreement that all alternative fuels will be needed to resolve the expected supply–demand tensions. In the short term, alternative fuels will also contribute to the achievement of the 10% transport target established by the Renewable Energy Directive.
The current share of renewable energy in transport in the EU is 4.7% (4). Biofuels are the main contributor to this, with 4.4% in 2010.
According to the national renewable energy action plans (NREAPs) submitted at the end of 2010, Member States intended collectively to slightly over-achieve the 10% target. They intended to use about 8.5% first generation biofuels, 1% second generation biofuels and 1% renewable electricity, most of the latter in railways rather than in cars. The contribution of hydrogen in those plans was negligible.
However, with the Commission proposal amending the Renewable Energy Directive – from 17 October 2012 – limiting the use of first generation biofuels to 5%, the Member States need to adapt their action plans to meet the 10% target with other renewable fuels such as biomethane, renewable electricity and hydrogen.
The main options for the different transport modes are: liquefied petroleum gas (LPG), natural gas and biomethane (in the forms of CNG, LNG and GTL), electricity, biofuels and hydrogen.
Alternative fuels already exist, and in many cases the relevant technology is mature enough for market deployment. However this market development still has major hurdles to overcome on the way to a broader uptake. A common issue for all alternative fuels (except LPG) is the lack of infrastructure for energy supply to the customer (refuelling/recharging points). The build-up of infrastructure therefore is a necessary – though not sufficient – condition for a broad market development of all alternative fuels. Moreover, even when this infrastructure exists, the relevant standards are not the same EU-wide.
At the moment we are caught in a vicious circle. Investors do not put their money into building alternative fuel infrastructure because there are not enough vehicles and vessels to use it. These, in turn, are not offered by manufacturers at competitive prices as there is not enough consumer demand. And consumers do not buy the vehicles because the infrastructure is not there. There is a gap between successful demonstrations and the real market, which the private sector is unable to reach at the moment.
Current situation – Key figures
The current and foreseeable situation of the development of alternative fuels in Europe and worldwide is the following.
A breakdown of worldwide sales of electric vehicles (EVs) in 2011 shows that the United States (19,860) is by far the biggest market for EVs, followed by Japan (7,671) and some European countries: Germany (1,858), France (1,796), Norway (1,547) and UK (1,170). China only sold 1,560 EVs and India 585 (5). 7,500 charging points are installed in the US, 1,500 in China and 1,100 in Japan. In the EU, there are 1,937 charging points in Germany, 1,700 in the Netherlands, and 1356 in Spain (2011 data).
On the basis of the national plans, it is expected that the diffusion of electric vehicles (EVs) and plugged hybrid electric vehicles (PHEVs) will be as follows: in the US 1 million vehicles by 2015, China 5 million vehicles and 10 million charging points by 2020. France expects to have 2 million vehicles by 2020, Germany 1 million by the same year; UK 1.55 million and Spain 2.5 million. (6)
The introduction of hydrogen and fuel-cell vehicles is very limited to date; several hundred demonstration vehicles (cars, buses) and just over 200 fuelling stations are active worldwide (120 of them in the EU), with over 100 more at the planning stage. Major OEMs including Daimler, Toyota, Honda, GM, Hyundai, Nissan, are preparing for first product roll-out around 2014/2015, though this will only amount to several thousand vehicles in the run-up to 2017. Germany, Japan, Korea and the US lead – with China and India now making early moves. In the EU, Scandinavia, UK and Italy are also active.
Regarding natural gas vehicles; in 2011 there were 15.2 million in the world, representing 1.2% of the total stock. In the EU there are 1 million vehicles, which represents 0.5% of the entire fleet.The number of CNG vehicles in Italy was about 746,000 and in Germany almost 100,000. The number of refuelling points in these countries was 903 in Germany and 853 in Italy.
There are 38 LNG filling stations in the EU, 22 in United Kingdom, and the rest in Spain, Sweden, Estonia, the Netherlands, Poland and Belgium. For the near future, a further 12 LNG/L-CNG stations are planned to be built in the framework of the LNG Blue Corridors project, accompanied by the deployment of a fleet of approximately 100 LNG heavy duty vehicles (7).
LNG maritime terminals exist in Belgium, the Netherlands, United Kingdom, Sweden, and Norway. There are more than 40 small-scale LNG terminals in Norway. In addition there are plans to establish additional 16 terminals in Poland, Lithuania, Sweden, Finland, Germany, France and United Kingdom in the near future.
The main biofuels currently used in road transport are bioethanol blended with petrol and biodiesel blended with diesel. There are mainly three large biofuels markets in the world: Brazil, US and the EU, with the first two focusing on bioethanol; biodiesel is more used in the EU.
As regards bioethanol, in 2010 its energy share in motor petrol for road transport was 18% in Brazil, 6% in the US and 2.9% in the EU. As regards biodiesel, in 2010 its energy share in transport diesel for road transport was 6% in Brazil, 5% in the EU and 1% in the US.
Europe is already a leader in petrol and diesel car manufacturing. This leadership could be maintained because Europe's car and equipment manufacturers have the potential to become world leaders in the new and growing sector of alternatively fuelled vehicles.
What are alternative fuels? (8)
The main fuels are: liquefied petroleum gas (LPG), natural gas and biomethane (in the forms of CNG, LNG and GTL), electricity, biofuels and hydrogen.
LPG (liquefied petroleum gas) is a by-product of the hydrocarbon fuel chain, currently resulting from crude oil and natural gas, and possibly also from biomass in the future. LPG can be used for road transport (for cars and trucks) for all range of distances. It can also be used for inland waterborne transport as well as for short sea shipping. LPG is currently the most widely used alternative fuel, with approximately 9 million LPG vehicles running in the EU. Infrastructure is well developed with a significant number of filling stations already present in the EU (approximately 28,000). However, this infrastructure is unevenly available in some Member States.
Natural gas and biomethane can be sourced from fossil natural gas (9) or from biomass and wastes as biomethane (10), injected into the general gas grid.
CNG vehicles are based on mature technology, using conventional internal combustion engines. A reasonable choice of vehicles has been developed in recent years. A major obstacle to broader market introduction is the lack of refuelling infrastructure in a large part of Europe. CNG can be used for all road vehicles over short and medium distances.
LNG is an attractive option for trucks and ships due to its high energy density and low pollutant emissions. Vehicle technology is mature. Broader uptake is hampered by the lack of infrastructure.
Gas-to-Liquid (GTL) is suitable for cars and trucks over all distances. No dedicated infrastructure is necessary because this kind of fuel is fully fungible with conventional fuels.
Electricity as a power source for vehicle propulsion allows a radical change in energy supply to transport, from a single energy source, such as oil, to a universal energy carrier, which can be produced from all primary energy sources. Local emission of pollutants from transport is completely supressed when using electricity for propulsion. Electric vehicles therefore are ideally suited to urban areas.
