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Monday, February 20, 2012
petite French farmhouse dishcloth pattern no.1
26 comments:
Those are so wonderful-- I guess these could be crocheted too!ReplyDelete
I've made a few dishcloths...and I even made a few with wide strips. I like the narrow stark contrast of the red...it looks so 'farmhouse-ISH'
I have been practicing learning to knit and tat...the knitting seams a little easier. I must say, I still don't know the difference in a 'knit' and a 'purl'... I must go find these things out!
you have a gift for making simple knits quite elegant. Thanks for sharing.ReplyDeleteReplies
Thanks Kate!...DebDelete
Deb, this is why I think your blog is one of the best. Your creativity and willingness to share that with your readers is remarkable. I've put a link to your blog in my book - it's for the now famous waffle weave pattern. I'll be trying this one too. It's beautiful. Thank you.ReplyDeleteReplies
Rhonda, thank you--your kind words mean a lot. And, I'm sure that the waffle weave pattern is popular in no small part due to you mentioning it on your blog.Delete
Congratulations on the new book--I've just seen the cover, which is beautiful, and hope to get my hands on a copy if it comes to the States...Deb
Thank you so much for this new pattern.........beautiful as usual! You are such a "sweet sharer"! I will have a bag ready with my knitting supplies~ smile~ReplyDelete
Hugs from my farm,
Love the colors :)ReplyDelete
I really like this pattern, it's so simple and pretty. Ok, I asked you about your Book planner a while ago, now what is the book you made for your project notes? Is it just a covered journal?
I agree with the above comments. You are very creative and talented, and willing to share. God has blessed you!
Kim, it is just a covered journal--original post about it here: http://homespunliving.blogspot.com/2006/11/henhousekeeping-walk-book-cover.htmlDelete
I will try this tonight! And why is it called pattern no. 1? Is there a pattern no. 2??ReplyDeleteReplies
Just a variation--if I can get it typed up :)Delete
So lovely! I am due for a few new dish cloths, thanks for the pattern!ReplyDelete
I love this dishcloth pattern and want to thank you for posting it.ReplyDelete
I'm wondering if I'm knitting it correctly or not and was hoping you might be able to help me if I can explain myself correctly.
When I knit Row 20, which is the stripe color, then I knit Row 21 (main color)I had to cut the yarn (of the main color) because when I'm finished with the stripe row the main color is at the other end of the dishcloth. That probably doesn't make sense to you but is that correct or am I doing something wrong?
Thank you,
Debbie, it would be easier if I were actually knitting the dishcloth and explaining it at the same time, but I will give it a go here and hope I can help. If you have more than one ball of the main color, you could carry your yarn from row 19 to the start of row 24--that would mean using a separate piece of the main color to knit rows 21 & 22. When you finish row 20 with the red, it can be carried along the edge to be used on row 23. I hope this makes sense...let me know how it works out for you. Thanks, DebDelete
Always looking for new dishcloth patterns.ReplyDelete
thank you thank you thank you for sharing. I just finished the Edge-stripe dishtowel this morning and intend to do this next!. It is so cute.ReplyDelete
Thank you for taking time to leave a comment--I love reading each and every one! I will try to answer any questions you have in the comment section. Due to the amount of spam, I am sadly no longer able to accept Anonymous comments....Kindly, Deb


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- Your selections:
Database Results for Your Selections
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Feminae: Medieval Women and Gender Index
Feminae: Medieval Women and Gender Index covers journal articles, book reviews, and essays in books about women, sexuality, and gender during the Middle Ages. Because of the explosion of research in Women's Studies during the past two decades, scholars and students interested in women during the Middle Ages find an ever-growing flood of publications.Expand
Identifying relevant works in this mass of material is further complicated by the interdisciplinary nature of much of the scholarship. In order to help researchers find current articles and essays quickly and easily, librarians and scholars began compiling the Feminae: Medieval Women and Gender Index in July 1996.
Subjects: Classics, History Early Modern 1450-1800, History Middle Ages 400-1450, History World, LGBT Studies, Womens and Gender Studies

subset: commoncrawl


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Home Again.
On Friday the 13th of October 2006 I returned safely to the Twin Cities. I hope to post some last photos, a couple of audio tracks and to write a final entry or two wrapping up my Peace Corps experience in Kyrgyzstan. But for now, I am going to order a pizza and watch Sunday NFL football.
signing off,
signing off,


text:
Speaking in Tech: VMware is building the Death Star
The Empire strikes back
The "Stack Wars" are on and VMware is adding the final touches to its ultimate weapon ... Your hosts Greg Knieriemen, Ed Saipetch and Sarah Vela chat to special guest Dave Graham of Juniper Networks this week and discuss VMware's latest moves, Cisco's reactions, Google's Nexus 7 and more in the latest edition of our enterprise tech cast.
VMware doesn't clarify CloudFoundry spinoff rumours
- Potential spinoff could come with risks
EMC and VMware in big executive shuffle
- Gelsinger takes over at VMware and the cross-pollination of VMware and EMC
- Are incremental enhancements in vSphere going to be enough?
VMware buys Nicira
- Cisco can't be happy
- Does Cisco make its own acquisitions now?
- Open standards based vs proprietary standards
- Software defined networking (SDN) will come to the enterprise
- Cisco and HP could be making moves
- Dell is leapfrogging through acquisitions quickly
- VMware's pricing strategy might undermine its vision
Quick review of the Google Nexus 7
- Google Now is absolutely awesome
- Nexus 7 is not behaving well right now
Listen with the Reg player below, or download here.
Podcast Subscriber Links
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The Lennie Chism Show will be knocking the chill off tonight.. Minnesota's own Ray Covington joins the airwaves live in studio, showcasing his talents http://www.reverbnation.com/raycovington
Sherisah Ngo talks with The Lennie Chism Show about the latest Nielson Black shopper predictions "Savior of the 2014" holiday season.
The Black consumer according to the Nielsen report will drive holiday retail.
Taking it to the STREETS, RONDO DAYS REMOTE BROADCAST
July 20th, 9AM-1:30 PM (Mostly Jazz, Rhythm and Grooves, & Collective Eye)
Doug Daggett is the Republican endorsed candidate for Congress in Minnesota's Fifth Congressional District, which includes Minneapolis, Richfield, St.
MINTHEAD ALERT!!! – We are proud to announce that Mint Condition will be featured on TV One's "Unsung", next Wednesday, March 13th at 9 PM (EST). We are extremely excited about the episode, and hope you will all enjoy the REAL story of our journey as a band, and as brothers. New Single, Believe In Us http://www.youtube.com/watch?v=BF0pNGx58Uw
Bobby Z and the American Heart Association present… The 2nd Annual Benefit 2 Celebrate Life! a celebrity-filled concert featuring Questlove, Andre Cymone, Dez Dickerson, Dr. Fink, Alexander O'Neil, Stokley of Mint Condition, and more surprise celebrity artists. March 9, 2013 at First Avenue in Minneapolis
Tune In 2-NITE, MINT Condition – Music @ The SPEED of Life, Your Chance to WIN Autographed CD Details, The Lennie Chism SHOW, TLCS, 2am-6am
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Dreaming in Byzantium and Beyond
Date published:July 2014
This book – the first collection of studies on Byzantine dreams to be published – aims to demonstrate the importance of closely examining dreams in Byzantium in their wider historical and cultural, as well as narrative, context. The remarkable number of dream narratives in Byzantine hagiography, historiography, rhetoric, epistolography, and romance attests to the cardinal function of dreams as vehicles of meaning in politics, religion and literature. The essays provide a broad variety of perspectives, exploring gender, eroticism, Greco-Roman and Islamic influences, psychoanalysis and anthropology.


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OK, that's obviously an old-ass image based on the logo. Game probably released sometime between 1998 and 2000. I'll see what I can find.Edit: This is apparently artwork from FFIX. I can't find it anywhere on our server, though. But that's unsurprising, considering it's potentially 10+ years old.


