text:
Every second, malicious hackers from around the world try to take over corporate services and steal confidential data. If you have employees accessing online company resources, you are at risk. Implementing a password policy is not enough. Passwords will be too easy, get stolen, written down and reused all over the Internet. When you have no control over your employee's passwords, then you have no control over who really accesses your resources.
Regain control over your company by implementing Rublon Account Security, the best two-factor authentication platform for web-based businesses.
"Thanks to Rublon, two-factor authentication is now easy and we have no problem convincing our customers to use two-factor authentication."
Web Security Professional, WP White Security
"I'm impressed!"
Co-founder and CEO, Sucuri Inc.
Menifee, California, USA
Confirm your identity by clicking on a link that Rublon sends via email. Your next login from the same device requires only a password. For more security, install the Rublon mobile app. Scanning the Rublon Code with your phone confirms your identity.
Rublon works out-of-the-box. Activate the plugin and you're done — no configuration needed. Users need no training, don't have to install anything and don't have to enter any codes. Once they confirm their identity on a device, they can log in to all web services with a password.
"Our verdict is simple. If you are looking for two-factor authentication for your WordPress, look no further. Rublon is the solution."
"Rublon provides a no-gimmick, easy-to-setup system that will have your new security barrier implemented in less than 10 minutes"
"Rublon ensures that you are safe from any security vulnerabilities which sometimes pervade WordPress"
"Rublon is a very simple way to beef up the security on your sites"
"We heartily recommend Rublon!"
"A convenient way to add two-factor authentication to your site."
Rublon is the only two-factor authentication solution that works out-of-the-box for all your employees. No software installation required. Rublon instantly increases security for all your employees in a natural way, via email or phone.
Traditional two-factor authentication solutions demand users enter a one-time password each time they want to login. That's why people don't like them. Rublon is different. With Rublon, you confirm your identity by simply clicking on a link or scanning a Rublon Code.
We made increased security and control easy. Because Rublon's default communication channel is email, your employees don't need to enroll or go through training. Identity confirmation via email is familiar, comfortable and widely used. Rublon is pre-configured, with no set-up tutorials to wade through. Rublon works out-of-the-box.
Your Rublon identity is linked to trusted devices - your desktops, laptops, phones and tablets. With Rublon, all you need to access your account on a trusted device is your password. And, if you sign in to several web services on a trusted device, you only authenticate once.
Each Rublon update is rigorously tested with all major web browsers (Chrome, Firefox, Internet Explorer, Opera and Safari) and operating systems (Android, iOS, Linux, OS X, Windows).
Our Secure Socket Layer (SSL) certificate means all connections from Rublon to your servers or any account are encrypted by default.
Require more than identity confirmation via email? If you want a security solution that uses your phone for successful authentication, download the Rublon mobile app. You can even enforce its use for accessing chosen services. Read more!
We offer 24/7 enterprise support via email, chat and phone. Our team is ready to answer all your questions and help you with any issues.
Forgot to logout on a computer? We've got you covered. Rublon lets you log out remotely. Just remove a trusted device using any other of your trusted devices saved in Rublon.
Tired of entering your password each time you want to log in? Rublon allows you to login by entering your username and simply confirming your identity via Rublon.
"I have not only used it - I have proposed to it. Several times."
Copywriter and broadcaster
Manchester, United Kingdom
"Rublon provides rock-solid protection, and their customer service is outstanding."
Founder, JapaneseAudioLessons.com
Victoria, British Columbia, Canada
"Can't say enough about this plugin, highly recommend it."
WebPress specialist, WPPluginsAtoZ.com
Victoria, British Columbia, Canada
"Rublon two-factor authentication is currently the best solution on the market."
Managing Director, United Titans
Warsaw, Poland, European Union
"It's a little marvel of a plugin and authentication system. To think that I only need to authenticate once and then can log in everywhere I have Rublon running... Pure bliss!"
California Certified Court Interpreter
Modesto, California, USA
"Rublon gives you both the security of two-factor authentication and the ease of one factor authentication. Highly recommended."
Winwar Media
Manchester, United Kingdom
"Rublon is the easiest and most secure 2-factor auth I have come across. Any site not using such a simple and robust plugin almost deserves to be compromised."
Technology Services Consultant and Repairs
Canadian, Texas, USA
"This is one of the ones that just impress the hell out of me. I love it when I see something that is well thought out like this."
Freelance WordPress Developer
Perth, Australia
"WordPress should buy this company and make it standard to each WP install."
Founder & CEO, D4design Studios
Zurich, Switzerland
"Rublon seems to fit the bill on all these points and is backed by a very responsive and helpful team should any assistance be required."
Founder, Schools Improvement Net
Exeter, United Kingdom
"Never before has effective WordPress protection against threats been so simple."
CEO, Commo Creative
Warsaw, Poland
"Rublon is now absolutely essential for all my installs."
Marketing Consultant
Kalaheo, Hawaii, USA
Every company is different. That is why we let you customize Rublon. Use our enterprise-grade security modules to solve your specific requirements. Don't know what kind of security configuration you need? Let us set up a tailor-made security policy for your organization.
Enforce Rublon identity verification via email or mobile app for selected user groups. With a membership site, for example, you may want to require all members to verify their identity using the mobile app. This step cuts down on shared login credentials that give access to people who aren't paying for your service.
Imagine someone got access to your account through an exploit or because you logged in on a public WiFi network or you left your computer unattended. If someone tries to take over your account, steal data, transfer money or infect your service, Rublon won't let that happen. Sensitive operations and transactions require a manual verification via push notification on your phone or email.
With Account Sharing, selected accounts become accessible by several people, from their devices, using the same login credentials. This is especially useful if more than one person is working on the same account. Rublon is the only two-factor authentication solution that makes this possible. This module requires the Rublon mobile app.
The Rublon mobile app uses asymmetric cryptography to ensure a high level of security. During setup, a private key is generated that never leaves your phone. The public key gets sent to Rublon, which makes it possible to confirm your identity by scanning a randomly generated visual Rublon Code.
Rublon maintains a list of your trusted devices at all times, anywhere you are. The Rublon mobile app also allows you to remove them remotely, which logs you out of all your protected accounts.
When your phone uses your carrier's data connection which differs from your computer's connection, the Rublon mobile app allows you to take advantage of out-of-band authentication.
The Rublon mobile app allows selected employees to access your account using your login credentials. They will be able to access your account from their trusted devices.


text:
Transforming the Preparation of Physics Teachers: A Call to Action - T-TEP Final Report Documents
Main Document
Transforming the Preparation of Physics Teachers: A Call to Action
written by
the National Task Force on Teacher Education in Physics
edited by David E. Meltzer, Monica Plisch, and Stamatis Vokos
Despite federal legislation mandating highly qualified teachers for every classroom, school districts confirm a considerable shortage of physics teachers year after year, greater than any other science discipline. Compounding this problem, the preparation of qualified physics teachers has failed to keep pace with a dramatic increase in the number of high-school students taking physics. The potential negative consequences of maintaining the status quo are far-reaching, both for physics as a discipline and for the U.S. economy and society as a whole.
In response to the shortage of physics teachers in the U.S. and concerns about their effectiveness, the American Physical Society, American Association of Physics Teachers, and American Institute of Physics formed the Task Force on Teacher Education in Physics (T-TEP). T-TEP was charged with documenting the state of physics teacher preparation and with making recommendations for the development of exemplary physics teacher education programs.
Except for a few excellent programs, T-TEP found that nationally, physics teacher preparation is inefficient, incoherent, and unprepared to deal with the current and future needs of the nation's students. An innovative national program is needed to develop new resources, expertise, and capacity in order to meet current and future national needs. Toward this end, T-TEP recommends establishing regional centers in physics education. These centers would be the main regional producers of well-qualified physics teachers and would be a nexus for scholarly work on physics education. In addition, the centers would help veteran science teachers at all levels deepen their knowledge and skills.
- Download 13.pdf - 1829kb Adobe PDF Document
Published December 1, 2012
Last Modified April 24, 2013
This file is included in the full-text index.
This file has previous versions.

subset: commoncrawl


text:
Department of Revenue News Release
October 30, 2013North Kansas City License Office contract awarded
JEFFERSON CITY - The Office of Administration, in conjunction with the Missouri Department of Revenue, has awarded the management contract for the North Kansas City License Office to Koester and Koester, LLC. All license office contracts in Missouri are awarded through a competitive bid process.
Koester and Koester, LLC will operate the North Kansas City License Office at 2421B Burlington Dr., in North Kansas City.
In fiscal year 2013, more than 79,600 transactions were conducted at the North Kansas City office, generating approximately $268,635 in agent processing fees. The contract includes an annual commitment to return 1 percent (approximately $2,686.35) of future processing fees to the state.
All local license offices are overseen by the Missouri Department of Revenue, but each is operated by an independent agent.
Follow the Missouri Department of Revenue on Twitter @MoRevenue


