text:
Model Engine Builder magazine , a go-to resource for building model engines, recently included a very complimentary article on the Brickley engine. It is featured in Issue 25 of the RICE Report (Really Interesting Combustion Engines), a frequent piece written by Ron Cairns. I look forward to helping any of the model engine builders build their own particular version of the Brickley engine.
Model Engine Builder article on the Brickley engineNovember 9th, 2011
Valve trains for the Brickley engineSeptember 28th, 2011
Some have asked,"What about the valve train for your engine?" Being that reducing mechanical friction has been an important consideration in the design of the bottom end, it only makes sense that this would as well be the case for the valve train. For an engine operating at part-load and low speed, valve train friction can be a significant portion of total engine friction. Of the various components of valve train friction the most dominant under the described conditions is the friction generated at the cam lobe/ follower interface. This element can be easily addressed by employing a roller follower. One simple valve train for the Brickley engine would consist of two camshafts, one for the valves in each cylinder head. Each camshaft would be parallel to the crankshaft and between the pair of cylinders it operates. In this case push rods and rocker arms would actuate the valves. This arrangement allows a great deal of freedom for the placement of the intake and exhaust ports. Also it allows both exhaust cam followers (on one side of the engine) to be driven off one cam lobe as well as both intake cam followers (on the other side of the engine) to share a cam lobe. This approach also allows for easy VVT when the cam drive chain or belt is driven off the exhaust cam side of the engine.
Accepting what Walmart knows about price and value.April 14th, 2011
The Nissan Leaf is built on the same platform as the Nissan Versa. The Versa can be bought for about $11,000, while the Leaf is about $27,000 after rebates. Check this out; with the average vehicle miles driven per year at 15,000, and an average fuel consumption at 30mpg, the Versa consumes 500 gallons of fuel per year. Even at $4/gallon that is $2,000/yr. Eight years of free fuel to get to $27,000. Add in the fact that you will have to have another car (maybe a new Versa anyway) in addition to the Leaf in order to drive further than 60 miles in the summer and it is no great mystery that the sale figures are as stands:
For those who like numbers and a comprehensive perspectiveMarch 8th, 2011
Recently I presented a document on my engine configuration and I thought it might be helpful to include a condensed version of it here.
The development and use of the Brickley Engine would provide the world with an affordable, earth friendly engine applicable to everything from automobiles and trucks to farm machinery.In a relatively short amount of time it could address the following current and urgent world problems:
- The efficient use of petroleum, and
- The ever-increasing problem of the production of CO2 through the consumption of petroleum.
I will begin with a brief introduction of my design and then proceed with a more detailed analysis.
The focus of the Brickley Engine is to reduce fuel consumption and CO2 emissions by 15-20%. This is accomplished by significantly reducing engine friction: turning energy normally lost in heat into useful work. The area of concentration for reducing friction is localized in the bottom end of the gasoline or diesel internal combustion engine.
In a typical engine the bottom end is the mechanism that captures the energy of the hot expanding gases in the form of cylinder of pressure and turns it into mechanical work. For example, in a typical four-cylinder engine the bottom end is comprised of four pistons, four connecting rods, and a crankshaft (see Brickley Engine video for engine animations).
Each piston, by way of a wrist pin is linked to one end of a connecting rod and the other end of the connecting rod is attached to the crankshaft. Each piston moves back and forth within a cylinder as the crankshaft rotates. These components are contained within a cylinder block and comprise the foundation of the engine.
As there are various ways to arrange the pistons about the crankshaft there are just as many different engine configurations. Among the most common are in-line (as in the video), V, opposed, and radial configurations. Automobiles and trucks typically use one of the first three.
The Brickley Engine configuration changes the way the pistons are connected to each other and to the crankshaft, thus eliminating a great deal of friction. The configuration employs a combination of pinned linkages to determine the paths of the pistons and thus eliminates the piston skirts and their associated friction.
Additionally, by connecting the pistons to each other in a more efficient manner, it reduces the type and number of bearings on the crankshaft for further reductions in friction.