Reductions of CO2 emissions of some 30% are obtained when replacing an internal combustion engine vehicle by an electric vehicle (powered by the EU electricity mix) (11). Electricity can be used for cars, buses, vans and over short distances. It is also suitable for two-wheelers (particularly common in France, where 160,000 two-wheelers were sold in 2011).
Hydrogen powered fuel-cell vehicles provide longer range than battery electric vehicles. Refuelling times are short and comparable to present internal combustion engine vehicles. The main drawbacks of hydrogen powered vehicles are the high cost, mainly due to expensive fuel cells, and the lack of refuelling infrastructure. Hydrogen requires the construction of new distribution and refuelling infrastructure. The GHG reduction potential of hydrogen depends on the primary energy sources used. On-vehicle carbon emissions are zero (12).
Biofuels could technically substitute oil in all transport modes, with existing power train technologies and refuelling infrastructures. The production of biofuels, however, is limited by the availability of land, and sustainability considerations.
The main advantages of liquid biofuels are their high energy density and the compatibility with existing vehicles and fuel distribution infrastructure, up to certain limits in concentration.
What is the problem?
The full-scale deployment of clean fuels has been held back by three main barriers: the high retail cost of vehicles, a low level of consumer acceptance and the lack of infrastructure for recharging and refuelling.
At the moment there is a vicious circle where investors do not invest in alternative fuel infrastructure as there are not enough vehicles and vessels. The manufacturing industry does not offer alternative fuel vehicles and vessels at competitive prices as there is insufficient consumer demand. And consumers do not purchase the vehicles and vessels due to the lack of dedicated infrastructure.
The availability of recharging/refuelling stations is not only a technical prerequisite for the functioning of alternative fuel vehicles, but also one of the most critical components of consumer acceptance. The importance of infrastructure for alternative fuels has been recognised by a large number of Member States, regional and local authorities (13).
Policy initiatives from the EU and Member States have mostly addressed the development of alternative fuels and/or alternatively fuelled vehicles and vessels, without considering the need for the build-up of an appropriate alternative fuel distribution infrastructure. The efforts of the Member States and the EU to incentivize the development of alternative fuel infrastructure have therefore been uncoordinated and insufficient.
What is the European Commission proposing?
The Commission is proposing action to ensure the necessary infrastructure build-up across Europe, with common standards for interoperability.
The minimum coverage requirement of recharging/refuelling points for electricity, hydrogen, LNG for maritime waterborne and road transport and CNG shall be implemented before 31 December 2020. The minimum infrastructure coverage requirement for LNG for inland waterway transport shall be implemented by 31 December 2025 at the latest.
The relevant technical standards for the same fuels shall be adopted and implemented before 31 December 2015. Member States shall ensure that clear and simple information on the compatibility between fuels and vehicles is available by the date this directive has to be transposed into national law.
No public spending is required for the build-up of alternative transport fuel infrastructure if the Member States use the wide range of measures available to mobilise private investment cost-efficiently..
What is being proposed to support the development of infrastructure for electric vehicles?
Recharging points
The current situation: the situation for electric charging points varies greatly across the EU (see table below). The leading countries are Germany, France, the Netherlands, Spain, Austria and United Kingdom. Therefore, the network is focused on key cities and there is not yet a critical mass for the development of the market.
Germany established a target of 1 million vehicles by 2020. € 4 billion will be devoted to promoting electric cars until 2015.
The United Kingdom established a target of 1.55 million vehicles by 2020. € 300 million will be devoted to promoting electric cars between 2009 and 2014.
France established a target of 2 million electric vehicles by 2020. In addition to introduction schemes for consumers up to € 7,000, France will devote more than € 450 million to install adequate public charging infrastructure in its 25 biggest urban areas by 2014.
Spain established a target of 250,000 BEVs and PHEVs by 2014 and 2.5 million EVs by 2020.
The proposal: A minimum number of recharging points is required for each Member State. This number is based on the number of electric vehicles planned in the Member States. 10% of these should be publicly accessible (see table below).
The total estimated cost for the proposed development of electric charging points in the EU will be approximately € 8 billion.
The impact: The aim is to put in place a critical mass of electric charging points where it becomes interesting for investors and companies to mass produce the cars at a reasonable price for a growing market and where consumers have the confidence to buy the cars.
Minimum number of electric vehicle recharging points in each Member State (14)
Members States
Existing infrastructure
(charging points)
Proposed targets of publicly accessible infrastructure by 2020
Member States' plans for nos of electric vehicles for 2020
Czech Republic
130,000 (by 2015)
United Kingdom
Technical specifications
The current situation: there are two main different types of charging points in Europe. This could lead to a situation where a car that travels from France to Germany cannot be refuelled.
The proposal: Common standards for electric charging points across Europe must be designed and implemented by December 2015.
The impact: The aim is to ensure that electric cars can circulate freely across the EU.
What is being proposed to support the development of infrastructure for hydrogen?
Refuelling stations
The current situation: Germany, Italy and Denmark already have a significnt number of hydrogen refuelling stations: 42, 21 and 14 respectively. Some of them are not publicly accessible. There are some 120 hydrogen refuelling stations all over the EU for approximately five hundred hydrogen and fuel-cell vehicles.
In the EU, several Member States have established plans for hydrogen infrastructure deployment. In June 2012, Germany has announced the expansion of its refuelling network focusing on the country's metropolitan regions and the creation of corridors connecting these regions. Denmark has also announced an infrastructure programme earlier this year, whose objective is to establish national coverage by 2015.
The proposal: Existing filling stations must be complemented to form a network ensuring the mobility of hydrogen vehicles in those countries where activities on hydrogen powered fuel-cell vehicles are already under way. The proposed rules will ensure that a sufficient number of publicly accessible refuelling points are available, with maximum distances of 300 km, to allow the circulation of hydrogen vehicles Union-wide by 31 December 2020.
The total estimated cost for the proposed development of hydrogen refuelling stations in the EU will be approximately € 123 million.
The impact: This measure will complement the existing network in order to facilitate the mobility of hydrogen and fuel-cell vehicles in those European areas which have installed a certain hydrogen infrastructure.
Technical specifications
The current situation: Draft international standards already exist. However, standards are still needed for certain components such as fuel hoses and permitting for fuel stations, including trucked-in hydrogen, trans-filling and fuel dispenser and vehicle tank information protocols (to enable optimum refuelling).
The proposal: Common standards for refuelling stations for hydrogen cars must be developed and implemented by 2015.
The impact: This will ensure that HFC (hydrogen and fuel cell) vehicles can circulate across the defined EU hydrogen network.
What is being proposed to support the development of infrastructure for natural gas vehicles?
