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All Comments (27)
Hazel you are the hottest in you porn tsup tsup
you are my sex dream all that is posted is not enough ... thank you
i love the way she moves that ass when it gets good too her i would love to love that pussy 4 u baby
Dammmm this girl is awsome
Hazel drives me nuts.
She does it for me every time, her pussy is perfection, great bush and lips
You looked really beautifull when you had your clothes on, like a Lady? It brought back memories of some still photo's I was priveledged to see some 40 years ago of the Duchesss of Kent with a cucumber up her Lady Pussy (cunt) Alas that is only a memory where as you are more real and more accessible, in fantasy anyway. Thanks Hazel love all your work.
i want her so bad i luv her hairy pussy
Want to fuck and suck that bitchstits and ass and cream her all over.I got a cucumber I want to fuck her with
Want to fuck and suck that bitchstits and ass and cream her all over
Hazel I really love the lingerie you wear, it is so sexy, and I love that fine body, I want to suck those tits, eat that lucious pussy, rim that tight ass, and fuck you until you scream out in pleasure. I love to see a woman masturbate with vegetables. This was super HOT.
I'm running out of superlatives!!!!!!!!
hazel you are just so sexy would love to sleep with you and make love every night love you hazel xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx
would love to wear your worn panties and clean you up Hazel
oh great...next time i eat a cucumber salad ill be thinking of a hairy old twat
Naugthy Hazel. If you can fuck a cucumber I bet you could deal with a vegetable like me. I'd love to be stuffing your hairy cunt. Dirty girl!
Hope she reads this , she is the sexiest woman i've ever seen. Hope she keeps it up.
Where's the 0 star button?
love the hairy pussy but would like to see you wearing a figure hugging plain white pantie girdle
my kind of lady,sweet and hot.Love you Hazel
fuck me looks like shes been to the queens garden party. what a sexy woman
god i would love to eat that juicy hairy pussy of yours hazel, your vids keep me hard & spunking long may they last xx
Another great video from Hazel. She is great. Good looking, sexy, fun - the best on the net. Love the frilly suspender belt. Keep it (and me) up. PS - would love to eat that cucumber out of your pussy sometime.
she does lol
nearly sure she does one of those mature babestation phone in shows at the weekend in the UK
that is a beautiful dress


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For Love or Money
|Release Date: March 04, 2014
|Genre: Comedy
Denise Boutte
Lavell Crawford
Brely Evans
Bokeem Woodbine
All Cast & Crew >>
Summary:Tina seems to have it all - a great guy, beautiful house and her own business empire. But when her business manager loses it all, Tina is forced to reprioritize her life to figure out a way out of her financial mess. When she turns to her ex-boyfriend for help, her current man feels threatened and Tina has to make a decision: should she make her next move for love, or money?

subset: commoncrawl


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Proceedings | Highlights from the WSJ.com Law Blog
Former Dewey & LeBoeuf LLP bankruptcy heavy hitter Bruce Bennett has billed the Los Angeles Dodgers nearly $13 million for the defunct law firm's work on the team's Chapter 11 case.
Mr. Bennett filed the final legal tally Tuesday with the U.S. Bankruptcy Court in Wilmington, Del., as special counsel for Dewey.
The total includes a $500,000 bonus that Mr. Bennett argued in court...


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Friend of our high school is going to ISU to IA. She is an academic all star
Originally Posted by IceCyIce
Friend of our high school is going to ISU to IA. She is an academic all star
You made Nikki's day.
I have no idea what you just tried to say
Tongue out to IA
Twitter: @HBforTHREE
Dont worry about the horse being blind-- Just load the wagon.
This is confusing.
Since it seems irrelevant, I drove my car today.
Kansas Must Be Destroyed
Sic Semper Jayhawks
I slept an extra hour today.
Let Prohm's Posse Ride: Hallice, Brady, Stu, Lard, Naz, Deonte, Monte, Matt, Simeon, Jordan, and Babb.
Originally Posted by IceCyIce
Friend of our high school is going to ISU to IA. She is an academic all star
Are you drunk at 4 pm already?? And I thought I was a drinker, I'm just about to start for the night!
[ame=http://www.youtube.com/watch?v=0j7Ksi8v7JY]ãForum Weaponã If anyone wants to tell me what's going on here... - YouTube[/ame]
Team Rainbo_
Originally Posted by VikesFan4Ever28
You have almost 5 crap tons.
Whooo hooo!! Glad she didn't go to the SEC SEC SEC SEC SEC!
This thread actually has some substance to it. Go Nikki Go!!!
[ame=http://www.youtube.com/watch?v=6Xywqv1cDH8]This does not make sense - YouTube[/ame]
You can't die. That would upset the equilibrium in the Cave.
Prohman Empire.
[ame=http://www.youtube.com/watch?v=d0VNHe5fq30]What in the Wide, Wide World of Sports?.mp4 - YouTube[/ame]
Originally Posted by CycloneErik
This is confusing.
Since it seems irrelevant, I drove my car today.
Just so you know, I woke up today. Thought you would be interested and should be informed.
Originally Posted by cyrocksmypants
I didn't know Satan posted on here. Because clearly with this opinion, you're the devil.
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All content owned by CycloneFanatic.com - All rights reserved 2005-09. By viewing this website you agree to the Terms of Service, Site Rules and Legal Disclaimer. The words, views, images and opinions expressed or provided by users do not reflect the opinions or views of CycloneFanatic.com or Iowa State University. The names, words, symbols, and graphics representing Iowa State University are trademarks and copyrights of the University protected by the trademark and copyright laws of the United States of America and other countries and are used on this web site under license from the University. Original site design, premise & construction by Jeremy Lind.


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Anxiety Lies.
All the other girls are choosing to have sex, but I feel scared to.
im a girl, im 15 and im scared or any kind of sex. (fingerbang, hand job, blow job, or sex) the thing is all of my friends have gone farther than me or have even had sex,i live in a small town so we are always finding things to compete over and this happens to be something all the girls are doing. when i think about being sexually active with my boy friend im okay with it, i actually want to, but when i have the chance to i back out... i think the main reason is i dont know how to do it..
i would really like to plessure my boyfriend and be plessured by him, but i get scared. if you have any ideas or anything i should try to overcome this fear of not doing it right or to loosen up and just relax it would be really appreciated !!!! thanks soo much ! (:
What if I never want or feel ready for sex?
Okay, well here is the thing: I'm a girl and I'm so afraid to be in a relationship for too long, because I think that I'm going to have to have sex. I know that my boyfriend right now wants it, but I really don't. He says he'll wait for me, but I'm still scared. I don't think that I will ever be ready to do it, and so I'm worried. What if I am NEVER ready?!
Why can't I stop being so scared of pregnancy?
I have a problem, and I'm ready to crack with the stress of it. I've been on birth control (Yaz) for a year, to help with my acne, though I don't always take it at the same time every day. Sometimes I've missed pills or taken them over 12 hours late. That shouldn't really matter, though, because I'm not sexually active. My boyfriend and I have decided to wait until we get married to have sex. We only ever make out. Still, I find myself worrying about pregnancy risks even though there are no apparent ways to get pregnant from what we do. Some small part of my mind will whisper things like, "What if he has pre-ejaculate that seeps through his clothes onto you? What if he had a nocturnal emission that night he stayed over?" Nobody else I know seems to have this constant paranoia. I don't understand why I spend half my time worrying about a pregnancy that most people understand is impossible. I'm not sure what I'm asking here, other than, have you ever seen this before - a girl terrified of something happening when it isn't even likely? Is there any way I can help myself and get peace of mind? Thanks.