text:
The Lady Vanishes
In addition to everything else he did, Hitchcock made great romantic movies. This 1938 thriller is one of my favorites. Starring Margaret Lockwood and Michael Redgrave. The obstacle: They hate each other. As she puts it, classically and memorably, "You are the most contemptible man I've ever met." With Dame May Whitty as Miss Froy, the lady who vanishes.
It Happened One Night
As important to the history of romantic comedy as Pride & Prejudice is to life itself. And a fabulous relic of the days when we thought that journalists were romantic heroes (see also Roman Holiday). Starring Claudette Colbert and Clark Gable, it was made in those long-ago days when women looked like women and men looked like men. The classic scenes: hitchhiking, and the night in the motel with the pajamas and the blanket. Screenplay by Robert Riskin, who happens to have been Fay Wray's first husband. Also, there's a great suitor, an aviator named King Westley, played by Jameson Thomas, in a performance almost as brilliant as Ralph Bellamy's in His Girl Friday.
His Girl Friday
Probably the greatest remake ever: They took The Front Page, straightened out the structure so that Walter Burns exists at the very beginning, and turned Hildy Johnson into a woman. The result is a remake better than the original. Cary Grant and Rosalind Russell talk so fast that the speed of their dialogue is a joke in itself. And Ralph Bellamy is heavenly as always. If there's a better movie about journalism, I don't know what it is. Well, maybe The Sweet Smell of Success. But that's not romantic.
The Palm Beach Story
Just talking about rejected suitors (see It Happened One Night and His Girl Friday) compels me to mention this Preston Sturges classic. Claudette Colbert decides to divorce Joel McCrea and to find a millionaire to support McCrea's architectural endeavors. Rudy Vallee is the millionaire, and he's sublime. Mary Astor is his sister, and she falls in love with McCrea. I tell everyone I know who wants to be a screenwriter to watch the scene at the beginning of the movie, where Colbert is stuck in the bathroom with the Wienie King. It's a lesson in specificity.
The Thin Man
One of the only movies about marriage. Of course it's also about drinking. The screenplay is by Frances Goodrich and Albert Hackett, married screenwriters who also wrote It's a Wonderful Life and Seven Brides for Seven Brothers. They took the Dashiell Hammett novel and made a movie that made everyone believe you could live happily ever after–especially if there's a plot. Starring Myrna Loy and William Powell.
The Apartment
Shirley MacLaine and Jack Lemmon and a gin game. This movie is (I think) the first to use what's now become a staple of romantic-comedy endings, the "R" scene. "R" stands for running, of course. It was one of the rare comedies to win the Best Picture Oscar—MacLaine and Lemmon should have won, too. Billy Wilder directed, from his script with I.A.L. Diamond. The ending is heavenly.
"Do you know what's wrong with you?" Audrey Hepburn says to Cary Grant in this Stanley Donen-Peter Stone classic. "What?" says Grant. "Absolutely nothing," she says. With Walter Matthau, before he became a leading man. Once again, there's a plot, which always helps: This is a mystery and a love story.
It's harder and harder to think of obstacles that stand in the way of love, but Splash comes up with an awfully good one: She's a fish. Daryl Hannah plays the mermaid who names herself after an avenue and eats the whole lobster. Among the movie's long-lasting effects: the popularity of the name Madison. Tom Hanks is the guy. John Candy plays Hanks' brother, and the scenes between the two of them are terrific. There's a famous R scene, and it ends up in the water. Directed by Ron Howard, with a story by Bruce Jay Friedman.
Hannah and Her Sisters
One of Woody Allen's several masterpieces, a brilliant tapestry of interwoven stories. It's not strictly a romantic movie, but the scene at the end in Tower Records between Dianne Wiest and Allen is one of the greatest falling-in-love scenes ever filmed. And if you have sisters, the movie feels absolutely autobiographical, even if it's never crossed your mind to sleep with your sister's husband.
How many times can you see it? Never enough.
Sense & Sensibility
A lot of Jane Austen movies founder on the fact that the plot almost always includes a letter that changes everything. It's hard to do letters in movies. But in this one, everything works. At the end, Emma Thompson bursts into tears, and you will too. Unless you have a heart of stone. In which case, why are you reading this?


text:
erica reed needed a new logo design and created a contest on 99designs.
A winner was selected from 59 designs submitted by 22 freelance designers.
Water-based logo needed for a company offering janitorial and maintenance services to commercial industry. Need something simple and concise, with water symbol.
Pacific Maintenance Group
Desired Color Scheme:
green/blue, black/gray
Desired Style:
Simple and crisp, clean.
Accepted File Formats:
Need a new logo for "Pacific Maintenance Group", using a water-based symbol (wave circles, water splash, etc.). Desire emphasis placed on the word "Pacific" (bigger lettering or color emphasis). Use a sans-serif font, and want a crisp/clean look.
Logo idea:
DO NOT WANT A COPYCAT LOGO, but something which portrays the same feel (simple, crisp, water symbol).
Primary color: green and/or blue
Secondary color: black or dark gray as secondary color
Find out how a design contest works or learn more about our logo design services.


text:
I'm not in the school but I wake up at 5am to go to the univerisity
Jump to navigation
Start with the image matching exercise. Then choose one or more of the other exercises to try.
What time do you wake up on school days?
I'm not in the school but I wake up at 5am to go to the univerisity
I'm not in school anymore, but when I was, I used yo wake up at 6:30 a.m.
I don't to school anymore, but when I used to I wake up 6 am
I usually get up at 5 o'clock. I don't like get up early but I have to do it because I have classes in my university.
i wake up 5 am every day to go to the university. Is too tired
Hi! I wake up at 7:30 am from Monday to Thursday and I go to the university at 8:00 am but on Fridays I wake up at 5:30 am and go to university at 6:00 am because these days I have classes earlier.
The exercises are good :)
I wake up at 5 o'clock but I usually wake up at 6am .I get up early because I have classes in my university , so I'm getting used to waking up early.
Well, I don't go to the school but I usually wake up at 5:00 a.m. for go to the univertity.
I wake up at 06 o'clock
Hi, I always wake up at five o' clock
Sometimes I wake up at 6 AM but on the weekends I wake up at 10 or 11 AM.
I wake up at seven o'clock.
Hello i usually wake up at 6 o clock, and i go to the university eat breakfast and i go to the university. I enter in class and return to my home late .
I usually wake up at 5:30 am.
On the weekends I wake up at 10:00 am.
I wake up at about eight o'clock. Because i don't go to school .
I go to university !
I always wake up at 5:30 o'clock. I take a shower and brush my teeth. After that I run at the stadium near my school. Lessons in our school start at 8.00 am
I usually wake up at 5.30 am
In the mornings I run and finish my homework. My schoolday starts at 8.00 am
i usually wake up at 5.30 am, I take a bath and have a makeup and than at 06.00 i have breakfast after that, i go to school.
I usually get up at 8:30 am and go to brush my teeth
I usually wake up at 4:30 am on school days
I really hate wake up on school days because it's so hard c: ... I wake up every days ( for go to school) at 7:00 'clock and Im washing, I put my clothes, I take my lunch and....LETS GO TO THE SCHOOL ♥♥♥
I always get up at 5:30 a.m.Sometimes,I wake up at that time but I don't want get up because I'm lazy^^
Well, on my school days I usually get up at 5.00 am,I take a shower, if I have time left I have a breakfast finally I run to school.
I always get up at 7 a.m
I usually wake up at 7 o'clock in the morning on school days, because the classes start at 8 a.m.
I always wake up at half past seven and go to school on my foot at 8 o'clock.
Hi guys :) i prepared to daily rotines video with my siblings. it's nice.
you have best one schedule it seems so good and i will try to organize my daily activity like that..
My daily routine is:
I usually wake up at 8:00 a.m. when my alarm clock goes off, after six minutes I get up and I make my bed, I go to my bathroom, I brush my teeth and I have a shower. At 8:20 a.m I have breakfast with my sisters, so I do my homework or I can see Netflix. I check my schedule and I go to school, I have my lunch at 4:30 p.m. When my school finishes I go to my house, I have a dinner with my family, I maybe do my homework at 9:00 p.m. I brush my teeth and I go to my bed at 11:00 p.m.
Hello, Iwake up at 6:30 in the morning, I help my mom to be fence to work, I take breakfast and then rubble my house listening to music and if I have time I do a little exercise, then I get dressed and go to school and back to my home at 8 pm I talk famillia an on my time and I'm going to bed
© British Council The United Kingdom's international organisation for cultural relations and educational opportunities. A registered charity: 209131 (England and Wales) SC037733 (Scotland).


text:
- About the Center
- Research
- Faculty
- Laboratories
- Fellowships
- Patients
- Make a Gift
About the Center
Welcome to the Asthma and Airway Disease Research Center, an internationally renowned organization of physicians, scientists, and scholars all seeking to understand and eradicate respiratory diseases.
The Asthma and Airway Disease Research Center has a rich and varied history and background. The Center started in 1971 as a small, specialized research effort in respiratory sciences at the University of Arizona College of Medicine. Since that time, it has evolved into an internationally renowned, comprehensive Center of Excellence that combines the highest caliber of research, clinical care, and teaching.
Indeed, U.S. News and World Report recently recognized the Asthma and Airway Disease Research Center as one of the top institutions for respiratory care among hospitals nationwide. In the 21st century, our mission involves not only a dedication to research but also to state-of-the-art medical care and education.
Although I am pleased with our progress in serving the community and in understanding the origins, treatments, and prevention of life-altering respiratory diseases, there is much more for us to do. Asthma is reaching epidemic levels in children, and 1 in 10 now need treatment for this debilitating condition. Chronic obstructive pulmonary disease is the fifth-leading cause of death in the United States, and more than 15 million Americans are affected.
I am convinced that in the next few decades we will find cures for the most common respiratory diseases affecting young and old. I also believe that the Asthma and Airway Disease Research Center will continue playing a central role in this quest. On behalf of the Center's physicians, scientists, nurses, and staff who are so dedicated to improving people's lives, I thank you for your interest in our work. Your support is vital to our success.
Fernando D. Martinez, MD
Regents' Professor
Director, Asthma and Airway Disease Research Center
Director, BIO5 Institute
Swift-McNear Professor of Pediatrics


text: Watch out, France. There are mutalisks in your cities. Either this is a fake video created by Blizzard to help build up hype for StarCraft II: Heart of the Swarm (out March 12 for PC (and, hey, is that Day9?)) or France had seriously better get their stim packs ready.


