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There is not a score of new commercial truck models being rolled out this year — certainly not the influx seen in the previous two model years. It seems most OEMs are focused on improving products they have introduced only recently, mainly to boost fuel and operator efficiency as well as to heighten overall vehicle productivity and to further decrease life cycle operating costs.
What buyers will find on these upgraded trucks runs the gamut — from new engines and drivetrain combinations to aerodynamic enhancements that boost fuel economy to improved interiors to more driver- and safety-oriented specs.
Especially in the medium-duty arena — where Hino, Isuzu, and Mitsubishi Fuso have all rolled out entirely new trucks — there's a lot to see.
But no matter if your fleet runs light or medium trucks, start here on your way to kicking some tires and taking a spin or two — because your fleet may well be one of the many that will be buying new trucks over the next year.
The big news from Ford this year is the ramp up to full production of the electric version of its Transit Connect van, along with the introduction of fuel-sipping, gasoline-fired EcoBoost engines for its F-150 pickup line.
The all-electric version of the Transit Connect went into full production in April. Vans are equipped with Azure Dynamics' patented Force Drive battery-electric powertrain. Ford and Azure began collaborating on an all-electric version of the Transit Connect back in October 2009, and the production-ready vehicle today also sports Johnson Controls-Saft's advanced lithium-ion battery. Azure is using contract vehicle assembler AM General to produce the Transit Connect Electric in its facility in Livonia, Mich.
For its F-150 pickup trucks, Ford is making available a new optional twin-turbocharged 3.5L Ti-VCT V6 EcoBoost engine, cranking out 365 hp and 420 lb-ft of torque while delivering 20% better fuel economy than the previous 4.2L V6 it replaces. Revealed last year but only now being made available for purchase, the EcoBoost represents a big gamble by Ford, as it's expected to become a "base engine platform" for 90% of the company's North American product by 2013 and account for projected sales of 1.5 million units globally.
Jim Mazuchowski, Ford V6 engines program manager, explains that the EcoBoost is designed to put a V6 engine in place of a V8, providing the performance of a V8 yet the fuel economy profile of a V6. "We're trying to deliver the best of both worlds here — more power yet better fuel economy as well," he says.
For example, the 3.5L EcoBoost generates 163 more hp and 168 lb-ft of additional torque over the existing V6 while increasing the F-150 tow rating to 11,300 lb and payload rating to 3,060 lb.
"The tough part is convincing customers of these capabilities," Mazuchowski says. "But we've done four years of engineering work on these engines, testing them in -40°F to over 100°F, while accumulating 1.6 million miles of equivalent customer use."
General Motors has added factory-built alternative fuel options for its 2012 Chevrolet Express and GMC Savana cutaway 3500 and 4500 commercial vans.
Brian Small, general manager of GM Fleet and Commercial Operations, says both Chevy and GMC vans will come with a "single-source" liquefied petroleum gas (LPG) option for the 2012 model year, and the company has tapped Knapheide Manufacturing Co. to install two different LPG systems into the 159-in. wheelbase cutaway Express and Savana vans. CleanFuel USA and Bi-Phase Technologies will serve as Tier 2 suppliers for the 49-gal and 75-gal capacity LPG fuel system, respectively.
The cutaways will be built at GM's plant in Wentzville, Mo., and transported to Knapheide's nearby facility for fuel storage/delivery system installation. Upon completion, vehicles will then be sent to the upfitter chosen by the customer for body installation, says Small.
Both vans will be covered by GM's 3-yr/36,000-mi new-vehicle limited warranty and 5-yr/100,000-mi limited powertrain warranty, he adds.
The LPG-powered option joins a fully integrated and dedicated compressed natural gas (CNG) option for the Express and Savana full-size vans. The price of the van includes a dedicated CNG system, a natural gas-capable Vortec 6.0L V8 engine, and heavy-duty trailering equipment.
Powered by a Vortec 6.0L V8 engine, the Chevrolet Express and GMC Savana full-size vans come equipped with hardened exhaust valves, and intake and exhaust valve seats for improved wear resistance and durability with gaseous fuel systems, GM notes.
GM's pickup lines, which underwent extensive redesign in 2011, are not seeing many changes for 2012.
The GMC Sierra Denali 2500HD and 3500HD and the Chevrolet Silverado 2500HD and 3500HD models all are offered with GM's redesigned 6.6L Duramax turbocharged diesel engine, which delivers 397 hp at 3,000 rpm and 765 lb-ft of torque at 1,600 rpm. The Duramax now includes a "smart" exhaust brake feature that enables controlled vehicle slowdown on downhill grades without the need to activate the brakes.
Sierra Denali HD crew cabs remain available only in the 2500 Series (¾-ton) 2WD and 4WD configurations, as well as the 3500 Series (1-ton) 2WD and 4WD in both single-rear-wheel and dually versions. The 3500 Series is also available in standard (6 ft, 6 in.) and dually long box (8 ft) versions. A Vortec 6.0L gas V8 Hydra-Matic 6L90 6-speed automatic powertrain is standard, with the optional Duramax 6.6L turbodiesel/Allison 1000 6-speed automatic transmission available for all Denali HDs. Altogether, 11 different models are offered for the Sierra Denali HD.
The Chevrolet Silverado heavy-duty lineup will still offer 10 2500HD models and eight single- and dual-rear-wheel 3500HD models, including a new 3500HD crew cab with a 6.5-ft cargo box. WT, LT and LTZ trim levels are offered; popular features, such as the EZ Lift tailgate and rearview camera system, remain optional equipment.
The Silverado gets similar engine/transmission pairings as the Sierra Denali HD, along with beefed up towing capability (21,700 lb) and payload (6,335 lb) supported by the new fully boxed, high-strength steel frames and strong suspensions introduced last year for the 2011 models.
GM notes that its new 6.6L Duramax diesel delivers up to 11% greater highway fuel economy and up to 63% lower emissions than previous versions, along with B20 biodiesel capability and quicker acceleration. A larger fuel tank combined with better fuel economy gives Duramax-equipped Silverado pickups up to 680 mi between fill-ups.
The number of dealers selling the International eStar Class 2c-3 all-electric truck continues to grow and build momentum for future sales. Built by the Navistar-Modec EV Alliance, the eStar is now available to buyers throughout the country, from New England to California.
The eStar retains a range of up to 100 mi per charge, making it suitable for many urban applications. When it returns to its home base at the end of the day, it can be plugged in and fully recharged within 6 hr to 8 hr.
Navistar reiterates that the eStar is a "purpose-built" truck, meaning it's been designed to run on electric power from the beginning. According to the company, some of the hallmarks of this new design are its low center of gravity, with battery placement between the frame rails; a 36-ft turning circle; walk-through cab; and a quick-change cassette-type battery that can be swapped out in 20 min.
Other features include nearly 180° visibility, a low-floor design for easy loading/unloading, and a near-zero noise level, which makes this nimble vehicle suitable for urban areas facing noise challenges.
Navistar adds that with zero tailpipe emissions, each eStar truck can reduce greenhouse gas emissions by as much as 10 tons annually.
The company also notes that the eStar will continue to be built at its Wakarusa, Ind., manufacturing plant, which continues to ramp up to full production as more fleets place orders.
Not much change is in store for the Sprinter van sold by Mercedes-Benz USA (MB-USA), a division of
Daimler AG. The van's lineup consists of the cargo van, passenger van, minibus, cab chassis, and crew van, which seats five with remaining interior room set up for cargo.
Like all the other Sprinter models, the crew van is powered by a 3.0L V6 diesel that offers 30% better fuel economy than a comparable gasoline engine, according to MB-USA. This powerplant boasts the four-valve-per-cylinder Mercedes-Benz BlueTec SCR diesel featuring centrally located piezo-electric injectors, CDI direct injection, variable-nozzle turbocharger, and providing 188 hp and 325 lb-ft of torque.
The Sprinter's interior standing height remains at 6 ft, 4 in., with cargo capacity of up to 547 sq ft and payload capacity of up to 5,375 lb. Cargo van models still feature a side-door opening that's 4 ft, 3 in. wide and 6 ft high and has the industry's lowest step-in height at 19.9 in.
The first production models of Nissan Commercial Vehicle's new U.S. commercial van are all officially going to be 2012 models, and include the Nissan NV1500, NV2500 HD, and NV3500 HD vans. They will all be available with a choice of 4.0L V6 and 5.6L V8 engines and in two body styles: standard roof (all models) and high roof (NV2500 HD and NV3500 HD only). High-roof models offer stand-up walkthrough/work cargo area capability.
On the inside, all Nissan NV models feature wide front doors for easy ingress and egress, supportive bucket seating with extensive adjustability, large armrests, and a truck-like driving position with ample leg- and foot-room. The available center console (which is removable) provides a range of integrated storage features, while the fold-down passenger seat adds work-table functionality.
Other interior features include storage pockets, i.e., spaces and compartments designed to provide secure access to the typical commercial customers' everyday use objects, and an under-seat drawer to fit small tools, stationary, or first aid kits. High-roof models offer an available overhead console designed to hold work gloves, legal size binders, safety glasses, and books.
Another major contributor to the "pickup-like feel" of the NV's cab is the absence of the traditional van engine doghouse that intrudes into the cab due to the setback engine placement. The Nissan NV uses a conventional truck engine layout with out-front engine design. This not only frees up space under the instrument panel and between the seats, but it also provides easy underhood access to the entire engine for routine service and maintenance, the company notes.
The cargo area of the NV offers a 120-in. cargo floor length and 70.2-in. maximum cargo floor width, with NV standard roof models offering a maximum 55.8-in. cargo area height. The NV's high roof, however, provides a maximum 76.9 in. of cargo room height, enough for most users to move about the cargo area while standing up straight, Nissan notes.
Along with offering wide door openings, the NV offers room between the wheelhouses to accommodate standard plywood or drywall sheets or pallets; a range of cargo area tie-down rings; and ample cargo area lighting.
The NV is designed to allow aftermarket customization and modifications as well. Roof attachment points are built in for the installation of various ladder or utility rack systems without piercing holes in the roof, which can lead to corrosion and water leaks. "Upfitter pre-wiring" is also available for easy access into the electrical system.
Customers have a choice of two engines: a 4.0L V6 rated at 261 hp and 281 lb-ft of torque, and a 5.6L V8 rated at 317 hp and 385 lb-ft of torque. Both engines will be mated to a standard 5-speed automatic, with the V6 getting an estimated 10% to 15% better fuel economy than the V8.