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GlendaleArizona.net Is Available To Purchase
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AFP (3H8) Mouse mAb (Alexa Fluor® 594 Conjugate) recognizes endogenous levels of total AFP protein.
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Gerald PerryBoston Red Sox
Team Official | Ht: | Wt:
|Red Sox | Minor league coaching and staffing hires announced
Sat, 21 Jan 2012 12:14:59 -0800
The Boston Red Sox have named Gerald Perry hitting coach for Triple-A Pawtucket, Brandon Henry athletic trainer for Double-A Portland, Carlos Febles manager, Darren Fenster hitting coach and Mauricio Elizondo athletic trainer for Class A Greenville, Bruce Crabbe manager and Nelson Paulino hitting coach for Class A Lowell, Billy McMillon manager, Rich Gedman hitting coach and David Herrera athletic trainer for Class A Salem and Noah Hall coach for the GCL Red Sox.
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|| Source: USAToday.com
|Athletics | Three coaches will not return next season
Sat, 01 Oct 2011 11:00:46 -0700
The Oakland Athletics have decided not to renew the contracts of bench coach Joel Skinner, pitching coach Ron Romanick and hitting coach Gerald Perry. Bullpen coach Rick Rodriguez will be under consideration for the same position next year.
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|| Source: MLB.com - Cash Kruth
|Athletics | Joel Skinner, Gerald Perry hired
Wed, 20 Oct 2010 19:19:41 -0700
The Oakland Athletics hired Joel Skinner as their new bench coach and Gerald Perry as their new hitting coach Wednesday, Oct. 20, according to The Associated Press. Skinner replaces Tye Waller, who will now serve as the first base coach. Waller replaces Todd Steverson. Previous hitting coach Jim Skaalen's contract was not renewed. Pitching coach Curt Young, third base coach Mike Gallego and bullpen coach Ron Romanick will all return.
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|Red Sox | Perry hired
Tue, 01 Dec 2009 06:04:52 -0800
USAToday.com reports the Boston Red Sox hired Gerald Perry for their Triple-A Pawtucket hitting coach position.
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Villager photos by Jefferson Siegel
Poet Robert Lowell, left, and Eugene McCarthy in New York City, April 30, 1968.
Falling for Gene McCarthy on the 68 campaign trail
By Jerry Tallmer
He was a very nice kid, clean for Gene, and he had just finished telling me: If this doesnt work, Im going to go off and join the crazies the blacks who were burning up their own cities, the whites who would someday soon be blowing up labs in Wisconsin, townhouses in Greenwich Village. Now he was cursing his own candidate, the dissenter for whom a thousand kids like this, Sam Browns brigade, were cutting their hair, dressing neat, going door to door throughout New Hampshire to knock politely, engage in civil discussion, spread the word.
God dammit, the kid was now saying, God damn him to hell. Why wont he do what weve scheduled him to do? Why wont he come show his face and shake hands with the people on this street? whatever main street it was in whatever town it was, Nashua, Manchester, Concord, Claremont, they all blur together when youre on the Sisyphus-like campaign grind.
Look at Romney, the kid said automobile tycoon George Romney, the hollow-centered banality-spouting Republican would-be from Michigan. Hes out on these sidewalks every day, goosing up a rally every 10 minutes.
Well, I said, you know Gene McCarthy. He wont pander. He never has. He wont do anything anybody tells him to do, thinks he should do.
Yes, said the kid, his face lighting up like an angels. Isnt he beautiful!
The man in question was not only beautiful in that sense, but Eugene J. McCarthy of Minnesota, who died this past Saturday at 89, was one of the only two politicians (O.K., after F.D.R.) I ever fell in love with, the other being the Adlai Stevenson for whom McCarthy had given a dazzling nominating speech at the 1960 Democratic National Convention.
Now it was 1968, and Gene McCarthy, after walking in angry despair out of a hearing room where Secretary of State Dean Rusk had justified the war in Vietnam by dangling the specter of, if I remember right, one billion Chinese Communists just waiting for Saigon to fall, had decided it was time no longer to talk, but to act.
If the only way to end the war was to evict from the White House the man who had inherited Vietnam from John F. Kennedy and made it much worse, Rolling Thunder, napalm, hearts-and-minds and all, well then, somebody some Democrat would have to have the guts to go up one on one against Lyndon Johnson. And no other Democrat would. Would even dare to peep.
It is what Sir Thomas More, McCarthys role model, would have done the Sir Thomas More, a Roman Catholic for all seasons, who on a matter of principle and ethics went up against Henry VIII and lost his head for it.
So now it is 1968, and I, covering McCarthy for my newspaper, am in New Hampshire, where all the polls and all the columnists and all the insiders dont even show him on the radar screen; but, as it happens, I who went to school in New Hampshire know just how cagey the citizens of the Granite State can be. Its not that they lie to the pollsters, exactly, but
McCarthy doesnt go around shaking hands, or not very much, and he doesnt speechify hardly at all, but he does, from time to time, write and quote poetry, and W.B. Yeats is high among the favorites of the Gene McCarthy whose blood is half Irish, half German.
In his lovely, sensitive obituary of McCarthy in The New York Times, Francis X. Clines quotes from Yeatss An Irish Airman Foresees His Death, but he quotes the wrong lines. The ones that are in fact deeply applicable to McCarthy are:
I know that I shall meet my fate
Somewhere among the clouds above;
Those that I fight I do not hate
Those that I guard I do not love.
I dont know whether Gene McCarthy actually hated those whom he fought certainly not L.B.J., much as he might disapprove of Lyndons manner and methods; maybe not even Robert Kennedy but I do know that he did not love the radical New Left embodied, for one, by his New Hampshire campaign press secretary Seymour Hersh.
(And Hersh, I think, returned the disapproval, looking upon McCarthy as just a sort of high-flown tool with which to pry Johnson out of the presidency and end the war. Next I heard of Seymour was when, 20 months later, he called me up from wherever he was to say he had a tip about something that had gone bad in a village in Vietnam. I took the info to Paul Sann, executive editor of the New York Post. Nahhh! said Sann. Whos Hersh and his nothing news agency? and turned it down. The village was My Lai.)
Poetry. Poetry and baseball. Gene McCarthy was a large solidly built man, well over 6 feet tall, who had played semipro ball, and also large in physique was the poet Robert Lowell, who was a friend of Genes and often hung out with him during this campaign. My one choicest memory is of Eugene McCarthy and Robert Lowell in a hotel room, somewhere in New Hampshire, doing hand over fist over hand over fist together on a baseball bat to decide about lunch.
(Eerie echo a year and a half later, at the trial of the Chicago 7 that had sprung from the tumult at the Democratic National Convention that had sprung from McCarthys undoing of L.B.J. in New Hampshire: Abbie Hoffman to the assembled press: Conspiracy? We couldnt agree on lunch.)
I also remember McCarthys large hand in another way, at another moment. We were somewhere in New Hampshire, just he and I alone for an instant, in bright sunlight, waiting for a car to go somewhere to do something. In that days news, Lyndon Johnson had called upon Abe Fortas for advice on what to do about Vietnam and the clamor in this country. McCarthy looked at me and dryly said: I always thought that when a Southern politician got in trouble, he went to a black man for advice.
He saw me scribbling this in my reporters notebook. And, with a grin what you might call a solemn grin put his hand atop my pen hand to stop me from writing it.
I remember having lunch in Washington, D.C., with Katie Louchheim, a Democratic behind-the-scenes power and hostess who was talking about the complexities and brilliance and barbed moodiness of Gene McCarthy, and whatever she knew about his roots. Minnesota, she said, that strange state. Too much talent. Hubert Humphrey, Walter Mondale, Eugene McCarthy, for starters.
In search of those roots, Im driving a rent-a-car through frozen subzero Minnesota, past endless lakes dotted here and there with fishing huts, and now Im talking with the president of St. Johns University in Collegeville, the Roman Catholic institution from which the son of Michael J. and Anna Baden McCarthy was graduated in 1935.
Suddenly, a swinging couple, a good-looking young woman in sweater and boots and a young man with longish hair, come galloping across campus. See those two? says the president whose name I wish I could remember, Thats a nun and a priest.
I remember later that year going for relief and spiritual renewal for a couple of days to Gettysburg, and, through tears that were welling up, studying the marker Id stumbled upon where on July 2, 1863, at the foot of Little Round Top, the First Minnesota had held, had saved the Union left and, ultimately, the four-day battle that turned American history, Americas destiny at the cost of more than 80 percent dead or wounded of the regiments 262 men.
I remember when the figures started coming in from New Hampshire on the night of March 12, 1968, and ended up: Eugene McCarthy, 42 percent, Lyndon Johnson, 49, a loss, yes, but what a victory.
I remember the New York Post headline, next day or the day after that: NOW BOBBY SAYS HELL RUN. I also remember my disgust. You might even call it shame shame for the shamelessness of it.
I remember being in Wisconsin two weeks later when somebody yelled: Look at the television! and there on the tube, morose and heavy, was Lyndon Baines Johnson tacking onto the end of his speech the announcement that he would not be seeking re-election.
And I remember oh boy, do I remember the smell of stink bombs in the hotel lobbies of Chicago that August, and tear gas on the streets, and pressing through a triple line of frozen-faced, impassive young National Guardsmen to get across any street, and Richard Daley in the Convention hall screaming: Kike! Jew! and worse at McCarthy delegate Abe Ribicoff, and the night Daleys cops invaded the hotel rooms where the Clean for Gene kids were working, and beat them up, and Jimmy Breslin, in one press room or bar or another, looking over to me and saying: Your guys not doing so hot.
There is one other name I cannot now remember. It is that of McCarthys campaign manager and confidant, a wild and devout loyalist Irish, I think whose motto was: Each day we die, each night we sleep, and wake to die another day.
You add up those deaths and you have a life. Also a victory. Not to mention an object lesson. Oh, to wake once more like that.
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- SC.edu
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As you plan your visit, note the information sessions that will populate based on the day you plan to visit as well as your arrival and departure time.


