text:
Ulf Merbold
Personal data
Born in Greiz, Germany, 20 June 1941 Ulf is married and has two children. He enjoys skiing, glider flying and piano playing.
Ulf Merbold graduated from Stuttgart University in 1968 with a diploma in physics. In 1976 he received a doctorate in Sciences (Dr.rer.nat.).
Special honours
Ulf Merbold has received numerous awards, including the First Class Order of the Federal Republic of Germany, the Order of Merit of the States of Baden-Württemberg and Nordrhein-Westfalen, the Haley Space Flight Award of the American Institute of Aeronautics and Astronautics, the USSR Pilot-Cosmonaut V.M. Komarov diploma of the International Aeronautical Federation, and the distinction for scientific achievement in Air and Space Medicine from the Deutsche Gesellschaft für Luft- und Raumfahrtmedizin.
In 1983 he received the Flight Achievement Award of the American Astronautical Society and the "Order of Friendship" from President Yeltsin of the Russian Federation in 1995. The following year Ulf Merbold was awarded an honorary doctorate in engineering (Dr.-Ing. h.c.) by the Rheinisch-Westfalische Technische Hochschule.
After university, Ulf Merbold joined the Max-Planck-Institute for Metals Research in Stuttgart, first on the basis of a scholarship of the Max Planck Society and later as a staff member, where he studied state and low temperature physics, in particular experimental investigations of lattice defects in body-centered cubic metals.
In 1977, Ulf was pre-selected by ESA as a Payload Specialist for the first flight of the European-built Spacelab laboratory on the US Space Shuttle (Spacelab 1). A year later he was nominated as one of the three Payload Specialists for the mission and in 1982 was selected for flight by the ESA Director General, following a recommendation of the Principal Investigators (the scientists involved in the mission).
Ulf Merbold became the first non-American to fly on the Space Shuttle during the STS-9 mission (28 November to 8 December 1983). In 1984 he was involved in the Space Shuttle Spacelab German D-1 mission, as both back-up Payload Specialist and Crew Interface Coordinator (CIC).
Merbold transferred to the European Space Research and Technology Center (ESTEC) in Noordwijk, the Netherlands, in 1986 to support ESA in the planning of Columbus, the European laboratory for the International Space Station.
He was appointed Head of the DLR (German Aerospace Research Establishment) Astronaut Office in 1987 and, on the basis of a secondment to DLR, led the German astronauts and supported the preparation of the D2 mission. In December 1988 he was nominated as ESA Payload Specialist candidate for the International Microgravity Laboratory mission (IML-1) on the Space Shuttle.
The IML-1 (STS-42) training programme started in April 1989 and the following January he was selected to fly as Payload Specialist on the mission which took place between 22 and 31 January 1992. During the second German D2 mission from 26 April to 6 May 1993, Ulf Merbold was Science Coordinator at the Mission Control Center in Germany.
In August 1993, after preparatory courses at the European Astronaut Centre (EAC), he started training at TsPK (Cosmonauts Training Centre) in Star City near Moscow. He was selected for flight (Crew 1) for ESA's Euromir 94 mission and became the first ESA astronaut to fly on the Russian space station Mir, carrying out a 32-day mission between 3 October and 4 November, 1994.
Between 1999 and 2004 Ulf Merbold was responsible for the Utilisation Promotion Management in the Microgravity Promotion Division of the ESA Directorate of Manned Spaceflight and Microgravity, at ESTEC, Noordwijk, the Netherlands. Merbold holds a commercial pilots license (CPL2) with Instrument Rating, as well as an Acrobatic license, and has logged more than 3000 hours as Pilot in Command.
Spaceflight Experience
Ulf Merbold flew on STS-9 (28 November to 8 December 1983) and became the first non-American to fly on a Space Shuttle mission. The primary objective of this mission was the verification of Spacelab in orbit and the execution of 72 highly sophisticated scientific experiments.
He was ESA's Payload Specialist on STS-42 (22 January - 31 January 1992), the International Microgravity Laboratory mission (IML-1) on the Space Shuttle. As a member of the payload crew he was primarily responsible for the 55 scientific experiments on the flight.
Merbold was selected to fly with ESA's Euromir 94 mission (3 October - 4 November 1994) to the Russian Space Station MIR. He was the first ESA astronaut to fly on a Russian mission and performed a 32-day mission as Research Cosmonaut. He was responsible for the execution of 28 European experiments.
Last update: 27 September 2004