text:
Boring Bars for Ceramic Inserts > 80° Diamond - Positive
- Stocked Standard
- 10 Business Days or Less
- Not Recommended
A complete API ring groove tooling solution.
Finish API ring grooves in Inconel 625 clad overlay in less than a minute! For information about Greenleaf's Ring Max™ Cutters, please contact Greenleaf Technical Service at 800-458-1850 or 814-763-2915
Home | Contact Us | Terms And Conditions of Use | Privacy Statement | Cookie Policy
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Copyright © 2007 Greenleaf Corporation. All rights reserved.
For export sales to customers located outside of the United States, Greenleaf Corporation's commodities, technology, or software will be
exported from the United States in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
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text:
Capital Area Greenway Trail System
The Capital Area Greenway System is a network of public open spaces and recreational trails for walking, hiking, biking, nature study, and more. The trails connect many of Raleigh's parks and complement their recreational opportunities. A primary goal of the greenway program is to establish a completed network of interconnected trails throughout the city.
Maintenance and Repairs
View Greenway Closures, Detours and Alerts
The greenways are yours to use and enjoy. Help us keep them safe and in good condition. If you see something needing repair or maintenance, please contact the greenway maintenance staff at 919-996-4115, by email or report it on SeeClickFix.
Greenway Safety Rules
- Obey posted rules and regulations
- Trail hours are from dawn to dusk
- Speed limit on trails is 10 mph
- Consumption of alcoholic beverages is prohibited
- Motorized vehicles are prohibited on greenways
- Fires are prohibited on greenways
- It is prohibited to remove, destroy, or damage any plant life or property
- Pets must be on a leash no greater than 6 feet
- Owners must remove pet waste
- It is prohibited to kill, trap, or harm wildlife
- Swimming in City lakes is prohibited
- Horses are prohibited on trails
- All trail users under the age of 16 are required to wear a safety helmet when using a bike, skates, scooters or any other non-motorized vehicle
- Smoking is prohibited in City parks and greenways
- Weapons prohibited except those permitted in NCGS 14-415.23 (RCC Sec. 9-2021)
- Camping is prohibited in City parks and greenways
- Bicyclists, skaters, and skateboarders should approach pedestrians cautiously and pass on the left
- All users, including pets, should remain on the right side of the trail except when passing
- Bicyclists, skaters, and skateboarders must always yield the right of way to pedestrians
- Patrons should be aware of their surroundings on the trail
- The use of headphones is discouraged
- Patrons are encouraged to walk or jog with a companion
- Hide your belongings, lock your car, and take your keys
The Capital Area Greenway system has over 100 miles of trails to explore. There are 28 trails that comprise the greenway system, each with its unique features, destinations, and character.
|Trail Name
|Abbotts Creek
|Follows Abbotts Creek from the Neuse River Trail to Simms Branch Trail near the intersection of Durant Rd and Cub Trl.
|Connects from Strickland Rd to Baileywick Rd by passing through Baileywick Park.
|Beaver Dam
|A natural surface trail located adjacent to Beaver Dam Creek between Wade Ave and Devonshire Dr that passes through Windemere Beaver Dam Park.
|Birch Ridge Connector
|A wide sidewalk that connects Poole Rd to the Walnut Creek Athletic Complex (Walnut Creek North Park).
|Centennial Bikeway Connector
|A multi-purpose path adjacent to Centennial Pkwy on the NC State University Centennial Campus and on the south side of Western Blvd.
|Crabtree Creek
|Follows Crabtree Creek northwest from the Neuse River Trail beginning at Anderson Point Park to Lindsay Dr.
|East Fork
Mine Creek
|Follows East Fork Mine Creek upstream from the confluence of Mine Creek to the north side of Strickland Rd.
|Edwards Mill Connector
|A multi-purpose path along Edwards Mill Rd from Trinity Rd to Reedy Creek Rd.
|Gardner Street
|A natural surface trail that connects Jaycee Park to Isabella Cannon Park.
|Hare Snipe Creek
|Follows Hare Snipe Creek from Wooten Meadow Park to Lake Lynn Park.
|Honeycutt Creek
|Follows Honeycutt Creek from Raven Ridge Rd to Strickland Rd. The trail section from Raven Ridge Rd to Durant Rd is unpaved and limited to foot traffic only. Also, be aware that seasonal bow hunting occurs on this property. Orange vests will be provided for use during these times.
|House Creek
|Follows House Creek along the I-440 beltline between the Crabtree Creek Trail at Crabtree Valley Mall and Reedy Creek Trail at Wade Ave.
|Lake Johnson East Loop
|A loop trail around the east side of Lake Johnson.
|Lake Johnson West Loop
|A loop trail around the west side of Lake Johnson.
|Lake Lynn Loop
|A loop trail around Lake Lynn.
|Little Rock
|Follows Little Rock Creek from the Walnut Creek Wetland Park to downtown.
|Marsh Creek
|Follows Marsh Creek through Brentwood Park between Glenraven Dr and Ingram Dr.
|Martin Street Connector
|A sidewalk connection between Little Rock Trail at Chavis Way to downtown.
|Mine Creek
|Follows Mine Creek north from the confluence with Crabtree Creek to Sawmill Rd.
|Neuse River
|Follows the Neuse River south from Falls Lake Dam to Wake/Johnston County Line.
|Reedy Creek
|Follows Reedy Creek Rd from Umstead State Park to the North Carolina Museum of Art and Meredith College Campus.
|Richland Creek
|Follows Richland Creek from the PNC Arena through Schenck Forest to Umstead State Park.
|Rocky Branch
|Follows Rocky Branch from the intersection with Walnut Creek Trail to Reedy Creek Trail on the campus of Meredith College.
|Shelley Lake Loop
|A loop trail around Shelley Lake.
|Simms Branch
|Follows Simms Branch from the intersection with Abbotts Creek Trail on Cub Trl to Durant Nature Preserve.
|Snelling Branch
|Follows Snelling Branch from Mine Creek Trail at Shelley Lake to Optimist Park.
|Spring Forest
|A multi-purpose path adjacent to Triangle Town Blvd from Old Wake Forest Rd to Sumner Blvd.
|Follows the power line from Falls of Neuse Rd to Dunard St. Trail is unpaved from London Bell Dr to Dunard St.
|Walnut Creek
|Follows Walnut Creek northwest through southeast Raleigh from the Neuse River Trail to Lake Johnson
Capital Area Greenway System Improvement Projects
With more than 100 miles of existing greenway trails and plans to double that mileage over the next 30 years, greenway staff are busy managing capital improvement projects to repave older sections of trail, replace bridges and boardwalk segments as well as add new trail segments to expand the existing system.
To learn more about on-going Capital Area Greenway improvement projects, visit the Parks and Greenway Projects page and click on "Greenway Projects".
Capital Area Greenway System Safety Public Service Announcements
In an effort to educate Capital Area Greenway System users on proper trail etiquette and safety procedures, the Parks, Recreation and Cultural Resources Department recently created a series of public service announcement videos covering a variety of safety related topics. Topics include appropriate greenway speeds, how to pass other users, how to walk in groups on the greenways and more. All of the videos are accessible by using the links below.
How to Properly Pass Someone on the Trail
Walking or Running Two People Wide on the Trail
Keeping Pets on a Leash When Walking on the Trail
In addition to placing these videos on the City's Parks, Recreation and Cultural Resources YouTube channel, these videos will also be promoted through Facebook, Twitter and on the Raleigh Television Network.
NC State Course Studies Capital Area Greenway System
The City of Raleigh Parks, Recreation, and Cultural Resources Department collaborated with North Carolina State University Professor George Hess' Natural Resources Measurements class (NR300), during N.C. State's Spring 2016 semester, to quantify human and wildlife use of the Capital Area Greenway System (CAG).
This effort was accomplished by utilizing motion triggered cameras set along the greenways. Additional data was collected through paper surveys, an online survey and a call-out survey. In addition to user counts and wildlife inventory, the team examined correlations between human and wildlife use and a variety of factors including vegetation, population and housing density, distance to access points, and local connectivity of the CAG system.
For more information on this project, and to see the data collected and final report, please visit the What's on Our Greenways website.
Capital Area Greenway Planning and Design Guide
The Capital Area Greenway Planning and Design Guide was adopted by City Council on January 6, 2015. The final document is available for download below.
The new guide incorporates existing City procedures with the standards and best practices of public agencies and municipalities nationwide. The document supplements the City of Raleigh Parks, Recreation and Cultural Resource Department's (Parks) System Plan unanimously adopted by Council on May 6, 2014. It is designed to ensure that the Capital Area Greenway System continues to be a safe and accessible multi-use trail system providing recreation and transportation opportunities, while preserving thousands of acres of natural area.
Raleigh Parks' staff received significant public input during the development of the plan. Staff worked in conjunction with the Parks, Recreation and Greenway Board's Greenway and Urban Trees Committee and the Bicycle and Pedestrian Advisory Commission's Joint Bicycle and Pedestrian Advisory Committee to develop and review the document.
The document will be reviewed regularly and updated to meet changing needs and priorities generated by the area's growth, changing demographics and shifts in development patterns.Download the revised draft of Capital Area Greenway Planning and Design Guide
Trail System Map
The Parks, Recreation, and Cultural Resources Department periodically produces an updated map of the Capital Area Greenway System. The Capital Area Greenway System Map shows existing and nearer term planned (less than 5 years) trails, parking areas with trail access, as well as select City facilities. This map is available at no cost and is available at community centers, our Administrative office, located on the sixth floor of the Raleigh Municipal Building, by email or by calling 919-996-3285.Download Map
The City of Raleigh's Parks, Recreation and Cultural Resources Adopt-A-Trail program provides a volunteer opportunity for interested individuals, businesses and groups to participate in trail cleanup to support the Capital Area Greenway System. The volunteer agrees to maintain the greenway trail quarterly for at least one year. The volunteer must sign an Adopt-A-Trail Agreement and submit quarterly reports to Parks staff.
Volunteers can adopt any available trail segment by viewing our interactive map. Trail segment adoptions are limited to one per volunteer or volunteer group and are on a first come, first serve basis.Learn more about Adopt-A-Trail
RGreenway App
RGreenway, a CityCamp 2012 winner, is an interactive map of greenway trails with additional features such as weather reports, the ability to submit maintenance requests via SeeClickFix, and the ability to track time and distance travelled.
The application is not a product of the City of Raleigh. It was created by the RGreenway team and was built using Open Raleigh GIS Data. The free application is available for mobile devices running the Android and iOS operating systems.
The Capital Area Greenway System became a reality in March 1974 after citizens became concerned about rapid growth and urbanization. The City of Raleigh responded with the Greenway master plan which permitted urban development while preserving Raleigh's characteristic natural beauty. The idea has developed into a 117-mile, 3700-acre system and continues to grow. A major goal of the Greenway Program is to establish a closed network of interconnected trails.