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NC Senate passes bill closing gun law loophole
NC Senate passes bill closing gun law loophole
State senators have passed a bill closing a loophole in a North Carolina gun laws that allowed a man to avoid felony charges when he opened fire in a Kernersville Walmart last fall.
The full Senate unanimously approved a bill Wednesday that adds criminal penalties for anyone who fires a gun within an occupied building or other structure with the intention of inciting fear.
A Kernersville man set off a panic last October when he fired three times into televisions on display at a local Walmart. He was charged with misdemeanors when authorities determined existing criminal law applies only to shooting into enclosed structures from outside.
Sen. Peter Brunstetter of Lewisville said the bill closes that loophole.
The bill now heads to the House.


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Karl Beckwith Smith Jr., 89
Karl Beckwith Smith Jr., 89, of Jamestown, founder of the town's annual Fools' Rules Regatta, passed away Jan. 28, 2006 on Sanibel Island, Fla., just two weeks shy of his 90th birthday. He is widely recognized to have been the longest living survivor of
insulin-dependent diabetes. In 1922, he was among the earliest recipients of this life-saving drug. He held a lifelong belief that tight control of blood sugar levels would diminish the complications of diabetes and, for him this was the case, as his long and active life attests.
Mr. Smith was born on Feb. 13, 1916 in New
York City. After a youth spent in New York City, the
Hudson Valley, and Long Island, he graduated from St. Paul's School and Princeton University, Class of 1939, where he excelled at baseball, squash, and hockey.
During World War II, he served as an engineer and civilian technician with the U.S. Navy. He worked to develop cooling systems for aircraft engines and invented a self-locking nut. He was employed by Wright Aeronautical and General Motors Corporation.
Mr. Smith was a member of the Society of Colonial Wars, St. Nicholas Society, Racquet and Tennis Club of NY, a former Commodore of the Conanicut Yacht Club of Jamestown, R.I., and Founder of the Fool's Rules Regatta, a major community event in Jamestown for over 20 years.
For most of his life, he designed and built from raw materials high speed miniature steam engines. He raced stock cars and hydroplanes, winning numerous trophies. He hunted, fly-fished, was a gunsmith, and motorcycle, model railroad, dog and wild bird enthusiast.
This talented, generous, and kind man will be sorely missed by his wife of 33 years, Diana Lanier Smith, and his children by his first marriage to the late Barbara Conger. They are his son, Karl B. Smith III; two daughters, Beverly S. Zimmer and Barbara S. Desilets. Mr. Smith also leaves five grandchildren and one great-grandchild.
Plans for a memorial service in Jamestown will be announced at a later date.


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High School Roundup: Cavs continue to roll
September 21. 2017 1:09AM
Hollis/Brookline continues to roll in girls' volleyball.
Maddie Norris had eight kills and Kaleigh Whalen added six to lead the unbeaten Cavaliers to a 3-0 win against the Grizzlies in Goffstown Wednesday. Hollis/Brookline posted wins of 25-9, 25-14 and 25-15 to improve to 6-0 at the expense of 1-7 Goffstown. Natalie Cook had four kills and five blocks while Kyra Belden added 19 assists and eight digs in the win. Sammie Sheppard contributed eight digs. Justine Watterson led Goffstown with six digs and two aces.
Pinkerton 3, Keene 0: In Keene, Pinkerton (6-1) was led by Amelia Graves with 10 kills, 15 service points and six aces. Sara Metzger had 19 assists and Ella Dandrade had 15 digs. Megan Hough added six kills against 2-6 Keene.
Nashua South 3, Londonderry 0: In Nashua, the Panthers (5-2) defeated the Lancers (3-5) who were led by Anna Haas with seven assists and four service points. Maddie Sanborn had four kills and Natalie Brooks had two blocks. Britney Clark collected seven digs.
Bishop Guertin 3, Bedford 0: In Nashua, Julia Pascucci collected eight aces, 10 kills and 10 assists while Mariana Gomez had 13 kills and 10 digs against 4-4 Bedford. Rita Dow added four blocks, two aces and four kills. BG is 6-0.
Campbell 3, Belmont 1: In Litchfield, Gobi Sott had 12 kills and six digs with one block and one ace. Cassidy Gibbons collected five aces and three kills with three digs and two blocks. Cleo Schultz added 14 kills and two blocks while Mary Kuczkowski provided 33 aces for 6-0 Campbell.
Girls' soccer
Epping 2, Moultonborough 2: In Moultonborough, the Panthers (3-3-1) and Blue Devils (4-1-1) battled to a Division IV tie. Casey Needham and Ashlyn Vensel scored for Epping. Epping goalie Becky Milbury had 11 saves. Liz Eaton had 16 saves for the Panthers, who tied the game in the 70th minute when Taylor Colby converted a penalty kick.
Field hockey
Manchester Central 0, Concord 0: In Manchester, Julia Pariseau of Central (2-1-2) had five saves. Central had an 8-2 edge in penalty corners over 1-5-1 Concord.
Derryfield 3, Lebanon 3: In Lebanon, Leah Mayes of Lebanon scored the tying goal in the 57th minute. Lindsey Stagg gave Derryfield (6-0-1) a 2-0 lead, scoring twice in the first 13 minutes. Goals from Mayes in the first half and Sydney Gonyea in the second half allowed Lebanon to tie the game. Anna Welch, who had two assists, gave Derryfield a 3-2 lead in the 41st minute. Charlotte Rohlff had the assist. Derryfield keeper Isabel Plotsker had six saves and Hope Brown of Lebanon (1-2-1) had 15.
Pinkerton 8, Manchester Memorial 0: In Derry, Emma Davis led the 7-0 Astros with two goals. Meg Michaud, Kate Bennett, Lacey Cheney, Lauren Lisauskas, Marley Mailloux and Sarah Collins each added a goal. Pinkerton goalie Khaliyah Ellis had three saves. Memorial is 1-7.
Londonderry 1, Salem 0: In Salem, the lone goal was scored in the second half from Courtney Shay, assisted by Lauren Mullen. Morgan Brutus had two saves for Londonderry (4-3) and Jaycie Ritter had six for Salem (4-3).
Bishop Guertin 4, Nashua North 1: In Nashua, North (1-7) took the early lead on an unassisted goal from Stella Liakakos two minutes into the game. BG (8-0) rallied for three straight goals before the half as Grace Goyette, assisted by McKenna Gosselin, and Katie Lupo led the scoring parade. Bonnie Gillis had a second half goal. Caroline Carey, Britney Pearson, Athanasia Theofilopoulos and Emily Foltan played well in front of BG goalie Makena Leazer, who stopped three shots.
Goffstown 5, ConVal 1: In Goffstown, the Grizzlies (4-3) got goals from Emma Revaz, Emily Campbell, Alex Page, and Ali Larochelle, who tallied twice. Larochelle and Campbell each had two assists. MacKenzie Potvin had two saves in the win. ConVal is 1-6.
Souhegan Boys: In Penacook, the Sabers tallied 56 points and won the Division II meet. They were followed by Merrimack Valley (64), Windham (67), Trinity (68), Plymouth (174) and St. Thomas (214). Thomas Headington led Souhegan with his sixth place finish in 18:27 and teammates Nathan Stine (eighth, 18:54) and Mason Silk (ninth, 18:55) finished in the top 10.
Souhegan Girls: In Penacook, the Sabers scored 45 points to win and topped John Stark (51), Merrimack Valley (53), St. Thomas (90), and Plymouth (96). Alissa Reiter led Souhegan with a second place time of 21:56 followed by teammates Maddy Barretto (22:16, 3rd overall), Caroline Apiki (22:28, 4th), and Sophie Unger (22:41, 5th).
At Manchester CC
Bedford 206, Exeter 213, Londonderry 228
Individuals: Anders Dachsteiner (E) 39; Jon Giroux (B) 40; Brady Burke (B) 40; Luke Ramsay (B) 41
At Somersworth (The Oaks)
Hollis/Brookline 216, Souhegan 220, St. Thomas 233, Oyster River 236
Individuals: Chris Cadman (HB) 40; Pat MacDonald (HB) 41; Ian Mauch (HB) 43; Ty Mountain (OR) 43; Owen Himmer (STA) 43; Michael Zaccaria (S) 43; Dewclan Daubney (OR) 44; Nick Jordan (S) 44; Jeff Beohm (S) 44; John Henzall (S) 44
At Thornton (Owl's Nest)
Plymouth 185, Gilford 192, Belmont 201, Campbell 212
Individuals: Will Robarge (B) 42; Jeremy Rineer (P) 44; James Cardello (C) 45; Wyatt Paquin (B) 45; Hunter Wilson (G) 46; Anthony Flanders (G) 47; Sean Ryan (C) 47; Marcus Morel (P) 47; A.J. Colgate (P) 48
At Pembroke (Pembroke Pines)
Windham 206; Kennett 209; Pembroke 225; Portsmouth 219
Windham golfers: Nico Nardone 40; Andoni Tsoukalas 40; Vinnie Ruggiero 41; Matt Killian 42; Jimmy Harootian 43
At Dover (Cochecho CC)
Dover 200, Alvirne 206, Merrimack 266
Alvirne golfers: Tyler Lizotte 37; Cole Taylor 39; Ryan Santos 42; Jackie Dowd 43; Jeff Piantaggini 45