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When Legos Take Over
Plastic robots took over the Deep Run High School gymnasium Nov. 13, as 24 teams of local students competed in the annual FIRST Lego League (FLL) Robotics Tournament at the school.
The teams sent their Lego robots into competition against others in the event hosted by the Deep Run Blue Cheese Robotics Team 1086, which annually competes in the high school FIRST Robotics Competition and FIRST Tech Challenge.
The FLL tournament introduces students in grades 4-8 to real world engineering challenges in which the students must design, build and program their own robots using "LEGO MINDSTORMS" technology. The competition is split into two categories, Division 1 Teams for elementary school students and Division 2 for middle school students.
"The purpose is to get kids excited and interested in science, technology and engineering and prepare them for the future," said Ann Kutz, judge and volunteer.
Each year there is a different challenge – this year's being "Body Forward," which focused on biomedical engineering, or ground-breaking ways to repair injuries, overcome genetic predispositions and increase the body's potential.
Teams are judged in four competition categories – each worth 25 percent – including Robot Performance, Project Presentation, Robot Design and Teamwork. Besides construction of a Lego robot that performs tasks on a playing field, the teams are asked to research a problem facing today's scientists and present their findings.
The Bionicle Brains (pictured above), a team of fourth- and fifth-graders from Colonial Trail Elementary in Glen Allen, created a solution for poor circulation in the body as part of their project. "They came up with a made-up 'button' that would help monitor and increase blood flow in the body," said Deb Gribbon, coach and fifth-grade teacher for Colonial Trail.
The Lego-robot battle – the "main event" – was held in the school's gymnasium, where a few members of one team, consisting of 10 players, battled another team to see whose robot could complete the most tasks in two and a half minutes.
"It's really fun, and you get to learn a lot about robotics," said Elle Rosenbaum of the Bio Bots team. She's a seventh-grader at Goochland Middle school and has participated the past several years.
FIRST (For Inspiration and Recognition of Science and Technology) is a non-profit organization that helps students 6-18 foster an interest in math and science, learn life skills and prepare them for future career paths through their programs and annual competitions.
In addition to the FLL, the FIRST program also has a junior league for children in kindergarten through the third grade, and two high school competitions, FIRST Tech Challenge (FTC) and FIRST Robotics Competition (FRC).
"We had six weeks to design, prototype, and build a 120 pound robot," said Deep Run senior Matthew Petrie, a member of the Blue Cheese team, describing the FRC competition. During the FLL event, the team displayed last year's robot – a four-wheeled machine that could kick around a soccer ball, which was inspired by the World Cup.
The Blue Cheese Robotics Team 1086 has been the regional winner at VCU for the past three years and won the North Carolina regional this year. It also won the Chairman's Award last year for its ability to build and demonstrate robots to the community.
Fran Nolen, assistant coach of the Blue Cheese team and a high school physics teacher for 12 years, said the culture of the program has taken hold at Deep Run.
"I have an engineering background and have slowly made this a part of the curriculum here," Nolen said.
FIRST was founded 1989 by Dean Kamen, an American entrepreneur and inventor. FIRST involves over 212,000 students, 19,134 teams, 57,376 mentors, over 34,000 volunteers and more than 3,500 sponsors including LEGO, NASA and many others. The program educates students in 57 countries about science and technology while building skills in innovation, leadership a nd self-confidence.
19th Annual Asian American Celebration planned May 21
Citizen Staff Reports 05/16/2016
The Asian American Society of Central Virginia will hold its 19th Annual Asian American Celebration on Saturday, May 21 at the Greater Richmond Convention Center, 403 N. 3rd St. in Richmond, from 11 a.m. to 7 p.m. Admission is free.
The theme for this year's celebration will be "Our Heritage," in recognition of May as the Asian Pacific American Heritage month, designated by the U.S. Congress in 1992. > Read more.
The theme for this year's celebration will be "Our Heritage," in recognition of May as the Asian Pacific American Heritage month, designated by the U.S. Congress in 1992. > Read more.
Sandston Founders Club honors Sydnor
The Founders Club of Sandston presented lifetime membership to Charles W. Sydnor at its 12th annual meeting last month.
Sydnor, who grew up in Sandston and later served as president of Emory and Henry College for eight years, was honored by Founder Club President Alice Taylor Baldwin at the April 23 event at Sandston Memorial Recreation Center. > Read more.
Restaurant watch
Find out how your favorite dining establishments fared during their most recent inspections by the Virginia Department of Health. > Read more.
Business in brief
17 Henrico schools earn Virginia Index of Performance awards
Henrico-based Virginia Bankers Association announces scholarship recipients
2 Henrico students win Congressional Art Awards
Vithoulkas outlines $419.8M bond referendum proposal
- More News
Print Edition
May. 19, 2016Click here to read the print edition.
Restaurant watch
Weekend Top 10
Cultural Arts Center announces summer class schedule
CAT's 53rd season opens with new directors
Weekend Top 10
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Obituary – Donald Mayo
Obituary – Anna Lee "Toady" Ward
Obituary – George Edward Moore, III
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19th Annual Asian American Celebration planned May 21
Sandston Founders Club honors Sydnor
Anthem LemonAid registration opens
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'Good old days' were good – for some
Of character and parenting
Opinion: Rename school for late Henrico officer
- More Opinions
Strawberry visits Tuckahoe Little League
Athlete of the Week – July 3: Kayla Sell
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CalendarThe 12th annual Gallmeyer Farms Strawberry Fields Festival will take place May 28-30 from 10 a.m. to 5 p.m. at The Berry Patch, 3622 Darbytown Ct. in Varina. The festival… Full text


text: High-Yield Won't Bubble Over Gershon Distenfeld January 23, 2013 Americas, Asia-Pacific, Europe, Fixed Income It's easy to spot a bubble after it bursts. Just follow the carnage—significant, and sometimes complete, losses for investors. It's not so easy to pinpoint a bubble beforehand, but many are convinced that there's too much air rushing into high-yield bonds today. High yield may be a bit pricy these days, but we don't see a bubble building. In fact, we think the structural characteristics of bonds and the behavior of bond investors make a bubble nearly impossible. What makes a bubble? Greed is a big factor in creating financial bubbles. Dutch tulip buyers who bought at the height were wiped out when tulip mania collapsed in 1637. Owners of high-flying tech stocks lost a lot of money in 2000 (displays, below). And US housing prices show that purchasers lost tremendous value when that bubble popped. The damage is made worse because many buyers borrow money in the hopes of profiting even more in tulips or tech stock or property. Bubbles also have an element of fantasy. In hindsight, it seems that investors have misunderstood or simply ignored the fundamental characteristics of what they're investing in. The cash flow these assets generate can't justify their inflated prices. The only hope is to sell the investment to someone else at an even higher price to earn a profit. (In investing, this is known as the "greater fool" theory.) How much air is really in high yield? According to our analysis, not much. Sure, high-yield returns have been extraordinary the last few years and yields are at all-time lows. But high-yield bonds, like most other bonds, have a known ending value. As long as the issuer doesn't go bankrupt, investors get back the entire face value when the bond matures. With average high-yield bond prices reaching all-time highs near $105, investors should watch the valuations. But investors know they'll get $100 back at maturity (barring default), so forecasting high-yield bond returns is a lot easier than forecasting stock returns. Getting full value at maturity—or maybe a bit more if the issuer "calls" the bond at a slightly higher price, which happens quite often—makes it less likely that investors will suffer the extreme losses seen in bursting bubbles. Plus, investors who hold overvalued bonds know that they might lose money, so there's a built-in incentive to keep prices in a reasonable range. Strong returns don't portend a bubble when prices are still within spitting distance of their long-term average (displays, below). Now of course, if the companies issuing these bonds were all being managed with aggressive leverage and defaults were likely, we'd worry more. But that's not the case: credit fundamentals in high-yield companies today are actually quite strong, with reasonable leverage ratios and balance sheets. So forecasts for future defaults are actually well below historical averages. Why are high-yield bond prices so high? It's because they pay attractive income to investors, and income is in high demand. It's not surprising that income-producing assets are trading at a premium. But based on where the market stands, we think investors would be naïve to expect anything higher than single-digit returns in 2013. That's hardly the type of return that inspires greed-induced bubbles. Could investors lose money? Of course—that's always the case. As a matter of fact, in nearly two-thirds of the calendar years since 1990, the high-yield market has experienced peak-to-trough drops of at least 5%. In more than one-third of all years, the market has seen drops of more than 10%. High-yield investors should be ready for it—that type of volatility is normal. But we don't think there's risk of the high-yield market being in a bubble, even if these bonds are a bit expensive. And the fact that people are asking questions about bubbles is healthy, in our view. The views expressed herein do not constitute research, investment advice or trade recommendations and do not necessarily represent the views of all AllianceBernstein portfolio-management teams. Past performance of the asset classes discussed in this article does not guarantee future results. Facebook Twitter LinkedIn Gershon M. Distenfeld, CFADirector—High Yield and Investment-Grade Credit Gershon M. Distenfeld is Senior Vice President and Director of High Yield and Investment-Grade Credit at AB, responsible for overseeing the investment strategy and management of all investment-grade and high-yield corporate bond portfolios and associated portfolio-management teams. Strategies under his purview span the credit and risk spectrum, from short-duration investment-grade corporate bond portfolios to regional and global high-yield portfolios, encompassing a range of investment approaches, objectives and alpha targets, from income-oriented buy-and-hold strategies to active multi-sector total return strategies, and including both publicly traded securities and private placements in developed and emerging markets. Distenfeld also co-manages AB's award-winning High Income Fund, recently named "Best Fund over 10 Years" by Lipper from 2012 to 2015, and the award-winning Global High Yield and American Income portfolios, flagship fixed-income funds on the firm's Luxembourg-domiciled fund platform for non-US investors. He also designed and is one of the lead portfolio managers for AB's Multi-Sector Credit Strategy, which invests across investment-grade and high-yield credit sectors globally. Distenfeld is the author of a number of published papers, including one on high-yield bonds being attractive substitutes for equities and another on the often-misunderstood differences between high-yield bonds and loans. His blog "High Yield Won't Bubble Over" (January 2013) is one of AB's all-time most-read blogs. Distenfeld joined AB in 1998 as a fixed-income business analyst, and served as a high-yield trader (1999–2002) and high-yield portfolio manager (2002–2006) before being named Director of High Yield in 2006. He began his career as an operations analyst supporting Emerging Markets Debt at Lehman Brothers. Distenfeld holds a BS in finance from the Sy Syms School of Business at Yeshiva University, and is a CFA charterholder. Location: New York. Related Posts Some Silver Linings in China's Corporate Default Cloud Act Now: Volatility Ahead in US Treasury Market Four Factors that Make Global Bonds a Core Solution