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A Roman copper-alloy radiate of Gallienus (sole reign) dating to the period AD 260 to 268 (Reece period 13). Unclear reverse type, possibly a standing figure. Mint uncertain.
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This is Part IV.
Note to readers from Kristina Gray: This is the fourth installment in a six-part series, with this chapter written by one of my students and encompassing the reminiscing of old timers in their own words or according to my University of Minnesota, Crookston students' interviews and writing up what their grandparents told them. In addition to the six-part series which will continue once a week through April, join me on a look into the past in the Crookston Daily Times' 2013 Community Connections special edition, which publishes on Friday, April 26. In the meantime, I will be discussing Crookston's earliest history on Wednesday, April 10 at the Crookston Library, beginning at 6 p.m. All are invited.
By (Hayden) MinKyun Kim
The world is spinning too vigorously where it becomes almost impossible for a person to just indulge in reminiscences of the "good ol' days."
However, it happened to me when I had a chance to meet Ken Hviding to sit down and listen to him. I was very much privileged to hear about his life and the great history about this town called Crookston.
My first impression about Ken Hviding was that this is the right guy for asking about the history within Crookston. Not long into our interview, I found out that what I felt about him was absolutely correct. Ken Hviding was 83 years old, with glasses, which was not odd but seemed pretty normal for someone his age. He looked as generous as he was also very polite with graceful manners throughout the 40~50 minutes of interview. Ken Hviding was rather a short person and he looked fairly in good shape considering his age.
Ken Hviding lives in typical American family style, wooden house with his wife, who by the way still looked gorgeous. The house was perfect for an old married people to live in, it was not too commodious but at the same time it was not too compact. As soon as I walked into the house, the very moment I walked past the screen door, I felt the house was so cozy and comfy. I almost felt identical feelings with my grandparent's house back in Seoul, South Korea. Its floor was covered by what seemed to be a thick wool carpet, and had this beautiful fire place at the center of the living room which was not lit at the time of our interview.
There were many kinds of magazines on the end table and judging from it, I could assume that Ken still has good enough eye sight to read. Interestingly though, I took time to look at the many pictures they displayed and the majority of them were of their kids. From this I could see that Ken and his wife really valued their family as if it was like their own body.
Now, Ken Hviding lived quite a life. He was born and grew up on a farm near Perley, Minnesota but worked for a while in North Dakota. Ken first thought he would be a farmer later in his life, but as the cost of land got much more expensive than it was when he was a kid, he decided to take another career path. He then enlisted in the Army in 1954 and met his beautiful wife and they raised four children. But it was not long enough when he made a tough decision to, again, change his career, and this time, he found his dream job as a mechanic. He worked for mechanic at local garage then he decided to move to school district. There, he was the only technician with vehicle maintenance skills, thus, it, unintentionally, gave him a pressure to perfect his job. Later in his career, he found out that being perfect is not a definition for a job well-done but rather, as he says: "Satisfaction of job well-done is to have done it." He did not end his career as a mechanic but as a bus driver also.
Ken Hviding considers being a bus driver more than just a job that man can have but rather it is a major part of his life. In the end, the fuel that made him keep going as a bus driver and mechanic was, like he says: "Go for whatever. Set your goal high and set your standards high." Because he valued his career with high goal and standards, he was able to do it for over 30 years before he retired.
Towards the end, I asked him whether he prefers Crookston's past, the way it was or the way it is now. His answer shocked me. He said, "There is no communication between family members, they are all busy using their cellphones." What he emphasized was that nowadays, families are not communicating the way they did before.
Now, Not only Crookston has changed in sentiment, but also the way it looks, I mean physically. A noticeable change which Ken told me was that there were a total of five elementary schools in Crookston but now they are only two active: Highland and Washington.
Ken also mentioned another unfortunate change, which were the numbers of grocery stores that are still in business until today. He mentioned there were grocery stores in every addition in Crookston, there was a grocery store even right down the street he said. As he was having a flashback, he looked wistfully through the window located right next to his chair as if he could still see the grocery store still filled with produce. He did not need to tell me which period of time of Crookston he preferred, because I could literally feel his emotions. Ken Hviding did tell me the differences of his feelings when he talked about the past of Crookston and present days of Crookston.
Besides it was my assignment to do so, I got kind of curious about how my grandparent's lives were like back when they were young and full of possibilities. So, I used a Skype conversation with my grandmother then she told me many valuable things and histories of her life and her town where she grew up. Now to compare Ken Hviding's life with my grandmother's, since my grandfather passed away decades ago I had to talk to my grandmother instead.
Without any doubt, and like I guessed, there were so many dissimilar factors, as my grandmother and Ken were born in two very different countries with very different cultures and atmosphere. And as I try to arrange all the differences that my grandmother and Ken had, it was easier to tell what is similar than to talk about what is different because there was one thing, the very one thing that was literally identical at the foundational level.
This one thing Ken Hviding and my Korean grandmother had in common, and even I could notice it and also became one of hot-issues being discussed in modern society with a serious impact on relationships among people nowadays, was that people are not relating, and communicating with each other anymore.
What it means is that people, living in today's world, are busy minding their own matters instead of helping each other. They do not communicate directly face to face but rather choose to communicate via digital devices. Which for my grandmother and Ken Hviding might feel it is so different that it was before and they miss them so much identically.
To sum up, Ken Hviding and my grandmother's life was not really different even though they come from totally contrasting cultures, Asian's and Caucasian's. People need to communicate more and interact more directly. And through this interview, I had a great opportunity of learning some very precious lessons that cannot be attained with money. Family should communicate more in person, go for whatever, set goals and standards high and finally, "satisfaction of job well-done is to have done it."