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Nuts & Bolts - August 2014
Your 4x4 Tech Questions Answered
Chevy Steering Woes
Q: I have an 2006 Chevy Silverado 1500 with a name-brand 6-inch lift that has been on it since the truck was basically new. I really like the truck, but at almost 100,000 miles I'm about to replace all of the steering parts for the third time. The lift kit utilizes all of the factory steering components, which was initially a selling point to me because I wanted replacement parts to be as close as any parts store. Now I'm not so sure. I've compared the various steering angles on my truck with a stock truck that's the same year, and nothing appears to be operating at an excessive angle compared to stock. What gives?
Rick M.
Via email@example.com
A: It would seem that about the time Chevrolet switched to independent front suspension on trucks in 1988, Chevrolet also forgot how to design durable steering parts. While the 1988-1998 trucks were not without their steering woes, when Chevy redesigned the suspension and steering in 1999, it made the steering components even more marginal. One only has to look at the wimpy tie rods on these trucks to realize that Chevy didn't put a whole lot of thought into strength or longevity for anything other than a stock application that would see only occasional off-road use. When you throw a lift kit and heavier tires into the mix, you have a perfect recipe for rapid wear. Add in some off-roading, and you can cut the life of the steering parts by up to two thirds.
As you've probably guessed, the extra stress and leverage of moving the larger tires and wheels back and forth on your truck is the culprit of your steering woes. Since there doesn't seem to have been much of a strength margin built into the stock components, this extra stress wears out the stock stuff much more quickly than a stock wheel and tire package does. You didn't mention what size tires you are running, but we're guessing 35s on 17-inch wheels. These are close to double the weight of the stock package with a much greater contact patch to boot, hence the extra stress.
The first level of defense is to be sure you are using quality replacement parts. Moog (moogproblemsolver.com) has an entire Problem Solver line of heavy-duty replacement steering parts that have been designed to exceed the strength of the factory components. This isn't just marketing hype; you can compare a Problem Solver part to a stock replacement and usually see the difference in strength. They aren't cheap, but considering that they can outlast two or three of the bargain brand versions, they are a wise investment.
If you want to take it to the next level, Cognito Motorsports (cognitomotorsports.com) has developed a complete line of extreme-duty steering components for both six- and eight-lug Chevy applications. The Cognito kits replace the stock stuff entirely with Heims and other heavy-duty components that are way stronger than the factory-designed stuff could ever hope to be. Developed specifically for lifted applications, the Cognito kits are the ultimate solution for anyone with a lifted late-model Chevy who is tired of replacing all of the steering every 30,000 miles.
Worn-Out Shocks?
Q: I recently purchased a new set of shocks to replace the ones that came with the Fabtech 6-inch long arm on my 2005 Jeep Wrangler Rubicon. I had them on my Jeep for maybe 5,000 miles. The ride began to get really rough, so I pulled the front shocks off and pushed the rod in to see if it would bounce back, and it did nothing. The shaft stayed compressed. I called Fabtech to see if they could be replaced under warranty. They told me their shocks are made differently and that they should not bounce back, so there was nothing wrong with the shocks. Is this correct? Because every shock I've replaced has always had some type of return pressure.
SSG Jeremy Agner
Via firstname.lastname@example.com
A: You didn't specify which Fabtech shocks you purchased (the company has three shock lines), but we're going to assume you have the standard white-bodied twin-tube hydraulic shocks. With these shocks, as with the twin-tubes offered by the majority of the other aftermarket suspension manufacturers, there isn't a gas-pressurized charge in the cylinder. This means that if you compress the shock, the shaft is going to stay right where you put it and not push back out or "bounce back." We spoke with a Fabtech representative, and he confirmed that Fabtech twin-tubes do not have any internal gas pressure. Gas-charged shocks are the ones that push the shock shaft back out when it is compressed.
It seems odd that the shocks started out riding just fine but then the ride degraded in just 5,000 miles. The first thing you might want to do is verify that the replacement shocks you ordered are the right length for the application. If the shocks are too short or too long, that could be causing your ride issue. You might also inspect the shocks for trail damage. Twin-tube hydraulic shocks have an outside cylinder that stores oil and an inside cylinder where the shock piston actually rides. As such, any small dents in the outer shock body shouldn't have an impact on shock operation, but large dents could. If there's some exterior damage that looks suspect, then the best thing to do is remove the shock and compress and extend it manually throughout its stroke. If there are any dead spots or stiff spots when compressing or extending the shock, then it could be damaged or there could be something wrong with the shock internally. You should feel steady but firm resistance as you cycle the shock; if the shaft goes in and out of the body easily, then it's not doing its job. Is there any evidence of them leaking around the seal? Is the shock shaft bent? Lastly, double-check the shock hardware to make sure it's not too tight. The shock bushings should be swelled slightly but not pinched or tightened to the point that the bushings are deformed.
If you perform these tests and suspect there is something wrong with the shocks, then contact the place where you purchased the shocks and inquire about getting them swapped out. Fabtech confirmed that leaking or internal problems are covered under warranty, while exterior damage or any user-induced problems, such as incorrect installation, are not.
Leveled Out
Q: I have an 2004 Silverado 1500 extended cab Z-71 4x4 and recently purchased a leveling kit that includes new torsion keys, rear blocks, U-bolts, and shocks. When I inspect the front torsion bar adjusters on the truck, the right side adjuster is nearly all the way to the end of the threads. The leveling kit instructions say to measure the distance and to reset to the same after new keys are installed. I also plan to install a brushguard, and with the extra weight I do not feel I will be able to get the proper height with the current torsion bars. I am wondering if I can install a pair of torsion bars from a 2500 Series truck to maintain the desired height. Will they bolt right in, or will I need to also upgrade the crossmember? I live 6 miles off the pavement on a gravel road, and I would like the extra clearance for mud and snow. I do some light off-roading, but when the weather is bad I need what I can get. Thanks for any advice.
Myron G.
Via firstname.lastname@example.com
A: Keep in mind that a leveling kit is designed to increase ride height and is not necessarily a substitute for extra load-carrying capacity. While a set of torsion bars from a 2500 Silverado from a similar year truck will physically fit, that might not be the best option because you could actually end up with less ride height. Why? The torsion bar keys are indexed differently between a 1⁄2-ton truck and most 3⁄4- and 1-ton trucks, meaning that the position of the hex is different in relation to the arm where the adjuster bolt makes contact with the keys. If you mix and match 1⁄2-ton keys with 3⁄4-ton torsion bars, it's possible that you will have less adjustment range than you did before, and therefore less preload.
Believe it or not, GM uses a wide range of torsion bars in its 1⁄2-ton trucks, with some sources reporting eight or more different torsion bar rates depending on the vehicle configuration (standard cab, extended cab, Tahoe, Suburban, and so on). Since you have an extended cab truck, you might consider getting a set of torsion bars from a crew cab or possibly a Suburban 1⁄2-ton truck. Chevy torsion bars usually have a color-coded tag on them, but time and the elements often make them disappear. A good Chevy dealership can determine which bars came factory on your truck with a VIN number and a little research, and a really good one can even tell you the spring rates of the different torsion bars available for '99-'06 trucks. If you go the junkyard route, it will be largely a guessing game and there's no guarantee that the junkyard torsion bars won't be fatigued to the point of sagging anyway.
If you decide to go the route of 3⁄4-ton torsion bars, you'll need a matching set of torsion bar keys either from the dealer or the donor truck, though there is a possibility that the leveling kit manufacturer will swap out the torsion keys you purchased as long as they have not been installed. Also, don't be surprised if ride quality suffers. As for the mismatched adjustment of your factory torsion bar bolts between the driver and passenger side, that's not at all uncommon. Curb weights can vary side to side, and some torsion bars fatigue more quickly than others. Above all else, be realistic about your final ride height. It's easy to "overcrank" the torsion bar preload, which can cause all sorts of front suspension problems.
Possible Pinging Culprit
Q: In reference to the "JK Pinging" question in Nuts & Bolts, June 2014, in our experience of about a dozen or so 2007 Jeep JK Wranglers, we have found the heat shields on the exhaust manifold crossover (Y-pipe) to be the issue. It seems that one of these tack welds that holds the metal heat shield in place breaks and hides itself very well by appearing to be intact. Once the motor heats up, stresses and heat are placed on the crossover pipe, and this causes the broken weld on the heat shield to vibrate against the crossover pipe. You can test these tack welds by placing the flat-blade screw driver between the pipe and the shield. By pushing against the shield you will usually find the one that is the cause of the pinging.
We enjoy your magazine and thought this might help other readers. Cheers!
Staff of Off the Road
A: Thanks for the tip! Pinging sounds can be hard to track down and are sometimes caused by unlikely sources, including exhaust heat shields. Thanks for sharing your insight.
E-Locker Woes
Q: Back in November 2012 I had 4.56 gears and an Eaton E-Locker installed in the rear of my 2007 Silverado 1500. When I engage the locker I sometimes hear a loud clicking noise and only one tire spins. I have brought my truck back four times to the shop that did the install, and of course each time everything works perfectly. I'm not sure what it is, but it sucks to put that much money into the rear and I'm afraid to use it because I don't want to blow it up. The problem only happens occasionally. Thanks in advance. Any help would be appreciated.
Via email@example.com
A: The E-Locker is a pretty cool driver-selectable locking differential that uses an electromagnet to lock and unlock the differential with the push of a button on the dash. It's a great choice for any dual-purpose rig that is used for everyday commuting and weekend 4-wheeling. Since the problem is intermittent, I would first take a very close look at the wiring for the locker. In order to actuate, the electromagnet in the differential needs a steady 12-volt supply when it's engaged, so any loose or weak connection could cause it not to engage. Also check and make sure that the circuit that powers the locker has a full 12 volts. It is a long way from the engine compartment to the dash to the rear differential, so there's plenty of potential for a poor connection or damaged wiring.
If the wiring checks out, you might want to review the instruction manual and be sure you're doing everything by the book. The manual states that the locker should only been engaged with the vehicle stopped or traveling less than 3 mph. In addition to these instructions I'd suggest engaging the locker before you get in a situation where one tire could slip while the other one is stationary. In other words, hit the button before your charge the mud hole rather than attempt it with the locker disengaged, get stuck, and then try and engage it. It has been my experience that selectable lockers need a few tire rotations to fully engage. I suspect that the loud clicking noise you hear is the internal pins failing to engage the side gear.
One test we would try is parking the truck in a flat, open field. Engage the locker, then do a few slow figure-8s. Do this several times with the locker engaged and disengaged (stopping each time before you hit the button) to see if you can get it to replicate the problem. If you can and everything else checks out, then there's most likely something internally wrong with the locker. If that's the case, the installing dealer will need to send it to Eaton for a checkup.
Binder in a Bind
Q: In a moment of weakness I purchased a 1975 International pickup truck that obviously has not run in years. The water pump on the 304 V-8 is frozen solid, the belts have been cut, and the distributor that appears to be original to the engine is lying in the bed while a points distributor with missing parts is currently stabbed in the engine. There was no air cleaner on it, and the carburetor's throttle plate is frozen. The crank turns, and there appears to be something approaching compression in the cylinders, but the distributor does not turn with the crank. The truck itself isn't in the greatest shape. Let's just say it has plenty of character and may or may not have been the home of several small critters at some point. I bought it for essentially scrap pricing, and I like a challenge. I'd really like to get the thing running because I have a deeply seated sense of self-loathing and this is one of the ways I can punish myself. What's the best way to go about getting an engine running that has been sitting for years? Also, do you happen to know what cylinder an IH 304 uses for top dead center?
V. Simons
Via firstname.lastname@example.com
A: So it doesn't run, is in really rough shape, and is a vehicle that is getting harder and harder to find parts for. That sounds like quite the project! It's hard to resist the urge to make cracks about Internationals and the rarity of finding one capable of moving under its own power these days, but in all seriousness, IH products are extremely tough, even overbuilt, and they generally have very good drivetrain parts, not to mention being cool in general. If yours is complete and not a rust bucket, it's worth saving, but to be honest it sounds a bit dubious.
The absence of an air cleaner is always a big red flag to me, so the first thing you want to do is verify that the crankshaft will move through its entire 360-degree rotation. If the truck was stored with the hood shut, there's a reasonably good chance that water hasn't gotten into the engine. Remember that trucks are usually parked for a reason, and this helps verify that the reason was not a thrown rod or a crankshaft that's snapped in two. Once you've verified that the engine spins freely, the next step is figuring out why the distributor won't rotate with the engine. There could be several reasons, including a broken timing chain, a broken camshaft, a seized distributor, or simply the wrong distributor in the engine. For your sake, let's hope it's one of the last two.
While you have the distributor out, change the oil and filter and then try priming the engine. Finding a priming tool for an IH might be difficult, but since it sounds like you have an extra distributor lying around, you might be able to make a tool using the shaft out of an old distributor. Chuck the shaft in a drill and use the drill to prime the engine. It might be a good idea to install a mechanical oil pressure gauge to make sure the thing actually builds pressure. If it doesn't, that indicates internal engine problems. Alternatively, with the spark plugs removed from the engine you can use the starter to prime the oil system. This will help avoid a dry startup that could damage the bearings. If you have a compression tester, now would be an excellent time to use it. A dead hole may be the result of a stuck valve, which you can check by removing the valve covers and watching the valvetrain as the engine cranks. If one is stuck, you might be able to free it with some penetrating oil and a few taps with a hammer. There should also be at least some oil getting to the valvetrain by the time you finish your compression tests. If not, that's a bad sign. If you can't free a stuck valve, the only option is to pull the head.
As for the carburetor, you can see if it's possible to free up the two-barrel Holley carburetor that's likely on the engine, but keep in mind it will need a rebuild. Or, a Motorcraft 2100 should bolt right onto the intake, and these are readily available in junkyards, not to mention being great off-road carburetors. You might want to feed the carburetor from a gas can temporarily in order to bypass the fuel system and also install a clear fuel filter to see if the fuel pump is working. If you'd rather not mess with all of that you can run it on starting fluid at first, but be careful, as ether is highly flammable. It's really easy to catch stuff on fire, including yourself, if the engine backfires. Have a fire extinguisher nearby regardless.
An IH 304 is timed with the No. 8 cylinder at TDC, which is the back cylinder on the passenger side. Rotate the engine so that the No. 8 is at the top of its compression stroke (no valves moving), stab the distributor, and start hooking up plug wires. The firing order is likely cast into the intake manifold.
As for the distributor and the rest of the ignition, there's not really any definitive way that I'm aware of to test the electronic ignition box and distributor that belong to the engine other than hooking everything up and seeing if it has spark. If not, then you'll need to figure out why. Check the wiring for damage and make sure the coil has voltage with the ignition key on. This is also a time when it would be handy to have another running IH around so that you can try swapping known good parts without having to buy new ones. Throw a new set of plugs in the engine and inspect the plug wires, cap, and rotor. If it looks like they're serviceable you might try using the old ones until you know for sure that the engine is OK.
Once you do all of this, try firing the sucker up and see what happens. If there are lots of knocks and bad noises, then it's time for a rebuild or searching around for a good used engine. Keep in mind that rebuilding that IH engine is going to be expensive, and while IH engines are good, it's going to be hard to justify spending all that money when small-block Chevy, Ford, and Dodge V-8s are so plentiful and cheap in junkyards, and most of them actually make more power.
Nuts, I'm Confused
High- vs. Low-Pinion Measurements
Q: I currently have a low-pinion Dana 44 (rear) and Dana 27 (front) under my 1961 CJ-5. I need to replace both axles with stronger ones and am considering a high-pinion Ford 9-inch for the rear to reduce the driveline angle. I'd like to go with a high-pinion axle of some kind in the front, but I have potential clearance issues with the driveshaft. I know I have seen diagrams for the 9-inch and the Dana 60 for how high or low the pinion shaft centerline is in relation to the axle centerline, but I can't find them now. Can you tell me what the offsets are for the low-pinion Dana axles (27, 44, and 60)? I'm assuming a high-pinion version of either the 44 or the 60 would be the same absolute value as the low-pinion one. Is that correct?
Dave P.
Via email@example.com
A: Though we weren't able to dig up the numbers on a Dana 27, we were able to locate the information through a combination of sources from Currie Enterprises (currieenterprises.com) and True Hi9 (truehi9.com). Interestingly, the measurements you seek vary a little depending on whether you are using a factory axlehousing or an aftermarket one like Currie or True Hi9. For example, a standard low-pinion 9-inch has the pinion 21⁄4 inches below axle centerline, while a Currie high-pinion 9-inch is 11⁄2 above and the True Hi9 housing is 21⁄4 above. A standard rotation Dana 44 is 11⁄2 inches below; a high-pinion Dana 44 housing is 11⁄4-11⁄2 above, and a Currie RockJock is 11⁄4 above. A standard rotation Dana 60 is 11⁄8 inches below, a high-pinion Dana housing is 11⁄8 above, while a RockJock 60 housing is 11⁄4 above.
We did find some minor discrepancies in the measurements of Dana housings among different sources, so treat these measurements as pretty close but not necessarily spot-on. Hopefully this will help you and others who are contemplating the low- versus high-pinion axle conundrum.
Submission Information
Confused? Email your questions about trucks, 4x4s, and off-roading tech using "Nuts, I'm confused" as the subject and include a picture (if it's applicable). Digital photos must measure no less than 1600 x 1200 pixels (or two megapixels) and be saved as a TIFF, an EPS, or a maximum-quality JPEG file. Also, I'll be checking the forums on our website (4wheeloffroad.com), and if I see a question that I think more of you might want to have answered, I'll print that as well. Otherwise drop it old-school style with the envelope addressed to the address below. Letters published in this magazine reflect the opinions of the writers, and we reserve the right to edit letters for clarity, brevity, or other purposes. Write to: Nuts & Bolts, 4-Wheel & Off-Road, 831 S. Douglas St., El Segundo, CA 90245 fax to: 818.566.8501 Email to: email@example.com