Safety systems for all NV models include dual-stage front air bags, 3-point front seat belts with pre-tensioners and load limiters, plus optional front seat-mounted side-impact air bags and roof-mounted supplemental curtain air bags.
Chrysler's Ram Trucks division is making a series of upgrades to its heavy-duty truck line for the 2012 model year, particularly to beef up trailer towing capacity.
Now boasting the ability to pull 22,700-lb maximum trailer weight, the 1-ton Ram 3500 will also get a performance boost to its 6.7L Cummins turbocharged diesel engine that increases its torque by 23% to 800 lb-ft. A new powertrain control module with revised performance calibration allows the 6-cyl. Cummins diesel to reach peak torque at 1,600 rpm. While peak horsepower remains unchanged (350 at 3,000 rpm), the engine's new calibration delivers more than 40 additional horsepower at typical highway cruising speeds.
Ram is also introducing a new torque converter to improve engine/transmission integration for better towing capability on grades and optimized engine performance, along with a new crankshaft damper to reduce engine noise and vibration.
Dual-rear-wheel-equipped Ram 3500 pickups with the max tow package are now going to be rated at
30,000 lb GCWR — up from 24,500 lb — for maximum towing power. Chrysler's powertrain engineers gave the Ram 3500 an improved dual-rear wheel axle with a 4.10 gear ratio, new rear-axle pinion, new helical gears, upgraded bearings, and a heat-dissipating, finned aluminum differential cover.
As part of the upgrade, the truck will also get a new engine-mounted, oil-to-coolant transmission cooler to moderate operating temperatures during trailer towing. Max tow is available on regular and crew cab 3500s only.
All Ram 2500 and 3500 heavy-duty pickups will also get upgraded power steering oil coolers to manage larger loads. The Cummins diesel is optional for the Ram 2500, which gets the 5.7L Hemi engine as the standard powerplant.
Because it uses a single rear-wheel axle, Ram 2500 GCWR remains unchanged at 22,000 lb, and manual transmission-equipped Ram heavy-duty pickups retain their 350 hp/610 lb-ft of torque performance ratings.
Ram is also debuting a Class 1 cargo van (C/V) model that features 1,800-lb cargo payload and towing capability of up to 3,600 lb. It has maximum GCWR of 8,750 lb, a 20-gal fuel tank, and gets 25 mpg highway.
Not much is changing for Toyota's full-sized Tundra pickup model or for its compact Tacoma pickup. The Tundra will continue to offer a base 4.0L V6 engine with dual variable valve timing with intelligence (VVT-i) for 2012, increasing power and performance. The 310-hp 4.6L and 381-hp 5.7L V8 engines continue to be offered across the Tundra line.
Standard for all Tundra models is trailer sway control, which uses its Vehicle Stability Control system to help counteract forces on the truck caused by a swaying trailer in tow. The Tundra will continue to be offered in two grades (Tundra and Tundra Limited); three cab styles (regular cab, double cab, and CrewMax); three wheelbase lengths (126.8, 145.7, and 164.6 in. depending on model and configuration); and three bed lengths (78.7, 97.6, and 66.7 in. for CrewMax only).
A Tundra work truck package aimed at commercial truck buyers needing a "no-frills" option will also still be offered. This package features vinyl seating and rubber flooring and comes in regular and double cab configurations with any of the Tundra's three engine choices.
The 4.0L dual overhead cam (DOHC) V6 that's standard in Tundra regular and double cab models retains the performance boost introduced last year that increased horsepower to 270 from 236, and peak torque to 278 lb-ft up from 266 lb-ft. The V6 is also teamed with a 5-speed automatic transmission with uphill/downhill shift logic.
The 4.6L i-Force V8 added to the Tundra line for the 2010 model year will remain available for all models, providing 310 hp, 327 lb-ft of torque. It delivers a versatile combination of power and efficiency. The 5.7L i-Force V8 churns out 381 hp at 5,000 rpm while producing 401 lb-ft of peak torque at 3,600 rpm.
For the Tacoma, Toyota has added five 4-cyl. model variations for customers seeking higher value and fuel economy. The five models include: access cab 4×2 PreRunner 4-speed automatic, double cab 4×2 4-speed automatic, double cab 4×2 PreRunner 4-speed automatic, regular cab 4×4 4-speed automatic, and access cab 4×4 4-speed automatic.
The Tacoma line still offers two engines: a 2.7L DOHC 4-cyl. that produces 159 hp with 180 lb-ft of torque and a 4.0L DOHC V6 that outputs 236 hp with 266 lb-ft of torque. In both engines, VVT-i provides strong low-end and midrange torque. An electronic throttle control system with intelligence
(ETCS-i) helps optimize performance and fuel economy.
Only minor changes are being made to Ford's F-Series Super Duty medium-duty truck line this year, largely due to the major overhaul the vehicles received for the 2011 model year.
Chief among the upgrades that occurred last year is the addition of the Ford-designed and built 6.7L Power Stroke V8 turbocharged diesel engine rated at 390 hp and 735 lb-ft of torque, which replaced diesel engines of the same name formerly supplied by Navistar.
Ford notes that its Power Stroke remains B20 biodiesel compatible, meaning it can be safely operated on a blend of 20% biodiesel and 80% regular petroleum diesel.
The manufacturer maintains that its new diesel engine boasts an average 18% improvement in fuel economy for pickup models and up to 25% improvement for chassis cabs versus its 2010 Super Duty models.
The engine and aftertreatment system also meets 2010 federal emissions requirements for oxides of nitrogen (NOx) by using a selective catalytic reduction (SCR) system with diesel exhaust fluid (DEF) supplied by Terra Environmental Technologies under Ford's Motorcraft brand name.
In addition, models equipped with Ford's new 6.2L V8 gasoline engines, which crank out 385 hp and 405 lb-ft of torque, some 85 more hp and 40 lb-ft more torque than the OEM's current 5.4L V8 gas engine, will deliver an average 15% fuel economy improvement over the OEM's comparable 2010 models.
New for its 2012 Ford F-Series Super Duty trucks is upgraded towing capacity, resulting from a beefed-up frame and hitch. Ford F-350 and F-450 Super Duty trucks with the Power Stroke diesel engine and dual rear wheels now can tow 17,500 lb, an increase of 1,500 lb versus the 2010 Super Duty models, or some 9% more tow load capacity.
Higher-strength steel in a frame cross-member and an upgraded trailer hitch give the Super Duty additional towing capacity. These specification changes also boosted the F-350 DRW 4×2 pickup maximum payload to 7,070 lb and maximum fifth wheel towing to 22,600 lb.
Ford says the hardware upgrades to the Super Duty complement software upgrades to the powertrain control system of the Power Stroke to make towing even easier.
Freightliner Trucks is now offering a new automated manual transmission (AMT) for its line of medium-duty Business Class M2 trucks. The OEM says the AMT3 transmission combines the design principles of a manual transmission with what it calls "intelligent electronics" to form an automated, two-pedal shift system that "equalizes driver performance and improves fuel economy."
Unlike automatic transmissions, Freightliner's AMT3 eliminates the torque converter and instead couples the engine to the transmission with a hydraulically actuated clutch, according to T.J. Reed, director of product marketing for Freightliner Trucks. This innovative clutch actuation results in minimal torque interruption during acceleration and shifting while providing constant lock-up, he notes. In addition, clutch control and gear shifts are managed by the Transmission Control Unit (TCU). Reed says this means that the TCU evaluates road, grade, and load conditions to perform shifts at optimal engine rpm, resulting in faster and smoother shifting—and significant fuel savings.
Reed also says the AMT3 should significantly reduce wear, virtually eliminating the need to replace the clutch over the lifetime of the truck. At the same time, lightweight materials, such as the AMT3's aluminum housing, help increase fuel efficiency. "With the Freightliner AMT3, we have created yet another tool that will reduce fuel and maintenance costs to positively impact the bottom line," Reed adds.
An all-electric walk-in van (WIV) is the big news this year from Freightliner Custom Chassis Corp. (FCCC). The van was developed jointly with bodymaker Morgan Olson and powered by Enova Systems' 120kW all-electric drive system technology.
This model is based on the FCCC MT chassis and is named the MT-EV WIV. FCCC said it partnered with Morgan Olson to develop a ground-breaking body style to provide further benefits to the delivery van owner as well as the driver.
The body is built with lightweight, durable composites that are completely recyclable; the interior of the cab features an automotive-style interior, maximizing driver comfort and productivity and allowing for improved aerodynamics without giving up the functionality of the vehicle, FCCC says.
The MT-EV WIV chassis offers GVWRs ranging from 14,000 lb to 19,500 lb and features a durable steel straight-rail chassis frame construction that reduces flex and bowing to minimize stress while carrying heavy payloads. It also features a flat-leaf spring front and rear suspension, allowing for a smooth, solid ride that minimizes cargo shifts on uneven road surfaces.
Morgan Olson's body features a one-piece bonded windshield that allows for outstanding visibility, yet one that also takes into account wind flow over the hood, cab, headlamps, and mirrors of the body. This helps to boost its aerodynamic profile, further improving upon the vehicle's efficiency.
The instrumentation panel within the cab incorporates automotive styling and adds additional features that constantly monitor the EV operating system to provide the driver information such as battery state-of-charge data. Also, the vehicle performance gauge is included to assist the driver in the operation of the vehicle.
The full-feature gauge and informational display includes a larger messaging center display area, prognostic information, and is completely sealed to fully protect it from dust and water projected from backsplash. The larger messaging center display area enables easier reading of fault codes and maintenance notifications.
Rather than relying on predetermined maintenance schedules, the incorporation of prognostic information provides the driver critical up-to-the-minute maintenance information, such as the life of the engine, transmission, oil, and filters, FCCC notes. The MT-EV uses Enova Systems' 120kW all-electric drive system technology, Tesla Motors' lithium-ion batteries, and is 100% electric, including its HVAC system, says FCCC.
Battery packs provide up to a 100-mi. driving range on a single charge and can be fully recharged in 6 hr to 8 hr. In addition, the vehicle charging system is incorporated into the overall operating system so no exterior devices are required to charge the truck.
The regenerative braking system reduces friction during braking, resulting in less brake wear and extended brake life, FCCC says. The system recycles and stores energy, and then reuses it to propel the vehicle instead of losing it to heat, as is the case with traditional brakes.