Refuelling stations
Waterborne (LNG)
The current situation: The International Maritime Organizations' (IMO) marine fuel decision, the EU Marine Fuel Sulphur Directive, supporting 0,1% sulphur content in ship fuel from January 2015 (15),the enforcement of the ECAS zones (emission control area for ships) in several European seas, all work as a motivation towards adoption of LNG fuels. LNG infrastructure for fuelling vessels is at a very early stage, with only Norway and Sweden having developed small-scale LNG terminals for bunkering purposes. The Baltic area seems to have promising development for this infrastructure type as a result of the supply of LNG in this region, regulations in emissions, and also incentives for SOX and NOX emissions reductions in northern Europe.
The proposal: The Commission is proposing that LNG refuelling stations be installed in all maritime and inland ports of the trans-European transport (TEN-T) core network by 2020 (2025 for inland ports). There are 139 maritime and inland ports in the TEN-T core network accounting for about a 10% of all EU ports.
The total estimated cost for the proposed development of LNG refuelling stations for waterborne transport the EU will be approximately € 2.1 billion.
The impact: This will ensure that LNG vessels can circulate to all main EU ports and access LNG refuelling stations.
Technical specifications
The current situation: The IMO is developing an international code for the construction and equipment of ships carrying LNG (IGC Code). The IMO has also started work on a new international code on safety for gas-fuelled ships (IGF Code). In addition and complementing ISO and IMO, the Society of International Gas Tanker and Terminal Operators (SIGGTO) and the Oil Companies International Marine Forum (OCIMF) are also working on international standards, including for LNG bunkering and related port operations.
The proposal: LNG refuelling points for waterborne vessels shall comply with the relevant standards, to be adopted by 2014.
Road transport (LNG)
The current situation: There are 38 LNG filling stations in the EU: 22 in United Kingdom, with the rest disseminated in Spain, Sweden, Estonia, Netherlands, Poland and Belgium. Germany, Italy, Spain, Sweden, and the UK are planning to promote LNG for trucks. Sweden and the UK also plan the promotion of liquefied biomethane.
For the near future, a further 12 LNG/L-CNG stations are planned to be built in the framework of the "LNG Blue Corridors" project, accompanied by the deployment of a fleet of approximately 100 LNG heavy duty vehicles.
Seven different LNG refuelling stations trials will be tested four different technologies in Spain under the project "Garnet" funded under the TEN-T budget line.
The proposal: The Commission is proposing that, by 2020, along the roads of the Trans-European Transport Core Network refuelling stations are installed every 400 km. This distance is set to allow the proper degree of flexibility for truck drivers, as an LNG truck has an autonomy of about 800–900 km.
The total estimated cost for the proposed development of LNG refuelling stations for trucks in the EU will be approximately € 58 million.
The impact The TEN-T core network covers the main transport corridors across Europe. It is estimated that some 181 LNG refuelling stations will be built and therefore an important market development is expected for LNG heavy duty vehicles, which will replace diesel trucks.
The current situation: There are one million of vehicles running with this fuel, which represents 0.5% of the EU-27 vehicle fleet. The industry aims to have 5% of the fleet by 2020 (16). Higher market growth rates are expected in Bulgaria, Germany, Italy, the Netherlands, and Sweden.
The proposal: The proposed rule will ensure that a sufficient number of publicly accessible refuelling points are available, with maximum distances of 150 km, to allow the circulation of CNG vehicles Union-wide by 31 December 2020.
The total estimated cost for the proposed development of CNG refuelling stations for road transport vehicles in the EU will be approximately € 160 million.
The impact: This density of refuelling points will allow CNG vehicles to circulate in the whole EU. The impact of this proposal will be lower for Germany and Italy, which already have 839 and 811 publicly accessible CNG refuelling stations respectively.
Technical specifications for LNG and CNG
The current situation: LNG is mainly used in Italy, Spain, Sweden and the United Kingdom under the respective national standards.
The proposal: Common standards for LNG and CNG refuelling stations for cars, trucks and vessels must be developed by December 2015.
The impact: It is expected that manufacturers producing this equipment will benefit from a sufficiently large EU market to allow for economies of scale.
What measures are being proposed for the other alternative fuels?
No EU action is foreseen for biofuels, LPG and synthetic fuels. There are several reasons for this non-action:
Low-blend biofuels do not need additional infrastructure. Moreover, advanced biofuels will not require new infrastructure.
The LPG core infrastructure is already established. More than 28,000 filling stations are in service in the EU-27 and over 9 million vehicles are circulating in the EU-27. The industry has set out a voluntary standard (EN 14678) which outlines technical and safety requirements for LPG filling stations. This standard should be commonly used.
Gas-to-liquid and biomass-to-liquid fuels (synthetic fuels) are fully fungible with conventional fuels and do not need specific infrastructure; therefore EU action on infrastructure development is unnecessary.
What is being proposed on national strategies?
Member States should implement national frameworks containing at least the following elements:
An assessment of the current situation and future development of the different alternative fuel options in the Member State;
Continuity of alternative fuel infrastructure network, providing an assessment of the trans-border continuity of the infrastructure coverage for the different alternative fuel options;
National targets for 2020 to be defined for the deployment of alternative fuels in the different transport modes and for the relevant infrastructure;
Information on the regulatory framework, containing regulatory measures to support the build-up of alternative fuel infrastructure, such as building codes, parking lot permits, environmental performance of businesses certification, fuel station concessions.
Member States should also define possible supporting measures such as:
Direct incentives for purchase of alternative fuel vehicles and vessels or infrastructure;
Possible tax incentives to promote alternative fuels vehicles and vessels and infrastructure;
Use of public procurement in support of alternative fuels, including joint procurement;
Demand-side management measures: e.g. access restrictions, parking policy, dedicated lanes;
Deployment and manufacturing support;
Research and development and demonstration.
Frequently asked questions
Why are mandatory targets only given for certain fuels in the strategy? What about the other fuels?
All main alternative fuel options still have major hurdles to overcome on the way to a broader market uptake. A common issue for all of them is the lack of sufficient infrastructure for energy supply to the customer (refuelling/recharging).
However, the legislative proposal only considers those fuels that suffer from a particularly weak introduction on the EU market or in most of the Member States, and for which the necessary investments in infrastructure are significantly uncertain. These fuels are: electricity, CNG, LNG for both road and waterborne transport, and hydrogen.
No EU action on infrastructure deployment is necessary for the following fuels:
Liquid biofuels can be used with the existing powertrain technology and infrastructure, or with minor modifications in various blending ratios depending on biofuel types;
Gas-to-liquid (GTL) does not need specific infrastructure because they are fully fungible with conventional fuels;
For liquefied petroleum gas (LPG) there is a network of 28,000 filling stations and a voluntary standard (EN 14678) already exists.