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October 22, 2017
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Maps to Campbell Clinic Locations
1400 S. Germantown Road, Germantown, TN 38138 From Poplar -- 1.4 miles north on Germantown Road From I-240 -- 5.5 miles south on Germantown Road CSC - Campbell Surgery Center 1410 Brierbrook Road, Germantown, TN 38138
View UTHSC Department of Orthopaedic Surgery in a larger map
Medical Center
1211 Union Avenue, Suite #500, Memphis, TN 38104 Located inside Memphis Professional Building From I-240 South -- exit east on Union From I240 North -- exit east on Madison, south on South Cleveland, west on Union
1458 Poplar West, Suite # 100, Collierville, TN 38017. Located inside Baptist Physician Office Building. From Poplar and Germantown Road -- 6.3 miles east on Poplar From Bill Morris/Nonconnah Parkway (TN 385) -- exit north on Houston Levee (changes to Bailey Station), east of Poplar
7515 Airways Boulevard, Southaven, MS 38671 From I-55 -- exit 289 (Olive Branch), east on Hwy. 302/Goodman Road, north on Airways Boulevard, let on Tenway.
Campbell Surgery Center
1410 Brierbrook Road Germantown, TN 38138-2257
From Poplar - 1.4 miles on Germantown Rd.; Right on Brierbrook.
From - 5.5 miles south on Germantown Rd.; Left on Brierbrook.


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Turku, 11 December, 2012 - Biotie today reported top-line data from a Phase 2b study evaluating its adenosine A2a antagonist tozadenant (SYN115) in Parkinson's disease (PD) patients experiencing levodopa related end of dose wearing off. The study met its primary endpoint of a statistically highly significant decrease in 'off' time vs. placebo, as well as demonstrating efficacy across multiple secondary endpoints. Full data from the study will be disclosed at upcoming medical conferences and in scientific publications.
In the 420 patient study, tozadenant displayed clinically relevant and statistically highly significant effects on PD across multiple pre-specified evaluation metrics including: a decrease vs. placebo in 'off' time, an increase in 'on' time, an improved score on UPDRS part III and UPDRS parts I-III combined, as well as improvements on clinician- and patient-assessed global impression scores. Additionally, the study identified the minimally efficacious and maximum feasible dose levels, as well as clinically useful target doses for Phase 3. Tozadenant was generally well tolerated in the study. "This trial met all the objectives to be expected of a Phase 2 study", said Dr. Stephen Bandak, CMO of Biotie Therapies Corp.
Dr. C Warren Olanow, Professor of Neurology and Neuroscience at the Mount Sinai School of Medicine stated "This important study demonstrated that the A2a antagonist tozadenant reduced 'off' time in advanced PD patients. This agent, which does not act directly on the dopamine system, represents a new class of therapeutic agent that could be used to aid in the management of patients with this potentially disabling disorder."
Dr. Robert Hauser, Professor of Neurology, Molecular Pharmacology and Physiology at the University of South Florida stated "The patient reported outcomes indicate that the overall effect of tozadenant was clinically relevant and provided a meaningful improvement for patients. These results suggest that tozadenant promises to be a useful treatment for Parkinson's disease patients experiencing wearing off fluctuations on levodopa."
Dr. Karl Kieburtz, Professor of Neurology, Environmental Medicine, and Community & Preventive Medicine at the University of Rochester added, "To see such consistent, dose-responsive results in a Phase 2 study, with both patient-reported and physician-based scales showing meaningful beneficial effects, is both striking and gratifying."
"We are extremely pleased with the results of this study", said Timo Veromaa, President and CEO of Biotie Therapies Corp. "The rigor with which the study was conducted also makes us optimistic that it may be considered a pivotal study within the envisioned development program. We look forward to analyzing the results in detail with our license partner UCB and expect a decision from UCB in the first quarter of 2013 regarding the next steps."
Biotie Therapies Corp.
Timo Veromaa
President and CEO
For further information, please contact:
Dr. Stephen Bandak, Chief Medical Officer
tel. +1 650 296 0946 (Pacific Time zone), email: firstname.lastname@example.com
Virve Nurmi, Investor Relations Manager
tel. +358 2 274 8900, e-mail: email@example.com
NASDAQ OMX Helsinki Ltd
Main Media
About the study
(ClinicalTrials.gov identifier: NCT01283594)
The completed Phase 2b study was a randomized, placebo-controlled, double-blind dose-finding study conducted in the US, Canada, Chile, Argentina, Ukraine and Romania. Altogether 420 PD patients experiencing levodopa related end of dose wearing off were enrolled into the study. In these patients, treatment with levodopa is insufficient to control PD symptoms until their next dose, resulting in an 'off' period when symptoms reappear.
The subjects were randomized in an even ratio to receive either one of four dose levels of tozadenant or matching placebo for 12 weeks, in addition to their standard anti-PD medications. The primary goal of the study was to determine the efficacy of tozadenant in reducing the mean number of hours per day spent in the 'off' state. The trial also assessed the safety of tozadenant and its impact on various measures of motor symptom severity, dyskinesia and non-motor symptoms.
About tozadenant (SYN115)
Tozadenant is an oral, potent and selective adenosine A2a receptor antagonist, which enters the brain and modulates regions associated with motor and non-motor function. Biotie holds a license from Roche for development and commercialization of tozadenant in all indications.
Biotie has granted UCB Pharma S.A. a license for exclusive, worldwide rights to tozadenant. Pending evaluation of the results of the now completed Phase 2b study, UCB will be responsible for conducting the Phase 3 program and commercializing tozadenant. UCB is expected to take a decision about this in the first quarter of 2013.
About Parkinson's disease
Parkinson's disease is the second most common neurodegenerative disorder, after Alzheimer's disease. It affects about one percent of people ages 65-69, rising to up to three percent of people who are 80 years and older. The symptoms of Parkinson's disease result from decreased dopamine production in regions of the brain controlling movement.
About Biotie
Biotie is a specialized drug development company focused on the development of drugs for neurodegenerative and psychiatric disorders (e.g. Parkinson's disease, Alzheimer's disease and other cognitive disorders, alcohol and drug dependence (addiction) and post-traumatic stress disorder), and inflammatory and fibrotic liver disease. The company has a strong and balanced development portfolio with several innovative small molecule and biological drug candidates at different stages of clinical development. Biotie's products address diseases with high unmet medical need and significant market potential.
Biotie has a strategic collaboration with UCB Pharma S.A. covering tozadenant for Parkinson's disease. The Marketing Authorization Application for Biotie's most advanced product, SelincroTM (nalmefene) for alcohol dependence was filed in the EU by our partner H. Lundbeck A/S and was accepted for review by the European Medicines Agency in December 2011. Biotie shares are listed on NASDAQ OMX Helsinki Ltd.