The big news from Hino Trucks USA, a division of Toyota, is not only the re-emergence of a cabover engine (COE) model for its medium-duty lineup, but also a diesel-electric hybrid model cabover.
Hino will offer four models of the newly designed Class 4 and Class 5 COE trucks: the Class 4 Model 155 and 155h (with the 'h' indicating the hybrid model) and the Class 5 Model 195 and 195h.
The 155 and 155h models will carry a 14,500-lb GVW rating, while the 195 and 195h carry a 19,500-lb GVW rating. All of those COE models will be powered by Hino's J05E Series 5L diesel engine, rated at 210 hp and 440 lb-ft of torque mated to an Aisin A465 6-speed automatic transmission.
Hino added that its COE models feature an ergonomically friendly wide cab with a North American standard 33-in. frame rail width; a 56,900-psi frame; and a standard center-mounted rear fuel tank. Inside, the new cab uses its increased width to provide room for drivers up to 6 ft, 6 in. tall, seating for three, and a versatile mobile workspace with a variety of organizational storage options. A crew cab version is expected to be available in the near future.
Those new COE models join Hino's existing conventional lineup (the 258, 268, and 338), which is also undergoing changes.
For example, the 2012 33,000-lb GVW Hino model 338 is powered by a J08E series 8L diesel engine producing 260 hp and 660 lb-ft of torque, 13% more than the 2011 version. The 338 also comes with a 5-yr/250,000-mi warranty and standard features such as powder-coated frame rails, diesel
engine exhaust brake, and Allison automatic transmission.
Hino has expanded the optional equipment list to accommodate more vocational needs as well, including a combination of a clean cab-to-axle (CA) and an Allison 2500 transmission with shift energy management (SEM) for straight truck beverage delivery fleets, while municipalities and utility service companies have options for 14,000-lb front axle, front frame extension, and 120,000-psi frames.
Finally, the truck maker has rolled out Hino Insight, powered by Webtech Wireless, which is a telematics solution designed to provide fleets with efficiencies along with improvements to safety and security.
Navistar International Corp. says it has received certification from the U.S. Environmental Protection Agency for its 2011 MaxxForce DT midrange diesel engine at 0.39 g/bhp-hr. The certification indicates Navistar has reduced its emissions 22% from the original 0.5 certification. The OEM, which uses Advanced EGR plus engine credits to meet EPA emissions levels, must still lower its emissions output to the 0.2 g/bhp-hr standard before its available credits expire. The company also says it has submitted its MaxxForce 13 for certification at the 0.2 g NOx standard. According to Navistar, it will continue to phase in lower emissions engines over the next few years.
The OEM is now offering a 4×4 version of its TerraStar medium-duty truck, which debuted last year as a 4×2. "With the addition of a 4×4 model, the TerraStar is poised to win over an even broader range of customers with more severe demands," contends Jim Hebe, senior vice president–North American sales operations.
He also notes that Navistar is offering a broader range of alternative-fueled vehicles for the medium-duty market, including an International DuraStar Hybrid and a DuraStar model powered by either compressed (CNG) or liquefied (LNG) natural gas powertrain.
The natural gas option comes via a conversion program. According to Navistar, a kit developed by Emissions Solutions Inc. (ESI) allows DuraStar conversions ranging from 175 hp to 300 hp with 460 lb-ft to 860 lb-ft of torque and will support either liquefied or compressed natural gas. Navistar says the natural gas-powered DuraStar will be fully certified to meet EPA 2010 emissions.
In addition, Navistar notes it will also offer an ESI natural gas conversion kit, and either frame- or back-of-cab mounted natural gas tanks for customers ordering an International WorkStar model with DT 466 engine. The truck can be ordered through its Truck Specialty Center.
One of the big additions to the 2012 model lineup from Isuzu Commercial Truck of America is a gasoline-powered option for its N-Series low cab forward medium-duty trucks, an option that hasn't been available from Isuzu for more than two years.
The new 2012 N-Gas models that complement the existing diesel-powered options will be powered by a Vortec 6.0L small-block V8 engine that produces 297 hp at 4,300 rpm and generates
372 lb-ft of torque at 4,000 rpm. The new gasoline engine is mated to a 6-speed automatic transmission with double overdrive and lock-up torque converter for enhanced fuel economy and performance. Previous N-Series gasoline models offered only a 4-speed automatic.
N-Series models getting the gas option include the NPR (12,000-lb GVWR) single cab in wheelbases of 109 in., 132.5 in., 150 in., and 176 in.; the NPR crew cab in wheelbases of 150 in. and 176 in.; the NPR-HD (14,500-lb GVWR) single cab in wheelbases on 109 in., 132.5 in., 150 in., and 176 in.; and NPR-HD crew cab in wheelbases of 150 in. and 176 in.
Another new option being offered is a telematics system called Fleet Director, which is provided by Teletrac. Designed to help fleet managers and dispatchers track vehicle usage in real time, Fleet Director sends detailed vehicle and driver performance reports that are accessible from any Internet-connected computer.
The system is backed by a 3-yr/unlimited-mileage warranty and is available for 2011 and 2012 NPR-HD, NQR and NRR models as either a port- or dealer-installed option. Availability for 2011 and 2012 NPR Eco-Max and 2012 N-Gas models will follow at a later date, the company says.
Isuzu says fleet managers can view the analytics generated by Fleet Director for the entire fleet, by any group of trucks the user selects, or even by single vehicle and driver via customizable "dashboard-style" screen views that allow the user to summarize monitoring of various areas on a single screen. The company notes that this telematics system can generate up to 18 management reports that document vehicle location, operational status, mileage, speed, and idle time.
Kenworth Truck Co. has added a 6x6 configuration for its T370 medium-duty truck. The application-specific model, according to chief engineer Preston Feight, has a factory-installed front drive axle available in ratings ranging from 10,000 lb to 16,000 lb. The 6×6 will be equipped with a 40,000-lb-rated rear suspension. Initially, the Chalmers series 854-40 suspension will be offered, followed by the addition of the Hendrickson Primaax EX rear air suspension later this year.
T370 6×6 customers can choose either the Paccar PX-6 or PX-8 engine. Feight notes that the truck "builds upon the 4×4 configuration introduced for the T270 and T370" last year.
"This new offering will benefit operators running utility service, construction, oilfield service, and boom trucks, in addition to municipal applications, such as fire and emergency vehicles," adds Feight. "Customers get a great medium-duty truck for applications that require a heavier front axle and tandem rear axle to get the job done."
Kenworth is also offering Hendrickson's Primaax EX rear air suspension on both the Kenworth T270 and T370 front drive axle-equipped medium-duty models.
The T440, the OEM's newest model, was rolled out last year. This heavy Class 7 to light Class 8 model continues to be offered as a truck or tractor model and is targeted at various vocational work-truck applications as well as for regional, P&D and municipal fleet operations.
According to KW, its NavPlus in-dash technology platform, which is available on all Class 5-8 trucks, is being enhanced with mobile connectivity as Sprint is integrating its network into the NavPlus system. NavPlus includes truck-specific navigation, vehicle data, hands-free phone options, audio controls, camera inputs, roadside assistance, and optional Internet access. It comes with a high-resolution, 7-in. color screen and 8 GB of memory. It comes standard on all premium trim offerings and is optional on all others. NavPlus is built on the Windows Embedded Automotive software platform and is expandable, notes the OEM.
Mitsubishi Fuso Truck of America (MFTA) is rolling out a new 4-door Canter FE160 crew cab addition for its 2012 model lineup. The beefed up 15,995-lb GVWR vehicle offers a longer maximum body length of 129 ft to give the Canter FE the capability to carry a crew of seven, plus a substantial amount of gear.
MFTA added that it has refined the 2012 Canter's instrument panel, adding a digital display that gives the operator every detail of vehicle operation, fluid level, and system status at a glance. The cab is fully trimmed with more interior space, a full bench seat second row, and increased storage area.
For the 2012 model year, MFTA said it has combined a new engine, new transmission, and new emissions treatment system into the FE160 crew cab's standard powertrain. The company says its Canter FE160 crew cab provides smooth, efficient operation and car-like drivability with its new 4P10 dual-overhead-cam, dual-balance-shaft, dual-turbocharged, intercooled 4-cyl. diesel engine coupled to an advanced Mitsubishi Fuso 6-speed demonic transmission.
The emissions control system components are sourced from Daimler Trucks North America, specifically the company's BlueTec emissions control package, which combines SCR technology with a diesel particulate filter to meet EPA 2010 emissions standards.
Dual-caliper, hydraulically actuated disc brakes with vacuum servo assist and ABS are standard at all four wheels of the FE160. A drum/driveline internal-expanding-shoe type is used for the parking brake.
MFTA has completely restyled all of its Canter FE models for 2012, adding a larger windshield and deeply sculpted door windows to improve the aesthetic profile and driver visibility. The company noted that line-of-sight from the driver's eye level to the street in front of the Canter FE is only 8 ft, compared to up to 25 ft for a conventional Class 4 truck. In addition, compact halogen headlamps allow sculpted fender profiles, but their greatest contribution is "improved nighttime visibility."
The FE Canter cab now sports a smooth V-shaped frontal surface joined almost seamlessly with the side panels and grille for the 2012 model year, not only lending an air of refined styling but also helping reduce wind noise. Even the engine air intake uses a noise-reducing snorkel design with dry paper element to help make the cabin quieter and less fatiguing for the driver and up to six passengers, the company says.
For better visibility, MFTA is offering standard split door mirrors with convex surface mirroring on the lower section to increase the driver's view of objects adjacent to the vehicle. The doors still sport the company's unique offset hinge, which opens to 70°, then pushes forward several inches. The result for drivers and passengers is access equal to a 90° opening but with limited extension of the door into traffic or curb-side obstructions.
The FE160 crew cab has a 169.3-in. or 187.0-in. wheelbase for the 2012 model year, accommodating 12-ft to 19-ft bodies.
Daytime running lights are standard, and doors include internal crush bars for increased frontal-impact protection. Extra storage compartments are available in the cab area and an enclosed storage area is available under the rear seat.
All Canter FE and FG models for 2012 include a 3-yr/unlimited mileage bumper-to-bumper warranty, a 4-yr/unlimited mileage rust-through warranty, and an exclusive 5-yr/175,000-mi powertrain limited warranty. The 5-yr warranty includes most bolt-on components as well as "wetted" driveline components.