Why are mandatory targets for infrastructure necessary? Will the market not develop by itself? Will new companies not come in to invest in a new opportunity?
The initial costs for alternative fuel infrastructure are generally higher than those of petroleum-based fuels, especially due to the lack of economies of scale and the small number of circulating vehicles ("chicken and egg" problem). There is a vicious circle whereby investors do not invest in infrastructure as there is an insufficient number of alternative fuel vehicles and vessels, the manufacturing industry does not offer alternative fuel vehicles and vessels at competitive prices as demand is slack, because consumers do not purchase alternative fuel vehicles and vessels as the alternative fuel infrastructure is lacking.
In this respect, it is necessary to set up a policy framework to create the conditions for fuel suppliers and distributors to invest in this sector with confidence.
In particular, first-mover investors would be instrumental for the development of an alternative fuel infrastructure network, especially for highly capital-intensive investments like LNG terminals or hydrogen filling stations. First-mover investors and – to a lesser extent – follower investors are confronted with high up-front costs and uncertain payback times for investments due to the low diffusion of alternative fuel vehicles and vessels and, as a result, the initially slack demand for these fuels.
The policy instruments that have been identified as apt to protect first investors are: the granting of exclusivity rights to first-mover investors, awarding concessions, direct public financial support, public guarantees, self-regulation through strategic alliances and the use of public procurement. The choice of the appropriate policy instruments should be up to each Member State on a case-by-case basis.
How much will the new infrastructure cost? Who will pay for it given that public funding is now very scarce? What is the impact for the EU?
The total cost for the EU is approximately € 10.5 billion between now and 2020. The cost share among Member States will be based on the number of km and the number of maritime/inland ports included in the TEN-T Core Network (and the TEN-T Comprehensive Network for CNG), as well as by the number of electric vehicle charging points to be installed in each Member State.
No public spending is required for the build-up of alternative transport fuel infrastructure if the Member States use the wide range of measures available to mobilise private investment cost-efficiently.
With alternative fuels coming gradually into the market, savings on the oil bill are expected to increase to about € 2.3 billion per year in 2030, and another € 1 billion per year from dampening of price fluctuations through improved security of energy supply.
Build-up of alternative fuel infrastructure will contribute to economic growth and support job creation in a sector of growing importance for Europe and worldwide. This will improve the competitiveness of EU industry in the fields of alternative fuel technologies for all modes of transport – in particular the automotive and shipping industries.
The build-up of a European alternative fuel infrastructure will allow for free movement of goods and persons, with vehicles running on alternative fuels across the whole EU. This will facilitate the development of a single EU market for alternative fuels which will permit the industry to benefit from economies of scale.
Alternative Fuels - What they are and what they are used for
Liquefied Petroleum Gas (LPG)
Liquefied Petroleum Gas (LPG) or autogas is a by-product derived from oil refining and natural gas processing. Bio-LPG derived from various biomass sources is expected to emerge as a viable technology in the medium to long term. LPG can be used for road transport (for cars, and trucks) for all range of distances. It can be also used for waterborne transport for inland as well as for short-sea shipping.
Natural gas
Natural Gas and Biomethane can be used in the forms of Compressed Natural Gas (CNG), Liquefied Natural Gas (LNG) and Gas-To-liquid (GTL).
Natural gas and biomethane are considered as a single fuel (CH4 methane). It can be sourced from fossil natural gas or from biomass and wastes as biomethane.
CNG can be used for all road vehicles over short and medium distances.
LNG (Liquefied Natural Gas) is appropriate for waterborne transport, trucks and rail.
GTL (Gas-To-Liquid) can be used to produce a synthetic fuel with the same technical characteristics of conventional fuels. For this reason it is fully compatible with existing combustion engines and fuel infrastructure.
Already widely used for railways, electricity can also power road cars and vans in urban areas and short distances. Electricity provides clear advantages as alternative transport fuel and is world-wide recognized as one of the more promising options for the future. The electricity grid already exists and only charging stations remain to be developed.
Biofuels can be produced from a wide range of biomass feedstock. Liquid biofuels technically can be used for propulsion in all transport modes and can be used with existing power train technologies, for certain biofuels with minor technical modifications, and existing re-fuelling infrastructures in various blending ratios depending on biofuel types. Biofuels are used blended up to 10% for bioethanol and 7% for biodiesel.
Hydrogen is the most abundant element in nature. As an energy carrier it can be produced from any source (fossil, renewable, nuclear). Electricity from renewable sources can be used to produce hydrogen by electrolysis, thus introducing renewables into the transport energy chain. The cheapest method for volume production is by steam reforming natural gas. Hydrogen and fuel cell can be used for short and medium distances for cars and buses.
1 : Source: (data relating to 2010)
2 : Transport White Paper 2011
3 : Volkswagen Fuel Strategy. See Annex 1
4 : Data for the year 2010. Eurostat.
5 : OECD Green Growth Papers 2012-03: Market Development for Green Cars.
6 : Source: Cars21 (www.cars21.com)
7 : LNG Blue Corridors project under the 7th Framework Programme, Sustainable Surface Transport Priority, Green Cars Initiative. The project is pending on final Commission approval.
8 : See definitions at back of this memo for quick guide to the different fuels and main uses.
9 : Proven reserves:185.02 trillions of cubic meters (BP statistical review 2009)
10 : A potential of 60 Mtoe of biogas from energy crops is identified in the European Environment Agency report No 7 (2006)
11 : Report of the Expert Group of Future Transport Fuels
12 : Report of the Expert Group of Future Transport Fuels
13 : The fact that market penetration of alternative fuels requires the build-up of the appropriate infrastructure was also recognised by the CARS 21 High Level Group on the Competitiveness and Sustainable Growth of the Automotive Industry in the European Union in its recent report
14 : Impact Assessment accompanying document to the Legislative proposal on Alternative Fuels Infrastructure with some posterior adaptations from AVERE.
15 : Shipping's airborne emissions are regulated in ANNEX VI, in MARPOL 73/78 (International Convention for the Prevention of Pollution from Ships). In October 2008, the IMO adopted the more restrictive limit values for sulphur in marine fuels (i.e. 0.1% sulphur content limit by weight on Jan. 2015). In addition, according to the Marine Fuel Sulphur Directive (1999/32/EC, Art.4 with Amendment as per Directive 2005/33/EC) the sulphur content in marine gasoil within the territorial waters of a Member States Member States of the EU (Baltic Sea, North Sea, English Channel) may not exceed 0.1% by weight, applicable to all vessels regardless of flags - link
16 : Source: Natural Gas Vehicle Association Europe.
Source: European Commission


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SICPA's Government Security Solutions Division, a leading provider of integrated government security solutions and secure Track & Trace for excise tax products, announced that it has acquired the Research & Development department of Olivetti I-Jet, part of Olivetti S.p.A., based in Italy.