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|More Information on the Honda Gold Wing
The Honda Gold Wing (colloquially Goldwing or GoldWing) is a series of touring motorcycles manufactured by Honda. It was introduced at the Cologne Motorcycle Show in October 1974, and went on to become a popular model in North America, Western Europe and Australia, as well as Japan. Total sales are more than 640,000, most of them in the U.S. market.
The Society of Automotive Engineers of Japan (Japanese) includes a Honda Gold Wing GL1000 manufactured in 1974 as one of their 240 Landmarks of Japanese Automotive Technology. Through 2012, Honda GL models have appeared eighteen times in the Cycle World list of Ten Best bikes.
Over the course of its history, it has had numerous changes to its design and production. In 1975 it had a 999 cc (61.0 cu in) flat-four engine and in 2001 it had a 1,832 cc (111.8 cu in) flat-six. By 2012, the model had a fairing with heating and an adjustable windscreen, panniers and a trunk, a seatback for pillion rider, satellite navigation and radio, a six-speaker audio system with MP3 and iPod connectivity, anti-lock braking, cruise control, electrically assisted reverse gear, and an optional airbag.
Gold Wings were manufactured in Marysville, Ohio from 1980 until 2010, when motorcycle production there was halted. Production resumed in Kumamoto Prefecture, Japan in 2011 using tooling transported from the old plant. The 2011 model year was not produced.
Gold Wing development
In 1972 Honda assembled a design team to explore concepts for a new flagship motorcycle, something Honda R&D had deliberated over ever since the CB750 was introduced. The project leader was Shoichiro Irimajiri, who in the previous decade had designed Honda's five- and six-cylinder Grand Prix motorcycle racing engines (as well as the RA273E V12 engine for Honda in Formula One auto racing) and then helped with the development of Honda's car business. Irimajiri-san was thus an apt choice to create an amalgamation of disparate technologies—automobile engines and multi-cylinder race bikes.
A related event was the introduction of the CVCC clean-burn auto engine at the 1972 Tokyo show. It was Honda's first liquid-cooled engine to go into production; Honda cars as well as motorcycles had all been air-cooled up to that time. Soichiro Honda was not easily convinced that liquid-cooling was superior to air-cooled engines (which he had worked on for 50 years) but younger engineers eventually prevailed.
M1 prototype
During its development in the late 1960s, the CB750 was called informally the "King of Motorcycles" so it was fitting that Honda's next big thing would become known by the moniker "King of Kings" at inception (as well as later on). By the end of 1972, the project team had made a break with motorcycle tradition (and a complete change from Honda practice) in the form of an experimental prototype, known by the code name M1. Instead of a transverse engine layout, the M1 motorcycle (still in the possession of Honda R&D today) has a longitudinal engine, making it ideal for a driveshaft even though every prior Honda used a chain for the final drive. Rather than a parallel twin or inline-four engine the M1 has a flat-six engine, and at 1470cc, it has twice the displacement of the CB750. Instead of designing it for high-performance (although some of the engineers wanted to) the M1 engine was built to produce plenty of torque across a wide power band. Unlike every other Honda motorcycle of the time, the M1 engine uses water cooling.
The M1 engine puts out 80 horsepower (60 kW) at 6700 rpm, allowing for a top speed of 220 kilometres per hour (140 mph). Unconstrained by practicalities, this brainstorm from the project team was far from a production prototype. On the contrary, the M1 was never meant to see the light of day. Nonetheless, the M1 must be seen as the primordial Gold Wing because so many of its basic and distinguishing features appear in the lineage.
The flat-six gives the M1 motorcycle a very low center of gravity, which enhances stability, but the length of this engine plus gearbox does not allow a comfortable riding position, which was so cramped that the project moved towards the concept of a more compact engine.
Project 371
The undefined touring bike was then code-named project 371, and Toshio Nozue (who had worked on CB750 development) took over from Irimajiri-san as project leader. The M1 engine displacement of 1470cc was deemed too big, and six cylinders were considered to be too many, for the target market. The M1 design was eventually replaced by a more compact one liter flat-four engine.
Powertrain pedigree
When the Gold Wing flat-four with shaft drive debuted in 1974 it combined technologies from previous motorcycle designs, as well as existing automotive technology. The traditional BMW Motorrad layout, a wet-sump unit construction boxer-twin using shaft final drive, goes back to the R32 model that began production in 1923. In 1934 Zündapp used the same powertrain layout for their K800, stepping up to a four-cylinder boxer engine; during World War II the K800 was the only four-cylinder motorcycle used by the German armed forces. The 500cc Wooler design of 1953 improved upon the Zündapp by adding overhead valves to its boxer four and rear suspension to its tubular frame; although with capital in short supply, followed by the death of John Wooler, this ambitious shaft-drive motorcycle never quite got off the ground.
In automobiles, the four-cylinder boxer powerplant goes as far back as the start of the 20th century; and in the early 1970s flat-four engines were being manufactured by Subaru, Lancia, Alfa Romeo, VW and Porsche as 4 and 6 cylinders, and used in aircraft as the Porsche PFM 3200, motor, as well as Citroën. The Citroën engine is remarkable because it was used (with only a few modifications) to power the BFG 1300 (French) touring bike, which was also popular with the French police in the 1980s.
The Gold Wing was the first production motorcycle from Japan that had a four-stroke engine with water cooling (needless to say, the first for Honda) but the Suzuki GT750 with a water-cooled, two-stroke triple, preceded the GL1000 by four years. Two-stroke water-cooled engines from The Scott Motorcycle Company go back at least as far as the 1920s.
Target market
The primary market for the Gold Wing was the potential Long Distance Rider, needing a motorcycle suitable to the task. In North America that required comfort for the long haul: wind protection, smooth ride, comfortable seat, storage for the necessities, and power in abundance. The secondary market was to be in Europe where riders, constrained by frontiers, emphasized performance over luxury.
In the early 1970s, Americans with an inclination to cover vast distances had few manufacturers to choose from: Harley-Davidson (Electra Glide), Moto Guzzi and BMW. The Electra Glide was a comfortable, high-maintenance and high-vibration bike with fanatically loyal riders. Even so, Harley faced some serious competition from Moto Guzzi's then-new 850cc Eldorado (distributed in the U.S. by Berliner Motor Corporation).
The BMW was smoother, more reliable, but as expensive as the Harley and better suited to a weekend trip than crossing a continent. Large Japanese bikes of the time, such as the Honda CB750 and the Kawasaki Z1 were relatively inexpensive but troubled by vibration, by the need for drive chain maintenance and by gas tanks too small for their thirsty engines. The Gold Wing was aimed at a market segment that did not yet exist: American riders not likely to buy a Harley or BMW but who would open their wallets for an affordable machine offering comfort, endurance, low-maintenance and a high-torque, smooth, quiet engine. Honda would ultimately be quite successful in attracting a new kind of long distance rider.
The Project 371 team's final powertrain layout was a 1 litre (61 cu in) liquid-cooled, horizontally-opposed four-cylinder, SOHC engine, with a gear-driven generator at the back end of the crankshaft. Using gears to drive the generator caused it to spin backwards (relative to the crankshaft) and thus to counteract the engine torque reaction. Cylinder blocks and crankcase were integral, with the transmission situated below the crankcase to keep the unit construction engine as compact as possible. Final drive was by shaft.
Production Gold Wings went on sale in the U.S. and in Europe in 1975, but pre-production GL1000 models were first revealed to dealers in September 1974 at American Honda's annual dealer meeting in Las Vegas, and then shown to the public the following month at the IFMA (German) Internationale Fahrrad- und Motorrad-Ausstellung (International Bicycle and Motorcycle Exhibition; today Intermot) in Cologne.
Small fairings had been mounted on two of the production prototypes for the U.S. dealer show in Las Vegas. These fairings were designed by Honda to be sold as Hondaline accessories, were supposed to be manufactured in the U.S. by the Vetter Fairing Company, but this particular design never went into production due to the accidental destruction of the molds. Consequently, the Gold Wing was born into the world naked, lacking saddlebags and having no place for luggage, without even a windshield. This created a 'golden' opportunity for accessory manufacturers, and a market soon developed offering fairings and luggage accessories, particularly the Windjammer series designed by Craig Vetter.
The original GL1000 (designated K0) had an electric starter backed up by a kick start lever stored inside a dummy fuel tank, which also housed the radiator expansion tank, electrical components, as well as the air filter supplying four Keihin 32 mm CV carburetors. The real fuel tank was under the seat, in order to keep the center of mass as low as possible. The bike had a dry weight of 584 pounds (265 kg) and a retail price of US $2,900. 13,000 Gold Wings were sold in the United States in 1975.
There were no significant changes in the standard Gold Wing for 1976 (the K1 model) although the price increased slightly to $2,960. To mark the United States Bicentennial year Honda announced the GL1000 LTD with distinctive insignia and color scheme (e.g., gold stripes, gold wheels) plus some extra amenities. The LTD was a genuine limited edition with production restricted to about 3,400 units, and with an upscale price of $3,295.
In the third model year (K2) Honda began refining the Gold Wing, although the changes for 1977 were small, such as exhaust pipe heat shields, revised seat and handlebar, as well as a new fuel gauge. Weight increased to 595 pounds (270 kg) and the price rose to $2,938. The motorcycle division of Honda UK produced 52 Executive GL1000 K1 bikes by adding premium accessories to 1977 Gold Wings and selling them for £2300 (exclusive to the UK).
The engine was modified in 1978 for the GL1000 K3 model, in order to make more torque available at lower engine speeds; the carburetors were reduced in size by 1 mm, the exhaust system was redesigned, valve timing and ignition timing were altered. The kick-start mechanism was removed from the engine, and a reserve lighting module for the headlight and taillight (automatically switching to the second filament when one burns out) was removed from the electrics. A small instrument panel appeared on top of a restyled dummy fuel tank. Wire-spoke wheels were replaced with Honda's new ComStar wheels, but the existing tires with inner tubes remained. Dry weight grew to 601 pounds (273 kg) and the selling price went up to $3,200.
1979 marked the end of GL1000 development with the K4 model (the UK version was designated KZ). Dry weight increased slightly to 604 pounds (274 kg) and the selling price jumped to $3,700 for the last Gold Wing to be powered by a one-liter engine. There were only minor changes for this model year, except for the ComStar wheels; new ComStars had stronger steel spokes on aluminum rims instead of the original aluminum spoked wheels that precipitated a 1979 recall (for the 1978 model year). During the final run of the GL1000 in 1979, Hondaline saddlebags and trunk were available, but Honda still did not offer a fairing.
Honda sold more than 97,000 units of the GL1000 in the United States between 1975 and 1979.
After five years of the GL1000, the second-generation Gold Wing was released in 1979 as a 1980 model, and the GL1100 would be continued through the 1983 model year. The GL1100 was manufactured in Japan until May 1980 when Honda started building 1981 models at the Marysville Motorcycle Plant in Ohio (which had been making frames and parts for various models since 1974). Gold Wings would be built at a rate of 150 units a day for the years 1981-1983. Engines were still being built in Japan, but Honda began to market the machine as being made in America.
The Gold Wing faced competition from Japan in the form of the Suzuki GS1000 with an inline-four engine, and especially in the Kawasaki Z1300 that had a massive DOHC 1300cc straight-six engine with water cooling. Honda responded by increasing the displacement of the Gold Wing, and then followed-up by announcing the first Japanese full-dress tourer. The new engine was more than just a GL1000 with a 3 mm larger bore, the alterations clearly emphasized torque over horsepower. The cylinder heads were modified to improve combustion at low and middle engine speeds, transmission gear ratios were changed and the final drive ratio shortened to make more torque available at highway speeds. The bore size for all four carburetors was again reduced by 1 mm, to 30 mm.
The wheelbase was lengthened over that of the GL1000, and air suspension was added. The GL1100 had an adjustable seat, and for the first time used tubeless tires, mounted on black reverse ComStar wheels. The naked Gold Wing, which would become known as the Standard model, weighed 589 pounds (267 kg) dry and sold for US $3,800. In spite of the fact that here were only minor changes to differentiate the GL1100 '81 edition from the previous year, the price went up to $4,100.
All the 1982 Gold Wings had transmission ratios revised (again) to lower engine rpm at cruising speeds, new brakes with twin-piston calipers and wider tires on smaller wheels. Dry weight for the GL1100 '82 was 595 pounds (270 kg) and the price was $4,250.
Transmission gear ratios were revised yet again for the 1983 Gold Wings to lessen engine speed on the highway. But the significant changes were not to the engine, they were to the running gear in this last year for GL1100s. Cast aluminum eleven-spoke wheels replaced the ComStars. The front suspension was endowed with TRAC anti-dive forks with an integrated fork brace, and the rear suspension worked even with no air pressure. Honda's first combined braking system, dubbed Unified Braking at the time, debuted in 1983; it engaged both front and rear brakes in unison when the brake pedal was applied. Dry weight for the standard GL1100 inched up to 599 pounds (272 kg) and the price crept up to $4,300.
GL1100 Interstate
Honda went beyond the mechanical makeover of the naked Gold Wing in March 1980 by releasing the first Japanese turn-key tourer, the Interstate model (GL1100I) with a factory-installed full fairing, saddlebags and a removable trunk, plus a long list of optional extras including a stereo system. This bike was called the De Luxe model (GL1100DX) in some markets. The fairing was designed to protect both the rider and a passenger from the wind. Likewise, the saddlebags and trunk were intended to carry the baggage of two people. This made the Interstate significantly heavier than the standard model, with a dry weight of 672 pounds (305 kg), and more expensive at US $4,900. The almost identical Interstate model for '81 was $5,100.
The GL1100I '82 model offered more options, such as a new stereo, a 40-channel CB transceiver, and an on-board compressor to adjust the suspension air pressure. Dry weight was 679 pounds (308 kg) and the price was $5,450.
The GL1100I '83 received the engine and running gear updates of the standard model; dry weight increased to 686 pounds (311 kg) and selling price to $5,550.
GL1100 Aspencade
Starting in 1982, Honda offered three different Gold Wing models. With the introduction of the Aspencade (GL1100A) Honda took the full-dress tourer to a new level of luxury, with a larger seat, two-tone paint and more storage compartments, together with many options from the Interstate that were being included as standard. All three brake disks on the GL1100A were internally ventilated. The additional items jacked up the dry weight to 702 pounds (318 kg) and the price to US $5,700.
The GL1100A '83 received the same engine and running gear updates of the other models. The Aspencade also got new front and rear brakes, with internally ventilated front discs (only), as well as a digital LCD instrument panel and some additional amenities for rider and passenger. Weight went up just a bit to 707 pounds (321 kg) but the price leapt to $7,000.
In 1983 Honda was facing a challenge in the marketplace from a new full-dress tourer, the Yamaha Venture XVZ 1200 with its DOHC four valve per cylinder V4 engine (as Yamaha's XS Eleven Venturer had challenged the GL1100 two years earlier). Honda hit back at the Milan motorcycle show late that year by announcing a new 1984 Gold Wing that pushed its four-cylinder engine design to its limits. The bored and stroked boxer produced more power and torque; a new final drive ratio gave the GL1200 taller gearing in order to reduce noise and vibration. The four Keihin 32 mm CV carburetors were larger than those on the GL1100 engine, on the other hand, they were the same size as the '75-'76 GL1000 carbs. Incorporating hydraulic actuation for the clutch, in addition to hydraulic tappets for the valves, made the new engine virtually maintenance-free. In order to make the Gold Wing more nimble, front and rear wheel diameters contracted (and tire widths expanded) one more time. The GL1200 was built on a new, stronger frame and despite all the improvements, the claimed dry weight of the naked bike remained unchanged at 599 pounds (272 kg), and it was priced at $4,800 for the 1984 model year.