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If you're a fan of the various Lantern Corps, try to stick with it, but really you have to read all the New 52 Green Lantern titles together to understand anything that's happening, which is unfortunate.
This comic does not do justice to the power of the character, Spider-Man. He is, and always will be, an important part of the Marvel or Ultimate Marvel universe, and this comics feels like they just cast him aside.


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We like this Run Colors sneaker store in Poznań (Poland), because it breaks some very tired and boring patterns that have become the norm in sneaker retail.
We've seen more than enough of massive images of sports heroes among cavernous, multi-storey stores that feel more like warehouses than shops created for humans to enjoy.
The stuffy "gentlemen's club" milieu has also been done to death, and no matter how hip or edgy the art on the walls or the celebrity behind the clichéd ideas, stuffy is still only stuffy.
In addition, sports stores and sports brands have become so incredibly logo-happy that it seems impossible to find great, functional sporty footwear, clothing or accessories without appearing like an ad for a brand. Tone it down already, we say.
But this minimalist shop – the second one of the Warsaw-based Run Colors - looks refreshingly different in its bare-bones simplicity.
The slate-grey surfaces work beautifully as a background for the colourful footwear selection that in this store consists mainly of limited series of Nike, Adidas and New Balance sneakers.
Poznań-based mode:lina architekci team of founders, Paweł Garus and Jerzy Woźniak, and designers, Kinga Kin and Agnieszka Owsiany, took the Run Colors name literally and had some understated fun with it.
They imagined colors running and thought of shoelaces, and from there they devised the simple colorful ropes theme that runs throughout the 110 square meter (1184 square foot) store.
We love the antique furnishings, and the complete lack of signs, logos, tags or images. It also does not hurt that this store is in Poznań's famed Stary Browar complex that is a former Hugger Brewery and dates back to 1844. - Tuija Seipell
This stylish restoration of a nearly 200 year-old wine cellar combines many of our favourite attributes in a renovation: generous use of aged and new wood, lavish open spaces and a minimalist colour palette.
This stylish restoration of a nearly 200 year-old wine cellar captivates us with its overall minimalist approach. It transforms the historic space to meet modern needs yet does so without losing the elegant patina and without destroying the authenticity and uniqueness of this particular location. It is not easy know where to stop, which is why so many renovations damage what was already good. Not this time.
The renovation was completed earlier this year by Lisbon, Portugal-based P06-Nuno Gusmão. The creative director of the project was Nuno Gusmão and the design leads Giuseppe Greco and Joana Proserpio.
The building, Graham's Lodge, is located in Portugal in Vila Nova de Gaia on the Douro river estuary near the Atlantic Ocean.
The granite-walled Lodge is now not just a real, functional working building where thousands of casks of Port are aged, but also an immersive visitor centre where Graham's Vintage Ports can be tasted and experienced as part of guided tours.
W & J Graham's was founded in Oporto, Portugal, in 1820 by two Scottish brothers, William and John Graham.
The Lodge opened to the public for the first time in 1993, but the current renovation, commissioned by the Symington family that owns the company today, takes the visit of the constantly increasing numbers of visitors from a typical "winery tour" to an exciting, authentic experience.
The guided visits now include a visitor reception hall leading to an auditorium, the two-level Graham's Museum, the Lodge itself, a tasting room, the Vintage Room, a shop and a wine bar and restaurant. Among the fake historic environments so prevalent in wineries, it is refreshing to see the real thing once in a while. - Tuija Seipell.
Our fascination with cool offices continues. This time, we are attracted to a Victorian building in Dublin.
This past June, after only six months of elaborate reconstruction and renovation, global insurance firm XL Group plc moved into one of the most prestigious addresses in Dublin, Ireland.
The former private club building at Number 8 St. Stephen's Green is a protected structure, which made the job of RKD Architects that much more challenging.
RKD's not-so-easy task was to respect the original building and its later reiterations, while making sure XL Group's staff and management had all the tools and comforts of a modern office.
The building dates back to 1792 when it was constructed as an imposing, five-bay, four-storeys- over-basement residence for Lord Mountgarrat. From 1847 to 2003, it was owned by the Hibernian United Services Club and operated as a private club.
After the 6.5 million Euro (about $8.2 mil. US) renovation, the grand scale, elegance and drama of a private gentlemen's club are still intact, and the unseemly practicalities of air conditioning, IT and plumbing are discreetly and stylishly hidden behind cabinetry and other structures.
Reinforcing and restoring the best parts of the building has left, for example, the grand Portland-stone staircase as the central eye-catcher at the entrance, and given the staff and clients an impressive environment that demands attention.
We love the ceilings, the exposed brick, and the mirrors and subtle insertions of colour in the modern offices.
In even the most updated of the spaces, there is some aspect that reminds of the past and shows off the peculiarities of the grand, old building. - Tuija Seipell.
If only we had a spare historic Barchessa in Italy and an extra million lying about, we, too, would build an office and showroom, just like fashion house Rubens Luciano's in Villa Gritti, Stra, near Venice.
We've covered many a gorgeous office over the years in our quest for the world's coolest offices, and although many of them a grand in scale and lavish in budget, each one has ideas just waiting for any of us to emulate in our own, perhaps more modest, surroundings.
In the case of the Rubens Luciano office architect Simone Micheli mastered several copy-worthy feats: The use of natural light and glass to create the feeling of openness; the combination of old and new in a way that is not pretentious; and the exquisite attention to detail.
Several of Micheli's other hallmarks are also visible in this project: smooth, flowing lines; shiny, seamless surfaces; rounded edges; and organic-looking, bulbous shapes. We also love the meticulous detailing and the minimalist, clean overall look.
The four-year-long renovation collaboration between Simone Micheli and his friends, fashion-house founders Rubens and Luciano, was unveiled at a great party on September 1, a date that also marked the 49th birthday of the architect. - Tuija Seipell.
The work of Paris-based Matali Crasset always makes us smile. Her ability to take something basic and make it appear fun and fresh is unparalleled. More remarkable is her ability to do this while avoiding the gummy-coloured slide that so easily leads to overly cute, fake and just plain childish.
Including just enough colour to pop, adding just enough quirky shapes to make a point, and leaving everything else out, makes this little university grocery shop a delight.
Mini M grocery is a neighborhood grocery store at the Toulouse University where the student services organization is working to improving the options and accessibility of various food service alternatives from eat-in and take-out to grocery stores.
This colourful market is designed to stand out from the concrete buildings that surround it. Its overall feel is positive and fun; it is a market-stall-like casual shop, clearly different from the typical, boring convenience stores and corner stores elsewhere in the city.
Crasset worked on this project with graphic designers from Praline and branding specialists of Terres Nuages. - Tuija Seipell
With our fascination with both minimalism and colour, we've kept an eye on Emmanuelle Moureaux, the French-born and Tokyo-based architect famous for her use of candy-hued colours in many of her projects.
Since 2003, she's run her own Architecture and design firm in Tokyo.
Her solo exhibition, "100 Colours" is currently on at the Shinjuku Mitsui Bldg., 55 Square, Tokyo, as part of the Shinjuku Creators Festa 2013.
For many years, Moreaux has explored the use of colour and the use of the traditional Japanese paper screens as dividers. Many of her projects in retail, hospitality and public spaces express some combination of the two, using colourful screens as dividers and using colour as a space maker. - Tuija Seipell.
See also The Power of Colour
Filmed at sunrise on the 57th floor of 4WTC in lower Manhattan, this short film captures an extraordinary and moving performance of Christopher Wheeldon's After the Rain. It is a testament to the resilience of the human spirit, and a tribute to the future of the city that New York City Ballet calls home. Beautifully shot.
Spiegel Im Spiegel by Arvo Part
After the Rain by Christopher Wheeldon
Maria Kowroski
Ask la Cour
Directed by Davi Russo
Romita Comedor is a restaurant that is less than two years old yet it has the ambience of a well-loved, casual tradition.
The interior touches - the use of wood and tile, the wood furnishings, the many plants and various surface treatments - all seem to belong here, and they seem to have belonged for a long time. Nice vintage-chic patina that also looks fresh and modern – not easy to achieve.
The dining room is located in Mexico City, in the heart of Colonia Roma, at Avenida Álvaro Obregón 49.
The building dates back to early 1900s and its style was inspired by grand railway stations. It is also protected by the INBA (Instituta Nacional de Bellas Artes).
The massive windows, glass ceiling and a retractable awning all take full advantage of the station-style architecture, and let the light in for the benefit of the many plants.
The building's current owner, Rodrig Espinoza, and his two partners, Marcela Lugo and Arturo, designed the restaurant with the idea in mind that it would become a gathering place that would attract not just the locals but visitors as well.
Romita Comedor is known for authentic Mexican cuisine, great cocktails at the two bars, and live entertainment by well-known DJs. The building also houses a design shop and a hair salon. - Tuija Seipell
As the ice cream and cupcake shop genre has become increasingly pink and cute, to the point of icky and utterly boring, we were delighted to run across Once Upon A Cream.
It is an ice cream shop in the beach resort town of Hua Hin, about 200 km south of Bangkok, Thailand. The refreshing shop was designed by Bangkok's MADA Design Factory.
The design team was led by co-founder and creative director Nisachol Loetritsirikul. She managed to avoid the cute overload and instead came up with a crisp balance of whimsy and old-word dairy.
A few little nods to Willy Wonka are there – the pieces of machinery and copper fixtures, the pepperminty red-and-white round tables, the chewing-gum blue seating, the blue sky and fluffy clouds in the ceiling. But they are counterbalanced by the old-dairy accents: The white tiles, the clean surfaces, the wooden boxes.
The wood boards, rattan chairs and again the blue sky - references to the resort town location – round out the design concept. - Tuija Seipell.