The Research and Development department is devoted to technological activities in the field of thermal inkjet with key competencies in digital marking, image, print processing, microelectronics, microelectromechanical systems (MEMS) and microfluidics.
The transaction will bring together SICPA's unique expertise in security inks and Track & Trace solutions, with Olivetti's I-Jet long standing experience in digital printing. Digital marking is part of SICPA's security solutions portfolio. Applications typically include highly secured tax stamps for tax collection enhancement, secured identification, traceability and authentication solutions.


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SANTA MONICA, CALIFORNIA, USED to be a sleepy beach town. To house its seasonal visitors, small homes and bungalows were built on very small pieces of property. However, it was only 12 miles from downtown Los Angeles.
Over the years, the open space between downtown Los Angeles and Santa Monica began to fill with homes and apartment buildings. With the opening of free ways,
Santa Monica was in a great location. If you like the beach and being near the ocean, it's a great place to live. People started buying homes there as their permanent residences. Eventually, new owners began renovating; some even tore down the old homes and built new ones.
Our story begins with Dr. Paul Song and his wife, Lisa Ling. They purchased a home in Santa Monica, and knew from the beginning that they would raze the house and start fresh. Trying to build a modest home on a small footprint can be quite challenging. In addition, the couple was committed to a home that was built with a zero energy system. They decided to build their home to LEED Platinum Certification for homes specifications.
The new home would contain approximately 5,000 square feet, which left very little room around the outside of the building for landscaping. Yet they wanted some landscaping that would not only beautify the property, but would give them privacy as well. Again, their mandate was to build an ecogreen sustainable landscape.
Enter Marco DiMaccio of PUNC- House LLC. DiMaccio was the principal project designer for this house. He, in turn, began to interview landscape designers, and went through 50 of them before he and the client settled on the newly formed partnership between veteran designer Dennis Stevens and longtime collaborator Karla Lindeman, Lindeman/Stevens Landscape Design, Los Angeles, California.
The client and DiMaccio were adamant that this house be as environmentally compliant as possible. They wanted a small carbon footprint, with plant material that was drought tolerant, so as to use a minimum amount of water. During the interview session, it became apparent that both Lindeman and Stevens had the same passion.
"This particular project took on a very special meaning," said Dennis Stevens, who calls himself a landscape environmental designer. "When we met the client and Mr. DiMaccio, I was impressed with the emphasis they put on 'being green'. This, of course, was exactly the kind of project our company loves to be involved in."
DiMaccio designed and drew the landscape plan, and Lindeman/Stevens managed the plant selection as well as the coordination and installation of the landscape. Working with a discriminating client takes a person who understands what the end result should be, and/or has the same feeling for the project. "We would bring cuttings and samples of plant material, as well as photographs, for the clients to see and approve," said Stevens.
The house itself was built in a unique way: from the front entryway you walk through the house to a center court. This court contains a pool and was a key area to be landscaped. Past the center court is the guest house and the garages.
To provide privacy, Podocarpus was installed along one side of the property. On the other side, they wanted to build a living fence; however, the mandate for minimum use of water came into play.
Being a little creative, they acquired some cuttings of synthetic turf that looks like moss and hung it on the wall. "It makes the wall look alive and gives the court a soft look," said Stevens. "But it also does not use any water."
"We didn't want to copy gardens from Europe," said Stevens. "We were trying to create an American garden. I think we achieved it."
Although the landscaped area was small—approximately 1,500 square feet—every component that went into it was well thought out.
Palo Verde trees were planted, because they stay green all year round yet bloom with color in the spring. Manzanita trees, gold-yellow ice plant, and cacti as well as other succulents were used to create a softness as well as adding some color.
A 5,000-gallon tank that will harvest rain water will be used to supply all the water needed for irrigation. The irrigation that was installed is all drip, and it is hooked up to a RainBird ESP_SMT irrigation controller that utilizes historical and real-time weather data to determine the onsite current weather conditions and optimum water needs of the landscape.
The Ling property, as it is known, not only offers its owners a great home to live in, its landscape is simple but elegant and certainly has a low carbon footprint.
Who said it can't be done?


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What is so important that this Italian bus driver feels the need to use two cellphones simultaneously while driving a bus full of passengers with his elbows? Calling technical support on one phone to set his Internet and email settings on the other one.
A rough translation:
Driver: Yes, I would like to make sure my email is sent immediately to my new phone... yes... I have two cellphones now because I'm so rich. I've got this great job as a bus driver... yeah... username is pointyboy32@ragazzemail dot com... password... oblivious... hold on I've got to change lanes... yes, I'm driving... what's the big deal?
He's since been suspended.


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New Year's Eve is right around the corner, and in the Hamptons there are plenty of places are celebrating in style with everything from fishy encounters to fabulous late-night parties. Some are themed, some aren't, some include Marty McFly, but all of them promise to be a great way to celebrate into 2012. Now is the time to make some plans, folks!
If you are looking to just go out for a nice dinner, check out the Hamptons restaurants that have special New Year's Eve menus by clicking here.
Long Island Aquarium & Exhibition Center—Celebrate New Year's with the fishes! If you've got kids, this is a great option. You'll ring in the New Year in spectacular fashion with an evening that includes: Champagne & Sparkling Cider Greeting, Cocktail Hour, Dinner Buffet (Beer & Wine included), Dessert & Ice Cream Bar Mock-Midnight Champagne & Cider Toast and Live DJ & Entertainment. Price: Children 3-12 & Seniors 62+: $49 ($39 for Aquarium Members) Adults: $85 ($75 for Aquarium Members) Children 2 & Under: Free. Long Island Aquarium & Exhibition Center, 431 East Main Street, Riverhead. 631.208.9200.
Gurney's Inn, Back To The New Year—Like the movie Back to the Future? The 1950s? 1980s? Then you will love the Gurney's Inn Back to the New Year themed party. Tickets to the Montauk Hotel and Spa are $135 and include an endless buffet of fine food and an open bar. Also live music. 631-668-2345.
The Stephen Talkhouse – Booga Suga will be playing from 9 p.m. until closing for New Year's. $25 door cover. Located in Amagansett. (631) 267-3117
Southampton Public House – 15th annual publick New Years Eve Celebration- Prixe fixe – $39.95 from 5-11 DJ Anthony, 10pm. Happy hour from 10-12pm-beer & wine specials, party favors, noise makers and free midnight champagne toast- $10 at the foor after 10pm. Call 631-283-2800.