1984 was the one and only year for the GL1200 Standard (which was not exported to Europe) for the reason that sales had decreased in favor of the Interstate and Aspencade models. This led to the decline of aftermarket manufacturers such as the Vetter Fairing Company.
The GL1200's competitors were becoming more numerous. Last of the big Japanese manufacturers to do so, Suzuki finally entered the marketplace in 1985 with their full-dress tourer, the GV1400 Cavalcade with a DOHC, four valves per cylinder, V4 engine. In 1986 Yamaha enlarged the Venture's V4 engine to 1300cc, and Kawasaki introduced the ZG 1200 Voyager XII with a four-valve, DOHC, Inline-four engine.
With three versions of the Gold Wing boxer motor spanning a dozen years, by 1987 further development of the flat-four engine was regarded as being constrained by the law of diminishing returns. Piston displacement had been increased twice to generate more torque, but this also made each power stroke more intense. During the same time period, gear ratios had been raised to decrease engine RPM (boosting fuel economy and reducing vibration as well as noise levels) which in turn made pulses through the drivetrain seem rougher to the rider because firing intervals were farther apart. The obvious way to deliver power more smoothly (as Irimajiri-san had demonstrated with the M1 engine) was to step up from four cylinders to six.
GL1200 Interstate
Having introduced the full-dress Interstate with the GL1100, Honda used the GL1200I '84 to refine the Gold Wing's fairing so that it would come across as a basic part of the bike and not as an afterthought. The new model Interstate (still called De Luxe in Europe) had an automotive-style instrument panel up front and increased luggage capacity in back: 38 liters (1.3 cu ft) in each saddlebag plus another 63 liters (2.2 cu ft) in the trunk. Dry weight for the 1984 Interstate was 697 pounds (316 kg), and its price was $6,200.
Despite giving the Gold Wing taller gearing the year before, in 1985 Honda shortened the overall gearing to improve performance. There were many small changes to the GL1200I '85 but atypically its price was the same as it was the previous year, and at 699 pounds (317 kg) its weight was basically stable.
The GL1200I '86 got more small updates, but the significant change was that all Gold Wing engines were being produced in Honda's Anna, Ohio plant from July 1985. Claimed dry weight for the 1986 Interstate was unchanged; however, its price increased to $6,700. The GL1200I '87 got a new seat design with three-stage foam; neither weight nor price increased for 1987, the last year of the four-cylinder Gold Wing Interstate.
GL1200 Aspencade
The GL1200A '84 had all the features of the GL1200I, plus a new Panasonic audio system that combined AM/FM radio, cassette player and an intercom between the rider and passenger. Unlike the analog instruments of the Interstate, the Aspencade had a dashboard with an LCD digital display. The GL1200A also had foot boards for the passenger instead of footpegs. Claimed dry weight for the 1984 Aspencade was 723 pounds (328 kg), and its price was $7,900. The price was unchanged for 1985, and the Aspencade received the same updates as the Interstate model for that year. Dry weight for the Aspencade was 728 pounds (330 kg) in both '85 and '86.
In 1986 Dolby noise reduction was added to the audio system, which was replaced with an improved Panasonic system in 1987. The price was $8,500 for both years. In its final year, the GL1200A got the same seat upgrade as the GK1200I '87 model and some amenities that had been optional were made standard, increasing the dry weight of the Aspencade to 743 pounds (337 kg).
Fuel-injected models
In 1985 Honda marked the tenth anniversary of the Gold Wing by launching a gold-painted, $10,000 Limited Edition model (GL1200L) luxuriously equipped with cruise control, auto-leveling rear suspension, an electronic trip computer and a four-speaker audio system. The significant development was that the GL1200L was furnished with Honda's programmed fuel injection system, previously used on the turbocharged CX500T and CX650T (variants of the GL500 and GL650 Silver Wing). Also known as the LTD, 5372 units were built and sold only in North America. Claimed dry weight for the GL1200L was 782 pounds (355 kg).
To a limited extent, the Limited Edition turned out to be a sham when the SE-i (Special Edition—injected) debuted in 1986, as essentially a repainted GL1200L selling for $2 less than the '85 model. The SE-i had the same Dolby audio system as the GL1200A '86 and was only available in the US. This was the only year for the SE-i because the high cost of the fuel injection system forced Honda to return to carburetors for 1987.
A new design team began work on the fourth-generation Gold Wing in 1984. Honda describes prototype testing as involving sixty developmental stages, and building fifteen different test bikes, including one made from a GL1200 frame coupled with the original M1 engine so that a six-cylinder could be compared to a four-cylinder head-on. This early '70s prototype had an influence far beyond what the M1's initial designers could have expected.
New Gold Wing engine design goals were smoothness, quietness and enormous power. Ultimately, a redesigned Gold Wing made its debut at the 1987 Cologne Motorcycle Show, 13 years after the original GL1000 was first shown to the public at the same venue, and the GL1500 brought the most changes seen to the Gold Wing series since its inception. The biggest difference was that the flat-four engine was replaced with a flat-six engine. Although the GL1500 still used carburetors, there were just two large 36 mm CV Keihins supplying all six cylinders, the first time any Gold Wing had less than one carb per cylinder.
Honda also enclosed the entire motorcycle in plastic, giving it a seamless appearance. The seat height was lowest yet on a Gold Wing, the passenger back rest and trunk were integrated, and a central mechanism locked the trunk lid and saddlebags. Rear suspension air pressure was adjusted by an on-board compressor. One major innovation was the addition of a "reverse gear", which was actually a creative use of the electric starter motor linked to the transmission. Because of the size and weight, Honda felt that some people would have problems backing it up.
The new Gold Wing had grown in nearly every dimension. A larger windshield, longer wheelbase, two more cylinders, more horsepower, more bodywork, more electronics, more accessories and more mass: 794 pounds (360 kg) dry. Options include a passenger audio control and rear speakers, CB radio, auxiliary lights and exterior trim. In another first for the GL1500, 1988 was the year Honda exported Gold Wings from the US to Japan for the first time. The US price was $9,998.
For 1989 Honda modified the brake discs, and raised the price by $1,500. Brake discs were modified again in 1990, as were the carbs and camshafts, without a price increase. The claimed GL1500 dry weight for '90 was 798 pounds (362 kg). In addition, a Gold Wing 15th Anniversary Special Edition model (GL1500SE) made its debut in 1990
The following year, to celebrate the 10th Anniversary of American-made Gold Wings, every bike produced for 1991 came with a numbered plaque and anniversary edition insignia. There were three '91 models: Aspencade indicated the regular GL1500 model; the luxurious Special Edition from the year before carried on as the SE model; and the Interstate name denoted a stripped-down model.
GL1500 Aspencade
When the Honda of America Manufacturing (HAM) plant in Marysville, Ohio produced its 500,000th vehicle in 1991, it was a Gold Wing Aspencade. The claimed dry weight for the GL1500A '91 was 800 pounds (360 kg); the asking price was $12,000, and then $12,300 for 1992. Honda began offering extra cost paint options, and Honda Canada inaugurated Canadian Edition Gold Wings in '92.
Beginning in 1993, all GL1500 rocker arms pivoted on needle bearings, and the cruise control was updated to directly read crankshaft speed for enhanced precision; the GL1500 '93 cost $12,400. 1994 was the seventh year of GL1500 production (longer than any of its forerunners) and nothing significant changed except the asking price: GL1500A '94, $13,000.
1995 was the 20th Anniversary of the Gold Wing. American Honda published a special hard-cover book Gold Wing: The First 20 Years (Twentieth Anniversary Edition). All 1995 models got commemorative emblems, cosmetic changes, a thinner and narrower seat and suspension improvements which reduced ground clearance, contributing to an even lower seat height (offsetting the weight gain). The GL1500A was at its heaviest in '95; the claimed dry weight would stay at 802 pounds (364 kg) until the end of this model. The GL1500A '95 price rose significantly to $14,000.
The 1996 Aspencade received an upmarket audio system that had been exclusive to the GL1500SE. The price of the GL1500A '96 rose to $14,700. Yet another milestone was reached in mid-1996 when a Gold Wing Aspencade was the millionth Honda motorcycle made in America to roll off the assembly line at the Marysville Motorcycle Plant. The GL1500 family got bigger when Honda created the first GL1500C Valkyrie in May, 1996 (for the 1997 model year). The Valkyrie was the first naked GL since 1984.
1997 GL1500s received engine, transmission and final drive improvements first introduced on the GL1500C; Aspencade price rose slightly to $14,900. A 1998 Gold Wing styling makeover extended to the engine with redesigned valve covers, but no price increase. Honda commemorated 50 years in America by adding 50th Anniversary emblems to all 1999 Gold Wings; the GL1500A '99 price increased to $15,100. The 2000 Gold Wings had chrome-plated valve covers, Canadian and American models also had gold-plated 25th Anniversary emblems marking 25 years since the first GL1000 debuted for the 1975 model year.
The final GL1500 Aspencade model sold for $15,200. A complete redesign of the Marysville Motorcycle Plant began In January 2000 to build the next Gold Wing, and stories soon came out in the motorcycle press that the Gold Wing itself was being redesigned. The GL1500 had been in production for 13 model years, which was as long as all of the four-cylinder Gold Wings combined; moreover, GL1500 engine continued to be used in the Valkyrie through the 2003 model year.
The original 15th Anniversary Special Edition model had a vented windshield, additional lights, upgraded sound system, two-tone paint with special insignia, adjustable passenger floorboards and adjustable foot pegs as well as foot heaters for the rider. In 1990 it sold for $13,500 and weighed 807 pounds (366 kg) dry. The GL1500SE '91 was essentially unchanged, though weight and price were up a bit at 809 pounds (367 kg) and $14,000.
Hitherto optional rear speakers and CB radio became standard on the GL1500SE '93; boosting both its weight—813 pounds (369 kg)—and its price, $14,700. The GL1500SE '94 price was $15,300 and the GL1500SE '95 20th Anniversary model jumped to $16,300. The GL1500SE '96 took another jump to $17,400.
The GL1500SE '97 with powertrain updates cost $17,600. The restyled GL1500SE '98 was up to $17,800. Honda marked its 50th Anniversary in 1999 without a GL1500SE price increase, and the American-made GL1500SE '99 that was exported to Japan got a two-tone paint job. More significantly, the export model got an exhaust air-injection system along with carburetor modifications in order to pass Japan's new emission regulations.
The 25th Anniversary GL1500SE in 2000 had a price increase to $17,900. Claimed dry weight from 1995 to 2000 was 816 pounds (370 kg).
GL1500 Interstate
The GL1500I '91 model had its weight and price cut by eliminating the reverse gear, cruise-control, the passenger footboards, and by replacing the audio system with a small Kenwood radio. The seat was lowered by 0.8 inches (20 mm). Claimed dry weight for the 1991 Interstate was 760 pounds (340 kg) and it cost $9,000. In 1992 the Kenwood radio was, in turn, replaced by a new Panasonic 25-watt-per-channel sound system with intercom. Weight for the GL1500I '92 rose slightly to 767 pounds (348 kg) and its price to $9,200. The Intersate had a 1993 price increase to $9,600 and then again to $10,000 for 1994.
As with the other 20th Anniversary models, the cost of a GL1500I '95 jumped appreciably to $11,200. The last GL1500I was the 1996 model selling for $11,900. Claimed dry weight for '95 and '96 was 769 pounds (349 kg). The Interstate model was discontinued, replaced in 1997 by the Valkyrie Tourer (GL1500CT) as well as the 1999 Valkyrie Interstate (GL1500CF).
The 2001 GL1800 was the first new model in 13 years. The engine was for this model increased to 1,832 cc (111.8 cu in), and fuel injected. At the same time, the weight of the bike decreased from that of the GL1500. This was done by making the frame out of high-strength aluminium. This was an extruded frame, and was composed of only 31 individual parts (almost half the number of the previous frame).
ABS braking was an option, added because of the increased power of the new engine, from 74 kW (99 bhp) to 87 kW (117 bhp).
The 2006 model had an optional airbag. Other 2006 options were an in-dash GPS with audio information provided through the speakers and headset cables, and a rider comfort package including seat heaters controlled from the dash, heated handlebar grips, and engine-air vents (able to be opened and closed by a lever on the left side dash) located in front of the driver's foot pegs.
The 2010 model year was the last to be produced in the United States. The 2011 model year was not produced. Manufacturing shifted to Japan in 2012.
"1st Gen" and "2nd Gen" GL1800s
Some retailers of aftermarket add-ons/replacements parts group all GL1800 models into two categories (example: Honda Gold Wing Parts & Accessories by WingStuff.com). They describe all GL1800s made from 2001-2010 as "First Generation" or "1st Gen," while GL1800's made in 2012 or 2013 are described as "Second Generation" or "2nd Gen." This is somewhat misleading because, in terms of complete Gold Wing evolution, the GL1800 itself is actually the 5th generation.
As mentioned above, there was no 2011 model year produced.
Honda made subtle changes to the made-in-Japan 2nd Gen GL1800. Restyled bodywork makes the fairing and saddlebags look to be less bulbous, even though the saddlebags hold more than before and the fairing was modified to better protect the rider's legs, as well as to improve the foot-warming vents. The trunk and fairing pockets, when combined with the new saddlebags, offer the rider more than 150 litres (5.3 cu ft) of storage. The instrument cluster has a brighter display screen, as well as the latest satellite navigation and radio, and a new six-speaker audio system with MP3 and iPod connectivity.
In 1997 Honda brought back an incarnation of the "Standard Gold Wing," renamed the Valkyrie in the US, and called F6C in the rest of the world. It had a higher performance engine, based on the GL1500, in a cruiser-style frame. The Valkyrie Tourer version had a windshield and saddlebags. A more touring-oriented version was introduced in 1999 as the Valkyrie Interstate with a full fairing, saddlebags and trunk.
These models were dropped due to slow sales, leaving the standard Valkyrie, which was discontinued after the 2003 model year. In 2004 Honda released a "Limited Edition" model, the Valkyrie Rune, complete with 1,832 cc (111.8 cu in) engine and unique styling.
The Valkyrie engine is based on the Gold Wing engine, but has solid lifters instead of hydraulic lifters, six carburetors instead of the Goldwing's two (carbs = 2000, FI = 2001), more aggressive camshafts, a free flowing exhaust, and altered ignition timing to increase performance.
Valkyrie revival
At the 2013 Tokyo Motor Show, Honda revealed a new naked version of the GL1800, the 2014 Valkyrie, using the same 1832cc six-cylinder engine as the Gold Wing but weighing 70 kg (150 lb) less. The new Valkyrie has increased rake and trail, front and rear suspension revised for the reduced weight, 50/50 weight distribution and large tires after the fashion of sport-bikes. Going beyond the naked bike genre, the Valkyrie's horsepower-to-weight ratio puts it clearly into the muscle bike class. It's expected to be on sale by Spring, 2014, for about $17,000 for the base model (the model with an anti-lock braking system will cost more).
F6B "Bagger"
In 2013 Honda brought out a new variation on the traditional Gold Wing, itself being available in two models, The F6B and F6B Deluxe. The F6B is basically a greatly stripped down version of the 'standard' Gold Wing with most of the chrome trim being 'blacked out', giving the F6B a look that should appeal to many cruiser buyers. Affectionately known as the Bagger. The rear trunk has been eliminated and the windshield is much smaller. The seat is changed for both the passenger and the rider with the most obvious difference being that the passenger no longer has the oversize backrest - a result of the removal of the trunk. The F6B Deluxe does, however, come with a small passenger backrest as standard equipment. The basic design is, otherwise, the same as the full blown Gold Wing except that there is no reverse gear and early models did not have cruise control.
See also
External links