subset: commoncrawl


text:
Mickey Mouse has a big date with Minnie Mouse (relation?) but on his way to get Minnie he realizes his "bucket of bolts" is just an "old jalopy" and isn't the kind of car suited to pick up Minnie (golddigger?).
I've owned a few not-so-nice cars (i.e. 1986 Sunbird SE) and dated a few nice looking ladies. I've done stupid things to impress said ladies, but not once did I ever think – "Oh, I should trade in my car for this girl." That's dumb and was Mickey's first mistake.
A radio ad comes on just as the engine spits oil all over Mickey's shoe. The announcer convinces Mickey it's time to replace his jalopy. Given the color and viscosity of the oil that spewed from Mickey's engine, it's a wonder it was running at all. Maybe Mickey should date less and mechanic more.
Mickey marches into the dealership with a stern take-no-prisoners look on his face. He isn't going to let a small thing like sensibleness deter him; come hell or high water this mouse is leaving this dealership with a new car. By golly.
Right away one thing is clear - this cartoon isn't remotely based on real life. How's that you ask?
Mickey goes from trade-in to out-the-door in less than one-minute. Anyone who has purchased a car, especially when a trade-in was involved, can tell you it takes at least half a day. I asume in Toontown small things like paperwork, money and contracts don't exist.
Mickey's new red sports car looks like a mix between the Batmobile (Batman Returns), a Deville Panther and a vector-based car I'd create on Illustrator.
As Mickey approaches the driver's door, it slides open automatically via some pneumatic-like system. It ones-ups Ford's use-your-foot-to-open-the-boot feature.
Once in the car Mickey gets into the throttle, hard. The car tears off, leaving behind a trail of smoke and echoes reminiscent of a race-trimmed V8.
Like most new car buyers, Mickey takes off without learning anything about the features his car has to offer or how they work. While traveling at roughly 87 mph (I made that up) Mickey begins haphazardly pushing buttons and a myriad of distracting things start to happen.
The first button Mickey pushes is for the car's surround sound. Similar to Audi A8's speakers that rise from the dash, multiple instruments (drums, saxophone, brass horn) extend towards Mickey's head and provide the most surrounding of surround sounds.
Mickey also struggles with the climate control and the one-touch hardtop convertible release; neither of which he manages to master, even though they are large hard buttons and not controlled via an overly complicated touchscreen interface.
Mickey's car appears to have the most predictive navigation system in the world. Either that or the person who drove the car last also went to Minnie's house (golddigger and a tramp?).
Mickey pushes just THREE BUTTONS and the screen immediately displays MINNIE'S HOUSE. Then Mickey decides to engage a large (likely LED lit) glowing red button that says SNAPPY.
I believe SNAPPY stands for Self-Navigating Auto Pilot Preference YOLO.
Once the SNAPPY button is pressed the car applies a rudimentary navigation logic; the fastest point between two places is a direct line.
The car takes off, burying Mickey's head deep into the headrest, with a horizontal acceleration of 6.3 g (estimated). SNAPPY thrusts Mickey through, under, inside and over any obstacle in its path at a speed that can only be described as cartoonish.
Minnie's house, and Mickey's big date, are only a few minutes away. Then, disaster strikes. After piloting a tunnel upside down wearing automatic night vision goggles, a LOW FUEL light flashes and Mickey's car will not start.
Overcoming physics, the 32lb dwarf-sized mouse manages to push the 5,000lb car to the closest gas station. Once at the station we learn that Mickey's car, despite shooting flames and black exhaust, isn't a V8-powered supercar, but is in fact an electric car! GASP
As Mickey goes to the rear of the car to access the gas door he finds instead a 50ft 110volt cord. He plugs the car in after hunting for a random plug along the wall of the gas station...something I'm sure a few LEAF drivers have done in more rural locations in the US.
Once fully charged (3 seconds, Elon. Fully charged in THREE SECONDS) the car, left in DRIVE, takes off; dragging Mickey with it.
If Toontown had a NHTSA-like regulatory organization Mickey's car would have had the proper safety mechanism to prevent this from happening.
It gets even worse. Once Mickey is able to get back behind the wheel, the car refuses to respond to driver inputs. The car has gone into snappY mode (emphasis on the YOLO).
The car drives off a pier, into a lake, turns into a submarine, then a jet, flies up a mountain and kicks Mickey out once on dry land and back into car-mode. Mickey, angry as Mickey Mouse can be, pounds on the window demanding the car let him in.
He says "You can't drive without a driver!"
The car, which at this point we should call Christine, flashes on the infotainment screen in Atari-style font AUTO DRIVER.
The car revs its engine (more V8 sounds and smoke) then takes off, leaving Mickey alone and emotionally wounded.
Head hung in shame Mickey goes back to the dealer to try and undo his deal and get his jalopy back. Only problem – his car is no longer there. He walks away, miserable, hating life, himself and technology.
Just as Mickey thinks the world is ending, Minnie pulls up…in Mickey's old car. This is a lot like that Chevy commercial where the old guy is reunited with his Chevy after years of being apart.
The cartoon doesn't say why or how Minnie knew Mickey's car was traded in. Nor does Disney share with us why Minnie was out car shopping while supposedly waiting for Mickey to pick her up.
In the end we did learn a few things:
- Old cars, when cared for, are (still) worth owning.
- New cars, full of gadgets and self-governing technology,
canwill turn on you. Beware
- In Toontown electric cars charge very fast and sound like V8s.
For the record, I think it's weird, even if well-explained, that Mickey and Minnie are just dating yet have the same last name.
Now go watch the short clip:


text:
ST. SIMONS ISLAND, Ga. – The family of Tom Sublett, the Glynn County commissioner whose body was found in the water by a St. Simons Island boat ramp in December, says they will contest the coroner's ruling that he killed himself.
In an preliminary autopsy report released last year, Sublett's cause of death was listed drowning after a gunshot to the head, but it was left to the Georgia Bureau of Investigation to determine whether the death was homicide or suicide. Last month, Glynn County Police Chief Matt Doering said that either remains a possibility.
On Friday, Glynn County Coroner Jimmy Durden says the GBI's Crime Lab in Savannah has ruled the 58-year-old's death was a suicide.
Attorney Mark Johnson, who was retained by the Sublett's death, said the family will contest the finding because they don't believe he killed himself and it will chill efforts to find his killer.
"Earlier this week (we) were informed the report was likely to be issued as early as today and that the probable finding of that report would be that Mr. Sublett's death was consistent with suicide," Johnson said. "The family strongly disagrees with that conclusion."
While documents released show police found an empty holster and unfired bullets belonging to Sublett inside his car about 150 yards from where the his dead body was discovered by a docked boat, police have not reported finding a gun despite multiple searches of the area and the water. The evidence report also indicated that Sublett's wrists were bound in front of his chest.
The report by Glynn County police also says two empty prescription bottles were collected from Sublett's car, which was found by friends at Gascoigne Bluff Park after he failed to return home from a poker game with friends.
DOCUMENT: Glynn County PD initial death incident report
Police said Sublett, 52, was last seen at about 10:30 p.m. Dec. 10 when he dropped off a friend who had ridden with him to the poker game at the home of one of Sublett's business partners. The commissioner's wife called friends and police the next morning after he failed to come home.
Sublett's car was found about 4 a.m. on a bluff overlooking the Frederica River. His body was discovered about two hours later at a marina about 150 yards away.
The report released by Glynn County police in January said Sublett's wallet was recovered with his driver's license and credit cards still inside. Doering said the wallet was in the commissioner's back pocket.
The police report contained a list of other evidence gathered that includes a holster found in the front of Sublett's car and a magazine loaded with 9mm ammunition in the center console. Two other calibers of handgun bullets -- .38 special and .357 magnum -- also were recovered from the car, and Doering said they belonged to the commissioner.
Investigators also took Sublett's laptop and personal papers found in his computer bag -- items that also were in the car.
Sublett, who sold commercial real estate, was finishing his first and only term on the seven-member Glynn County Commission at the time of his death. His term expired Dec. 31, and he had decided not to seek re-election.
Officials in Glynn County joined by some private citizens had offering $70,000 in reward money for information leading to an arrest or conviction if Sublett's death is found to have resulted from foul play.
The family attorney said they want that search continue, because, regardless of what the coroner ruled, there was no reason Sublett would have killed himself. He is planning to request a coroner's inquest -- a hearing before a judge about the findings.
"There was no history of depression, no history of alcohol drug abuse," Johnson said of Sublett. "As a matter of fact, there was no blood alcohol found in his body."
The cause-of-death ruling brings no closure to the family, just adds to their pain.
"They're in shock. They're grieving, and this has left a tremendous hole in their lives ... and I doubt that will ever heal," Johnson said.


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This list is generated using a program (a Digital Freebie Search Engine). All links take you to the designer's blog/site, even though they are encoded.Do you want to be included in this blog? Please look at the About This Blog. You find lots of freebies to help you with your Digital Scrapbook Printing, Digital Photo Scrapbook, and Digital Scrapbook Pages. Find lots of Digital Scrapbooking Graphics! The categories are being displayed in random order. Thanks for looking. Copyright 2008-2009-2010 - scrapbook.creativebusyhands.com
We found 172 Freebies today. Enjoy!
Earlier in the day, I published the freebies in a page by page style. Now, some of them are organized into categories. You choose the style you like best.
I classified the qualified freebies found on Feb. 21st and today. Enjoy! If you want a designer to have their freebies classified, please let them know about this blog.
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Details: Size: 11 x 26,2 x 26,2 cm Design by A Loja do Gato Preto Composition: Ceramics: Stoneware Inspiration: Keeping with the spirit of previous hand-painted and cat-themed tableware by A Loja do Gato Preto (LGP), the new Millennial Cats collection is dedicated to the famous Millennial or Y
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Who Crushed Nixon's Revolution?
The Politics of a Guaranteed Income: The Nixon Administration and the Family Assistance Plan
In April, 1969, Arthur Burns, then a counselor to President Nixon, now the chairman of the Federal Reserve Board, launched a strong attack within the White House on the "family security system" about to be adopted by Mr. Nixon. Burns caused to be prepared, among other documents, "A Short History of a 'Family Security System' " taken from Karl Polanyi's account of an eighteenth-century British experiment in poor relief commonly called "Speenhamland." Polanyi's account claimed that the income assistance provided to wage workers by Speenhamland had shattered the self-respect, productivity, and independence of the recipients. The Nixon plan, Burns suggested, would have the same result in twentieth-century America.
Two years later, with the Nixon proposal renamed a "Family Assistance Plan" and deeply involved in legislative battles, Frances Fox Piven and Richard A. Cloward again compared it to Speenhamland, in an article in transaction (May, 1971). Daniel Patrick Moynihan, who as director of Mr. Nixon's Urban Affairs Council in 1969 had been a principal architect of FAP, now writes that "in this reaction" Piven and Cloward "exemplified the view Nathan Glazer has termed the radical perspective in social policy." That is, they exemplified what Glazer had said was the radical belief "that there can be no particular solutions to particular problems but only a general solution, which is a transformation in the nature of society itself."
But curiously enough, Moynihan ascribes none of Glazer's so-called "radical perspective" to Arthur Burns, even for the same offense. Rather, after refuting Burns's view, he comments in an effusive footnote "on this remarkable man…an economist of formidable power." This is a matter of small moment, as compared to the heft of Moynihan's long and extraordinary book on the rise and fall of FAP, but it points straight to one of its problems—perhaps its major problem.
The Politics of a Guaranteed Income, it should be said at the outset, is a first-class piece of work, maybe the best we have—anyway the best written in English rather than social scientese—on the interplay of government and politics in America, on the complexities hidden in John Kennedy's frequent remark that "to govern is to choose," on the difficulties of defining social need, suiting political action to it, and persuading a bewildering constellation of interests and institutions to take and sustain that action. At that high level, Moynihan succeeds brilliantly. Moreover, as he might write in his pontifical yet readable style, Moynihan has the standing to offer us such a work; having served in the cabinet or subcabinet of the Kennedy, Johnson, and Nixon administrations, with an imposing academic background in the social sciences, and with one of the quickest intelligences in public or university life today, Moynihan writes with rare authority, with perception tempered by experience, and without much illusion.
His book is full of sage counsel and striking analyses, both of what ails and what distinguishes us. "If there is a pattern among [Americans]," he writes, for example, "it is that of denying the existence of a…
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Surprise! It's the return of the end of week movie news dump.
I thought I'd shock everyone and do a post that's not built around a trailer — there'll be time enough for that on the weekend.
* Tom Cruise may or may not be many things, but I've never really thought of him as a rocker. Yet, that's exactly what he will be in the promised film version of "Rock of Ages." I've long had mixed feelings about Cruise as an actor — he can be very good in some things and disastrous in others — and I have mixed feelings about this project, too. To be specific, I like good movie musicals but strongly dislike eighties hair bands and what some of us used to call "corporate rock."
On the other hand, Mike Fleming touts Anne Hathaway, who I have few or no mixed feelings about, as a possible costar. I wonder what she'd look like as a glam rocker…
* A star has been set — or at least gotten to the serious negotiation stage — for the long discussed "Jack the Giant Killer" coming from Bryan Singer and his old screenwriting cohort, Christopher McQuarrie, writes Mike Fleming. He's that kid who was so great in 2002's "About a Boy" grown-up into 20-something Nicolas Hoult. Hoult has also appeared on the UK "Skins" and will be turning up in the upcoming "Mad Max" reboot/sequel or whatever.
Mike Fleming, however, is not correct when he describes the tale as a "scary" variation on "Jack and the Beanstalk." It's an entirely different, far less commonly told, fairy tale. As Wikipedia tells us:
Jack the Giant Killer is a British fairy tale about a plucky Cornish lad who slays a number of giants during King Arthur's reign. The tale is characterized by violence, gore, and blood-letting.
No wonder they're making a movie of it.
You can follow us on Twitter @moviebuffs and on Facebook as well.
Posted in: Action Movies, Actors, Actresses, Movie Comedies, Movie Dramas, Movies, News, Sci-Fi Movies
Tags: A Single Man, About a Boy, Akira, Alex Garland, Anne Hathaway, Bryan Singer, Captain America: The First Avenger, Christopher McQuarrie, Colin Firth, Crash, Curtis Hanson, George Clayton Johnson, Gerard Butler, Headlines, Inherent Vice, Jack and the Beanstalk, Jack the Giant Killer, James Franco, L. Ron Hubbard, Larry Ellison, Lawrence Wright, Logan's Run, Mad Max, Magnolia, Mavericks, Megan Ellison, Million Dollar Baby, Nicolas Hoult, Oracle, Oscars, Paul Haggis, Paul Thomas Anderson, Rock of Ages, Ryan Gosling, Scientology, Skins, The Master, The New Yorker, Thomas Pynchon, Tom Cruise, William F. Nolan