Peterbilt Motors Co. has expanded its medium-duty powertrain options, including all wheel drive (AWD) capabilities, with the Paccar PX-8 diesel engine. "The PX-8 engine partnered with all wheel drive provides customers maximum power and performance for utility, municipality, and vocational applications," says general manager Bill Jackson. "The combination also provides enhanced fuel economy, durability, and overall low cost of operation."
The PX-8 engine with AWD capabilities is available on Peterbilt Models 337 and 348. The Model 337 is available in both truck and tractor configurations with a GVW of 26,000 lb to 35,000 lb. Both the 337 and 348 AWD models are also available with the Paccar PX-6 engine and can be spec'd with either an Eaton Fuller manual or Allison automatic transmission. The Model 337 is Pete's flagship medium-duty offering. Introduced last year, it replaced the Model 335. It can be ordered with a diesel-electric hybrid powertrain. Also out for just a year is Pete's Model 348 midrange truck. It replaced the Model 340 and is again being offered as a truck or tractor. Its GVWR starts at 35,000 lb, and it comes powered by the Paccar PX-8 diesel engine.
The 2012 Ram chassis cab medium-duty truck models are getting beefed up to offer more payload and towing capability, along with some other upgrades as well.
For starters, the 2012 Ram 4500 and 5500 medium-duty Class 4 and 5 chassis cab commercial truck models will be available with an optional 30,000-lb GCWR (an increase from 26,000 lb) and an upgrade that's part of an optional "max tow" package available on both regular and crew cab models and in 4×2 and 4×4 configurations.
The Ram max tow package includes a new transfer case gear set and chain and sprocket upgrades, recalibrated transmission software, and an enhanced collection of thermal management devices, according to the company.
The 2012 Ram 3500 model chassis cab truck comes standard with a 5.7L Hemi V8 and new 6-speed automatic transmission to increase GCWR to 20,000 lb (a 3,000 lb increase) while delivering 383 hp and 400 lb-ft of torque. The 6.7L Cummins turbocharged diesel engine is an option for these models as well; it can crank out 305 hp at 2,900 rpm with 610 lb-ft of torque at 1,600 rpm.
The beefier Ram 4500 and 5500 medium-duty models come standard with the Cummins diesel, along with an optional Aisin 6-speed automatic transmission and 4.88 rear-axle ratio. A 4.44 axle is standard on 4500 models and not available with the max tow package. A class-exclusive 6-speed manual transmission is standard on Ram 4500 and 5500 chassis cab models.
The 30,000-lb GCWR gives the Ram 4500 and 5500 chassis cab a 4,000-lb increase in trailer-towing capabilities, up to a maximum of 22,300 lb if those trucks come equipped with a 6-speed automatic transmission.
Ram said it will continue to maintain what it calls "upfit friendliness" via the chassis standard 34-in. frame rail spacing and flat, clean frame rails on a proven one-piece C-channel rear-frame rail boasting 50,000-psi steel strength. All chassis components are below the frame surface, allowing easy adaptability and versatility for virtually any upfit application, the company said.
Last year, Ram introduced four all-new upfitter switches with one fused 20A battery feed and one fused relay-controlled 20A ignition integrated on the instrument panel and linked to an auxiliary power distribution center (PDC) located under the hood.
In addition to these feeds, the PDC supports four new customizable switches. Two switches are ignition-fed and the remaining two are either battery or ignition. Switch outputs are found under the hood in a connector for further ease of upfit. A seven-circuit trailer harness and a special upfitter jumper cable — a wiring harness for ancillary power needs — remain standard.
Another addition for 2012 is a customer-selectable maximum speed governor. Ram said its chassis cabs can be ordered with it from the factory or it can be programmed by a dealer at no charge with 55 mph, 60 mph, 65 mph, 70 mph, or 75 mph speed limits. The company noted its Ram 4500 and 5500 chassis cab trucks both have a standard top speed of 87 mph, which it believes is important for fire, ambulance, and other safety and rescue truck roles.
New battery technology is the main upgrade to Smith Electric Vehicles' Newton this year. Smith contracted with A123 Systems, the developer and manufacturer of advanced nanophosphate lithium-ion batteries and systems, to integrate its 5kW/hr automotive-class prismatic modules into the Smith Newton's battery packs in the second half of 2011.
The Newton is an all-electric medium-duty Class 4-7 truck that delivers a top speed of 55 mph and a range of 50 mi to 120 mi on a single charge. Models range from 7.5 tons (16,535 GVWR) to 15 tons (33,000 GVWR). The Newton also offers a payload of over 16,000 lb, making it suitable for urban delivery operations, the company says.
Workhorse Custom Chassis, a Navistar company, has added no new models since its year-ago production launch of the W62 step van chassis. It is powered by a GM Vortec 6.0L gasoline engine that the OEM says delivers better than 20% fuel economy improvement over the larger Vortec 8.1L gasoline engine it replaced. According to Workhorse, the engine uses variable valve timing (VVT) that enables the powertrain to take advantage of late intake valve closing for greater efficiency.
VVT allows a previously unattainable mix of low-rpm, even torque delivery over a broad range of engine speeds, and free-breathing high-rev horsepower, notes Workhorse, which states the resulting benefits are considerable. This includes a cam phaser that maximizes engine performance for given demands and conditions. At idle, the cam is moved to an advanced position, allowing exceptionally smooth idling. Under other operating demands, the phaser adjusts to deliver optimal valve timing for performance, drivability, and fuel economy. At high rpm, it might retard timing to maximize airflow through the engine and increase horsepower, the OEM points out, while at low rpm it advances timing to increase torque. Under a light load, it can retard timing at all engine speeds to improve fuel economy. It also helps control exhaust emissions because it manages valve overlap at optimum levels and eliminates the need for an exhaust gas recirculation system, according to the OEM.
The GM Vortec 6.0L powerplant is mated to the Allison 1000 HS automatic transmission. The GVWR of the W62 chassis ranges from 19,500 lb to 23,500 lb. It is also offered with the EPA 2010-compliant International MaxxForce 7 diesel.
Workhorse's latest W42 step van chassis is powered by the GM Vortec 4.8L gasoline engine, which also boasts variable valve timing as well as extended maintenance intervals, notes the OEM. The 4.8L engine is mated to the GM Hydra-Matic 6L90 6-speed automatic transmission.
Not much is going to change for the 2012 models produced by UD Trucks North America (UDNA). The single biggest change is the addition of a rear engine-mounted power take off (PTO) as a dealer-installed option.
The company offers seven different models in the U.S. market with GVWs ranging from 17,995 lb all the way up to 32,900 lb: the UD1800, UD200, YD23DH, UD23LP, UD2600, UD26LP, and UD3300. UDNA's trucks all come equipped with a 7L GH7 diesel engine that was jointly developed with Volvo Powertrain Development. It can crank out from 245 hp to 280 hp and is equipped with an SCR-based exhaust aftertreatment system.
UDNA noted its cab and interior were completely redesigned for the 2011 model year, adding more legroom and driver comfort upgrades, as well as the addition of a wide variety of transmission options, including the Allison 3000 Series automatic.
Production of electrified vehicles (EVs) is gearing up all over the world, and automakers are planning to launch an increasing variety of new models over the next few years, as is evidenced by several examples in this 2012 model preview. According to Pike Research, a market research and consulting firm based in Boulder, Colo., hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and battery electric vehicles (BEVs) will all share the market stage as electrified vehicles continue to capture a larger portion of the vehicle market.
Based on data from a new report from the research firm, cumulative sales of PEVs (the category that includes both PHEVs and BEVs) will reach 5.2 million units by 2017, up from just under 114,000 vehicles in 2011. By the same year, cumulative sales of HEVs will represent an additional 8.7 million vehicles, for a combined total of 13.9 million units in all electrified vehicle categories. While electrified vehicles will become a growing portion of total vehicle sales, Pike Research projects that the penetration rates will remain relatively low in the context of the total automotive industry. The firm forecasts that PEV and HEV sales together will represent approximately 3% of total light-duty vehicle sales in 2017. Adoption will be highest in North America, where electrified vehicles will capture 4.9% of the total light-duty market in that year.
EC&M has run several EV-related articles recently. In the July 2011 issue, Staff Writer Beck Ireland explores the technology and installation issues involved in building the EV infrastructure in "Charging Ahead," available online at: http://ecmweb.com/market_trends/electric_charging_ahead/index.html. In "Supercharged," featured in the August 2011 issue, Ireland explains how electrical contractors are getting revved up about potential revenue from installing this infrastructure. (http://ecmweb.com/construction/electric-vehicle-installation-trends-20110801/index.html).


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posted by gap at 10:41 AM
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Gary Andrew Poole is a contributor to TIME. He has also written for Esquire, The Atlantic, the New York Times, and the Independent on Sunday (London).
His first book--The Galloping Ghost: Red Grange, an American Football Legend, published by Houghton Mifflin--is in bookstores. It has been praised by Sports Illustrated, the Boston Globe, the Dallas Morning News, the Washington Post, Christianity Today, and the Chicago Sun-Times, among other publications.
His book PacMan: Behind The Scenes With Manny Pacquiao-The Best Pound-for-Pound Fighter in the World (Da Capo)is now available in bookstores.
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Working with Tables and Views using Apache Zeppelin
You will learn
You will learn how to work with Apache Zeppelin, how to load sample data into SAP Vora tables and query data using views.
The SAP Vora developer edition has Apache Spark 1.6.1 preinstalled. Apache Spark is a general-purpose open source cluster computing system. It provides high-level APIs in Java, Scala, Python and R programming languages. It also supports a higher-level Spark SQL for structured data processing.
Apache Spark allows native integration with a larger number of input sources. These integrations are made possible through the inclusion of the Spark SQL Data Sources API. The Data Sources API provides a pluggable mechanism for accessing structured data though Spark SQL.
SAP Vora extends Spark SQL. The Vora data source in Spark allows you to improve data processing performance by using SAP Vora as an in-memory engine. It supports an enhanced data source API implementation in Spark that allows you to create tables (Spark DataFrames) based on files contained in a local or distributed file system.
Using the SAP Vora data source, a Spark SQL query can be executed on multiple SAP Vora engines concurrently and the execution result returned back to the Spark runtime as an RDD (resilient distributed data set).
The SAP Vora 1.4, developer edition comes also with an installation of Apache Zeppelin 0.7.2 and some example notebooks.