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The Joker
Despite wearing make-up, praising chaos and loving competition with his enemy too much, The Joker is one of the few super villains to have bested his superhero nemesis. He killed Batman.
One of Spider-Man's greatest foes, as he's partially comprised of the alien symbiote that once lived on Peter Parker's skin and knows all his deepest secrets. Okay, you might need to look up the meaning of all that for yourself. But it also means Venom can sneak up on Spider-Man without his spider-sense alerting him.
Cyborg Superman
Also known as Hank Henshaw or The Cyborg, he's graduated from being an enemy of just Superman to foe of all the Green Lantern Corps. After Doomsday killed Superman, Cyborg impersonated him to destroy his reputation.
One of the most powerful mutants and villainous of all baddies. His mutant power lets him control metal, most notably when he sucked the adamantium out of Wolverine and left him for dead. Oh, and he looks like Sir Ian McKellen.
Poison Ivy
Irresistibly sexy, Ivy uses her control over plants to exude pheromones and lure her prey before administering a killer poisoned kiss. Played by Uma Thurman in the awful Batman & Robin movie.
Doctor Octopus
A mess of mechanical arms and at its centre a diabolically genius brain bent on destroying Spider-Man. But unable to get a decent haircut, it seems.
Dark Phoenix
This character is another side of psychic powerhouse and X-Men member Jean Grey. She is of intergalactic fame and virtually unstoppable. So, er, don't try to stop her.
An upbringing in prison, where he managed to attain a classical education and a reliance on a strength-enhancing drug, makes Bane one of Batman's most dangerous foes. He proved as such when he broke the Dark Knight's back in Knightfall. He's also to be the main foe in the forthcoming The Dark Knight Rises film, played by Tom Hardy.
The Lizard
One-armed surgeon Dr Curt Connors tried to re-grow his limb but instead turned himself into a Jekyll & Hyde-style Lizard monster. His greatest strength is a friendship with Peter Parker that prevents Spider-Man hurting him too badly. Isn't that sweet?
The Riddler
Insane genius and master of puzzles. Batman is taxed to his absolute mental limit when fighting to survive the Riddler's flamboyant traps. Another villain in desperate need of a wardrobe refresh.
Green Goblin
Many have donned the costume and glider to launch pumpkin bombs at Spidey, but the original was Norman Osborne, the father of Peter Parker's best friend. A super serum gave him the strength and ability to compete with our favourite webhead but also sent him insane. Win some, lose some.
Herr Starr
The Preacher series managed to combine jokes and harsh violence and in Herr Starr that combination was distilled perfectly. Even having his head disfigured to look like a penis and losing his balls to a dog are funny moments when they happen to Starr.
This weirdo uses a special-effects career background to baffle his victims. The fish bowl for a helmet might help to explain his skewed view of the world.
Not the loveable guy that sends kids to the land of nod, but a super-villain made of sand. Sounds like he could be beaten with a bucket and spade but can shape-shift into huge crushing monoliths. He eventually reformed as a goodie alongside Spider-Man.
An offspring of the Venom symbiote that lives in the blood of deranged killer Cletus Kassidy and releases itself when he's cut. Okay, this symbiote business sounds more complicated than it is... Anyway, he has a sharpened tooth so he can always draw his own blood even when in a straight-jacket – a killing spree usually follows.
A recent creation of Garth Ennis in the Punisher MAX series, Barracuda is intelligent, strong and resourceful. He also has a strange optimism that stands in harsh contrast to the Punisher. A real threat.
After the Comic Code Authority lifted a ban on Vampires in 1971, Morbius the Living Vampire was spawned. He's alive but has the powers of a vampire, making him a threat to both Spider-Man, against whom he first appeared, and Blade (aka Wesley Snipes in comic form).
Lex Luthor
Criminal mastermind and arch nemesis of the Man of Steel, this bald DC Comics veteran has managed to floor Superman twice using a super suit and kryptonite knuckle-dusters. In Red Superman, Luthor turns out to be a hero and delivers humanity to a higher plane of existence. Boo to benevolent Lex.
A green-skinned extra-terrestrial android of immeasurable intelligence. He's appeared in different forms over the years but always has Superman as a target and isn't much liked after he shrunk and stole an entire city from Superman's homeworld of Krypton. His name's based on the early computer ENIAC.
Red Skull
Arch enemy to Captain America himself and a former soldier of Hilter. He has a hideous red skull of a face after his attempt at taking a super serum like Captain America's went a bit wrong. Also the murderer of Peter Parker's parents – not a nice guy.
Harvey Dent – attorney scarred by a criminal armed with acid. Crazed, he became Two-Face and based life and death decisions on the flip of a coin – usually ending in death for the innocent.
God of Apokolips and one of the most powerful beings in the DC universe, this rock-skinned war monger is one of Superman's greatest threats. His son Orion and the New Gods battle him regularly.
A cyborg with former criminal John Byrne's brain and, most importantly to Superman, a Kryptonite power source. His Krypton rays pretty much disable Superman. Metallo's ability to absorb any metal object he touches can make him literally a giant threat.
Mister Mxyzptlik
Or to his friends it's Mxy. He doesn't have many of those as he's a trickster unbound by third-dimensional laws – meaning he can be really creative. Get him to say his name backwards and he will be banished to his home dimension, but only for 90 days.
After an upbringing with his bitter aunt who spent his dead parent's fortune on training him in science and combat, The Mandarin uses technology and his ten rings of power, which he found in a spaceship, to attain world domination. Iron Man is his biggest problem, constantly thwarting his efforts.
The latest of several incarnations of this electric-whip-wielding maniac is Anton Vanko. After this talented engineer's village is murdered by someone in the Iron Man armour, he vows to avenge his father and kill Tony Stark (the man in the Iron Man suit).
Mental Organism Designed Only For Killing is this charming floating head's full name, and killing folk after defeating Captain America is his game.
Iron Monger
Obadiah Stane is a cold manipulator who tried to take Stark Enterprises from Tony Stark. He constructed the Iron Monger suit as a means of defeating Iron Man and regularly tests its limits with his evil-doings.
Once the greatest in the Green Lantern Corps and mentor of Hal Joran, Sinestro was consumed by the yellow power of fear and started his Sinestro Corps to destroy the Green Lanterns. We're tipping him to start the Unimaginative Naming Convention Corps next.
Previously imprisoned in the Central Battery that powers the Green Lanterns, it controlled Hal Jordan – Earth's Green Lantern – and went on an intergalactic killing spree using the yellow power of fear to render Green Lanterns useless. Damn that yellow power of fear.
Fin Fang Foom
An alien from Kakaranathara, Fing Fang Foom landed in China and has been bent on world domination ever since. With a few Mandarin cross-overs, Iron Man and the Justice League have gone head to head with this dragon-like giant more than once.
Son of a Frost Giant and adopted brother and arch enemy of Thor, Loki is a powerful sorcerer who is constantly trying to overthrow the Gods' home of Asgard to make it his own.
Stan Lee created this character after picking the name first – hence the hideous green beast. The creature was Emil Blonsky, a KGB agent who used gamma rays to become the scaly beast so he could defeat The Hulk – which he did in their first encounter.
This beast killed Superman with its bare hands. Can't be killed. Banished to another dimension. Pure evil.
The Kingpin
Chubby bald crime lord ruling over Hell's Kitchen and consequently getting all up in the grille of Daredevil and Spider-Man. To tackle this huge problem he famously called together the Sinister 7 who almost took down Spidey. Almost.
A millennia-old immortal mutant with God-like power who has constantly caused upset to the X-Men and the rest of the Marvel world. His only threat is the future grandchild of Cyclops. But that's a whole other time-travelling tale.
Omega Red
He's radioactive, hence the Omega. He's Russian, hence the red. His tentacles are made of carbonadium, the Russian's attempt at adamantium, which makes him a regular foe of Wolverine – unlucky for Omega Red.
Brother of Charles Xavier, who also has a big shiny head. But it's clear this one didn't get the brains, as he uses his mass to take down anything in his path – he's virtually unstoppable when up to speed. Embarrassingly, he was portrayed by Vinnie Jones in X-Men: The Last Stand.
Dr Hugo Strange
This is one psychologist you wouldn't want delving into your brain. With a genius-level intelligence and highly trained combat skills, Hugo Strange often creates machines and monsters to beat Batman. He features in the Batman: Arcam City game.
Victor Creed has the same healing power as Wolverine but chooses to embrace his animal side and wreak destruction. His sharp claws, hyper agility and super strength make him a tough enemy to Wolverine, who he attacks each year on his birthday.
Doctor Doom
Victor von Doom is the leader of Latveria and recurring enemy of the Fantastic Four, but has fought most of the Marvel world in his attempts to attain more power with his intellect, armour and scientific creations.
A cosmic giant who goes around consuming worlds. He even used the poor old Silver Surfer to scope out suitable snacks for him. The Fantastic Four usually thwart his best efforts to get Earth down his gigantic gullet.
Emma Frost
Apart from the power of being super sexy and seductive, Emma Frost has telepathic abilities and can shape-shift into diamond, making her virtually indestructible. Played by Mad Men's January Jones in the recent X-Men: First Class movie.
What a power – the ability to hit anything he aims at. A dart into a gnat's nads at 400 feet? Not a problem. Quite a problem for Daredevil, though, who's constantly having to put this dude down.
General Zod
Although he appears in many variations across the ages, he's always been a Kryptonian who posed a great threat to Superman. He was played by Terence Stamp in Christopher Reeve's first two Superman films.
Judge Death
Enemy of Judge Dredd and humanity in general. He leads his undead law enforcers from his other dimension, where all life is outlawed and must be ended, as only the living commit crimes.
The Saint of Killers
The Patron Saint of Murderers and Assassination, this ex-Confederate Army soldier and generically Western-looking badass is the Preacher comic's answer to Death. Be warned, spoiler coming up… His most notable acts are that he killed the devil and ultimately God Himself to sit on the throne of Heaven.
It wouldn't be a bad guy list without the Teenage Mutant Hero (Ninja) Turtles' evil opponent, Shredder. A Japanese Ninjitsu master and head of the footclan who wears a mask to cover his face to appear more badass. It works.
Kraven the Hunter
Pretty much summed up in the name – a master hunter who comes to the big city to catch a very big Spider we know and love. He likes to use only his bare hands – probably why he rarely succeeds.
A genius beyond measure who thinks he has humanity's best interests at heart when, in Watchmen, he attempts to start a nuclear war.