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BRING SELINA HOME! Pack the Courthouse!
From Snitch Book
WHAT: Wear green to the courthouse to show your support for Selina Garcia, a 17 year old high school student who has spent over half a month in adult jail, faces homelessness, is likely to lose her shot at graduating and her access to the DSS scholarship that was one of her few chances at affording college, for allegedly breaking the student code of conduct.
Write letters of Support to Selina:
Selina Marie #148902
Wake County Detention Center
3301 Hammond Rd, Raleigh, NC 27610
WHEN: Thursday, March 27th at 9:00am
WHERE: Wake County Justice Center 300 S Salisbury Street
Read more: http://empoweryouthnc.org/selina-garcia-statement-this-most-stop/


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Monday, July 21, 2008
Mount Gretna
Old shady trees, grassy slopes, a sandy beach and a cool, lovely lake. Perfection!
The bath house features a lovely big old porch with adirondack chairs. Perfect for sitting and relaxing with a good book!
Fun on a trapeze swing!
The Mount Gretna Community Building
The Jigger Shop, (Great ice cream!)
Mount Gretna Playhouse.
Look closely! There are dozens of enchanting cottages tucked everywhere amongst the trees!
Here is one such cottage.
I promise to post more Mount Gretna cottage pictures in my next post. (You will love them!)
And before I forget, here is the "BooDilly Daily Dilly"...
5 Little Plastic People!
Because this is the "BooDilly's Daily Dilly" featured item, if you decide to purchase these Little Plastic People from my BooDilly's Shop from July 21st to July 22nd, 2008, I will refund you via PayPal, 10% of your purchase price for this item, plus 10% of your shipping price for this item! All you have to do, is after your purchase, leave a message either in the comment section here or through Etsy, to let me know you saw it here! This offer is only good for the days listed, and only as long as the item is available! Check back on Wednesday for the next featured Dilly!
17 comments:
- please sir said...
Wow - looks like an amazing place - lucky you! Glad you had a great weekend!
- July 20, 2008 at 10:49 PM
awwwh I adore the swing!!!
- July 20, 2008 at 10:59 PM
- Hey Harriet said...
I can see why you'd like to live there! What a gorgeous looking spot! At least you live fairly close by. The Jigger Shop sounds right up my alley, with ice cream being my fave food! Looking forward to you sharing more photos of Mt Gretna :)
- July 21, 2008 at 4:22 AM
Mt. Gretna has a feeling of long ago era when families would go to places like that for the whole summer. Nice!
- July 21, 2008 at 6:21 AM
- SandraRee said...
Mount Gretna is a beautiful place, and a half hour from your home is not a bad drive at all! The cottages are charming! The trapeze swing sure looks like fun, did you try it? :)
- July 21, 2008 at 8:20 AM
- High Desert Diva said...
I want to live at Mt. Gretna!
- July 21, 2008 at 9:17 AM
- Ivy & Mae said...
I want to live in one of those cottages!
- July 21, 2008 at 9:35 AM
- Michelle Engel Bencsko said...
So peaceful! I love the community house. Really evokes a simpler time and culture.
- July 21, 2008 at 10:46 AM
What fun!! There are so many pretty photos! :) I hope you're having a fantastic Monday Victoria! xo!!
- July 21, 2008 at 11:41 AM
- Rosebud Collection said...
What a beautiful place to go..Looks like a happy place..little cottages in the woods..Can't wait to see the rest of the pictures.
- July 21, 2008 at 12:12 PM
- Jaimee McClellan said...
Oh, it looks so magical there in Mount Gretna! Adding it to my list of places to visit (some day) :)
- July 21, 2008 at 3:56 PM
- Rachel said...
I think I'd like to live there, too! Those little cottages are so perfect and the bath house is so old fashion-y!
- July 21, 2008 at 4:59 PM
- bunzi said...
so nice.. i wanna live there too. :D
- July 22, 2008 at 12:55 AM
- Fifi Flowers said...
That looks like a wonderful place... great to hear your weekend was great!
- July 22, 2008 at 2:06 AM
- picciolo said...
oh what a beautiful place, I would like to live there too!
: )
- July 22, 2008 at 2:43 PM
- Karen said...
I want to live there too!
So glad you are happy with your things!!!!!!!!!!!
- July 22, 2008 at 3:18 PM
- Jackie said...
I must put it on my 'places to go if I ever get across the Atlantic'!
- July 22, 2008 at 5:15 PM


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Sturgill Horn Skater Profile
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Welcome to Oracle Communities
Register and Participate in Oracle's online communities. Learn from thousands of experts, get answers to your questions and share knowledge with peers.
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Heirloom Bean, Red Russian Kale and Wheat Berry Chili
There's a recurring annoyance in my daily life, and I feel the need to publicly vent. By some strange happenstance, Avril Lavigne and I have some physical similarities. Long blonde hair, petite, obnoxiously sexy in a pair of aviator shades and grey skinny jeans...you get the picture. Almost every day, someone calls me "Avril" or I overhear someone whisper to their friend "Dude...she looks just like Avril Lavigne!". Well, let me tell you something, dude. Avril stole my style. I was rocking long blonde hair and aviator shades from Walgreens back in '97. Observe:
I know exactly how this happened. Someone from Arista Records fashion scouting team must have made a pit stop at Page's New Ages Diner in Youngstown. They spotted me at the table, passed out on my breakfast plate as my friends put french fries in my ears and thought, "Now she is cool."
Ok...let's get serious now. I admit that with most of my recipes, I always wonder "why I gotta go and make things so complicated?". I'm sorry I just couldn't resist ;) Bad puns aside, I made a little resolution to myself that I'd attempt to post some less complex recipes. Truthfully, most of the meals I cook for myself on a daily basis are simple vegetable dishes, sandwiches and especially soups. Soups are great to make in a one-woman household. They use up my "about to spoil" produce, are healthy comfort food, and freeze until ready for devouring. And as the temperature creeps down to a frigid 55 degrees in Los Angeles, soup is the perfect warm-up meal.
- 2 1/2 cups cooked fresh Mixed Heirloom Beans (I used Scarlet Runners and Cannellinis)
- 2 cups Wheat Berries, cooked
- 1 large bunch Red Russian Kale, roughly chopped
- 1 large Onion, chopped
- 1 Yellow Bell Pepper, seeded and chopped
- 2 14 oz cans Diced Tomatoes
- 6 cloves Garlic, minced
- 2 1/2 TBSP Olive Oil
- 2 tsp Chili Powder
- Pinch of Jamaican Allspice
- 1 1/2 tsp Ground Cumin
- 2 cups No Chicken or Vegetable Broth
- 2 tsp Blue Agave Nectar (or Light Brown Sugar)
- Juice of 1 Lime
- 1 Avocado, diced
- 1/2 cup Fresh Cilantro Leaves, chopped
- Salt and Pepper, to taste
Add Kale and Cooked Wheat Berries to the pot, and allow the Kale to wilt and the Wheat Berries to heat through...about 5-7 minutes. Remove from heat, add in Lime Juice and taste for Salt and Pepper. Serve garnished with diced Avocado and Cilantro.


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Getty Images
Earlier this year, a judge surprisingly gave serious consideration to incarcerated Hall of Famer O.J. Simpson's effort to obtain a new trial on the charges that landed him in a Nevada prison.
Not surprisingly, a judge ultimately denied the request.
According to the Associated Press, Judge Linda Marie Bell rejected the motion on Tuesday. Simpson's current lawyers argued that his original lawyers botched the trial.
The ruling comes after five days of testimony in May 2013, featuring 15 total witnesses.
Found guilty of kidnapping, armed robbery, and other charges in 2008, Simpson will still spend at least four more years in prison.