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Leaf Rubbings
There's nothing fancy about this old favourite but you'll be surprised at how satisfying it is! And your little ones will think it's a sheer miracle! You can make a miraculous rubbing from any leaf, but those that have pronounced veins and interesting textures work particularly well.
A selection of leaves
Crayons, pastels, charcoal or coloured pencils
Place a leaf under a sheet of paper and rub with a crayon. Younger kids will need an adult to hold the paper still.
Watch the impression of the leaf appear on the page. Perfect for the fridge door!
This project is reprinted courtesy of KidsCraftWeekly.com.
Listed under:
Fall Crafts, Nature Crafts, PreSchool Crafts
Tagged as:
What do you think?
Each issue of Kids Craft Weekly outlines a selection of activities for young kids. The ideas in are intended to be cheap, educational and fun and can be used as suggested, or simply as a starting point from which you can develop your own plan of attack.


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Quick background - weighed 206 (desk job) 3 years ago - had not worked out for over 4 years at that time. Epiphany occurs - got off my managerial butt and began running 4 times a week for the first year and then added road biking to the mix 2-3 times a week since then.
Long story short - now weigh 168. (47 years old, 5'9")
However, ever since I dropped below the mid to upper 170's - I run "hot" all of the time.
High body temp (99.0 on average), sweat easily, feel like any food I eat is burned off inside of 3 hours. Even got tested for diabetes - negative. Weird that when I had the body fat - I was cold most times irregardless of actual ambient temps - now at my skinny self- I throw the windows open every chance I get in order to cool off.
My wife jokes that I have caught her menopause - but I am curious if this shift in metabolic rate affects people who have lost a lot of weight and/or work out regularly?


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Woman denies felony heroin chargesMay 05,2013By Josh O'Gorman
Talk about truth in advertising: A New York State woman is in jail on $75,000 bail after denying charges she was in possession of multiple bags of heroin labeled "Poison."
Thursday, Danielle P. Allen, 26, of Whitehall, N.Y, pleaded innocent in Rutland criminal court to a felony charge of heroin possession, which carries a maximum penalty of 20 years in prison or a $1,000,000 fine.
According to an affidavit filed with the court by State Trooper Jason Johnson, Wednesday evening, Johnson stopped a 2004 Chevrolet Optra with New York registration at the Cumberland Farms on South Main Street.
Police had received a tip the occupants of the vehicle had driven out of state that day to buy heroin, and the driver- Justin M. Allen, 23- was the target of an ongoing investigation by the Narcotic Investigation Unit of the State Police, records state.
Prior to the traffic stop, police had probable cause to arrest Justin Allen for selling heroin, according to the affidavit.
Police first questioned the driver and then his passenger, Danielle Allen, who allegedly admitted she had heroin in her front pants pocket, police said. Danielle Allen handed over 74 bags of heroin stamped with the label "Poison", according to the affidavit. The combine weight of the heroin was 2.4 grams, records state.
Danielle Allen is being held in South Burlington jail, according to the Department of Corrections. Police charged Justin Allen with selling heroin. He will be arraigned at a later date.
firstname.lastname@example.com IN This Just InIn sifting through my ever expanding Pocket queue of things Ive been meaning to read, I found... Full Story
An eyewitness said a female driver struck a pedestrian near Wal-Mart downtown. Full Story A lack of transparency and breach of trust was on the mind of many as the Rutland... Full Story
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Brixton announced yesterday that they have officially welcomed Brian Delatorre to the Brixton Union! Stay tuned for more Brixton news featuring Brian in the near future.
BS with TG : Beta 2 Tommy Guerrero & Orb
Aaron "Jaws" Homoki: Birdhouse x Zumiez
Check out Birdhouse rider Aaron "Jaws" Homoki in the latest Zumiez interview video!
First Look: Dan Lu and the Vans Team
Dan Lu receives an epic surprise before his Vans teammates join him for a tour of the latest issue of Thrasher Mag.
Serious Fiver: Shay Sandiford
Shay Sandiford comes through with a handful of ledge tricks you don't see very often in this new clip from Ultimate Distribution.


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If you think there's lots of ice in the Cleveland area -- well, you'd be right. But it's nothing compared to what's happening up north. This week's frigid temperatures have turned Niagara Falls into a massive and awesome ice sculpture. Check out the photos to see the falls in a way you've probably never seen them! Full story »
Icicles and ice dams can damage your home; here's how to cope during the deep freeze. Full story »
Nearly all of Lake Erie is frozen and ice is spreading on the rest of the Great Lakes. Full story »
Safely melt icy walkways and driveways during weekend of below-zero cold Full story »
Cleveland Winter Festival Guide: Embrace the season at Brite Winter, Kurentovanje, ice fests, Russian fests and much moreCleveland Winter Festival Guide: Embrace the season at Brite Winter, Kurentovanje, ice fests, Russian fests and much moreWhether or not Russian pancakes or outside rock 'n' roll or ice carving are on your winter agenda, here's a guide to fests to help Clevelanders embrace, not flee, the weather. Full story »
CLEVELAND, Ohio -- Plain Dealer photographer Thomas Ondrey braved the cold Friday and captured some images of a very chilly Cleveland. And the cold weather is not leaving any time soon. A wind chill advisory remains in effect until 4 p.m. Saturday in Northeast Ohio. Temperatures are expected to range from a high of 14 degrees to a low of -6... Full story »
CLEVELAND -- About a hundred people from Painesville's Mexican community descended on Cleveland's St. Casimir Catholic Church Sunday morning to pray for a man who faces deportation Tuesday. Angel Murillo, a married father of four children, faces deportation after his request for asylum was denied. He was ordered to report to Immigration and Customs Enforcement where he was taken into... Full story »


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Technology being developed to disable mobile 'phones in cars
Several times a month, a story reaches the Big Brother Watch team which seems beyond the realms of credibility. This is one such story.
According to a story published in The Hill, a daily political newspaper published in Washington DC, the US Department for Transportation are "looking into technology to disable cell phones in vehicles". Such a move is seen as a "blunt instrument in the fight against distracted driving".
While nobody could disagree that motorists should be actively encouraged to observe high standards of road safety, to block the use of mobile 'phones in cars is nanny-statism at its very worst.
Click here for the full story.
Hat-tip: SE
3 Comments
Stuart7th December 2010
Especially if you're in the back being chauffeur driven. Can't imagine David Cameron agreeing to that !
Gordon8617th December 2010
Come On BBW what's wrong with you lot in the last month?
This story was reported in El Reg 3 weeks ago and you are just now getting around to it.
You guys seem to be loosing your bite, first you ignore the FitWatch incident and now you are reporting 'Olds'.
Purlieu7th December 2010
Just how far away from any car would I need to be to phone in my roadside emergency ?


text: Hello friends, i wanted to know that what are the most wanted features in GTA V, i was thinking that there will be the planes to fly as it was in the San Andreas and also wanted to know that is there muti character gameplay in it which was not there in the earlier version. So what you think about it and if you have anything then please share with me. Thank you.