text:
This site is dedicated to mobile amateur radio operators, old and new alike. Whether you're into HF, or VHF operation, I trust the information presented will increase your enjoyment of our great hobby.
With safety as a byword, there are articles on amplifiers, antennas, bonding, impedance matching, installing hardware, mobile equipment, noise and RFI abatement, wiring, and much more. I do my best to keep these articles up to date, and easy to follow. Any changes are reflected in the date at the beginning of each article.
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South African Journal of Industrial Engineering
versión On-line ISSN 2224-7890
versión impresa ISSN 1012-277X
S. Afr. J. Ind. Eng. vol.24 no.2 Pretoria ene. 2013
The effects of incorporating vehicle acceleration explicitly into a microscopic traffic simulation model
A.P. BurgerI; M.D. EinhornII, *, 2; J.H. Van VuurenIII
IDepartment of Logistics Stellenbosch University, South Africa. firstname.lastname@example.com
IIDepartment of Logistics Stellenbosch University, South Africa. email@example.com
IIIDepartment of Logistics Stellenbosch University, South Africa. email@example.com
Explicitly incorporating individual vehicle acceleration into a traffic simulation model is not a trivial task, and typically results in a considerable increase in model complexity. For this reason, alternative implicit techniques have been introduced in the literature to compensate for the delay times associated with acceleration. In this paper, the claim is investigated that these implicit modelling techniques adequately account for the time delays due to vehicle acceleration; the modelling techniques are implemented in a simulated environment, and compared with models in which vehicle acceleration has been incorporated explicitly for a number of traffic network topologies and traffic densities. It is found that considerable discrepancies may result between the two approaches.
Die eksplisiete insluiting van individuele voertuigversnellings in verkeersimulasiemodelle is nie 'n maklike taak nie en veroorsaak gewoonlik 'n noemenswaardige toename in modelkompleksiteit. Om hierdie rede word alternatiewe tegnieke in die literatuur voorgestel, waarmee daar vir die vertragings wat met voertuigversnelling gepaardgaan, implisiet gekompenseer kan word. In dié artikel word die bewering dat hierdie implisiete modelleringstegnieke genoegsaam vir vertragings as gevolg van voertuigversnelling voorsiening maak ondersoek deur hierdie tegnieke in 'n gesimuleerde omgewing te implementeer en te vergelyk met modelle waarin voertuigversnelling vir verskeie verkeersnetwerktopologieë en verkeersdigthede eksplisiet geïnkorporeer is. Daar word gevind dat noemenswaardig verskillende resultate uit die twee benaderings verkry mag word.
In simulation modelling there is usually a trade-off between model accuracy and computation time [9], with the computation time required typically increasing rapidly as model accuracy increases. This is certainly true in instances of simulation models that involve the movement of vehicles in industrial and civil engineering applications. Typically it is desirable to know how long it takes for a vehicle to complete a trip, and to determine the length of any delays it may encounter en route. One of the most common causes of a vehicle being delayed is having to stop, as well as the deceleration and acceleration on either side of the stop. Explicitly incorporating the acceleration of vehicles into a simulation model greatly increases the complexity of the model and results in longer computation times (depending on the size of the model). For this reason, measures are sometimes taken to avoid modelling vehicle acceleration explicitly. For example, Biermann [2] presents a simulation model involving a factory using automated guided vehicles (AGVs), in which it is assumed that the vehicles travel at a constant speed. This constant speed was chosen such that it compensates for the time vehicles take to reach a desired travelling speed between stops. This was done by calculating the average speed of the vehicle for the average distance before a stop, and this constant speed was used in the simulation model to determine the travel time of vehicles. Another cause of vehicle delay is traffic congestion - a phenomenon that prevents vehicles from travelling freely [20]. In another example involving the movement of forklifts in a factory, Zhang [20] describes the expected travel time of a forklift traversing a link as the sum of the vehicle movement time, the delay due to pedestrian or vehicle interruptions during travelling, either along an aisle or at an intersection, and the delay time at an end node where a forklift drops off and/or picks up stock. In this instance, the delays due to vehicle acceleration and deceleration were modelled explicitly by incorporating vehicle rates of acceleration and deceleration. A third example is the instance of modelling vehicle delays in a traffic network, which forms the basis of this paper. Vehicle acceleration forms an integral part of traffic simulation at a microscopic level as it is associated with vehicle delays, both as vehicles decelerate to join a queue and as they accelerate out of a queue [4], particularly for traffic networks that contain signalised intersections.
Due to the complex nature of modelling vehicle acceleration and deceleration, certain techniques have been introduced in the literature for incorporating the delay times associated with them effectively, without having to model the acceleration and deceleration of each vehicle explicitly. For example, Allsop [1] investigates the expressions derived by Webster [18], Miller [10], and Newell [11] for the average delay per vehicle at a signalised intersection. The work of the latter is based on a continuum model in which the individual properties of the vehicles, such as speed and position, are not considered, but rather the average and saturation flow-rates along the individual road sections adjoining an intersection. Allsop [1] presents delay expressions for various vehicle arrival and departure models. The derivation of each of the expressions relies on the aforementioned average and saturation flows of vehicles along a road section and on the timing parameters associated with the traffic signal controls at the relevant intersections. Greenshields et al. [6] attempt to account for the time delays incurred at signalised intersections due to driver reaction times and finite acceleration through the introduction of an analytically-determined constant. A similar approach is taken by Lämmer & Helbing [8].
In this paper, a comparison is made between a traffic simulation model where time delays due to vehicle acceleration are accounted for implicitly (using the above-mentioned technique proposed by Greenshields et al. [6]), and one in which vehicle acceleration is incorporated explicitly into the model. This comparison is done using the mean waiting times of vehicles present in the system and the total mean queue lengths present in the system as performance measures. The objectives are to gauge analytically the accuracy of approximating delays due to finite accelerations, and to investigate claims that it is sufficient to account for these time delays by the introduction of an analytically- determined constant, rather than incorporating the accelerations explicitly into the model. It is found that large discrepancies may result between the two approaches, depending on the size and parameters of the model. The reason for this discrepancy is that the models that incorporate acceleration implicitly cannot adequately account for the effects of congestion, which are automatically accounted for when vehicle accelerations are incorporated explicitly.
The dynamics of vehicle delays at signalised intersections are discussed in Section 2. In Section 3, a number of the differences are highlighted between vehicle delay estimations of analytic models and three commercial traffic simulation models. This is followed in Section 4 by a description of the methods followed to implement a simulation model in which vehicle accelerations are modelled explicitly and one in which they are not, but in which the delays are implicitly represented by the introduction of an analytically-determined constant. The experimental design is described in Section 5, and this is followed in Section 6 by a presentation of the results obtained and an analysis and interpretation of their significance and meaning. The paper closes with a summary in Section 7, along with suggestions for possible future work.
Each signalised intersection in an urban road network represents a source of interruption of, and hence a delay in, traffic flows along the road sections converging at the intersection. This is because each traffic stream approaching a signalised intersection only receives service for a fraction of the signal's control cycle, during which vehicles belonging to that particular traffic stream may proceed through the intersection. For the remainder of the control cycle, the vehicles are required to wait for service at the intersection. However, apart from the delays that vehicles experience while waiting for service, additional delays are associated with stationary vehicles as they discharge from a queue when the traffic stream in which they find themselves starts to receive service. A brief overview is presented in this section of driver actions and subsequent vehicle movements, and of the associated delay times, when the signal turns green. In this overview we adopt the approach of an authoritative report by the South African National Transport Commission [4].
Consider Figure 1, which shows a stationary queue of n vehicles awaiting service at a signalised intersection. Upon receiving service, the vehicles begin to leave the intersection, moving towards the right of the figure. To investigate the delays incurred by vehicles as they depart from rest, the headways between consecutive vehicles are considered as they cross the stop line. The 'headway' between two vehicles is defined as the time elapsed between the crossing of the stop line by the rear of the first vehicle, and the crossing of the stop line by the rear of the vehicle following it. In the case of the first vehicle in a queue, the headway is taken as the time elapsed between the signal turning green and the rear of the vehicle crossing the stop line.
Greenshields et al. [6] observed that the headways of the first several vehicles in the queue are relatively longer than those of the vehicles that follow them. These longer headways may be explained thus: When the signal turns green, the driver of the first vehicle in the queue must observe the signal change, react to it, and then accelerate through the intersection. This results in a relatively long headway. The second vehicle in the queue follows similarly, although its driver's reaction and acceleration period partially overlaps with that of the vehicle in front of it. It also travels at a greater speed than the first vehicle as it crosses the stop line, because it has had an additional vehicle length over which to accelerate. Thus the resulting headway of the second vehicle is still comparatively long, but it is shorter than that of the first vehicle. This observation holds for the next vehicle in the queue, and so on. In this way each consecutive vehicle achieves a shorter headway than the previous one until, after a number of vehicles, N (say), the effect of driver reaction and acceleration on vehicle headways has dissipated, as shown in Figure 2.
In Figure 2, the average headway achieved by vehicles after the Nth vehicle in the queue is denoted by hw. The headways of the first N vehicles, on average, exceed hw, and are expressed as hw + ti, where ti is the marginal headway associated with vehicle i. The value of ti decreases as the value of i increases from 1 to N. The quantity hw is called the 'saturation headway' by the United States Transportation Research Board [16], and is used in calculating the saturation flow rate s of a road section, where s represents the number of vehicles that may pass through an intersection per hour when the saturation headway hw occurs between all pairs of successive vehicles.
The marginal headway values t1,...,tN in Figure 2 are also called 'start-up lost times' by the United States Transportation Research Board [16], and their sum represents the total startup lost time L of vehicles 1 to N in the queue. Each time a queue of N or more vehicles receives a green signal, the total amount of time lost is therefore the sum of hw seconds per vehicle and L.
The vehicle delays described in Section 2 are considered an important performance measure for transportation systems. However, different methodologies are used to calculate these delays in simulation models and analytic models [15]. One source of analytic delay models is the Highway Capacity Manual (HCM) [17] of the Transportation Research Board, which is held in high esteem by the transportation research community and has for many years been a worldwide reference for transportation and traffic engineering scholars and practitioners, as well as the basis for several country-specific capacity manuals. Three examples of popular traffic simulation models currently in use around the world are CORSIM [3], SimTraffic [14] and VISSIM [13]. Tian et al. [15] highlight some of the differences between vehicle delay estimations in analytic models of the HCM and the three traffic simulation models. These differences are summarised below:
- The HCM reports an average control delay, which includes vehicle delays due to deceleration, queue moving time, stopped time, and acceleration. However, the HCM does not specifically take into consideration the length of an intersection approach or the speed of the approaching vehicles, which may contribute to the acceleration and deceleration portions of the control delay (e.g. higher speeds may require longer deceleration and acceleration times). In comparison, most traffic simulation models report average total delay, which is measured as the difference in travel time of a vehicle moving uninterrupted between its origin and destination, when moving at lower speeds due to congestion and traffic control implementations such as signalised intersections.
- CORSIM (Version 4.32 and earlier) and SimTraffic report total delay on a link basis. Therefore all delay due to a vehicle accelerating to its desired speed, which typically occurs on the downstream link, is not accounted for in the delay calculations. However, in CORSIM (5.0) a methodology is incorporated to take into account the acceleration so that it is consistent with the delay definition of the HCM. VISSIM, on the other hand, uses user-defined segments from which to collect delay statistics, thereby allowing for delay information to be collected; this accounts for the delay due to acceleration by correctly defining the travel time segment.
- The HCM reports delay only for the vehicles arriving during the analysis period, whereas simulation models only report delay for the vehicles departing during the analysis period. This does not result in any considerable differences when a relatively long simulation period is used (e.g. 15 minutes) in undersaturated conditions and when the total through-flow is approximately equal to all vehicle arrivals. The differences may, however, be significant in oversaturated conditions.