Apache Zeppelin is an open source web-based notebook that enables interactive data analytics. Apache Zeppelin brings data ingestion, data exploration, visualization, sharing and collaboration features to Hadoop, Spark and SAP Vora.
Interactive browser-based notebooks enable data engineers, data analysts and data scientists to be more productive by developing, organizing, executing, and sharing data code and visualizing results without referring to the command line or needing the cluster details. Notebooks allow these users not only allow to execute, but to interactively work with long workflows.
You will use Apache Zeppelin to create, load and explore data in SAP Vora using the various engine capabilities such as time series, document engine, graph engine, disk engine, but also access external data sources such as SAP HANA.
Zeppelin makes use of the SAP Vora Spark Extension library by invoking it with the
%jdbc interpreter key word in each paragraph.
To use Apache Zeppelin pre-installed on SAP Vora 1.4, developer edition, run a modern web browser of your choice and open
You will see a few notebooks which focus on different Vora topics such as SAP Vora Tutorial, Tables and Views, Document Store, Disk Engine, Graph Engine, Time Series, etc.
You will get back to SAP Vora Tutorial notebook as a part of a different tutorial, but for now let's start by opening
Click on notebook
0_DATA. This notebook contains SQL scripts to create in-memory tables and loading sample data.
The next page will present itself with the
0_DATA notebook content, the content (scripts) are broken down to paragraphs. These paragraphs contains the individual SQL scripts that you will execute.
CREATE TABLE statement registers the table in the Spark
sqlContext and creates a table in the SAP Vora engine.
You need to provide a table name and the fully qualified name of the SAP Vora data source package,
com.sap.spark.vora, as well as a set of options required by the data source.
The initial SQL script execution does take some time to complete, this is due to Yarn resource initialization. Subsequent statements are executed much faster.
To run the SQL in a paragraph you can either click on Run this Paragraph. Or use the
SHIFT+ENTER key combination.
Continue by running all three "create table" paragraphs.
Get list of created tables by scrolling down the notebook and run the paragraph with the
%jdbc show tables using com.sap.spark.engines SQL statement.
You can create your own paragraphs just remember that
%jdbc keyword is required in each paragraph.
Feel free to query the in-memory tables you have just created with queries like
%jdbc select * from FINANCIAL_INS limit 10.
Continue to the next notebook
1_Tables and Views.
Run each paragraph individually. First few paragraphs show how to create and then drop some test table
Then create a view
COMPLAINTS_PRODUCTS joining
COMPLAINTS and
PRODUCTS relations.
Select data from the newly created view
Report the number of complaints by state and by product by means of simple aggregation. Run
Some joins and aggregations paragraph and query data from it.
Zeppelin will plot the results once you choose one of chart representations. Settings of measures and dimensions are customizable.
Create dimension views. You can define annotations on relation columns. An annotation is a key/value pair that allows external tools, such as modelers and visual SQL editors, to store additional information about relation columns, like default aggregations or UI formatting tips. This makes integration with SAP Vora and Spark easier.
To view the annotations defined on a table, you can use the table-valued function
DESCRIBE_TABLE as in the following Zeppelin paragraph.
Create a CUBE called
PROD_FININS_CUBE that joins fact table and dimension view. Feel free to play with the different chart types for this visualization.


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Posted by GPP on November 07, 2003
In Reply to: European scientist posted by ESC on November 07, 2003
: : : : In the November 2003 issue of Boys' Life, which is the official magazine of the Boy Scouts of America, Ernst Mach is identified only as a "European scientist" who did expmeriments with sound and whom the speed of sound is named after. So I'm left thinking, "Hmm, probably German, but could be Swiss or Austrian." I have a feeling that this specific fact was hidden from me on purpose, but I don't know what the purpose could be.
: : : : Is this a new trend? Is it the next logical step after losing the specific identifiers "Chinese", "Japanese", etc., for Asians? Is it an American thing?
: : : I don't think so. Probably a writer who was too lazy to find out the exact country.
: :
: : Surely everybody knows that Ernst Mach was Irish. I put all this confused thinking down to the poor quality of US University education.
: Excuse me?
Two comments: One, this is Boy's Life we're talking about, which is trying to present some interesting information to a young audience without making it overly complicated. And two, if anyone would bother to look before they speak, they would find that Mach WAS a 'European' scientist. He was born in Brno, studied in Vienna, joined the faculty at Graz, and finally returned to Prague. It has long been common for European scientists to move around from country to country; many studied in Germany, particularly.
I thought Patrick's irony was funny--AND to the point. (Even though Mach was of course not Irish at all.)


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Magic Strollers
The Broadway productions of Newsies, Mary Poppins and The Lion King are scheduled to resume their normal performance schedule tomorrow night Thursday, November 1st. For tickets and information, visit: disneyonbroadway.com.
The remainder of the performance week, as scheduled:
Mary Poppins New Amsterdam Theatre
Thursday 7:00
Friday 8:00
Saturday 2:00 and 8:00
Sunday 1:00 and 6:30
Newsies Nederlander Theatre
Thursday 7:30
Friday 8:00
Saturday 2:00 and 8:00
Sunday 1:00 and 6:30
The Lion King Minskoff Theatre
Thursday 8:00
Friday 8:00
Saturday 2:00 and 8:00
Sunday 1:00 and 6:30
All tickets for the cancelled performances will be refunded at the original point of purchase.
you purchased via Ticketmaster.com, Ticketmaster via Phone or the
Disney on Broadway Hotline: Your refund has already been processed, and
your credit card will be refunded automatically within 7-10 business
days. For any issues, please contact the Disney on Broadway Hotline at (866) 870-2717 and have your Ticketmaster Account Number/Confirmation Number handy. You need not retain your original tickets.
you purchased at the Box Office: Please return your original tickets to
the Minskoff, New Amsterdam or Nederlander Theater Box Office. You will
be able to exchange your tickets for an alternate date of your choice,
subject to availability, or you can receive a full refund to the
original method of payment.
you purchased tickets as part of a Group: Please contact your Group
Sales Agent for more information regarding refunds or exchanges. Please
retain your original tickets until you speak with the Group Sales Agent.
you purchased tickets through any other licensed sales channel
(including, but not limited to, Ticketmaster Retail Outlets,
Broadway.com, Continental Guest Services, Broadway Inbound, etc.):
Please return to the original point of purchase for more information
regarding refunds or exchanges. If you have your tickets in hand, please
retain them for a refund or exchange.
For orders placed through Ticketmaster, please contact the Disney on Broadway Hotline at 866-870-2717 to select a new date.
is no guarantee of availability or similar location on a future
performance, and tickets may not be available at the original price
paid, but all efforts will be made to find a suitable substitution for
the original order.
guests who are unsure of their original point of purchase or who are
unable to return their tickets to the original point of purchase, each
theater may, at its discretion, follow a Past Date Policy. Please
contact each individual venue for more information on this policy.
There are no cancellations or refunds of ticket orders.
For all further inquiries, please visit our Guest Services page.


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January 27, 2013
Daniel Day Lewis receives the 2013 SBIFF Montecito Award, presented by Sally Field (Jan 26, 2013)
Be succinct, constructive, and relevant to the story. Leaving a comment means you agree to our Discussion Guidelines. We like civilized discourse. We don't like spam, lying, profanity, harassment or personal attacks.


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Tonight's Weather May Dampen The Annual Perseid Meteor Shower in Southern Idaho
The annual Perseid Meteor Shower peaks tonight (Aug. 12)! This is one of those cool events that you can see with the unaided eye, and nearly everyone will be able to see a shooting star or two with enough time and patience.
The Annual Perseid Meteor Shower streaks across the nighttime sky in early August, but peaks overnight tonight (Aug. 12). These fast and bright meteors are the result of the Earth passing through the debris left behind by the Swift-Tuttle comet, and astronomers are predicting up to 50 meteors or more per hour.
It truly is one of the best annual meteor showers. Here are a few tips to improve your Perseid Meteor Shower viewing.
Set Your Expectations - It would be amazing to see the sky filled with giant, slow burning meteors that light up the night. The Perseids, despite being the best shower of the year, aren't like that. Think of it this way: don't go in expecting a torrential downpour; instead it's much more like a light, spring shower.
Dress Appropriately - Dress warmly. Yes, it's August, but that doesn't mean shorts and a flip flops. You'll be outside in the middle of the night and it's going to get cold. You're going to want to bring a sweater, perhaps a jacket, and a few blankets to wrap up in.
Get Away From Ambient Light Sources - Everything from the street lights, your front porch light, and even the bright screen on your phone can take away from your viewing enjoyment. If you're eyes have adjusted to the darkness and you look down at your iPhone screen to check email, your eyes will have to readjust again. Try and find somewhere nice and dark for best enjoyment, and turn off your electronic devices (or at least turn the brightness down).
Have Patience - As with nearly every aspect of astronomy, patience is the key. If you don't see one in the first five minutes, don't give up. Your eyes need at least 20 minutes to adjust to the darkness. Find a comfortable spot, pick a spot in the sky, and just watch.
Best viewing times will be after the moon sets early in the morning. So keep your back to the bright moon, look for the constellation Cassiopeia (the big 'W') and good luck!
Unfortunately, the weather in Southern Idaho could hamper efforts to observe the meteor shower. We have between a 30 to 40% chance of heavy rain in the Magic Valley tonight, and the possibility of thunderstorms overnight.


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And did those feet in ancient time
Walk upon England's mountains green?
And was the holy Lamb of God
On England's pleasant pastures seen?
I have added illustrations and reflections (in regular italics) to this Los Angeles Times story partly about a nation honing its taste for the twee…My apologies to the author; his article is in there—complete-- among my barnacles.
True Love of Country in England
City dwellers are moving to villages in record numbers. Rural economies benefit, but some say at too high a cost to the locals.
By John Daniszewski, Los Angeles Times
Four Views in Kingham (pop. 969)
KINGHAM, England — When Chris Harvey walks out of his house, Wiggals Corner, and ambles around the streets of his adopted village, the retired postman and amateur cider-maker rarely gets too far.
That's because Chris has to pass right by all the villagers' yardless front doors. The ones who want to chat can just step out and greet him:
It's a "hullo" there, and "a bit of a chat" here, and once again he is convinced that he was right to move to Kingham, which he calls "the friendliest village in England." When he left his London suburb 32 years ago, his father said he was daft to head for the sticks, an hour and a half from the capital; he should buy a nice suburban semi-detached instead.