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Metric & Calibre are a pair of typefaces that share a fundamental geometry yet differ in the finish of key letterforms. Metric is a geometric humanist, sired by West Berlin street signs. Calibre is a geometric neo-grotesque, inspired by the rationality of Aldo Novarese's seldom seen Recta. They were conceived as a pair but function independently of each other.
The development of Metric & Calibre is based upon two ideas—1: "engineered geometry" and its application to street signage, 2: alternate letterforms in typefaces.
1. Engineered Geometry
According to the Vox classification:
Geometric typefaces are sans serif faces constructed from simple geometric shapes, circles and/or rectangles. The same curves and lines are often repeated throughout the letters, resulting in minimal differentiation between letters.
Geometry implies a certain amount of rationality and rigidity, two things that are difficult to reconcile with letterforms. Early attempts like Bayer's Universal Alphabet are fascinating, but ultimately flawed as usable, working typefaces. One of the most successful in this genre is the seminal Futura designed by Paul Renner in the early 20th century. It is a triumph of rationalism and control over the arbitrary shapes of letterforms.
Typeface designers apply geometry differently than engineers—trained in the subtleties of letterform construction, sensitive to positive and negative space and optical correction. Engineers are unfettered by such matters. To them, a circle is a circle and a capital O can be adequately drawn as such. Stroke weights are uniform and overshoots are irrelevant.
Street signs are a common place to find 'engineered' typefaces, and have provided much inspiration to typeface designers. The best-known are FF DIN by Albert Jan-Pool and Interstate by Tobias Frere-Jones. FF DIN is inspired by the letterforms in the Deutsches Institut für Normung 1451 specification, and Interstate by the Federal Highway Administration (FHWA) Standard Alphabets For Traffic Control Devices. The enduring popularity of these classics is testament to the appeal of 'crude' letterforms to designers, proof that typefaces can successfully originate from outside the canon of book-centric history.
Street sign guidelines are effectively mini-corporate identity manuals. They contain (very strict) rules for typefaces, colours and layout. They appear to be designed by, and for, engineers—measured and described exhaustively, leaving no room for error. The resulting typefaces are suitably rigid, crude in their construction but charming in spite of it.
I first saw the West Berlin Signs in 2010. In stark contrast to street signs I was accustomed to, the letterforms struck me with their elegance and clarity.
The geometry intrigued me, allowing the letters to stretch and condense to accommodate various lengths of street names. The o looked like a perfect oval, b d p q felt like a practical joining of the o and a stroke, t is a simple cross, ß is beautifully sharp and the stroke weight is ideal, functionally monoline. However, I was most intrigued by the a. Using an oval for the bowl is a delicate solution, harmonising with the rest of the letters and contrasting nicely with its vertical terminal.
It became apparent that there was no 'correct' form of constructing the letterforms, they had seemingly been interpreted from a sort of master template. Unlike Futura, there is consistency to the severe vertical terminal cuts, and the geometry is present but subtle. It is thought that the template is based on Erbar, but according to Verena Gerlach's research the templates were lost after the Berlin wall came down. (Verena has co-created a rather faithful family of typefaces based on the Berlin signs.)
Update: After speaking about these street signs at TYPO Berlin in May 2011 I was approached by Andreas Frohloff. In the mid-90's he designed a digital version of the street sign typeface which is slowly replacing the old. He has a photocopy of the original template, shown above.
Metric is an attempt to temper the geometric tendencies of the engineer by the hand of the typeface designer. The letterforms in Metric & Calibre are, of course, optically corrected. I've tried to keep it as subtle as possible, I wanted letterforms that felt monoline, rational and unpretentious. Like the street sign letterforms that informed the development but without the shortcomings inherent to strict geometry.
The release of Helvetica and Univers spurred many type foundries into action. All of a sudden everyone had to have their own neo-grotesque—Berthold even revisited Akzidenz Grotesk and released AG Buch. The now-defunct Nebiolo foundry released Recta in the late '50s, designed by a team lead by Aldo Novarese. Like Novarese's Microgramma & Forma, Recta seems to be an attempt to rationalise the genre. Unfortunately it's marred by over optical correction and awkward branching—neither smooth nor sharp. However, Recta's rationalisation of the neo-grotesque genre appealed to me and was a logical starting point for Calibre.
2. Alternate Letterforms in Typefaces
Many typefaces are released with alternate letterforms. It's not a new idea by any means, and these days it seems almost compulsory to include several. Stylistic alternates are the most common, typically a g y 'schoolbook' glyphs. Alternates can dramatically change the tone and flavour of a typeface, not only in a single word but also across a block of text. It's common practice for typeface designers to test several alternate letterforms during the development process. Like a good editor weeding out weak sentences, most alternates are eliminated to create a stronger overall typeface.
The unorthodox alternates of Futura are well known and documented. What I find interesting are the lesser known, more 'humanist' versions. Above is an example of Futura with recreated 'humanist' alternates. It demonstrates how a few small changes can create a striking difference to the tone of the typeface and what we understand to be 'Futura'. It steps out of one genre and into another—changing from a strict geometric typeface to a warmer, more humanist one.
Several stylistic factors are usually at play within serif typefaces: terminals, stroke variation, stress and the shape of the serifs themselves. There are many serif typefaces with alternate letterforms, but they're typically 'schoolbook' and have to remain firmly within the established genre. A core set of Garalde letterforms with Modern alternates would likely be a terrible idea.
Unlike serifs, many letterforms in a sanserif are 'pan-genre'. It is due to the shapes of a few key letterforms to establish the specific genre of the sanserif. During the development of National in 2006 I created grotesque, neo-grotesque and humanist alternates—attempting to give three different textures to the overall flavour. It was an interesting, but ultimately failed experiment—the core letterforms of National were too idiosyncratic to work with a variety of alternate genre-glyphs. The concept stayed with me and now manifests in Metric & Calibre.
Ironically, I find that typographic alternates often remain unused. To this end, Metric & Calibre are fully independent OpenType font families. Though they are linked in lineage, it was more pratical that they become two different typefaces.
Metric was the first of the two typefaces. Born of geometry and rationality it functions competently on its own. It shares many things with Calibre: it's underlying geometry, several core letterforms and the range of weights and styles.
Calibre takes these things and adds letterforms from a separate genre, defined by such classics as Recta.
Metric & Calibre are fully independent typeface families, starting from a similar line but finishing in very different places. They are therefore sold separately, but generously discounted if licensed together.
Version History
V1.0—Initial release version; 2011.05


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kaishan Hand made hand knotted silk carpet
We stand behind the quality of everything we sell. Your satisfaction with our products is of the utmost importance to us. We make every effort to select and sell products constructed of the highest-grade materials built by highly skilled people to exacting standards.
If there is a problem with your order, contact Us or our Customer Service team at +91 80 41571894 within three (3) days of receipt. You may also contact us via e-mail at firstname.lastname@example.com. If you receive a damaged, defective, or incorrect item, we will work with you to make things right.
If you change your mind about an item, your refund will be reduced by a restocking charge equal to 10% of the purchase price and you will be responsible for outbound and return shipping and delivery. Returns must be received in original condition within 30 days. Credit card orders will receive refunds After Deducting Bank Commission,service Charges and The Vat as per the Government orders in the form of a credit back to the original method of payment. Check and cash payments will be returned via a refimd check or Design Within Reach Merchandise Credit.
Standard Shipping, Room of Choice, and White Glove Delivery Service and Credit Card Commission or Service charges are not refundable. We do not accept any returns or exchanges on custom and special order furniture, Carpet or Handicraft items. We encourage you to thoroughly examine all items upon receipt.