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The airship's second coming
For most of us, the airship is an iconic symbol of the past. But across the world teams of engineers and visionaries are working to try and resurrect the zeppelin. Prototypes have already been built and trialled, and they're calling them the 'pick-up trucks of the sky'—heavy-lifting, energy efficient alternatives to cargo planes and helicopters. But do the economics and the engineering really make sense?
Download RN's new digital magazine, White Paper, for an extended feature by Antony Funnell, including video, a slideshow and embedded audio.
Antony Funnell: Imagine if history had been different. Imagine if a certain famous German airship hadn't crashed and burned back in 1937.
(Excerpt from commentary—Hindenburg disaster)
Just imagine if that disaster had never happened. Could the airship—that icon of the twenties and thirties have gone on to bigger and better things? It's a tantalising 'what if' for those who are airship enthusiasts, but the reality is that the airship, in the form it took back in its glory days, was always heading for history. They had a nasty habit, after all, of sometimes killing people in spectacular ways.
(Newsreel on airships)
But modern airships—the new generation currently being developed—well, that's another story altogether.
Hello, Antony Funnell here and welcome to Future Tense. 'Zeppelin Redux': that's our show for today.
(Music: 'Often a Bird', Wim Mertens)
Bob Boyd: There's a lot of things—cargo—doesn't necessarily need to go at 500 miles an hour. They can go slower than that and it just needs to be more efficient and more cost effective.
Tim Paynter: You have a small footprint on the ground. You have the vertical take-off and landing element; you know, our airship can stay aloft for days and in fact weeks.
Bob Boyd: Sometimes I call it 'pickup truck in the sky'. I mean, it's really there to haul things from place to place and do it every day and just do it reliably.
Antony Funnell: Forgive me for saying this, but what actually doomed the massive rigid-form airships of the early twentieth century was a form of nationalistic penis envy. Germany, Italy, the United States, Britain: they all competed with each other to build the biggest possible craft, to try and outdo each other in size. But the bigger they got, the more vulnerable their airships became.
There was also, perhaps more importantly, a failure to define a lasting and meaningful function. During World War One, German zeppelins were used as long-range bombers, but they soon lost that role to airplanes. Then, during the twenties and thirties, manufacturers desperately tried to find a place for the airship as long-distance passenger craft, but speed and reliability once again got the better of them.
Now, across the world, teams of engineers and visionaries are currently trying to resurrect the zeppelin. And what's interesting about the serious end of the modern airship industry is that the developers think they've finally found their niche.
As you just heard, Dr Bob Boyd from Lockheed Martin envisages them as the pickup trucks of the sky. Prototypes have already been built and trialled, but does the economics and the engineering really make sense? Bob Boyd:
Bob Boyd: I think there's two facets to it. One is an economic driver and it's an economic driver for continued efficiency, of trying to move things—in the case of our activity, cargo—more affordably; you know, efficiently but more affordably. And if you look at air transportation there, it's fairly expensive—because of the cost of fuel mostly—and airships are more efficient, so you have a little bit more efficiency and the ability to move things a little bit more cheaply by air. It's still more expensive than, say, a ship or, say, a train, but in areas where you don't have infrastructure like that, or don't have the ability to do that, it gives you flexibility.
And I think that's really the second factor, which is the access… or the need to access areas of the globe where there's limited or fairly weak infrastructure. You know, we've seen the rise in global trade, but what that means is that manufacturers drive farther and farther into less and less infrastructure-laden countries to get cheaper and cheaper labour. And as the manufacturing moves farther from the infrastructure, it becomes more difficult to move product, both in and out. You know, supplies in, products out.
And so what the airships enable you to do is to very quickly establish your manufacturing centres far from normal infrastructure and still be able to create commerce. And then of course eventually you would build in roads and rail, et cetera. But initially it enables you to start that. And if you look at the globe, you know, not even half of it is covered with decent infrastructure; you know, maybe a third, 20 per cent is covered with really good infrastructure and the rest of it's relatively open. It's very difficult to move product in those areas. That's really where it comes from.
Antony Funnell: And importantly of course, airships don't need runways, do they? They don't need airports in the way that we know the airport today.
Bob Boyd: Yeah, exactly. Especially with the product that we're working on—I mean, different people have different ideas, but our product idea, one of the key factors is that you're really operating from open ground. So if you think about if I can land a helicopter there, I should be able to land one of these airships there. And that's incredibly important, because that's what enables the commerce.
If you have to put in a half a billion dollar or billion dollar airport before it starts happening, then you never get there. Because in a lot of these areas, they don't have that kind of capital to put in infrastructure. So what this enables is essentially an instant infrastructure and obviously for places like mines or oil drilling sites or places like that, it's an ideal solution.
Antony Funnell: Now, Lockheed Martin has taken the airship as we know it and you've reinvented it, really, haven't you? The prototype that you developed is a different design from what we would normally imagine of an airship.
Bob Boyd: Exactly. We call it a hybrid airship or a hybrid aircraft. And the reason we call it a hybrid is because we're not just using the pure buoyant lift that you get from helium gas. So it's not just a buoyant airship like the airships of old. It actually mixes three forms of lift: there's the buoyant lift from the gas, from the helium; there is aerodynamic lift from the actual airfoil shape—it's actually a wing, the shape of the body, that generates aerodynamic lift; and then we can also vector the engines up and down and generate direct lift from the engine power. So we use all three forms of lift and that's what gives us a very high degree of efficiency and at the same time a fairly high degree of flexibility in order to be able to get to these places and unload and load lots of cargo.
Antony Funnell: And just explain to the listeners what your type of airship actually looks like, because most of us will have in our head the sort of blimp or the zeppelin style—you know, the cigar-shaped airship—but these are slightly different, aren't they, in their look?
Bob Boyd: A little bit different. I mean, it's the same basic principle when you realise that since there's no structure inside—so these aren't like the zeppelins of old with the rigid structure; they're non-rigid—so it is essentially an empty bag of gas. So with that being the case, you still have to use circles—so the cross-sections are all circles—but in our case, it's trilobe, if you will. It's actually more like a two-and-a-half lobe, where we take two and a half circles and sort of interpose them over the top of each other, sort of like Olympic rings, you know, where they overlap? And if you take three Olympic rings and imagine them together, that's really what the shape looks like in cross-section.
Down the length of it, it looks much like an airship of old, where it's a cigar shape or an airfoil shape and it has a slight degree of camber to give it some wing-like effect. So the camber is a curvature, if you will, to the centre line that generates a little bit of aerodynamic lift, much like a wing.
Antony Funnell: Dr Bob Boyd from Lockheed Martin, one of the major aeronautics companies currently investigating and testing new airship designs and technologies. The company has plans to develop three different sizes of airship. The smallest, expected to have a range of 1000 km and a payload of 20 tons is to be called the 'sky tug'. And the largest, the 'sky liner', well, it's anticipated to have a lift capacity of 500 tons.
Now, you've probably guessed by this point that while there's a lot of experimentation and development going on, the renaissance of the modern airship is more of an expectation than a reality. And while there's no shortage of enthusiasts, the people with money still need some convincing. So what sort of attention has Lockheed Martin had so far from the commercial sector?
Bob Boyd: Lots of interest. You know, it's a difficult sector, because of course they're conservative, using the same equipment for decades, so they're conservative about stepping out and doing something completely new. But I think they are very attracted to it. I think the difficulty is putting together the right combination of factors in order to enable that first one to come out. And once we know the sky tug's out, then I think that we'll se an avalanche of orders for the sky tug. And then the sky freighter and sky liner are following those.
Antony Funnell: And the timeline for the rolling out?
Bob Boyd: Well, we're hoping that it will be the next couple of years for the first one, and probably something in the order of three or four years for the second, and more like five to seven years for the third, the sky liner. That's really an oceangoing version, so you're really looking at carrying things 6000 to 7000 nautical miles, so all the way across the ocean. So that's essentially looking at it as a faster ship—you could think about it that way. And it's really targeted at long-range, long-haul, very large loads; you know, 500 tons, a million pounds-type cargos.
Antony Funnell: So it's positioning is between the ship and the air cargo plane, I guess?
Bob Boyd: Correct, yes. So it's faster than a ship, but cheaper than an airplane. That's really where it fits.
Antony Funnell: And just how conservative the greater aviation industry can be was highlighted by the recent experience of one of Lockheed Martin's biggest competitors, the giant aeronautics firm Northrop Grumman. In 2010, the company beat Lockheed Martin to a lucrative half-a-billion dollar contract with the US defence force.
That contract entailed building a series of airships for long-distance reconnaissance work and for use as battlefield communications hubs. And a prototype LEMV—short for 'Long Endurance Multi-Intelligence Vehicle'—lifted into the skies in August last year.
(Sound from the launch)
The launch was a success and in the months that followed Northrop Grumman were keen to talk up their relationship with the military. Spokesman, Tim Paynter:
Tim Paynter: If you think about troops on the ground, other aircraft in the airspace, ships at sea and all of those different assets being networked together from a communications standpoint, if you have something like the LEMV acting as a communications node in a certain theatre of operations, then you have a pretty significant capability there, because it's almost like having a low-flying satellite that you have access to.
So when you look at the bandwidth that can be offered as far as all the communications between those different assets, that's a pretty significant capability as well.
The team is… they're working through a lot of the findings from first flight rather well and rather quickly with the US Army. A lot of it comes down to mission requirements: what is it that the army's asking us to do and to achieve against a specific schedule. So we have a very, obviously, close relationship with the army and their engineers and our engineers working the program. So over the next couple of years we will certainly see a lot more activity on this program.