A nice semi-detached, but not suburban.
What seemed crazy at the time has turned out to be a trend. Britain is now believed to be the only country in Europe that has a net migration out of, rather than into, its cities.
Good rail connections[!], the high price of city homes, a quest for a better life, and Britons' inbred love of the countryside are some of the explanations offered for the exodus. But it is a double-edged sword.
The English all squawk about the rail system, which in fact is superb; they should experience Amtrak.
Although the newcomers may bring a needed dollop of vitality to the countryside and in some cases create businesses and jobs, they also push up real estate prices for longtime residents.
As longtime resident of a neighborhood where newcomers pushed up real estate prices, I must express heartfelt thanks to those who did this for me, and I'm sure my fellow oldtimers feel the same. I can refinance my house every few years for dizzying amounts and am made prosperous beyond my wildest dreams; my neighbor buys a new Corvette every now and then. I look forward to even more pushing up of real estate prices with grateful anticipation.
Some villages have ceased to be real communities; rather, they have become picture-book places inhabited by people who commute elsewhere for work and don't take an active role in local life.
This is a somewhat difficult phenomenon to illustrate, since it doesn't show up much in photos; buildings look about the same whether the occupant is a commuter or not. On those rare occasions when new suburban development is allowed in England, however, the difference is evident from the air. Here the road separates an old village (far right) with its idiosyncratic development pattern, from the newer suburb with its looped spaghetti street pattern and its ritualized lots, reminiscent of suburbs everywhere, with their uniform setbacks and standardized fitting of house to lot. This is a pretty benign example, but Suburbia nonetheless:
Meanwhile, farming, the original activity of the village, hardly figures at all in the employment picture today. Only 1.8% of Britons now farm, the lowest percentage in the nation's history. (Since the advent of tractors, fewer farmers are needed to work the land.) Small holdings increasingly are being bought up by the incoming urbanites and often are kept up merely to look pretty, or leased out to existing farm concerns. (Efficient agribusiness also doesn't require lots of farmers.)
Britain's return to rural tenant farming recreates feudal business patterns in which the squire rents out his land for agriculture. This pattern has been in relative abeyance for centuries and is now surging back. It's pretty common in the U.S. too, but in the U.S. even more farms have reverted to second growth forest (scrub). This is the main reason England's countryside looks so much prettier, with those sweeping vistas and wide-open spaces. (Rural Pennsylvania and parts of Maine are among the American exceptions that somewhat resemble England; in a few places you might even find a genuine village, though they're now very rare in North America.)
Farmland with manor house.
Vast vistas.
A squire's house.
A prosperous yeoman's comfy cottage. Does the yeoman commute?
This yeoman farms.
In Kingham, the bulldozer magnate Anthony Bamford has acquired much of the surrounding gentle hills and fields. For the last two years, his wife--(breaking ranks with those carpetbaggers who don't get involved in local life)-- has added to the area's cachet with an eye-catching cafe and farm shop that sells prize-winning organic and gourmet foods, including artisan breads and cheeses, produce and sausages, mostly from the couple's own farms. (I'm sure the politely-amused oldtimers continue to shop where they always have.)
An establishment for yuppies.
It's so fancy that some locals have dubbed it the "Harrods of the Cotswolds." In their literature, the proprietors say they are particularly proud of the "dog parking" area fitted with watering bowls. Although the prices may be high for many locals, the shop draws a steady stream of connoisseurs and tourists, and their pounds sterling, to Kingham.
Pounds sterling are shipped principally on summer weekends in the pockets of (much too) brightly-colored clothing, and sometimes in shorts, which locals never wear. Pounds sterling are actually more attracted to towns than to villages.
This village of 700 (Kingham actually has 969, according to the census) people in Oxfordshire County, on the edge of England's famed Cotswolds region, has a history that dates at least to the Domesday Book of 1086. It was recently honored by Country Life magazine, the bible of the country set, as its favorite village in England, much to the amazement of some inhabitants.
A chocolate-box village.
"I'm a bit surprised, because it isn't a chocolate-box type of village," parish council Chairman Keith Hartley told reporters after the accolade. "It's more of a working village than a tourist village. But it's got a great all-round atmosphere."
A village is a very small but distinctly urban place surrounded by farmland (or, rarely, wilderness). It differs from Suburbia in that people walk. A frequent hallmark of a truly walkable small place is that there are no or few sidewalks. This is not an oversight or a hardship; you generally have the street to yourself when on foot. (Sure beats speed bumps.) This condition was noted and reproduced by the designers of Poundbury and Seaside, who are observers of the real rather than theoreticians of the abstract.
Unlike some villages that have lost all their indigenous life, Kingham still has a primary school, a small industrial area, a combined post office and shop, three pubs, a charming hotel built on the site of the town's medieval flour mill and a main-line railway station. Fairs and football on the village field are still part of the local scene.
A village school and (abandoned) industry (what a great house this would make for a yuppie).
Two village post office shops: Combe (left) and Evershot (right).
Village Inns with pubs: the drinkers arrive (and more importantly, leave on foot; the travelers arrive by car (find the car park access in both photos). If a drinker arrives by car and proposes to leave while tanked (the English word for this condition is "pissed"), the publican can suggest a nice upstairs room for the night.
Football in the Stroud Valley.
According to the Countryside Agency, a governmental body set up to attend to the concerns of rural residents, 14.1 million people — 28.5% of England's population — live in rural districts. The rural population has grown by 13.7% in the last two decades, with a quarter of the new arrivals settling in the southwestern countryside, an area that has remained bucolic despite its relative proximity to London.
Bucolic: wouldn't it be nice if we could preserve a little more of that in our own poor, battered, abused, and sprawl-afflicted land? On every visit I marvel at how much better preserved and more scenic Europe's countryside is (and don't forget the cities.). We are said to inhabit "America the Beautiful", but most of the beauty here has retreated to designated preserves; the National Parks are like ghettoes of beauty. And even these--as annual budget cuts begin to show effects-- grow increasingly threadbare.
The agency estimates that 115,000 people move to the country from urban areas each year. Since 2000, 352,000 more people have moved into England's rural areas than have left them; half of the migrants were between the ages of 25 and 44 — in other words, the prime working years.
A migrant or just a tourist?
As novelist John Lanchester put it in a recent essay for the Guardian newspaper, an elegy for the less-spoiled countryside he remembers, "In other words, every year a city slightly bigger than Exeter disappears, and reappears wearing green wellies and complaining about the bypass. This has been going on for a decade and a half."
A person "wearing green wellies" (rubber boots): a necessity in rural England's moist climate.
At least you can walk in the British countryside without fear of being shot for trespass by an irate farmer. A system of country lanes allows you to hike (or even bike) from end to end of Britain without trespassing or using highways. Many take advantage of this fact to walk across fields, moors and downs as shortcuts from village to village.
Novelist Lanchester's contention that the countryside was formerly less spoiled is technically somewhat true, but not by much; Britain's virtual ban on rural development guarantees that. The novelist should visit the United States for a more dramatic view of what spoiling the countryside can mean.
The migrating "city slightly bigger than Exeter" has actually depopulated the northern cities containing the legendary mills. Their population is moving to the economically greener pastures of London, while wealthy Londoners are drifting into the idyllic countryside.
And did the Countenance Divine
Shine forth upon our clouded hills?
And was Jerusalem builded here
Among these dark Satanic mills?
It means that urbanites moving to the countryside find that their neighbors are an awful lot like them.
Local or transplanted urbanite? Does it really make much difference?
"If my own experience is anything to go by, your neighbors in the sticks are more likely to be thirty- and fortysomething graphic designers, IT consultants and, of course, journalists, than smock-wearing yokels," said Hester Lacey, writing in the Guardian about her experience moving to the country.
Possibly a yokel, but missing the smock.
Digression: There is currently a great wringing of hands in Boston over the de-yokelization (or actually de-Italianization) of the North End, which urbotourists prize for its gaggles of elderly male Sicilians. These stand or sit around on sidewalks and comment in two languages on the passing scene. Their fadeout is commonly regretted on forums by epicures of the urban, but perhaps for selfish reasons; how many grousing middle-class habitues of the new North End Starbuck's have considered that a picturesque Sicilian flaneur might actually be grateful to retire to Son-the-Doctor's suburban McMansion and its limitless television reruns sampled in air-conditioned comfort?
I myself regret having missed seeing the Chinese in Mao costumes, Turks in fezzes (I missed this one by eons), cowpokes in six-guns, and tennis players in white slacks, and I will probably miss Peruvian women in bowler hats; but I did manage to catch the Combat Zone and the line-up of floozies on the rue St. Honore before they moved to the Internet. And like many New Yorkers, I miss the three-card monte in Times Square.
Picturesque humanity as part of the ambiance: I agree that generally I find people like myself boring—at least in gaggles on the sidewalk, though not so much in one-on-one conversation, for which I prefer the like-minded. On the sidewalk I favor groupings of rap singers, turbaned Sikhs, Orthodox Jews, even juvenile delinquents (at a distance) or (best of all) pretty girls-- but someone obviously likes all those Starbucks; how else do you explain their proliferation and success?
It is, however, fairly hypocritical of us to bleed our hearts over the preservation of lifestyles not our own and a "sense of community" we find hard to pin down. This is not, after all, the survival of species, and what do we really know about the merits of other ways of life?
Can we be so dead sure that "yokel" who sold his leaky cottage to the London stockbroker for two cool million did the wrong thing for himself and his family? Maybe he and his wife can be found today by the pool in Acapulco, margarita in hand.
We rue the passing of this or that community, but isn't there also a Starbucks community (unexotic) fading in to replace it? As we get prosperously post-Industrial, sooner or later everyone turns into a yuppie. Are we perhaps anthropologists? And if we were…?
Ultimately, I think we just find ourselves boring. Maybe we should start wearing fezzes.
A local shopper pauses in a country town to enjoy a cup of tea. Or perhaps: A shopping tourist pauses in a country town to enjoy a latte.
Could go either way on this crew, though locals generally don't wear shorts. Still, the bicycle is kind of old-fashioned…
Standing at the very edge of the town of Shaftesbury, a man and his son (grandson?) survey the country beyond the (now-vanished) town walls. Are they tourists? Or could they be locals? Does it matter?