- Finally, a crucial difference is that simulation models automatically take into account residual queues from previous traffic signal cycles and, although the HCM provides guidelines on how to consider and account for the residual queue effect, most HCM-based analytical software packages (e.g. the Highway Capacity Software) do not compute the delay associated with residual queues.
For the case in which vehicle acceleration was incorporated into our microscopic traffic simulation model, the vehicle following philosophies proposed by Helbing et al. [7] were adopted. It was assumed that vehicles follow each other in a way such that the lower their velocity, the smaller their following distance, and vice versa. Following distances were assumed to be smallest when vehicles are stationary, in which case they are a minimum safety front-bumper-to-rear-bumper distance apart. The space occupied by a vehicle (i.e. the vehicle length plus the minimum safety front-bumper-to-rear-bumper distance) in this stationary situation is denoted by 1 /kjam, where kjam is the maximum traffic density (i.e. the largest number of stationary vehicles per metre on the road section). A safe following distance is assumed to be Tvi where T is a safe time gap or reaction time maintained between consecutive vehicles, and vi is the speed of vehicle i. The space occupied per vehicle may therefore be represented by an effective vehicle length, leff = 1/kjam + Tvi .
It was also assumed that vehicles move as fast as possible without violating the safe time gap or the speed limit, vmax. If the front vehicle travelling along a road section therefore comes within Tvmax metres of the stop line while the traffic signal is red, or if it is not able to travel through the intersection while the traffic signal is amber, the vehicle decelerates at a constant rate so as to come to a stop at the stop line. If, on the other hand, a vehicle which is not the front vehicle on the road section comes within 1 /kjam + Tvi metres of the vehicle in front of it, it decelerates at a constant rate such that if the vehicle in front of it were stationary, it would come to rest a distance of 1/kjam metres behind it. If it is not travelling at the speed limit, the front vehicle along a road section accelerates until it reaches the speed limit if the traffic signal is green, and if there is sufficient space to accommodate it on the adjoining road section once it has crossed the intersection. If a vehicle is not the front vehicle along a road section, and it is not travelling at the speed limit, it accelerates at a constant rate if the distance to the vehicle in front of it is greater than 1/kjam + Tvi.
It was finally assumed that vehicles accelerate out of a queue from rest in such a way that vehicle i remains stationary until the distance between itself and vehicle i - 1 is at least 1/kjam + Tai-1 metres, where ai.1 denotes the acceleration of vehicle i - 1. This corresponds to vehicle i allowing vehicle i - 1 to accelerate at the rate ai-1 m/s2 for T seconds before it starts accelerating.
For the case in which vehicle acceleration was not explicitly incorporated into our traffic simulation model, we assumed that a vehicle travels at the speed limit vmax until it reaches the stop line and the traffic signal is red (if it is the front vehicle along a road section), or until it comes within 1/kjam metres of a stationary vehicle in front of it (if it is not the front vehicle), at which point the vehicle comes to an immediate stop. When the signal turns green, the front vehicle of the queue departs immediately at a speed of vmax, with each subsequent vehicle departing when the distance to the vehicle in front of it is at least 1/kjam + Tvmax metres.
The two microscopic traffic simulation models described above were implemented in the simulation software suite Anylogic University 6.5.0 [19]. The first step in the traffic simulation model implementation process was to build the model itself. This included the design of the road network on which vehicles travel, in terms of road section length, width, and the number of lanes, as well as points of importance along these road sections, such as entry points, stopping points, destinations, lane changes, and turning points. The length of the road sections between intersections was chosen to be 300 metres, and each road section comprised two lanes. Upon arrival at an intersection, a vehicle either turns left or right or proceeds through the intersection with equal probabilities. The next step in the model implementation was the introduction of the traffic signals that control traffic flow along the road sections at the intersections; and finally, the model was populated with vehicles.
To ensure a fair comparison of the models, all variables and characteristics of the models were kept the same. The inter-arrival times between all vehicles entering the system at each of the entry points were modelled according to a displaced exponential distribution, as suggested by Newell [12]. The probability density function of the inter-arrival times is then given by:
This displaced exponential distribution ensures a minimum inter-arrival time of T seconds between consecutive vehicles entering the system. It corresponds to a Poisson arrival process with an arrival rate of λ, interrupted immediately after each arrival by a period of T seconds, during which all arrivals that would result from the Poisson process are completely ignored.
The value of T was taken as 2 seconds, while a speed limit vmax of 14 metres per second (approximately 50 kilometres per hour) was imposed. The model incorporating vehicle acceleration was run first in order to investigate the delay due to finite accelerations of the vehicles as they departed from a queue when the signal turned green. More specifically, the simulation model was run until 100 queues of at least 20 stationary vehicles had formed at a red traffic signal and departed when the signal turned green. A fixed-time signal cycle was implemented with a green time of 65 seconds, an amber time of 3 seconds, and an all-red time of 2 seconds for each conflicting traffic flow, as suggested by Lámmer & Helbing [8]. The headways between each successive pair of vehicles were recorded as the vehicles crossed the stop line of the road section, as well as the vehicles' speeds as they crossed the stop line. It was found, on average, that every vehicle after the fourteenth vehicle crossed the stopping point travelling at the speed limit, and thus the headways between the vehicles after the fifteenth vehicle were no longer affected by finite acceleration. To calculate the approximate delay due to accelerations each time a queue is discharged, the average headway between successive vehicles from vehicle fifteen to vehicle twenty was calculated. This average was then subtracted from the average headways between the first fifteen successive vehicles to cross the stop line, with the differences being summed to produce the total delay. The average headway between the vehicles after the fifteenth vehicle was found to be 2.8 seconds (which corresponds to the average headway observed between all vehicles when the same analysis was carried out for the model without vehicle accelerations). The sum by which the first fourteen observed headways exceed this average headway value was assumed to represent the delay associated with finite acceleration of the queued vehicles, and was calculated to be approximately 3 seconds.
A plot of the average headways is shown in Figure 3. The first bar represents the time elapsed between the crossing of the stop line by the first vehicle and the second vehicle, and similarly, the second bar represents the time elapsed between the crossing of the stop line by the second vehicle and the third vehicle, and so on. The reason that the headway between the signal turning green and the first vehicle crossing the stop line was not included is that it was assumed that the first vehicle reacts immediately to the green signal, resulting in a very short headway. The lighter shaded bars represent the headways of the vehicles that were still accelerating as they crossed the stop line, while the darker shaded bars represent the headways of the vehicles that crossed the stop line travelling at the speed limit. The horizontal line represents the average headways of those vehicles that crossed the stop line travelling at the speed limit.
With the delay due to acceleration calculated, it was possible to compare the two simulation models, with and without the explicit incorporation of acceleration and deceleration. For each road network topology considered, both models were run for varying values of λ (vehicle arrival rates), with each run lasting the real world equivalent of thirteen hours, and with the warm-up periods determined analytically according to the method proposed by Law [9]. The optimal green times for each value of λ were implemented for both models, with the amber time of each model being taken as three seconds. The all-red time of the model with accelerations was taken as two seconds, while that of the model with no accelerations was taken as five seconds, with the additional three seconds accounting for the delay due to acceleration, as calculated earlier. The performance measures investigated include the average waiting times of the vehicles in the system and the total average queue lengths in the system.
The results presented in this section were obtained for three different urban road network topologies: a single isolated intersection, a two-by-two grid of intersections (four intersections in total), and a three-by-three grid of intersections (nine intersections in total). For each topology, five different values of λ were considered: 0.05, 0.1, 0.15, 0.2 and 0.25.
The mean waiting times of the vehicles present in the system for the different network topologies and vehicle arrival rates (λ) are shown in Figure 4, while the corresponding total mean queue lengths in the system are shown in Figure 5.
It may be seen in Figure 4 how the difference in vehicle waiting times measured by the model with vehicle acceleration and the one without vehicle acceleration grows in magnitude, both as the number of vehicles present in the system increases and as the number of intersections increases. A vehicle was considered to be queued or waiting if it was not travelling at its desired speed, which for these particular simulation models was assumed to be the speed limit. This is opposed to considering a vehicle to be waiting only if it were stationary, which would result in the vehicles in the system without vehicle accelerations to experience longer waiting times because they reach a stationary state sooner than their counterparts in the model in which accelerations are explicitly incorporated.
Einhorn [5] cites a possible explanation for these differences: that, in spite of the fact that an additional three seconds have been added to the all-red phase of the traffic signal cycle to account for delays due to finite acceleration in the simulation model that does not explicitly incorporate vehicle accelerations, the model without acceleration does not accommodate the fact that a vehicle continues to accelerate once it has passed the stop line. Attempts at artificially accounting for the time delay due to finite acceleration past the stop line (or any fixed point, for that matter) are expected to be considerably more challenging, since vehicles typically reach the speed limit at different points along the road section.
These effects are experienced by each vehicle in the system that is required to accelerate out of a queue, and are thus amplified by an increase in vehicle numbers within the system and by an increase in the number of times a vehicle becomes queued due to an increase in the number of intersections.
Another reason for the noticeable difference in vehicle waiting times measured by the two alternative models is that much larger queues are experienced in the simulation model in which vehicle accelerations are incorporated, as may be seen in Figure 5.
The longer queues experienced by vehicles in the model with acceleration are again due to an underestimation in the delay caused by finite acceleration, since the vehicles are still accelerating as they cross the stop line, and therefore travel marginally slower than vehicles that would be travelling at the speed limit (as in the simulation model without acceleration). This may result in these vehicles having to queue at the adjacent intersection, whereas if they had been travelling faster (as would be the case in the simulation model without acceleration) they may not have had to queue, as they would have arrived at the adjacent intersection while the signal was still green. This effect is again amplified by an increase in vehicle and intersection numbers, and thus the longer the queue, the more time a vehicle is likely to spend waiting in it, resulting in an increase in the mean waiting times.
Based on the above illustration of the magnitudes of the discrepancies between the results obtained by the two simulation models for mean vehicle waiting times in the system and the total mean queue lengths in the system, summarised in Figures 6 and 7 respectively, it is concluded that - while it is certainly simpler and computationally more efficient to model a real-world traffic system without incorporating vehicle acceleration explicitly - the approaches typically adopted in the literature to account for delays due to vehicle acceleration are not sufficiently accurate to represent a real world traffic system.
It should also be noted that these discrepancies become more pronounced as the road network topology becomes more complex, and/or as the number of vehicles in the system increases. It is therefore recommended that, depending on the size and complexity of the traffic simulation model, and the level of detail required, vehicle acceleration be incorporated explicitly into microscopic traffic simulation models, so as to improve the realism of the models and the validity of the results they produce.
We highlight two possible avenues of further investigation. The first is to investigate more detailed analytic models that are able to account for delays that result from congestion along road ways. The second is to investigate more efficient techniques of explicitly incorporating vehicle accelerations into simulation models. However, these two suggestions may soon become redundant, as commercial simulation packages are increasingly incorporating specialised traffic libraries in which vehicle accelerations are incorporated explicitly without requiring any additional computing work from the user (but still with heavier model computational burdens).
We close by noting that the work contained in this paper need not only be considered relevant for road traffic simulation models, but is applicable to any simulation model in which delay to a vehicle's travel time is important, such as in the manufacturing contexts mentioned in Section 1.
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* Corresponding author.
2 The author is enrolled for a PhD (Operations Research) degree in the Department of Logistics at Stellenbosch University.