Antony Funnell: But that's not the way it panned out. Despite the successful test flight, the LEMV program fell victim to US military cost cutting in March this year. Their airship, it seems, was too experimental to survive the scrutiny of the bean-counters. Perhaps they should have stuck with a focus on cargo.
What the Northrop Grumman experience highlights, though, is that age-old lesson: that a good idea and a good piece of technology sometimes aren't enough.
Peter Harbison is a leading aviation strategist and the founder of the Centre for Aviation.
Peter Harbison: A lot of very serious development, apart from the enthusiasts who come from the other end, is military-oriented. And much of that is about airlifts, mostly of cargo.
I suspect that the sort of reasons involved there are just not meeting performance specifications. Because these aircraft—which they are—are potentially useful, particularly on difficult terrain and things like that. But of course I guess if you're—not being a military expert, but I guess if you're using them in areas where there is some competition for the skies, or where there is a threat of military attack, these are very, very vulnerable pieces of equipment.
But, yeah, you know, put it another way, most commercial aircraft manufacturers make the vast bulk of their revenue from military aircraft, not from civil aircraft—the Boeings and Airbus of this world. The civil side of the business, which is the one we hear about, is much, much smaller than the military side. So in this case, if you've got the military really not prepared… or the defence forces not prepared to back production, then the cost of production for a civil operation becomes that much harder.
Antony Funnell: It is a very competitive field, isn't it?
Peter Harbison: Oh, it is. I mean, transportation of anything is very competitive. You know, you see trains competing with aircraft in Europe particularly. But, yes, any area, unless you can really refine the specific capabilities of the airship which are not able to be met by other modes. And that is the sort of thing for north-eastern Canada or places like that, where you really need to go across very, very difficult terrain that's difficult for conventional aircraft, large aircraft, to land and take off. Those sorts of areas are most favoured for it, but there really aren't that many of them.
(Newsreel on airships and sting)
Alan Weston: NASA has a mission directorate that is dedicated to aeronautics, and airships have the potential to address an area in aeronautics which is sometimes called 'green aviation' but it's formal title, we call it 'environmentally responsible aviation', which has the objective of cutting back on the carbon footprint of air travel.
Antony Funnell: NASA certainly seems to have a finger in many pies. And to be honest, it really wasn't a surprise to find they also had an interest in airship technology. That was the agency's Alan Weston—Dr Alan Weston—and he's the Director of Programs and Projects at the NASA Ames Research Centre.
NASA has a relationship with another aspiring neo-zeppelin maker—a global aeronautics company called Aeros, which has been busy in recent times testing its own prototype dirigible, the 'Aeroscraft'.
I have to say their airship looks rather like a giant bloated silver whale. Still, it is only a prototype and in the cargo business, I'm sure it's not looks that count.
Alan Weston: New airship technologies have the promise to reduce the cost of moving things per ton mile by up to an order of magnitude. It depends on the size of the airship. A larger airship can reduce costs a lot more than a smaller ship, but there's design of a class of vehicles that can lift up to 500 tons that could be actually more fuel efficient than even a truck.
Antony Funnell: One of the issues with heavy lift, I guess you could call them, airships is the issue of buoyancy management. Now, I understand that one of the projects that NASA's involved with—the Aeroscraft—actually uses a system in which the airship itself, the new airship design, actually has lungs; it almost breathes. Could I get you to explain the technology there and how it works?
Alan Weston: You've characterised it very well. Yes, the project that you're describing uses compression of helium to control buoyancy. And so the way that works is that the helium in the main envelope is taken and stored in bags inside the airship at a slightly higher pressure. As you do that, air is taken in from the outside into essentially like lungs that are attached in the side of the vehicle. So the analogy of breathing is a good one. And the overall lift of the vehicle is equal to the weight of the air that is being displaced by the helium. And as you change that, you can control the amount of buoyancy that the vehicle has.
This turns out to be a critical factor in the operability of these new airships, because it means that you can on-load and offload payloads up to, as I said earlier, 500 tons, without using ballast. And, as you can imagine, when you start thinking about very large payloads, moving 500 tons of ballast on and off an airship becomes very difficult.
Antony Funnell: So they not only have greater payload capacity, but I presume they would also have greater stability.
Alan Weston: Yes. When the vehicle is on the ground, without this buoyancy control as soon as we start taking things off, the vehicle would want to fly away. And so by being able to… essentially destroying or creating lift by controlling the amount of helium in the envelope, yes, you essentially control the heaviness of the vehicle. So you can make it heavier, so while it's sitting on the ground it'll be less likely to blow away.
So yes, you're exactly correct.
Antony Funnell: What sort of timeframes are there for the use of these types of craft in a cargo capacity? Is it possible to give us a timeline of when they might be in general use?
Alan Weston: Well, that all depends. The vehicle that we're working on right now is really a proof of concept. And so when the trials are successful—see, I'm very optimistic, because I think it's going to work—the vehicle that we have isn't something that we're going to mass produce. It's about 260 feet long and it's just big enough, it's just long enough, and it's just… the overall volume is large enough to prove the technology of buoyancy control through compression of helium. But it's not big enough to provide a useful operational load.
And so a future vehicle of a longer length would be needed to be assembled to provide an operational utility. The exact length of that vehicle would depend on exactly what payload you needed. But I would imagine that somewhere between 400 to 500 feet long would be about the size of the next vehicle.
I think that they could play a huge role in air cargo. And in fact when your look at the time it takes to switch transportation modes—because when you look at the travel of a thing, a piece of cargo, from its origin to its destination you typically don't start off at a airport and end at an airport or a train station, et cetera; you have to factor in, you know, it has to be picked up somewhere, maybe by a truck, and then taken somewhere else and put on a plane, et cetera—anyway, if you could deploy airships that have vertical take-off and landing capability, like the ones we're working on right now, they can actually be quicker for cargo transportation than the use of aeroplanes today. I can see them making a huge contribution in the decades to come.
Antony Funnell: Dr Alan Weston, from the NASA Ames Research Center.
(Solar ship promo featuring Jay Godsall voiceover)
Antony Funnell: That's Jay Godsall and he's our final guest for today. He's from Canada but he's spent a great deal of his time working in Africa. He and his team have been developing a solar powered mini-zeppelin—sort of a cross between an airship and a small plane.
They call it the 'solar ship'. And it's being specifically designed to overcome the transport and financial difficulties involved in supplying remote communities with desperately needed medical care and medicines, communities in places like northern Canada, Western Australia and central Africa.
Now, Jay Godsall is quick to point out his company is not an aid organisation, but it does have a strong 'social good' agenda. And he says he's convinced there's a clear and obvious need to provide a better form of air transport in some of the most inhospitable and difficult to reach regions of the planet.
Jay Godsall: The history of this idea comes from a debate between one of our cofounders and I. We were growing up together in high school and we got into a debate about who had the worst transport, Central Africa or Northern Canada. I argued for Northern Canada. I happened to be over at the Burundian embassy for a lunch and surrounded by Africans and so I was quite disrespectful of the hardship of Africa in saying that our north is a far tougher place for transport and flight.
And we got into a debate about what would be the kinds of things that you would start with. And of course medical supplies for them, very important, because when rainy season kicks in that's one of the things that does not get in and out. So that's the historical context.
If you look at the Democratic Republic of Congo, you have 26 paved airports and only 2794 km of paved road. So you have a massive place—2.5 million km2—and virtually no transport infrastructure. But they've got 70 million people, almost 75 million people, so that becomes the type of place where transport economics are extremely costly.
Antony Funnell: Now, economics is one thing, but design is also incredibly important, isn't it? What sort of changes have you made to the general structure of what we know as an airship so that it will function effectively in the type of terrain that you're talking about.
Jay Godsall: Well, we've taken the approach that the parameters for medical supplies are the three things that we need to try and cover. First of all, we use the soccer field as a take-off and landing strip of choice, because 12-year-olds, 12 year-old boys keep that nice and flat and well serviced, so you always… you can pretty much find a soccer field anywhere. The second thing is, we remove fuel supplies, because in a lot of places these fuel supplies do not exist at all, especially in rainy season—you just can't get 'em at any price. So, the third thing is to try and make sure that you can keep things refrigerated.
So from a design perspective, those are the three parameters we're trying to achieve. And so we don't go about this assuming that we're a lighter than air airship. We are not lighter than air; we're heavier than air. And we come from a great bush plane tradition of Canada, Australia and Africa, the three places in the world that have by far the greatest bush plane communities, just 'cos we're so vast and we just have phenomenal utility aircraft and bush plane communities.
So we're a bush plane, we're heavier than air, and we then take the helium and the buoyancy and we just make a wing that kind of looks like if you took a Manta Ray and pumped it up, pumped up a wing. We're a delta-shaped wing that's been pumped up, almost like a Stealth bomber, pumped up with helium. So we get an enormous amount of lift from a very big lifting surface. And then we inject that with helium. And so we get about 30 per cent of our lift from helium and 70 per cent from the aerodynamics of the wing, which is different than what a lighter than air airship would do with its cigar-shaped aerodynamics.
Antony Funnell: And the top of the craft itself is covered in solar cells, isn't it, as a form of cheap energy?
Jay Godsall: Yes. So the nice thing about that is that that faces straight up to the sun, which is good. But it's also, with a flat area—we have a flat area wing, so that our lift, our aerodynamic lift scales… There's a thing you probably have heard about called the cube-square law, but essentially as you double the surface of your wing, you increase your aerodynamic lift by four times, but also with our design you increase the volume of lift by eight times. So you also increase the surface area, same surface area for your solar four times. So every time you double.