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Penn State Board of Trustees approves on-campus gas pipeline route
Penn State Board of Trustees approves on-campus gas pipeline route
LEMONT FURNACE, Pa. – Over the last four weeks, Columbia Gas and Penn State have been preparing a cost estimate for an on-campus route for the natural gas pipeline to serve the University Park's West Campus Steam Plant. On Friday (July 12), Penn State's Board of Trustees approved a $9.6 million increase in the project's budget to accommodate the new costs associated with this alternative to the original proposed route through State College borough.
"The ultimate benefits to the University and the community will be cleaner air and a commitment to a more sustainable future," said Ford Stryker, associate vice president for the Office of Physical Plant. "The transition to natural gas in the immediate term will be accompanied in coming years by increasing our use of renewable energy sources and limiting our energy consumption."
The University has studied and discussed multiple options for meeting its sustainability goals while addressing the age and capacity of its campus steam plants and complying with Environmental Protection Agency Clean Air Act emissions regulations that will take effect in January 2016. After considering all variables, the most viable solution to continue to heat the campus is a conversion of the West Campus coal-fired steam plant to burn natural gas. The move will reduce the plant's greenhouse gas emissions by 37 percent.
The University plans to replace three coal-fired boilers with two, new high-capacity gas-fired boilers. The new boilers will be installed one at a time, with the first needing to be on line by the winter of 2014/15 to heat the University Park campus. This means a new gas line to the West Campus Steam Plant must be operational by Dec. 1, 2014.
The West Campus Steam Plant conversion from coal to gas was approved by Penn State's Board of Trustees this past November, and authority was granted to award contracts, including a 30-year service agreement with Columbia Gas of Pennsylvania. A complementary project to replace the 75- and 66-year-old turbines in the West Campus Steam Plant was also approved.
In March, Columbia submitted information to State College borough with plans to begin work in April on the original route they identified in consultation with borough officials and PennDOT that would run through State College.
At an April 1 State College Borough Council meeting, residents expressed a number of concerns with routing the line through a residential neighborhood. As a result of those concerns, the borough council passed a resolution that opposed the route of the pipeline and instructed staff to not approve Columbia's application for a permit.
At Penn State's request, Columbia in April began a reconsideration of on-campus routes that had previously been reviewed. Columbia confirmed the routes were still not practical, and two new routes were explored. On June 10, Columbia identified a northern on-campus route that appeared to be a viable alternative to the borough route. Between then and now Columbia, Penn State and their service providers have been working to determine the pricing and construction schedule for this route and the cost impact.
The route (see map and slideshow) will begin near the bottom of Porter Road at Columbia's existing regulation station. From there, the route will parallel Porter Road, along the edge of the swine pasture. The route will turn west onto Hastings Road for a short distance and then continue to University Drive. At University Drive, the route will turn north to follow the bike path.
After boring under Curtin Road near the Bryce Jordan Center, the route will turn west, and another bore will be used to cross University Drive near the Intramural Building. The route will then turn to parallel University Drive toward Park Avenue. The route will turn west and run through a parking lot before boring under Park Avenue. From here, the route will run parallel to Park Avenue while passing in front of the Law School and through the front of the Arboretum. The route will then re-cross Park Avenue and head south on Shortlidge Road.
Turning west onto Curtin Road, the route will pass by the Palmer Museum of Art and Pattee Library on its way to Recreation Hall, where the route will turn south onto Burrowes Road. The route will leave Burrowes Road because of congestion with existing utilities and will run under the sidewalk on the west side of the street. Three large elms will be removed to make room for the installation. Smaller trees will be temporarily relocated and replanted.
Just before the Pollock Road intersection, the route will turn west onto a service road that serves Noll Lab. After a short distance, the route will turn south and bore under the bottom of the IST Building ramp. After passing through the park on the corner of Burrowes and Pollock road, the gas line will terminate in a meter and regulation station near Walker Building. From here, Columbia will install a six-inch line to an existing Columbia line near IST to serve other customers in the surrounding area. Also from the meter and regulation station near Walker Building, Penn State will run new service into the West Campus Steam Plant.
Construction work is scheduled to begin in October on sections of the line that can be installed while classes are in session and also areas that will not adversely impact activities around football games. Following football season, subsequent sections will be installed as weather permits. After commencement in May 2014, work will begin between Park Avenue and the West Campus Steam Plant to be completed in time for student return in August.
Installing the route on campus adds approximately $9.6 million to the cost. There are three components of this cost increase: 1) the on-campus pipeline itself will cost about $7.4 million more; 2) delays and changes to the West Campus Steam Plant conversion project will add $1.6 million for a total of $9 million; 3) these same delays to the turbine generator inside the West Campus Steam Plant amount to $600,000.
A number of factors contribute to the added costs. Most significantly, the construction that was to begin in early April will now start in October. The completion date has not changed, so the contractors will have to accelerate their work. Further, the reduced construction window and the constraints of working on campus will result in a fragmented construction sequence and a compressed schedule.
The route is also 1,000 feet longer, there are twice as many utility crossings and borings, and additional surface restoration work will be required. University officials further anticipate that the cost of some of the materials and equipment needed for the pipeline and power plant will be higher than originally bid due to the delay.
In addition to the actual construction costs, both Penn State and Columbia spent significant amounts on re-evaluating alternative energy sources to heat the campus and in re-examining previously dismissed on-campus routes. Funding for the cost increases will come from a combination of balance sheet reserves and an internal loan paid for by utility rates charged to auxiliary enterprises.
"Fortunately, the ultimate benefits to the University and the community will be cleaner air and a commitment to a more sustainable future," said Ford Stryker, associate vice president for the Office of Physical Plant. "The transition to natural gas in the immediate term will be accompanied in coming years by increasing our use of renewable energy sources and limiting our energy consumption." Penn State has succeeded in reducing its emissions of greenhouse gases by nearly 18 percent since 2006 and has a plan for an overall reduction of 35 percent over the next five years. For details on the plan, go to www.ghg.psu.edu.
The University will be hosting an informational meeting on its energy future on Wednesday, September 4, from 6:30 PM to 8:30 PM in the HUB Auditorium on campus. The meeting will refresh the community on the University's existing efficiency efforts and successes as well as its long-term energy planning. For more information on the University's sustainability initiatives and activities, visit www.sustainability.psu.edu.


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Harper to travel to DC to meet with team doctor
MIAMI -- Nationals left fielder Bryce Harper will fly to Washington D.C. on Sunday to visit team physician, Dr. Wiemi Douoguih, about the soreness in his left hip.
Nationals manager Davey Johnson hopes that after the visit the 20-year-old can meet the team in New York for its four-game series against the Mets.
"He aggravated [it] hitting, swinging," Johnson said following Washington's 9-2 win over the Marlins Saturday night. "He comes and hits early, then he hits in BP -- hit a great BP -- and then he goes back and hits more. I think he's got some inflammation in that hip."
Harper, who has been battling the injury and receiving treatment for it since Monday, was pulled from the lineup 10 minutes before the game when Johnson was told Harper was on the ground in the cage following a swing.
The reason for the injury remains unknown. Harper missed more than a month of the season when he banged his left knee into a wall.
Asked whether it could be an injury that ends Harper's season, Johnson said he didn't know. The second-year player is batting .273 with 19 home runs and 49 RBIs.
"It's something we need to aggressively attack," Johnson said. "I don't know. We've been kind of treating it as a slight hip strain, but obviously this is something more serious than that. We need to fix it and he needs to finish the year strong."
Harper got two days' rest on Wednesday for the series finale against the Phillies and on Thursday's off-day.
In his return to the lineup on Friday, Harper went 0-for-2 with a walk. Harper had said to Johnson before Friday's opener in Miami that he was not 100 percent, but that he still wanted to play.
"I was a little upset that he keeps swinging, you know?" Johnson said. "Instead of just resting it and going out there playing. But he's still young and exuberant and has his own routine. Hopefully it gets fixed and [he'll] be fine in NY."