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By John Goralski
Sports Writer
A leadoff single was Southington's only hit through three innings as Simsbury's freshman ace picked apart Southington's power lineup while the Trojans pushed the go ahead run over the plate in the second inning.
On Monday, April 29, it took Southington hitters four innings to manufacture a run, and the 3-1 victory seemed like a nail biter when compared to the recent string of lopsided Lady Knight wins.
For Southington coach John Bores, it was a breath of fresh air as he tries to prepare his team for a postseason run in a schedule that's riddled with lesser opponents.
"I think this was just the second game we've played this season that wasn't decided in the first two innings," he said. "Bristol Central was close. We had two okay games with Bristol Eastern, and our other games were mostly blow-outs."
The tight contest gave Bores a chance to see his team perform under pressure. Jordyn Moquin fell behind, 1-0, in the early innings but finished with five strikeouts and five hits over seven innings. Sarah Carangelo opened the fourth inning with a double, and Moquin drove her in with a two-out single.
"This was a good game for us, and I think it showed what we're made of," he said. "I thought Jordyn was spectacular pitching, hitting her spots. We got some clutch base hits. Natalie Wadolowski got a bunt down to move the runner over, and I thought we did a really nice job today."
The difference was a two-run rally in the fifth inning. Hayley Arduini reached on a single and advanced on a sacrifice bunt. Caitlin Downes hit an RBI double, and Carangelo drove her in with two outs.
Bores said that he wasn't worried about the early deficit and Southington's struggles at the plate in the early innings.
"I figured that it would just be a matter of time," he said. "What I was disappointed in was that we were letting first pitch strikes go, and we were swinging at stuff up top and popping up. I told the kids to make adjustments at the plate. Get back in the box or swing at the first pitch and get aggressive."
Simsbury was the only challenge of the week for the Knights as they rallied for two more lopsided wins to push their win streak to 10 games.
On Wednesday, they opened May with a 16-1 home win over East Hartford. Southington rallied for five runs in the second inning, six in the fourth, and four in the sixth inning to force the mercy rule ending.
Moquin scattered seven hits and five strikeouts over six innings. Kaitlin Paterson (4-for-5, 3 runs, 4 RBI), Moquin (2-for-4, RBI), and Kendra Friedt earned triples. Moquin and Nicole Wadolowski (2-for-2, 2 runs, 2 RBI) scored doubles, and the Knights scored 16 runs on 18 hits.
"We hit the ball well. I thought we defended well, and I thought Jordyn pitched well," said Bores. "There were no problems with anything we did."
The offense continuedinto Friday's road win at New Britain. Southington scored at least two runs in every inning, and capped the offense with an eight-run rally in the fifth to end the game in five innings.
Moquin got the win with just one hit and eight strikeouts over five innings. Paterson (3-for-4, 4 runs, 5 RBI), Sydney Ferrante, and Lauren Zazzaro scored home runs. Caitlin Downes (4-for-4, 3 runs, RBI) scored a double, and Moquin went 4-for-5 with a run and 4 RBI.
Nine Knights combined for 21 hits and 21 runs as the Knights improved to 12-1 (7-0 in the CCC West).
"We had three girls hit homeruns, and Jordyn pitched another great game. But this was a game where we played great defense once again," said Bores. "We're getting there. We're making strides."
To comment on this story or to contact sports writer John Goralski, email him at jgoralski@ southingtonobserver.com.