Land-use rules imposed by planners since the late 1940s have suppressed suburban sprawl in Britain. One result is that truly rural landscapes beckon just beyond city limits. Much of the countryside remains postcard perfect: a pastiche of green fields and small woodlands, dotted by neat villages and church steeples, and unmarred by malls, billboards, fast-food eateries or other eyesores.
According to the Countryside Agency, people say the country offers a better quality of life in a cleaner environment with less crime. Also, as mobility improves, more people are willing to live farther from work.
If you can afford it, why not?
Richard Wakeford, the agency's chief executive, is an example. He lives in Gloucestershire, 100 miles from London, and travels there three days a week. But with cellphones and broadband Internet access, he can stay on top of his job from almost any location, he says.
"This is the new paradigm," he said. "You don't need to be anywhere anymore. And that is the liberating factor."
In some areas, the arrival of city people bent on preservation is boosting the economy. There has been a revival in such trades as blacksmithing, thatching, dry stonewalling and woodworking: The "heritage building sector" has become a $4-billion-a-year industry, employing up to 500,000 people.
This turn of events was predicted decades ago by the prescient Leon Krier, who also knew that forecasting it was one way to help make it happen. (Best to prophesy those things that you would actually like to see transpire. An optimistic outlook generally helps improve the future.)
A new stone wall takes form, reviving long dormant skills. Would you rather build a stone wall in the country or work on Ford's assembly line for the same money? There is also renewed interest in the trade of thatching.
"Crafts no longer exist to service agriculture and the traditional rural community but, instead, the lifestyle needs of … the new genus of country dweller," the agency said in a recent report.
A newly-built stone wall encloses a court to make a precinct for two houses. Are the occupants related? Could you imagine being able to do this under conventional American suburban zoning?
In addition, each self-employed migrant to rural areas creates an average of 2.4 jobs, said Aileen Stockdale, a professor of land economy at Aberdeen University who helped conduct a recent study on the subject for the Royal Geographical Society.
Down the hill, a quite newly-thatched roof or two. What do you bet some of the more beat-up tile roofs shortly follow suit, now that the cost of thatching is headed down?
Too often, she said in a telephone interview, the influx of city types is perceived in negative terms. But her research showed that many people who made the move were shifting to self-employment and launching new businesses. They present the potential for rural economic regeneration, she said.
Thatched roofs of varied vintage enhance rural cottages and probably yield a handsome return at resale time. A "cottage" in rural England is often a rowhouse.
"Community" and a little urbanity surrounded by countryside: isn't that what we say we hope to get in the suburbs? So we make up zoning laws to bring it to us as surely as gasoline puts out fires.
In fact, it is something of a myth that all the migrants are commuting into the cities. "The vast majority" finds work within 12 to 15 miles of where they settle, she said.
Some seriously small residences. Have they heard of mandated minimum square footages?
Another professor, Anne Power of the London School of Economics, sounded an alarm this month that the rising migration from urban areas was disturbing the social balance, and urged the government to take steps to discourage it and regenerate cities. (Agree about regenerating cities; not sure about discouraging migration.)
A place where some forms of social balance are restored daily.
Urban "depopulation leads to depleted services, empty property, a growing sense of abandonment, decay and population polarization, with the poorer left behind," the professor of social policy told the BBC.
Bring me my bow of burning gold:
Bring me my arrows of desire:
Bring me my spear: O clouds unfold!
Bring me my chariot of fire.
* * *
In Kingham, some people do commute to London — the 7:25 a.m. train gets to Paddington Station before 9. But others work in and around Oxford, the growing college town, which is half an hour away.
Simon Merton, a real estate agent in Moreton-in-Marsh, about 20 minutes from here, said the factors driving sales in Kingham were good schools and "the desire to get out of London."
"What starts as leaving London and renting a cottage for weekends becomes buying a house in the Cotswolds and selling out in London," he said.
In the current market, it takes 1 million pounds, nearly $2 million, to acquire a five-bedroom house in the area that includes a garden, tennis court and paddock for the children's ponies.
There is no dearth of demand, he said. "We have about 800 people on our list at the moment. They are a mixed bunch, some from town, some wanting to move within the area, but they all have over 500,000 pounds to spend."
One person who made the move in recent years is Derek Thomas, 64, a retired aerospace engineer who sold his suburban London house at a profit and bought a light-filled converted stable in Kingham. He joined the walkers club, and his wife signed up for the Women's Institute service organization nearby.
"My wife never stops telling me how much she enjoys it," he said of their new home. "Here you can look up and see the Milky Way. It's so beautiful at night."
Sometimes people find that country life falls short of expectations.
"A lot of people in England have an idealized picture of rural idyll and living in a thatched cottage surrounded by rose bushes without actually seeing the wider picture of being perhaps isolated from services," said Nigel Ellway, a spokesman for the Countryside Agency. "A number of journalists ask me if I have figures about the number who move back later after being disillusioned. The answer is, I don't know."
Wakeford, the agency's chief executive, said one ongoing concern was how to keep the countryside affordable for those who grew up or worked in rural areas.
In the Yorkshire Dales, a particularly beautiful part of England that has become a favorite destination for migrants, the area National Park Authority is considering a plan to mandate that all newly built housing be sold only to people who are local or take local jobs. With even small cottages now selling for more than $300,000, the aim is to prevent the area from becoming unaffordable to all but wealthy Londoners.
If the plan succeeds, other districts are likely to follow suit.
Kingham's novel response to the problem was to build 13 "dual-equity" houses in the village's traditional honey-colored limestone. People linked to the town, such as children of residents, could live in them and become part-owners at a reduced cost; the rest of the ownership would stay with the governing local council.
The construction quality of yore is—amazingly—matched. All that's missing is 400 years of grime. That will come, because these houses will last that long.
John Parslow, owner of the Mill House Hotel, was a courier company executive before he decided to retire and buy the ultra-comfy hotel 10 years ago.
A comfy hotel.
The business has had its ups and downs, he said, sitting in front of a roaring fire in the bar area. But he enthused over the pleasant aspects of country life — knowing the neighbors, the scenery and walks, the celebrations on the village green and the peacefulness.
Another comfy hotel.
Harvey, too, has an almost infectious enthusiasm for Kingham. Whether pointing out the tomb of a Norman knight in the 14th century church, the wooden beams of the parish hall or the embroidered banner carried in 19th century marches, the retired postman is an unabashed salesman for the rural way of life.
A Cotswolds village.
Bere Regis.
A very large village (or maybe really a small town): Bridport.
Two longtime residents, Derek Tyack, 67, and Frank Palmer, 78, welcome the village's more recent economic renaissance. But they also sound a little wistful about the past.
Before the carpetbaggers started buying homes, they came as tourists to gawk at the pcturesque scenes that included buildings, countryside and the locals. There were also a few bona fide tourist attractions. What would otherwise be the sleepy village of Cerne Abbas is overrun with tourists come to see The Giant:
Cerne Abbas.
The Giant adorns a hillside just outside the village. He's evidence of how long people have lived hereabouts if you believe those who say he's neolithic.
The Giant of Cerne Abbas.
Others think he's a Seventeenth Century hoax; that's when he was first mentioned in print.
He seems real enough to those who come to him to have their shortcomings mended:
You can imagine what the gift shops sell.
* * *
CERNE ABBAS: Three street scenes, the last featuring some medieval cottages.
An especially picturesque village:
Tourists come here to climb to the ruined castle:
Corfe really is somewhere between a large village and a small town. Most buildings touch throughout, and there is more commerce than just the usual village pub(s):
Abbottsbury has the population of a village (480) but something of the built-up look of a town.
You could say the same of Puncknowle (pop. 451; 1891 pop. 427).
Lyme Regis.
Shaftesbury, a market town with lots of commerce (pop. 6209).
New houses in the town of Dorchester (pop. 16,171).
Lyme Regis.
The town of Sherborne boasts three-story buildings, but the countryside is still…just over there.
A house in Sherborne that Sir Walter Raleigh might have known.
Christchurch: an attractive town.
Christchurch: Eighteenth Century New York must have resembled this.
Christchurch: somebody let in a little modernism. Could be worse, but it does introduce a certain machine order. Mass production in a run of three. Were they looking to save on architectural fees? Or is it just that modernist architects are required to think this way?
Poole: an even more attractive town.
Elsewhere in Poole, someone dropped the ball pretty badly. Not hard to see why regular folks hate modern architecture.
Nicely detailed, but who cares? London has now come to Poole. It'll never be the same; a single out-of-scale building can do that, and it has nothing to do with height.
Because much of England's countryside is so much more effectively protected than poor Poole, it is still an environment fit for a king, and indeed the future king works hard to keep it unspoiled, which to him (and maybe if we're willing to set aside our theories, to us) means no modernist architecture.
Here he is: the arch-villain in person, the man you love to hate:
Not only does this shameless blackguard admire picturesque old towns (I guess we all do that), but he actually has the brass to claim that you can still build like that today. Now!! In the twenty-first century!!!
Brazenly scorning the iron handcuffs of history—haughtily discounting the teutonic teachings of the sages of zeitgeist-- this benighted sleazeball actually proposes that we build faithful little replicas of English villages and towns—for all the world as though they had never fallen out of fashion. But worse than that—outrage!-- he has the pompous insolence to claim that people could actually enjoy living in these tawdry hotbeds of kitsch!
But wait, there's more: he then actually builds one of these things against the advice of all the land's experts and professionals! Builds it, mind you--doesn't rest content with theorizing-- actually builds it!
And then he has the effrontery to preside over its financial success, populating it with the undeserving middle class. And finally –-airtight evidence of moral terpitude—this unscrupulous manipulator makes a handsome profit off the whole sorry business!
Somebody ought to pass a law against this kind of royal insolence. Oh…somebody already has—thank God for the impartial perspicacity of the great (Lord) Norman Foster. Reason triumphs.
But wait, there's even more: the moral decay extends all the way to this forum and specifically to where the slimy poster has actually smuggled into this post photographs of Poundbury, somewhat secure in the belief that most readers won't detect them on their first pass.
The architects and planners of Britain are, naturally, spearheading a movement to prevent this kind of thing in the future. This will doubtless be applauded by all true believers, ideologues, historical determinists and zeitgeist mavens on this forum. Those who believe history is, like a tsunami, an irresistible force indifferent to the influence of human will are working hard to keep this from becoming a trend, for this would not fit their learned theories (until they looked back upon it years from now, of course; then it would seem obvious and inevitable).