Vail-Leavitt Music Hall—Located at 18 Peconic Avenue in Riverhead, the hall will have an eclectic mix of NY's hottest talent all on one stage. Among those appearing is 14-time Grammy nominated artist OOGEE WA WA and guest artists including Christian Ericksen, Nick Mayve, Audrey Twitchell and others. $65 ticket includes dinner, drinks and show. $45 ticket for general admission $25 balcony seating. Dinner 6 to 8 p.m. at the Dark Horse Restaurant. Showtime 8 p.m. For more information contact [email protected] or call 917-763-9894.
Celebrate New Year's Eve at the American Hotel with Susan Gabriel—The American Hotel, Sag Harbor, DINNER DANCE!!! Incredible menu for an unforgettable occasion. 9 p.m. Reservations only: 631-725-3535.
Phao Restaurants Masquerade Party—Phao in Sag Harbor celebrates their Fourth Annual New Year's Eve Masquerade Party on Saturday, December 31 from 10 p.m. to 4 a.m. DJ Tone Tigga and DJ Matty Nice spin tunes. General admission is $35 before midnight and includes complimentary midnight champagne toast, passed hors d'oeuvres and cash bar. Admission is $20 after midnight. An all-inclusive ticket is also offered for $100 and includes top shelf open bar from 11 p.m. to 2 a.m., complimentary champagne toast, passed hors d'oeuvres and masquerade masks. Table reservations are also available and include bottle service with ice and mixers, cocktail service, masks and cover charge waived. Please call (631) 725-0101 for table reservations and pricing.
Bay Street Theatre's New Year's Eve Dance Ball—Celebrate the arrival of 2012 at Bay Street Theatre for the NEW YEAR'S EVE DANCE BALL. Joe Lauro brings THE WHO DAT LOUNGERS, NEW DAWN, Vintage Holiday Film Clips, DJ Dancing, Champagne Toast, Dessert and more! 631 725-9500. Price: $60.
East Hampton Bowl's New Year's Eve Party—The Blue Collar Band brings it brand of danceable classic rock and original music to the East Hampton Bowl for a New Year's Eve party that should NOT be missed! Music starts at 10 with a DJ spinning between sets and either a $10 cover OR a $40 package deal (a block of bowling time, food and entry) makes this one of the best deals in the Hamptons! More info: (631) 324-1950.
Page Restaurant Presents Suzy on the Rocks—Ring in the New Year with Dan's Papers Best of the Best winner Suzy on the Rocks at Page Restaurant in Sag Harbor. Hear classic 1960's music and contemporary favorites performed by Susan Vinski, Dan Koontz and Bruce Beyer. Contact information: Susan Vinski at (631) 655-5551.


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So here's something I've been wanting to do for a while: a list numbering all the castle themes, from what I think was the worst castle theme to what was the best. I know judging these themes separately might not be completely fair, since some were overlapping, but I'm going to do it anyway for easiness.
16. Knight's Kingdom II
Not a big surprise, I suppose. It's actually so bad, it can't even beat the themes that consisted of only 3-4 sets. Knight's Kingdom II actually got me out of Lego and into a dark age, at a point where I was still willing to buy more castle had there been a proper line. I only ever got 1 or 2 of them, and by accident all the giant knights. Because this line's deficiencies and horribleness have been discussed enough already (and are too many to name), I'll just list the things I did like about it:
- the Knight's faces were generally well-designed and I still use them a lot
- the unusual colours can be used well if implemented, as a standalone thing the figs were horrible though
- I did like Vladek and his Shadow Knights, and their gear (the shields above all)
- I liked the King's torso and still use it since I think it's great for a fancy nobleman
- The ridiculousness and the humorous scenarios it evoked were sometimes amusing
- It re-introduced Euro armour after it'd gone missing for a while
- The swords, if in the right colour, were pretty cool
- The giant knights are useful as real giants in my castle world
15. Dark Forest
A theme that suffers from weird catapults and the fact it's a rather incomplete line, I will however praise it for its unusualness and vegetation parts. It has the fortress, which is a pretty good set, but I think the other 2 are kinda 'eh', and in such a small line, 1 good set isn't exactly enough to get it where it needs to be. I liked the original forestmen better, both in set as in fig design.
14. Classic Castle
While I don't think Lego did a bad job designing these with what they had at the time, I think we can all agree the lack of actual sets makes this line incomplete and the lack of technology makes it pretty crude. If just this line existed, we wouldn't have access to almost any parts. We like them for the nostalgia, of course, and I have nothing really bad to say about this theme, I just think it's logical Lego only improved their Castle line since they first started out with this theme... mostly, most of the time. A big plus are still the old visor helmets (or Jackal helmets as I prefer to call them )
13. Wolfpack
Wolfpack is a nice theme to add some criminal flavour to your castle world, and I always had a weakness for these underdogs, who bravely wore their Wolfpack sigil in the open even though it was the equivalent of shouting 'Hey! I'm a bandit! Come and catch me!' Their hideout is a really nice set, imo, it's just, as a standalone theme Wolfpack can't really do much because of the lack of sets.
12. Fright Knights
We're getting into the more fully-fleshed out themes now (if we ignore KK II, which we will), and Fright Knights is probably one of the worst of of those... but not because of the figs! The actual armour prints of the three soldiers are actually much better than just a big sigil on top of a canvas and bats for sigils make a nice change from the everlasting dragons and lions. Also I remember as a kid, I thought Basil was pretty awesome... even though that kind of took a hit when I saw his face I'm biased towards defending this theme because 2 of these (the cart and Willa's flying dragon thing) sets are among the first two I got, but I'll also have to admit I almost got none (except for the Fright Force) of them beyond that point...
The set designs are horrible. Except for the prison transport, all of them pretty much are. The Witch's manor is probably in the top 3 of worst designs ever, it just hurts my eyes to look at it, and the actual Night Lord's castle isn't much better. Then there's the fact they made 783648 sets with 1 fig and some small weird-looking contraption while they should've been trying to design some better medium-to-big sets. I did like the 'evil' aspect of it and how the lack of sigils on most people made it possible to have them fight each other even though there was no big opposing faction.
11. Dragon Masters
The dragon masters aren't the worst, but they aren't exactly the best either. Again, the figs are nice and I'm a big fan of the blue and red colour scheme, but the set designs are lacking. There is a better mix of sets and they're not as bad as the Fright Knights', which puts the Dragon Masters above those still.
10. Forestmen
This is a theme I never minded, but never really did much for me either. The sets and their unusualness are pretty nice (at least, those that aren't bad-looking carts), but all the hideouts are too similar-looking for me to really love this theme. What it does do is give you the opportunity to actually have a forest, which can be a far more exciting place than a castle. There is a lack of defining characters, imo, the forestmen are all very similar. The set designs (again, except for the three carts which I really don't like) are still good enough to put it in front of Fright Knights and Dragon Masters though.