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At the time I purchased this online shop I was working at at local sign shop in Victoria, BC. In my job I was able to be creative but it was limited to what the "customer" wanted. I used Decals Onlyt to really allow myself to create something that was interesting, served a purpose, scary, fun, cute and most importantly mine! It was amazing to have that first sale, it validated that what I was creating was cool enough for someone else to buy it!
In 2010 I was thinking about leaving the company I was working at and it just so happened that a client I was doing design work for was selling his company. I purchased Decals Only in January of 2010. I run decalsonly.com its a website that's geared to VW owners who remodel and refurbish classic Volkswagen. I sell all of the original stickers for those vehicles. And now we offer a WHOLE bunch of decals and sticker on the website!
Here at Decals Only we custom cut every order. We use only the high quality vinyl that is specifically for used in the sign industry (no craft material used here!). Our vinyl has a semi gloss finish and looks very much like it was painted on your walls or other surfaces once it is applied. Its durable for 7 years on exterior and unlimited indoors. It's a fun and inexpensive way to change the look of whatever you would like to stick this on!


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Duchess Says and Yamantaka // Sonic Titan Team Up for Ontario TourPublished Oct 12, 2017
Two of Canada's most intriguing live acts are teaming up for a six-date tour of Ontario. Montreal-based synth punks Duchess Says will be hea...
Goodbye Honolulu, Meanwood, Taylor Knox, Hotkid to Play Exclaim! Stage at the Roundhouse Craft Beer FestivalPublished Jun 22, 2017
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Toronto photographer Graham Kennedy is more responsible for the look and vibe of early Exclaim! than anyone. He was one of the original cont...
Duchess Says, Tim Darcy, the Luyas, Monomyth Join Forces for Exclaim!'s CMW Extravaganza at Baby GPublished Mar 13, 2017
We're already a few months into Exclaim!'s 25th Anniversary, but there's still a lot more celebrating to be done. Hot off the heels of our C...
Exclaim! 25th Anniversary: Our History with the SadiesPublished Feb 08, 2017
The Sadies are two years younger than Exclaim! but we've had a relationship of mutual appreciation with Dallas Good, Travis Good, Mike Belit...
Four Ways shy kids' Filmmaking Careers Impact Their MusicPublished Jan 25, 2017
It's a reality for many emerging musicians, but to make ends meet, you need a day job. Thankfully for Toronto alt-popsters shy kids, their o...
Chastity Discusses Distortion and Riffs, Whitby Roots and New Single "Peroxide"Published Jan 18, 2017
Chastity, the recording project of Whitby resident Brandon Williams, made waves with some blistering shoegaze that brought him some internat...
Catching Up with Kirty, the Toronto-Based Singer-Songwriter Making Waves with Three ProjectsPublished Jan 18, 2017
In local music scenes, it's no surprise to find the same faces popping up in different bands, testing out different instruments and working...
Six Reasons You Gotta See Ottawa's Hard-Partying, Riff-Rocking Maniacs New Swears LivePublished Jan 10, 2017
Few artists have as unified a message as New Swears: they like to party. A lot. So much so that every song, video and gig finds the jangly O...


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Audrey S. Pearman, 86, Wabash, passed away at 8 a.m. on Thursday, Nov. 21 at her residence. She was born on Oct. 30, 1927 in Oklahoma, as Audrey S. McClaughlin.
She married Robert Pearman on March 11, 1947. She was a devoted wife and loving mother to 11 children. Audrey devoted her time to reading, studying scriptures and collecting memories and photos of her family.
She is survived by her husband, Robert Pearman, Wabash, daughter, Shirley (Leroy) Lynn, Ohio; son, Donald (Pamela) Pearman, Huntington; son, Ronald Pearman, Fort Wayne; daughter, Ruth Culby, Oklahoma; son, Jim (Alma) Pearman, California; daughter, Mary (Robert) Petrie, Fort Wayne; daughter, Lori (Al) Freeman, Oklahoma; son, Dan (Lucy) Pearman, Warren; 37 grandchildren and 8 great-grandchildren. She was preceded in death by her parents, her siblings and her sons, David, Richard and John.
A memorial service will be held on Monday, Nov. 25 at D.O. McCombs, 1140 Lake Ave., Fort Wayne. Visitation will be from 1-2 p.m. with a graveside service to follow.


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A Smart, Simple & Seamless Way to Easily Take Videos from a PC to Nearly Any TV
MILPITAS, Calif., October 22, 2007- Finally, there's an exceptionally easy way to move video from your PC to your TV. SanDisk® Corporation (NASDAQ:SNDK), a leading provider of portable audio/video players, today announced the U.S. availability of the Sansa® TakeTV™ video player, a breakthrough media player that gives consumers a smart, convenient and affordable way to move video content from their PC to the TV, where it belongs.
"Sansa TakeTV is the most easy-to-use, straightforward solution for watching downloaded personal video content and other shows in the comfort of the living room," said Daniel Schreiber, senior vice president and general manager for SanDisk's audio/video business unit. "No confusing wireless network set-up, no wires running across the living room and no cumbersome burning of DVDs. Just use the Sansa TakeTV device to move your favorite video content over to your TV, and enjoy it on the big screen with family and friends."
Research shows that TV is the ultimate viewing experience for videos, including TV content and movies. At the same time, the PC has become the foremost vehicle for searching and downloading digital content. Yet to date, solutions that allow you to download on the one and watch on the other have been thorny and complex.
Added Schreiber: "Years ago, transferring content from one PC to another was awkward too. SanDisk made it seamless through our Cruzer USB flash drives. We challenged ourselves to bring this same simplicity to transferring video from the PC to the TV. The result is Sansa TakeTV - a best-in-class product that smoothly bridges the gap between these two ecosystems."
"Sansa TakeTV is a great addition to SanDisk's audio/video line up and a natural extension of their overall business strategy," said Danielle Levitas, vice president consumer markets and new media at IDC. "SanDisk is a global leader in USB flash drives, which solved the challenge of moving data from PC to PC. With Sansa TakeTV, the company has created a solution for today's dilemma, moving digital video from your PC back to the TV."
Using the Sansa TakeTV1 video player is as simple as using a USB flash drive: Simply drag video files to the TakeTV player, and then slip the player into its TV cradle. The cradle plugs into the standard A/V sockets of nearly every existing TV. Next, consumers are shown a simple, on-screen guide where they can quickly select the content they've stored on the Sansa TakeTV player, using the included remote control2.
The sleek Sansa TakeTV video player will work with new and legacy TV systems via standard AV composite inputs or S-Video. With flash memory at its core, the device is small, durable and easily portable.
Sansa TakeTV supports a variety of video formats, including DivX®, XVID and MPEG-43. The Sansa TakeTV player is DivX Certified® for Home Theater profile. The player connects to any PC via a USB connector, and works with Windows Vista, Windows XP and the latest versions of Mac and Linux.
SanDisk's Sansa TakeTV flash memory-based player comes in a 4 gigabyte4 (GB) capacity, which holds approximately five hours of video5, and 8GB, which can hold up to ten hours of video. It is available today for MSRPs of $99.99 and $149.99 respectively.
Sansa TakeTV was announced today in conjunction with Fanfare™ Public BETA, a new digital entertainment content distribution platform by SanDisk. The Fanfare BETA web service works with Sansa TakeTV device, which gives consumers access to a growing list of TV shows that can be downloaded to the Sansa TakeTV and watched on nearly any TV, at any time. (For more details about Fanfare™ go to: www.fanfare.com.)
SanDisk first announced the USBTV concept at CES in January 2007. Now branded "Sansa TakeTV," the device is available for sale today online in the U.S., with other regions of the world to follow in 2008. For more information on Sansa TakeTV go to www.take.tv.
SanDisk is the original inventor of flash storage cards and is the world's largest supplier of flash data storage card products, using its patented, high-density flash memory and controller technology. The Company has been the second largest manufacturer of MP3 players in the United States since November 2005. SanDisk is headquartered in Milpitas, Calif., and has operations worldwide, with more than half its sales outside the U.S.
1 Formerly referred to as "USBTV"
2 The included remote control comes with a replaceable battery.
3 With a resolution of up to 720x576 (D1)
4 One gigabyte (GB) = 1 billion bytes. Some of the listed capacity is used for formatting and other functions, and thus is not available for data storage.
5 Video capacity based on MPEG-4 1.5-Mbps video at 720x480 pixel resolution combined with 128-Kbps audio. Actual capacity varies by content. NOTE: For home and personal use. This product is intended to be used for playback, for your home and personal enjoyment. Copying and commercial use of copyrighted material without permission of the copyright owner may be prohibited by law. Use of your TakeTV device in compliance with all copyright and applicable intellectual property laws remains the responsibility of the user of the product.
SanDisk's product and executive images can be downloaded from http://www.sandisk.com/corporate/media.asp
SanDisk's web site/home page address: http://www.sandisk.com
SanDisk, the SanDisk logo and Sansa are trademarks of SanDisk Corporation, registered in the United States and other countries. TakeTV and Fanfare are trademarks of SanDisk Corporation. Other brand names mentioned herein are for identification purposes only and may be the trademarks of their respective holder (s).
This press release contains certain forward-looking statements, including expectations for new product introductions, applications, markets, and customers that are based on our current expectations and involve numerous risks and uncertainties that may cause these forward-looking statements to be inaccurate. Risks that may cause these forward-looking statements to be inaccurate include among others: market demand for our products may grow more slowly than our expectations or there may be a slower adoption rate for these products in new markets that we are targeting, these products may not perform as expected, these products may not be available when expected or at the prices expected, and the other risks detailed from time-to-time in our Securities and Exchange Commission filings and reports, including, but not limited to, our Form 10-K and our quarterly reports on Form 10-Q. We do not intend to update the information contained in this press release.
|SanDisk Corporation
|Carmella Lyman
|(707) 256-3834


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- Carousel button
Boys' Sundek™ swim trunk
Product Details
Moms in the know will recognize the rainbow as the signature of Sundek, the iconic 1970s surf brand (today it's designed and produced by a company in Florence, Italy). Crafted in quick-dry nylon and triple-stitched for major durability, these miniature trunks come in some seriously dazzling colors. You'll love the easy-on-and-off snap closure; he'll love the Velcro® pocket in the back (perfect for stashing ice-cream money and beach finds).
- Nylon.
- Elastic waistband with tacked functional drawstring.
- Mesh lined.
- Slant pockets, back welt pockets.
- Machine wash.
- Import.
- Online only.
- Item F0665.