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Going private may mean going fabless
Keywords:Analog Devices? ADI? fabless? fab? Gerald Fishman?
Analog Devices Inc. (ADI) CEO Gerald Fishman has seen a lot in his 35-year run in the semiconductor business. The sudden influx of private-equity money doesn't stop him in his tracks. But he believes the trend toward taking large semiconductor companies private almost surely will push any that are still holding onto fabs to go fabless. That's because the cost of building digital fabs today is prohibitive.
"When you start looking at $3 billion to $4 billion to put up a fab, and you look at the companies who can put up the scale in the U.S. to be able to absorb that kind of investment—it's a very short list," Fishman said. As more fabbed chip companies go private, the pressure to reduce costs and leverage a world-class foundry infrastructure will mount, he added.
In an interview in September, Fishman withheld judgment on whether private equity is good or bad for the industry. "Historically, technology has not been a great private-equity investment. But for the overall industry, the growth rate has slowed. And the cash generation of companies is tremendous," he said. ADI has roughly $2 billion in cash on hand.
Fishman declined to say whether ADI has been approached about going private. The Massachusetts-based, company, whose stock is trading at around $30 a share, is considered a target for a private-equity buyout.
While going private has its benefits in managing a company, it's not a panacea, he acknowledged. "Your boss changes," Fishman said, from public stockholders to "private-equity guys. It's easier in that you're out of the Wall Street spotlight. On the other hand, you have a pile of debt you have to pay back every month. You never control your own destiny."
- Brian Fuller
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Building Linux Clusters
Author: David H. M. Spector
Publisher: O'Reilly & Associates
URL: http://www.ora.com/
Price: $44.95 US
Reviewer: Glen Otero
Ever since I started using Linux two years ago, I've wanted to build a cluster. During the early days of Linux self-instruction, I scoured the Internet for clustering information, looking forward to the day that I would be able to run a parallel computer in my own home. Everything I read on the subject made it sound like clustering with Linux was straightforward, almost simple. But it was slow going for a newbie, and I didn't get very far. Clustering information was dispersed all over the Internet, and I couldn't make a cohesive whole out of it. I was elated when Sterling, Salmon, Becker and Savarese published How to Build a Beowulf. I figured I was set. I bought five computers with AMD 400MHz K6s in anticipation of my homemade supercomputer. Alas, the book was very informative but lacked the one thing I had trouble finding everywhere else: the software for the cluster installation. I was stuck.
The moment I discovered that O'Reilly was going to publish Building Linux Clusters I ordered the book. The advertisement claimed that the book would contain the software to build a cluster. I was saved. But I had months to wait for its arrival, so I planned and schemed about the really cool things I would do with my cluster, and I don't mean just crunching DES keys.
I was at the O'Reilly Open Source Software conference in Monterey, California, July 2000, when I discovered that O'Reilly was going to ship the title to the meeting. Two days later, I had what I hoped was the Beowulf grail in my greedy little hands, with a 20% off promotional discount to boot. In Monterey, separated from the boxes I wanted to turn into a cluster, I jammed through the 280 odd pages of Building Linux Clusters in under 24 hours. It had everything I, or anyone else, would ever need. I was ecstatic.
The material covered in the first four chapters is well written and designed to ease newbies into the waters. Topics covered include: the history of parallel computing, concepts of networks and parallelism, parallel programming systems and libraries, cluster types, cluster design, construction and assembly considerations, and hardware. Expectant cluster builders, like myself, will be familiar with most of the introductory material but may glean some useful bits on advanced topics such as meshes, hypercubes and symmetric multiprocessing (SMP). The author's recommendations for entry-level, mid-level and advanced-level cluster configurations will seem unrealistic to most Linux users. I felt that the hardware I had assembled for my cluster was pretty extravagant for a hobbyist to be experimenting with. However, my hardware didn't measure up to the seven 450MHz Pentium processors suggested for the entry-level cluster. At least I had that configuration beat on Ethernet bandwidth and memory. The author is aware of the low to no-budget, roll-your-own approach taken with most Beowulf clusters in the past, but he clearly stated his intention was to cover the construction of "serious" systems. Of course, the "seriousness" of a cluster is clearly relative, and the author's recommendations should be regarded as guidelines, not rules. However, if you do install the clustering software in this book, you will need about 1G of hard drive space per node, as the software requires about 946M of disk space.
The last three chapters contain excellent information and resources on parallel programming development environments, tools, libraries and applications. Common tools like GNU Emacs, GCC, G77, the Fortran compiler and GDB (the GNU debugger) are included on the CD. Two sets of parallel programming tools, PADE (Parallel Applications Development Environment) and XPVM are also found there. These packages are incredibly helpful GUI tools that allow users to create and modify parallel virtual machines (PVMs) on their cluster. The Local Area Multicomputer (LAM) package is also included. LAM helps users execute programs that utilize the message passing interface (MPI) libraries (also included) by lending a hand in creating a processing environment for MPI-based programs. All of these packages come with on-line documentation as well. Several parallel programming libraries like SMARTS (Shared Memory Asynchronous Run time System), SILOON (Scripting Interface Languages for Object-Oriented Numerics), PAWS (Parallel Application WorkSpace), POOMA (Parallel Object-Oriented Methods and Applications), as well as the math libraries PETSc, PLAPACK and ScaLAPACK, are included on the CD. Several debugging and performance tools such as TAU (Tuning and Analysis Utilities), PCL (Performance Counter Library) and PDT (Program Database Toolkit) are also included. For those hard-chargers that want to move beyond the typical Beowulf and build more tightly integrated systems, two sets of kernel patches, BPROC (Beowulf-distributed process space) and MOSIX, are included on the CD.
As if that weren't enough, the CD includes two applications, mp3pvm and PVMPOV, to test your cluster with.
Clearly, the CD is loaded with copious and formidable tools to build and run parallel programs. The coverage of the topics found in the seven chapters I've summarized above is extensive. I consider this book serious reference material for the beginner as well as the advanced clustering enthusiast. That said, let's talk about why I can never recommend this book to anyone.
The editing and proofreading done on this book was nearly nonexistent. Eight of the first eleven figures in the book were either missing or out of order. The number of spelling and grammatical mistakes is unacceptable. We've all come to expect more from O'Reilly, and this sloppy offering came as a shock. Through lack of editing, enough stumbling blocks are encountered to quickly befuddle the Linux beginner. Those familiar with Linux and the introductory material can probably get by with a few assumptions and guesses as to what the author meant. I did just that and moved to the installation phase.
In a nutshell, the author's methodology for building a Linux cluster involves the Kickstart installation method developed by Red Hat, DHCP and installation of Linux over a network. The software is provided to create two types of boot floppies. One floppy is created for a master node. The master node boot floppy is used to perform a CD installation of Red Hat Linux 6.2 on the master node. Once the master node is up and running, it is configured to act as a DHCP server for the rest of the nodes in the cluster. The commands to enter the information the master node requires to serve DHCP requests for IP addresses is clearly noted. Once the master node is ready, the second type of boot floppy created is used to perform automated Kickstart installations of Linux onto the remaining nodes from the master node CD over the network. In theory, it's simple and straightforward. So much so that the author mentions he was able to complete software installations on several clusters in about 20 minutes. Just the kind of software solution I needed.
There are so many mistakes, including errors in the commands to create the boot floppies, configure the DHCP server and perform the installation, that my software installation took eight hours. The very first command line I needed to enter in order to create the first installation boot disk was incorrect. It was to be one of many such obstacles. Scripts were also frequently mislabeled and often were not where they were supposed to be. The disparity between what is written and what is on the CD is appalling.
After hours and hours of making assumptions, cruising the file system, editing the boot disk software and a little black magic, I completed the installation. Now, I just had the simple task of initializing the cluster database using the cluster management software provided, and I would be able to run the parallel applications provided. You would think that I had endured the worst of it. But it's always darkest before dawn.
The cluster management software (another feature I was thrilled to see) included on the CD simply doesn't work. Essentially a bunch of Perl scripts, it was designed to work through both a web browser interface and at the command line. However, several links are missing on the cluster management package home page, making the browser interface moot. I possess a decent amount of Apache knowledge, but I couldn't make things work. Maybe I don't know enough Perl. In any event, when I tried to skirt the browser interface and populate the cluster database manually with the provided script, I was greeted with what I consider the death knell of this project. Running the script returned the message: This command will be provided in an updated Cluster Management Package. What? Not only was the software not working, it was incomplete. Things accelerated steeply downhill from there.
Refusing to give up, I tried adding nodes to my "cluster" (the single master node) by setting up a PVM using XPVM, no luck. I tried adding nodes manually at the pvm> command line prompt, no luck. My experience up to that point suggested that nothing was going to work without a struggle. So I reluctantly quit before giving the LAM package a try.
Apparently, I'm not alone in my suffering and disappointment. While writing this article, eight of the nine reader reviews posted at oreilly.com conveyed sentiments similar to my own. Other readers have submitted error reports that cover in greater detail what I've mentioned here. To O'Reilly's credit, they are posting confirmed errata on their website. It's quite the uphill battle for them in this case.
I'm dumbfounded at how this work made it out of any publishing house, let alone O'Reilly's. To avoid this kind of debacle in the future, let me go on the record as stating that I will personally review any upcoming revisions/editions of Building Linux Clusters and test the software within, for free.
Building Linux Clusters should be considered a beta release. Much work needs to be done on the next version before I will be able to recommend it to anyone. Technically, I am ahead of where I was with my cluster before I got the book. But it sure doesn't feel like it.


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Tech Heads bring you every week or so the head of one of the hidden masters of snowboarding, wether it's a designer, creative director, developers, product boss or R&D geek. This time we go to see our friends at Da Kine to have a little chat with Bruce Barbour and Mike Madlener, respectively outerwear project leader and US marketing manager. Those two are behind the birth of Da Kine outerwear last year, and carry already a pretty strong team of riders: to just name those on the outerwear program: Elias Elhardt, Shayne Pospisil, Jason Robinson, Forrest Burki, Kelly Underwood, Kasia Rusin and Sami Luhtanen. It was then time to present a first picture after about twelve months of activity in the outerwear world.
Can you present the whole Da Kine outerwear department and how does it work between the US and Europe?
The Da Kine Technical Outerwear program is based in Irvine California. We have a strong team of designers and developers working on this project. We collaborate closely with our offices in Hossegor and Hood River for input and ideas. We really value the feedback and the constant communication keeps the project Global and not just relevant in one region.
What would be a timeline of your regular day?
We arrive at the office at 4:00 am and work like crazy until midnight and never have breaks and don't eat…just kidding! We get to the office and work on our projects and review and communicate like any other Da Kine division. We make sure we're in touch with our two head offices and spend time speaking with the sales departments, team managers and athletes. The athletes have been very helpful developing the technical features of the garments as well as the aesthetics…they are all business when it comes to function!
How would you define Da Kine in term of image and products?
We're a technical company dedicated to our sports and our athletes. We are all about innovation, function and performance. That's the thread that runs through every product we make. We're all dedicated to it because we're all users of our own products and we all love our sports. We eat, sleep, and dream how to make better product and it's very satisfying when we're able to bring something new and improved to the market…but only for a minute because then we begin thinking of the next improvement we could make!
The first outerwear line was technical and functional, and at the same time very simple design wise, which was obviously a statement in approaching the outerwear business. Can you explain this choice?
We listen to our athletes and we know that simple styling can very often be the most practical and functional when combined with technical features and hi-performance fabrics. A simple concept but one that really works and is often overlooked.
Is it the same approach working on bags and gloves, rather than outerwear?
I would say so. As a Company we're dedicated to function over trend and product that works takes on a fashion statement of it's own, so I guess that would be our style.
What kind of feedback did you have both from team riders and customers?
The line is being very well received and that has been exciting for us and inspires us to work even harder to maintain our own high standard of Technical Outerwear.
Can you tell us a few hints about what's cooking for the next line of products?
The next line you see from us will continue to build on rider feedback adding in some layering pieces designed to integrate with the outerwear shells. We're also launching a new "Contour" fit for both jackets and pants that is a more streamlined version of our "Standard" fit.
Check the latest edit of Sami Luhtanen rocking the Da Kine outerwear:
And check the previous Tech Heads right here.