In fact the only ones who don't hate Poundbury are the fools who actually live there, most of those who have visited and those who haven't had their wisdom handed down from the intellectual press, planners and architects. In truth, many unsophisticates actually don't notice Poundbury, so closely does it resemble the rest of the sleepy town of Dorchester (except a little cleaner). If you are among those who can't positively identify the Poundbury pics in this post, you know exactly what this means.
For the real connoisseurs of kitsch, I have also sneaked in a picture or two of Portmeirion, a genuine counterfeit (this was actually a hotel masquerading as a town). In its dedication to craftsmanship, proportion and what its creator called "beauty" this was in some ways a spiritual forerunner of Poundbury; but here too the developer was aristocratic, and therefore of course his work deserves a priori condemnation. Inexplicably, Frank Lloyd Wright liked it.
Meanwhile, the slimy Prince plans to inflict further outrages upon the proponents of Modernism and zeitgeist theory, who will never be satisfied with anything less than total domination of all that is built (except perhaps for the genuinely awful subdivisions that here and there make their appearance but are too mousy to even take note of, much less hate. Wonder who designs these? Can it be architects?).
Even worse is what he must intend for his future subjects: this is all clearly just a Trojan horse for a wider scheme to thrust us back into the Middle Ages. Along with Poundbury, he no doubt plans to reintroduce serfdom, les droits du seigneur and cockfighting, at the very least.
Back to the LA Times:
Both [residents of Kingham] are former employees at the local agricultural machinery works that went bust in the 1980s. Palmer has turned to oil painting for income, while Tyack sells firewood and carves wooden sculptures on the side.
"When you are going back, life was quite a bit different," Palmer said. "People then never went out of the village, never even for a holiday. You played about on the village green, and later on, that magic morning arrived when you had children of your own and they played on the green too.
"Now, there are newer houses, incoming people, people on the move all the time…. Now you could say there are village people, and town people living in the village. It's a different style, not quite us and them, but a little bit of that."
I will not cease from mental fight,
Nor shall my sword sleep in my hand
Till we have built Jerusalem
In England's green and pleasant land.
* * *
Both the architectural and planning profession are saturated with received wisdom (received folly?). Here's something you can expect to hear: "Yeah, but they built all that stuff in the past, when that was how they did things." Do you see the historical determinism? Implicitly, you have to add in your mind: "And of course you can't do that now."
Can you imagine getting this past the wetlands regulations?
Really? Why not? Because the greybeards said so? Inculcated us with avant-gardism while we thought we were free-thinkers?
Or this one? Good thing it was done hundreds of years ago; they'd make you take it down if you tried doing it today.
The other side of the coin is: "Yeah, but they had thousands of years to screw things up, while we've only had hundreds. How come we've screwed up America so much worse?"
Population density: UK, 639 per square mile; US, 81 per square mile. Can you tell by the relative condition of the countryside?
And did those feet in ancient time
Walk upon England's mountains green?
And was the holy Lamb of God
On England's pleasant pastures seen?
And did the Countenance Divine
Shine forth upon our clouded hills?
And was Jerusalem builded here
Among these dark Satanic mills?
Bring me my bow of burning gold:
Bring me my arrows of desire:
Bring me my spear: O clouds unfold!
Bring me my chariot of fire.
I will not cease from mental fight,
Nor shall my sword sleep in my hand
Till we have built Jerusalem
In England's green and pleasant land.
As mentioned, I smuggled in a couple of Poundbury pictures to see if you would catch them. Hint: they're the ones that look freshly built. In about fifty years they will be nice and dirty (or weathered) like the older buildings. Otherwise, they're indistinguishable. They're not really replicas, any more than a Dorchester house of 1820 is a replica of one built in 1620, just because they're hard to tell apart.
It's just continuation of a tradition. Rudely interrupted perhaps for a few decades, but who can account for human folly?
Makes me long for a couple of nice pictures of sprawl. Ok, here they are:
Back to reality. Oh… we never left it.
Just a different reality.
Different and better.
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BUENA PARK, Calif.—Authorities served a search warrant at a Southern California storage unit as part of their investigation into a fugitive former Los Angeles police officer suspected of killing three people.
Irvine police Lt. Julia Engen said Saturday that evidence was collected late Friday night from the facility in Buena Park. She wouldn't elaborate on the nature of the evidence or say who had rented the storage unit.
On Friday, another warrant was served at a La Palma house belonging to Christopher Dorner's mother. Officers collected 10 bags of evidence including five electronic items.
Authorities suspect Dorner in a series of attacks that left three people dead, including a police officer. Authorities say he has vowed revenge against several former LAPD colleagues who he believed cost him his law enforcement career.


text:
Teen Dead, More Hurt In Texas High School Stabbing
A 17-year-old student has been stabbed to death and three others are injured after a fight at a Houston-area high school.
Harris County Sheriff Adrian Garcia says a confrontation around 7 a.m. Wednesday at Spring High School escalated and resulted in multiple stabbings. He says all the people involved in the fight were students in the Spring school district.
Three others described as "persons of interest" are being questioned by investigators. Garcia says authorities are not searching for any other suspects.
Garcia says two students have been hospitalized with minor injuries and the third is listed in good condition after being airlifted to a Houston hospital
Authorities did not say what prompted the confrontation.
Spring is about 20 miles north of Houston.
(Copyright 2013 The Associated Press. All Rights Reserved)


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I would like to hire a Photographer
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I am looking for a photographer that will do family photographs for me, my fiance, and our cat, Ghost. I would like the family portraits to give to our families and to hang in our house. I expect them to be placed on an USB drive for me to use, and I am happy to let the photographer use them in their portfolio or for advertising.
I am a college student and my fiance is a construction worker, so we have a rather small budget. I do need the photos by December 15th, though.
I live in Roxboro, North Carolina, USA
4 freelancers are bidding on average $21 for this job
I am an professional photographer who can give to you whatever picture you need. please can you provide the project description?
I have a high quality camera and am passionate about photography. I would love to help you out, and will give you my all!


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FWQAL Week #5: The one where I make my favorite block so far
Block #19: Checkerboard
I'm mildly disappointed with my fabric choices on this one - they're a bit muted, in comparison to the rest of my blocks. This was a relatively easy block to put together, which made me happy, but I wish I'd used a different fabric rather than the blue Bliss print here. It's just too soft when paired with the white and blue flowered print I used as a background fabric. Lesson learned - go bold or go home with my fabrics!
Block #20: Churn Dash
While this classic block is pretty popular, this is the first time I've ever done it. It was definitely a breeze to put together, and I'm really happy with the fabrics I used on this one. This orange Metro Living print might be practically neon, but I really dig it, and it pairs awesomely with a blue print from Kumari Garden and a blue print from DS Quilts' Picnic & Fairgrounds collection.
I've now got 20 blocks all put together, which makes me feel somewhat accomplished. I'm getting to the point where I'm almost a quarter of the way through this quilt - wow! What a thought! I definitely feel like I've polished my traditional piecing skills, and even the tricky blocks have been worth the effort. If you haven't already caved in on this quilt-along yet, you might want to give it some thought!
21 comments:
That second block does look pretty bright, but when you put it with all the others it looks great! And I think those bold colors really help show off the crisp points. Fabulous quilt so far!ReplyDelete
um, i LOVE the second block! it's got so much zing! all your blocks are looking fantastic so far :DReplyDelete
Your Churn Dash looks wonderful! Whenever I make a sampler quilt I have to remind myself that not every block has to be a "star"...some are supporting cast. Otherwise I would find myself remaking half the blocks and never finish!ReplyDelete
You're so right! The bright colors make the block impressive by itself, but it really adds when put into the group of blocks.ReplyDelete
I'm learning by watching you do this quilt. These are fabrics that I love individually, but would not put into a quilt together. However, yours looks spectacular! I need to be more adventurous I think. :)
Wow, you are booking on these blocks! Nice job! I am still holding out until I get a couple items done.ReplyDelete
your blocks look great together!ReplyDelete
Your blocks are looking really good. I had a hard time with the farmer this week but that's one of the reasons I wanted to do this quilt along to challenge myself and to learn some new tricks. I'll get there and before it's all said and done I will master these itty bitty pieces.ReplyDelete
Both blocks look great, but I especially like your churn dash. Love that orange!ReplyDelete
Ohhh love that second block!! That orange really makes it pop! Even though the first block may be a little muted, it still blends so well with your others, like you meant for it to look like that!ReplyDelete
hahah "Go bold or go home!" Well said! The blocks look awesome! That Churn dash is spectacular!! The whole group looks amazing! Way to go!!ReplyDelete
Your blocks look fantastic together!ReplyDelete
That second block is great :-) And I think your first blends great with the rest, the soft colours look good!ReplyDelete
I really like how bright all the blocks are and how well they go together. It's hard to imagine anything else when you see the photo on the cover of the book. It will be a very nice quilt!ReplyDelete
they look awesome together up there on your design wall!ReplyDelete
I have to admit, I'm getting close to caving in. I so want to quilt, but with a new job and a lot of travelling for that, I haven't the chance. I could, perhaps, manage a block or two a week though. Now to pick up the book.ReplyDelete
Your blocks are great---love the fabrics! Just wanted you to check out your Calico Puzzle block...is one of the 1/2 sq. triangles turned differently?? Wasn't sure if i should've mentioned it, but anyway, they're all beautiful!ReplyDelete
Your blocks look beautiful! I kind of like the subtlety of the checkerboard block. And your Churn Dash is fabulous!ReplyDelete
- AnonymousJuly 28, 2011 at 7:10 PM
your blocks look SO beautiful!!!!!ReplyDelete
Wow, love your blocks, they look fabulous.ReplyDelete
I love your blocks! Look forward to seeing yours come together. I absolutely love your blog header too, it's very cool!ReplyDelete
Your blocks are looking lovely. I think one of the neatest parts of this sampler, is to see what becomes of my fabric choices, and then seeing others choices and how they turn out to. It is quite a learning experience.ReplyDelete
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In this activity, learners will use satellite images of the San Francisco Bay Area to evaluate urban development in an earthquake-prone region. They will prepare an executive summary of their findings that incorporates diagrams or images. Links to... (View More) the satellite images are provided. This activity is part of Event-Based Science: Remote-Sensing Activities. (View Less)
Audience: Middle school
Materials Cost: Free
Materials Cost: Free