9. Knights' Kingdom
I'll just admit right off the bat that I'm sentimental towards this theme because it's the theme I grew up with. Sometimes, I feel like I'm the only person who's ever amassed many of these sets (I think I own almost all of them more than once, and some even 3 times), as I hardly ever see anyone else using parts from it. I believe it was a theme that was simply too short-lived to become as great as it could have been.
Parts-wise, the lion head pieces that were introduced are really awesome and I find myself using them in most of my MOC's, I even managed to incorporate them into a Mech once. I liked the stress on vehicles and the playability they offered. If you had the castle and the Bull's Attack, you could fight a helluva battle. That this was one of the first themes with a very clear confrontation between two factions is a big plus for it, I believe. The theme had many smaller sets, but they weren't the small crappy-ass Fright Knight sets that had really no idea or intent to them, they were actually useful for something.
I loved the figs, too. The King looks simple enough that you can easily turn him into a soldier, we get knights with (at that time) new helmets, awesome armour prints and even a female knight and what is still my favourite queen of the entire Castle line. I'm aware the Bulls are likely passionately disliked by many here, but I own them in large numbers and I think they look good together, especially when you expand on the tribal aspect by giving them Bull Gods to worship, put berserkers and / or shamans and some new faces in there.
However, I'm not blind to this theme's deficiencies either. It was a very 'cheap' theme where Lego seemed to try to minimalise both the parts and figs it offered... I remember being unable to build hardly any sort of sizeable castle when I owned almost only sets from this line... even though I had the castle twice!
The 'second wave' (if you can call it that considering how short-lived the line was) of sets, with chrome parts, was another plus for this theme (to me) and it was really exciting getting all these parts and creating a 'hero' or 'leader' fig for it, or having your characters go on quests to fetch these items...
8. Royal Knights
I think Royal Knights is another theme that could've been better if it had had more sets in it, but at least here, the few sets that do exist are all good (well, except maybe for the carriage). The figs actually weren't all that great and it's time isn't really that much of an excuse here, but at the same time this does give it that 'classy' feel. The Royal Drawbridge is, imo, a very good set, and the Royal Knight's Castle is and will probably always be my favourite set ever. I put it above Knights' Kingdom because it offers far more and better parts for castle-building.
7. Vikings
I really like this line's darker concepts, even though that may have been a reason for it's short-livedness. It's simply the originality and derivation usual castle sets (vikings vs. monsters instead of knights vs. knights in settings that are endlessly repeated) of the theme that makes me put it above certain more well-established castle lines, and lines I own more of.
6. Black Falcons
The Black Falcons are a personal favourite of many castle fans, I'm aware, and they did have some nice designs for their time. As far as the 'simple' minifigs go, they're probably also among the best, with their really cool often black and blue colour scheme. The only reason they're not higher up is because they are still somewhat lacking in the set department imo, and there have been lines with better designs. Nevertheless I think Black Falcons are one of Lego Castle's most defining and inspiring themes.
5. Fantasy Era
Fantasy Era is pretty high on the list because to me, it was so renewing and refreshing, and really opened up a lot of possibilities. Even though it was probably made to serve as a 'test theme' to see if the Lotr license would be worth it, you can tell a lot of love went into this theme. We'd had fantasy elements in our castle themes before, but never on this scale. Although it is brought down just a little because it did have some less impressive sets as well, the sheer number of sets in this theme is almost overwhelming and getting them all can be a real challenge (as it should be), and most of them are still eye candy, not to mention the versatility between structures, siege weapons and ships. Crowns make for interesting new sigils, too. The Fantasy Era also gets a huge boost from the Medieval Market Village.
4. Crusaders
Another one of Castle's defining themes, imo, crusaders pretty much had it all. The smaller sets don't lack quality, there is a form of attention towards civilian buildings, there is some set versatility and 2 sets with great playable scenarios (both wall attacks). For one thing, you can certainly not accuse this theme of holding back on the minifig and extra parts aspect of things, because it pretty much spoils you. The crusaders are also one of the best-looking 'simple-sigil' factions in Lego imo and even today they still work really well with newer figs like the Kingdoms Lions if you give them a similar colour scheme (as I have done). Though I was never as impressed with the King's Castle as most people seemed to be, the mountain fortress is a whole different story, as I really liked that one. All in all, a great theme.
I never really understood what made them 'Crusaders', though.
3. Ninja
Surprising, perhaps, that I put it up so high but... Ninja is one of my favourite themes of all time. Even though it focused on the (awesome) figs a little too much sometimes, there's some great, very unconventional (because of the line's theme, of course) designs in there, and a great mix of playable factions (robbers / red samurai / all ninja factions / blue samurai), if you want to divide them like that (because the theme mostly leaves this to you). Well-made Japanese Lego armies based on these sets also tend to be jaw-dropping, at least to me.
2. Kingdoms
I love Kingdoms because of how it brought back Lego Castle in the way we all wanted it to be. Fantasy Era was already a relief, but Kingdoms was the ultimate relief, to me. Lego didn't repeat old mistakes like cheapness (KK I), daftness (KK II), useless small sets (Fright Knights), mediocre designs (Dragon Masters), lack of sets (Royal Knights), lack of conflict (Forestmen) or any other mistakes. Though the fantasy theme was pushed to the back, it was still 'there' with the inclusion of the wizard. The Dragon Knights may be the most awesome 'villains' we've had, with their foresty ways and architecture, which was something different than anything we'd had up until that point. Then there's the Joust and the Mill Village Raid, which are simply among the most amazing Castle sets I've ever seen. Oh and did anyone say 'Great Helms'?
Another plus for this theme is it's attention to civilians, even though it's only in 2 sets (Blacksmith attack and Mill Village Raid).
The only bad things I have to say about that theme is that I was disappointed by how quickly it got canceled, and that there's 1 torso on each faction I don't like (those used mostly for their knights wearing the great helms). Had they expanded the theme a little more (Dragon Knight's Forest Fortress, Dragon Knight's Hideout, various naval sets are things that come to mind) it could have been the greatest.
1. Black Knights
The Black Knights theme is really what defines Lego Castle to me. It just had such great figs and design for it's time. There's boats, siege weapons, and some of the best-looking castles, minifigs, sigils and horse bardings we've ever seen Lego produce, imo. Black Knight's castle may be among the greatest Castle sets of all time, and to me it certainly houses the greatest Lego mini-figure of all time, the white Dragon Knight I have high hopes this line will be topped at one point, but I don't see it happening very soon.


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If, in their fit of determination this January, Republican Party members elected Michael Steele to be the taut new face on a corpulent vessel of a political party, to be the brand-changer that would remake the party's image - well, Steele has turned out not to be that guy. Voluble, unselfconscious, ambitious, and too eager to please, Steele can't seem to open up his mouth without getting in trouble. He's become clownish. And that judgment could endure until the end of his tenure.