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According to numerous reports, Jersey Shore star The Situation experienced a bit of an ego bruise last night during the taping of "Comedy Central Roast of Donald Trump."
See, for some very odd reason, The Situation was made a part of the roast and he ultimately took to the stage at some point to tell his jokes… which bombed badly, to the point that he was booed off the stage. Below is an excerpt of what happened from the LA Times –
""The Sitch," as he's called, deadpanned to [Whitney] Cummings, "I actually wouldn't call you a grenade because you won't be blowing up anytime soon." (Buh-dum-bum!) He told Snoop Dogg that he and Trump had a lot in common because Trump owned a lot of property and Snoop's ancestors were property. (Snoop did not appear amused.) Before long, the audience began to boo so loudly that comedian Jeffrey Ross, who's been at this so long he's known as the Roastmaster General, had to interject into the act to try to save the Situation, who'd already claimed he shared one quality with Ross: "This is my first night doing comedy." "It's also your last," Ross responded, to overwhelming applause."
In fact, one Comedy Central exec stated The Sitch's jokes were so bad, that most of his act might be cut from the final broadcast. The roast will air on Comedy Central on March 15. Here's to hoping the "jokes" will be left in so that we can all laugh at with the Sitch.
In other Shore news, there seems to be a small feud brewing between R & B singer Ne-Yo and Snooki, all stemming from Snooki's recent Rolling Stone magazine cover.
It all started on Monday when Ne-Yo tweeted, "Wow. Snooki is on the cover of Rolling Stone magazine. Really? I quit. (Just kidding, but almost serious….)." He later added that he wasn't trying to diss the Snooks. "I gotta reiterate, no disrespect to Snooki," he told E! News. "I don't know her so I can't disrespect her but I feel like Rolling Stone is a music magazine and for them to put her on the cover, it's like, 'Really?!' "
Snooki however took the diss personally as she tweeted, "Neyo's mad that I got the cover of rolling stone?…you lost a loyal fan. What a buzz kill.#sorry." Ne-Yo however seems to be taking the loss of a fan in stride. "I think I'll be all right," he smiled upon being told of Snooki's tweet. "I think I'll sleep tonight."
Finally, on tonight's all new episode titled, "GTF—Gym, Tan, Find Out Who Sammi Is Texting," things heat up between J-Woww and Roger; Pauly and Vinny take a road trip to Staten Island; and Mike clues Ronnie in on some of Sammi's suspicious behavior. The episode airs at 10/9c on MTV.


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Salisbury, N.C. – The Coker College Men's Tennis team fell to 0-3 on the year on Thursday, as they lost 9-0 to the Catawba College Indians. Even though the score did not show it the Cobras gave the Indians a run for their money and made them earn every win.
In doubles, Jeremiah Dye (Hilton Head, SC) and Tyler Edwards (Clemson, SC) had the closest match, narrowly losing 8-5, while Ecuadorian connection of Esteban Teran and Juan Vallejo-Gonzalez lost their match 8-4.
In singles play it was No. 3 Evan Schreiner (Seneca, SC) and No. 4 Teran that gave the Catawba players the most trouble with both matches having to go to tie breaker sets to determine the winner. Schreiner took the first set 6-4, before falling 6-3 and then 10-4 in the tiebreaker, then in Teran's he too won the first set 7-6, but then lost the next two 7-5 and 14-12.
Coker returns to action on Saturday, Feb. 21, when the Cobras host Lees-McRae at 2:00 p.m.