So not to be all mathematical and gobbledygook on it, what it means is that if you make a 20 m wing, you can lift just under a ton; if you make a 25 m wing, you can lift 2 tons; if you make a 30 m wing, you can lift 4 tons. So you start to really scale. You start to be, with a 30 to 33 m wing, which can fit into very small spaces, you can start to lift things that are much, much bigger than what an aircraft can lift.
So just picture the 20-foot container, and it's sort of the red blood cell of globalisation. Picture a Chinese cargo ship—it has a massive amount of 20 and 40-foot containers. Aircraft do not carry—generally can't carry—a 20-foot container, and that's a really important self-contained… that's intermodal transport. Air cargo doesn't do intermodal transport.
So the nice thing about this design, if we achieve what we want to achieve, is that we will be able to go from very small packages such as medical cargo into that very simple intermodal system of the 20-foot container. And then pretty much you can take anything. You could put a clinic in a 20-foot container and you could drop off pretty much anywhere.
And a big lesson for us was Haiti three years ago. All the medical supplies sat in Miami for eight and a half days despite only being 931 km away, because the helicopters didn't have the range to go and come back, and the planes needed runways. So that was a good indication of why our parameters make sense.
Antony Funnell: Just a final question: It's obvious to us talking to various people who are involved in trying to develop new forms of airships that they've long had a fascination—or a love if you like—for airships. You know, a lot of people talk about being fascinated by them as children. Is that the case with you? Have you always had a fascination with the airship, or is this something that's come along because of purpose?
Jay Godsall: No, I haven't had a fascination with airships as a… you know, usually these are very technical people and they have a phenomenal imagination. I grew up with engineers and I grew up with inventors. I'm not an engineer and inventor myself. I come from the demand side of the equation, so I come from the headache side of the equation.
And a big problem you probably see with a lot of people is that they dream big, but you don't really see very many of these out in the marketplace right now. You can't buy them. Can you buy one? Can you go get pilot lessons? So it's been a very slow development. So I think we're close technically, but I would say the more you focus on a headache and solving that headache, the faster you get a tool that's useful.
Antony Funnell: Jay Godsall, the founder and developer of the solar ship, and he's hoping to have his craft fully ready to begin operations in 2014.
Our other guests today on Future Tense were Tim Paynter from Northrop Grumman, Alan Weston from NASA, Peter Harbison from the Centre for Aviation and Bob Boyd from Lockheed Martin.
My co-producer here at Future Tense is Andrew Davies. Our sound engineer this week was Jim Ussher.
I'm Antony Funnell. Until next week – bye for now.
- Dr Bob Boyd
- Hybrid Lift Portfolio Manager, Lockheed Martin Aeronautics Advanced Development Programs.
- Jay Godsall
- Founder and CEO of SolarShip.
- Dr Alan Weston
- Director of Programs and Projects, NASA Ames Research Centre.
- Peter Harbison
- Executive Chairman and founder of the Centre for Aviation.
- Tim Paynter
- Director of Communications, Military Aircraft Systems and International Programs, Northrop Grumman Aerospace Systems.
- Track
- Often a Bird
- Artist
- Wim Mertens
Further Information
- Presenter
- Antony Funnell
- Producer
- Carl Elliott Smith / Andrew Davies
Comments (9)
Bill Payne :
19 May 2013 12:15:37pm
What a fascinating program!! Talk about food for further investigation. Loved it. And what a refreshing departure from what has become RN protocol with not a single question like, "What does your wife think about what you do?" or "What colours do these - whatever they are - come in?" or "Does it have a good make-up mirror?" Well done Future Tense. Continue to be brave.
John Robertson :
20 May 2013 1:51:20pm
Great program; thank you. At Schofields airfield in the late 80s I had the special pleasure of seeing Alan Bond's airship go through its engagingly cumbersome paces and then rest in its vast hangar.
I'd love to think that what the program envisages could happen but it won't.
For military aviation 'stealth' is the watchword for new equipment. An airship is the very reverse of stealthy and, as one of the speakers made clear, it is a sitting duck of the first order. It also makes an easy and attractive target for insurgents or even for air pirates. Not a military proposition!
Again as identified in the program, bouyancy is a critical issue. The ship has to be light enough to descend and stay on the ground when it is empty but bouyant enough to get back into the air when it is full. This can be done in three ways - two of which were identified in the program.
The way which was not identified is to use reversible, large-diameter rotors to give, say, 5 tons negative 'lift' to get on the ground when empty and 5 tons positive to get back in the air with a 10 ton load. When underway, aerodynamic lift can take over and obviate the need to run the rotors and use fuel. The capital cost of the engines and rotors is fixed. The high instantaneous power needed is not suited to solar electricity supply.
Compressing the helium gas to reduce lift for landing empty is a power intensive task which needs considerable airborne equipment and cost. It is a way to get alternate negative and positive lift - but at a cost.
The last speaker made the interesting proposal of a 70% conventional aircraft with bouyant lift being a minor feature. That means a take off run of some sort, albeit far less than a conventional civil airliner; a soccer pitch? - very doubtful; on instantaneous solar power? - still more doubtful.
Perhaps the inescapable 'killer' for airships is what brought about the R-101 disaster in 1930 with the loss of 48 lives (more than the Hindenburg) - bad weather. Airships, perforce, fly at a low altitude within the weather. Such a bulky and relatively fragile structure is frightening vulnerable to storms of all kinds.
Such a pity becuase airships have a magical quality and would be a marvellous sight.
Antony Funnell :
22 May 2013 3:50:25pm
Bad weather, perhaps John, but the fact that most of the early ones were filled with Hydrogen made them particularly susceptible, of course. The introduction of Helium made a significant difference. Apparently the Americans refused to sell Helium to Nazi Germany in the 1930s,so the Hindenburg - even though it was state-of-the-art in 1937 - was still using volatile Hydrogen for lift. Not many people realise this, but Helium airships were still being regularly used by the US Navy during World War Two and for many years after. Right up until the early 1960s I understand.
Arthur Robey :
26 May 2013 11:14:20am
The R100 and R101 were produced as an experiment to prove that a socialist project (The R101) would be superior to a capitalist one.(The R100)
The R100 came in on budget and performed up to spec.
Lord Thompson insisted in making a regal visit to India in the R101 against the advice of his engineers. (Space Shuttle reference).
He paid the price of his ideology.
As for being a military dead loss, not one trans-Atlantic convoy was lost to U boats in the 2nd WW when it was accompanied by an airship.
When a U Boat tried to take out an airship by surfacing and blowing it up with their deck cannon the airship took a quarter of an hour to settle on the water. It made good use of it's gentle descent to sink the U boat.
Further a large parabolic radar reflector lofted to great heights and kept up there would yield mm scale detail over the horizon.
"Oh, the Humanity" Oh the hyperbole! 70% of the Hindenburgs passengers and crew survived. Compare that with the collision between two Jumbo jets in Tenerife. I know which accident I would prefer to be in.
It is a common flaw in human reasoning to extrapolate present reality into the future. So tell me. Just how do you intend to get food to the people when oil is no longer available? How are you going to maintain the roads for your non existent transport?
A little more research, thought and a lot less declarative statements.
Gary :
15 Apr 2014 11:16:55am
Congrats to you Antony Funnell for this interesting program! You seem to have an interest in the topic and have done some technical research- given your reply to a previous comment which is great to see from a media presenter, so don't take this as a critisism, but I'll just point out a few issues that struck me in the intro:
a) "...America's Shenandoah—each met a fiery end...", but this ship was not filled with hydrogenand actually broke up in a thunderstorm. You comment here that "The introduction of Helium made a significant difference", ironically for the Shenandoah this probably contibuted to her desruction- it was an almost exact copy of a german war zeppelin captured in france, however the American designers reduced the number of pressure valves on the gasbags in order to conserve the precious helium that they were going to fill it with- but when storm turbulance carried it high the valves could not release gas fast enough and lift bags burst, causing the airship to crash . . .
b) The "nationalistic penis envy" comment is a bit misguided, its true that "great nations of the world competed with each other to build the biggest possible craft", however this is because of the advantage of scale- just as in shipping. The R101 extension mentioned here is a good example- it was not to get the largest bragging rights, but because of disappointing payload discovered on test inflation- given that it would be flying in the tropics a good reserve was needed.
Good luck to the new airship engineers, but I fear this willbe like the return of sail to oceans- much talked about in times of fuel crises, but never eventuating . . .
Thanks again for your show
Victor Bien :
24 May 2013 10:27:58am
I was most attracted to the ideas of Jay Godsell and his exploitation of the cube-square law property of his flying wing airship design. The other thing that grabbed me about his idea is it being a case of necessity being the mother of invention. So his "demand side" motivation clearly puts the old airship idea as a practical solution to difficult transport situations, found in his home country Canada, but which applies equally to us here in Australia. As he pointed out these difficult transport situations can't be handled well, or at all, by planes or helicopters but which his partially lighter than air flying wing capable of lifting an ubiquitous "intermodal" shipping container say fitted out as a portable clinic or hospital virtually anywhere, wow what an idea! His ship is not lighter than air so it doesn't have the tendency-to-blow-away problem. It is only about 30% lighter than air! He demonstrates his societal sense for his idea in his idea of using a soccer oval as runways for his ship to lift off and land - communities everywhere by natural interest make suitable runways for his ship! Full marks from me for incredible thinking.
In contrast as an aside the dark grey composition screen for posting comments is a bad idea - I couldn't see easily where my cursor is!
Bgrant :
28 May 2013 1:37:22pm
I'm curious how airships work out to be more expensive than the filthy-fuel powered metal hulks we call ships. Is there something not being taken into the calculations on the sea-ship side? Certainly the costs of shipping seem incredibly low. And you hear stories about ship graveyards, with ships parked waiting to be called back into service or scrapped. Something doesn't add up here.
Clancy :
03 Jun 2013 1:38:56pm
Shipowners save cash by running their vessels on heavy fuel oil, which would otherwise be wasted (its so thick that they have to preheat it to get it to flow through the pumps), which is why cargo ships produce so much smoke. The cost of a voyage in a container ship is quite high, but they can carry truly vast amounts of cargo per trip. its an economy of scale thing. Per unit mass of cargo ships are actually very clean, far more so than say a car or a truck.
Geoff C :
08 Jun 2013 9:51:50am
Hydrogen cf Helium: Helium is from a finite supply ie not sustainable.
Lighter-than-air craft? - low and (in particular) SLOW, so are too much subject to weather/adverse winds.
They make great advertising hoardings, but have no real future IMO.