But it probably won't. While Steele's stock is lower than Citigroup's right now, his legacy will be most likely determined by whether he can help Republicans begin to win elections again.
Republicans close to Steele worry about an enormous perception gap between what's happening inside the building and what's happening in public.
In public, says a Steele ally, "[w]hat everybody thought was Steele's appeal was that he was going to be a great spokesman, a good face for the party, comfortable with the media. Well, that's true...but comfortable with it, didn't mean he was going to be good at it."
In private, for the past month, Steele, a bevy of consultants and ten RNC members have been scrutinizing every aspect of the party's operations - structure, function, budget, staffing, liaison, fundraising; the end result of this fairly unprecedented review will be a fairly radically transformed Republican National Committee. That Steele fired all the legacy staff has been criticized, but that was the point: the party is hemorrhaging cash without getting any results; Forget about the balance between institutional knowledge and a fresh approach; Steele has basically gutted the Republican Party. Starting from scratch, he put together teams and tasked them to give him new ideas; those teams will formally report to Steele next week.
Among the ideas circulating: the creation of a well-staffed Blue-to-Red state task force, an RNC in-house best practices shop to help state parties, a new transparent system of accountability for state parties and a young voter organizing department.
If Steele comes up with ways to help Republicans win elections, he'll be seen as a success. To be sure, he's made some management mistakes. He did not appoint a chief of staff until...well, hours ago, relying instead on outside consultants. He hasn't been especially sensitive to the internal politics of RNC fundraising, either; to his credit, however, he seems to learn quickly: for the first time in a long-time, the RNC is actually conducting a competitive bidding process for finance contracts.
So what can Steele do in the near-term?
His advisers say he's going to shut up for a while. (They note that the GQ interview took place two weeks ago.) Steele is very confident, and he treats on-the-record interviews as if he were speaking off the record... or as if he were speaking as a Fox News commentator. The truth is that the only relevant people listening to Steele's GQ-type interviews are pro-life activists who want to find something to object to. I am told that Steele understands this now.
He's also going to focus on the party itself; watch for a series of announcements about team members over the next few days.
And he's going to focus on fundraising. He's yet to name a finance director; perhaps more pressing is a finance chairman - the person who can get other major donors to Steele's side.
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Keith Neal
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I was making a Meyer lemon meringue pie yesterday and discovered something interesting. The filling is 1/2 c Meyer lemon juice, 2 eggs, 3 egg yolks, 6 tablespoons sugar, & 6T unsalted butter, cut in pieces. While cooking to the recommended "coat the back of a spoon" consistency, a taste told me it wanted more. I took it to Hollandaise consistency, and it was one of the best tasting sweet sauces I have ever had. You folks with more imagination can probably think of lots of things to do with it. I'm working on that myself.


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The battle fought at the small North Carolina backcounty hamlet of Guilford Courthouse on Thursday, March 15, 1781, was the largest, most hotly-contested action of the Revolutionary War's climactic Southern Campaign.
Major General Nathanael Greene, defending the ground at Guilford Courthouse with an army of almost 4,500 American militia and Continentals, was tactically defeated by a smaller British army of about 1,900 veteran regulars and German allies commanded by Lord Charles Cornwallis. After 2 1/2 hours of intense and often brutal fighting, Cornwallis forced his opponent to withdraw from the field. Greene's retreat preserved the strength of his army, but Cornwallis's frail victory was won at the cost of over 25% of his army.
Guilford Courthouse proved to be the highwater mark of British military operations in the Revolutionary War. Weakened in his campaign against Greene, Cornwallis abandoned the Carolinas hoping for success in Virginia. At Yorktown, seven months after his victory at Guilford Courthouse, Lord Cornwallis would surrender to the combined American and French forces under General George Washington.


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- Description
Birnam Daisy Rose & Brass Collar Doorknob Set
A doorknob set comprises of two doorknobs, insert, spindle, roses, grubscrew and all screws for fitting. Please make sure you choose the correct spindle length for your door thickness.
In addition, 7.6mm spindles are sometimes required in older properties (rather than the modern standard of 8mm). Click here to view our 7.6mm spindles.
If you need assistance in selecting the spindles for use with your doors, please contact us
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Additional Information
Top Diameter 60mm (2 3/8" ) Base Diameter 60mm (2 3/8" ) Projection 65mm (2 1/2" )
- Reviews


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By Philip Nutman
Contributing Writer
Splatter Cinema Presents THE BEYOND (1981), fully remastered and uncut direct from Grindhouse Releasing; Dir: Lucio Fulci; Starring Catriona McColl, David Warbeck, Cinzia Monreale; Tues. March 13 9:30 PM; Plaza Theatre; Trailer here.
Originally an art critic who became a filmmaker (he made 18 comedies before becoming renowned as one of the most violent, gory Italian horror movie directors), the late, great – some might say "crazy" – Lucio Fulci made some of the coolest, most demented flicks of the late 70s/80s. Need a roll call? ZOMBIE (1979), promoted in Europe as a sequel to Romero's DAWN OF THE DEAD; THE HOUSE BY THE CEMETERY (1981), THE BEYOND (1981), etc., etc (he made over 50 movies).
What accounts for the violence in his later films? His wife's suicide back in 1969 and a daughter's fatal car accident several years later always weighed heavily on him, and his hyper-violent films such as THE NEW YORK RIPPER (1982) caused him to be branded a misogynist by prentious critics, although he always claimed that he loved women. He also struggled with severe type 2 diabetes, a fact he tried to hide from colleagues, fearing he would be deemed unemployable. And he was an inveterate gambler.
So what about THE BEYOND? For those who are not die-hard horror fans, the basic scenario is this:
…E tu vivrai nel terrore! L'aldilà, its original Italian title, also known as SEVEN DOORS OF DEATH, is Lovecraftian in tone. The film has gained a cult following over the decades, in part because of the film's gore-filled murder sequences, which were heavily censored when the film was originally released in the United States in 1983.
In 1927, Louisiana's Seven Doors Hotel is the scene of a vicious murder as a lynch mob crucifies an artist named Schweick, whom they believe to be a warlock. The artist's murder opens one of the seven doors of death, which exist throughout the world and allow the dead to cross into the world of the living. Several decades later, a young woman inherits the hotel and plans to re-open it for business. But her renovation work activates the hell-portal, and soon she and a local doctor find themselves having to deal with the living dead, and Schweick, who has returned as a malevolent, indestructible corpse, apparently in control of the supernatural forces.
Need I say more? Other than get down to The Plaza Theatre Tues. night, March 13 for a rare, gory treat of Italian horror weirdness.
Contributing Writer Philip Nutman knows a thing or two about zombies: he is the author of the cult classic undead novel, WET WORK, and recently produced ABED, the sickest zombie love story ever, in Grand Rapids, Michigan.