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A raspberry macaron at Carl Marletti.
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Jacques Genin, a shop in the northern corner of the Marais.
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Inkululo African Solutions is black, youth owned company whose focus is on empowering and serving people, we believe that people are the core business resource.
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They tell me that So-and-So, who does not write prefaces, is no charlatan. Well, I am. I first caught the ear of the British public on a cart in Hyde Park, to the blaring of brass bands,and this . . . because . . . I am a natural-born mountebank.
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Source: Three Plays for Puritans (1901)
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I have a burnt dvd from an iso image. I have also sha256sum of the iso image. to compare hashes, I created an iso image from the dvd and executed
sha256sum image.iso, but it differs from the hash of original image.
Is this a correct way to calculate hash of a DVD? If not, why doesn't it work?
Edit: Can someone explain the reason Aaron Miller provided in comment. Is there a way to make iso file with exactly the same options as the original iso?


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X100S card error? why?
Started Aug 29, 2014 | Discussions thread
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Satchmolouie • Junior Member • Posts: 43
X100S card error? why?
I have always stayed using lexar compact & sd cards. I've had my 100s for maybe more than 4 months. Just last night i was getting an "card error" message, & this morning as well even worse, like even after turn off & on again wasnt enough.
I also keep my cards super clean & my batteries, & try to not get dust in that compartment, I even use my cloth to clean the cards of my finger prints after importing, the rest of my camera is pretty dirty.
Why card error? its kinda freaking me out, really dont want this to keep happening.
Satchmolouie's gear list:Satchmolouie's gear list
Fujifilm X100S Canon EOS 7D Canon EF-S 10-22mm f/3.5-4.5 USM Sigma 35mm F1.4 DG HSM Art
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iHerb Customer Reviews
Savings of: $0.76 (13% off)
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Martino Zanibellato / Michelle Abildtrup, DEN, have been in the final of every major championship for the last few years. At the 2009 Elace, uropean in Ostrava, CZE, the public in the Arena would have picked the two to win, or at least p, had they had their say in the matter.
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Update on IreneThis client continues working in the restaurant business. She's a responsible, hardworking person.
She makes breakfasts, lunches and dinners for her customers that request them. She prepares various dishes like rice and chicken, stews and soups, among others. She varies her meals daily for her customers.
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La socia solicita el crédito para la compra de insumos como arroz ,aceite y otros.
La socia se compromete a hacer sus pagos en el plazo establecido.
Previous Loan DetailsThe loan recipient continues with her restaurant business. She has been in this business for years, and it is going well for her thanks to the daily effort she puts into it. She prepares breakfasts, lunches and dinners. She makes different types of dishes like chicken and rice, beef stir fry, a... More from Irene's previous loan »
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Important InformationAbout Asociación Arariwa
Asociación Arariwa is a large non-governmental organization that started offering microcredit in 1994 to improve the quality of life, skills and equity of the population in the rural Cusco region of Peru. Arariwa serves the southern Andean provinces of Peru, and is distinguished by its efforts to reach the very poor, who often live in isolated rural areas. Arariwa fosters village banking, supports savings accounts, promotes access to education, and empowers women entrepreneurs (who make up 78% of its borrowers).
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Success!! The loan was 100% repaid
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Hotel Huaxia MilanoVia Tazzoli 7 Milan MI 20154
Hotel Amenities
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A bar/lounge is on site where guests can unwind with a drink. Guests can enjoy a complimentary breakfast each morning. Public areas are equipped with complimentary high-speed wireless Internet access.
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May 27, 2016
After almost nine months of waiting, the high school football season is back. LBJ, Cigarroa, Martin, Zapata and Bruni will all start practice on Monday. These are the teams that did not participate in spring football. The other four Laredo teams will get started next Monday.
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