At first glance a casual observer might find my engine configuration seemingly more complex than a conventional configuration. For many, it's not clear how an engine configuration that has more moving parts results in less friction.
So let's talk about friction…
Imagine that the floor is a smooth steel surface. On the floor is a wooden box that weighs 100lbs. What we are going to do is observe how much effort it takes to push the 100 lb box just one foot across the floor. Now compare that amount of effort to the amount of effort it takes to move a 100 lb box that is suspended like a pendulum from the ceiling. The 100lb box never touches the floor and is simply swinging on a nail that allows it to pivot at the ceiling.
Which scenario moves more freely and with less friction?
Obviously the one suspended from the ceiling.
Let's examine why…
While the materials and the load of 100 lbs are the same in both cases, the friction is significantly reduced in the second case. The reason for the reduction in friction is in the distance the area-supporting load has to travel. In the first case it travels one foot. In the second case, while the 100 lb box travels a foot through the air, the supporting area only travels .014 inches at the pivot (the nail).
So if one divides 12 by .014 the quotient reveals that friction work is smaller by a multiple of over 850. By reducing the distance that the loaded areas have to travel there is a significant reduction in friction.
This principle is the focus of my engine configuration.
However, before we take a look at the engine configuration, let's first examine how it fits into a larger picture…
In 2007 an average of 85.9 million barrels[1] of petroleum were consumed by the world each day. At 42 gallons per barrel the world consumes 3.5 billion gallons of oil each day.
In the United States alone, petroleum consumption in 2007 was 19.4 million barrels per day, representing 24% of petroleum usage worldwide[2]. The transportation sector in the US consumed 70% of this amount, 13.71 million barrels. Table 1[3] below shows US transportation petroleum consumption broken down by highway and non-highway mode ranked in order of consumption.
Table 1
|Thousand barrels/day
|Percentage of Total
|HIGHWAY Total
|Light vehicles
|Light trucks
|Medium/heavy trucks
|NONHIGHWAY Total
|General aviation
|Domestic air
|International air
|Freight (Class 1)
One can see from Table 1 that the majority of petroleum used for US transportation was burned on US roads. US automobiles are powered by piston driven gasoline and diesel internal combustion (IC) engines. While the consumption distribution is not representative for all countries, it isn't difficult to see that if the amount of oil attributable to piston driven IC engines worldwide were significantly reduced that a great deal of fuel could be saved and an enormous amount of CO2 eliminated – 19.6 lbs of CO2 per gallon of gasoline and 22.4 lbs per gallon of diesel fuel.
From the minimal demands placed on the engine while a vehicle is idling at a stop, to a situation that requires maximum power, the amount of fuel being consumed and the efficiency with which it is used to propel the vehicle can vary greatly.
At idle, because a vehicle is not moving and fuel is being consumed, fuel economy is reduced by the amount of time an engine spends idling.
Table 2[4] shows the fuel economy results of a single vehicle that was simulated under five different driving cycles used around the world to project vehicle fuel economy. Each cycle has a different percentage of time that relates to the time stopped or decelerating.
Table 2
|Driving Cycle
|Projected fuel economy
|Percent of time stopped or decelerating
|Japanese 10/15 mode test cycle
|US EPA city driving cycle
|New European driving Cycle (NEDC)
|US Corporate Average Fuel Economy cycle
|US EPA highway cycle
Certainly, it is easy to see that a motionless vehicle consuming fuel reduces average fuel economy. However, not so obvious, is the role of engine friction on fuel economy.
An engine is least efficient when idling. At idle, all of the fuel being used goes toward creating enough mechanical work to equal the sum of the various components of engine friction.
Rarely is the average vehicle engine operating at its most efficient point, its "sweet spot". Generally, this spot exists between 1500 and 2500 rpm and at approximately 70% of full power. For anyone who has operated an automobile, it can be noted from memory that the engine is not often operating at this point.
Imagine then, that there is a continuum between idle and an engine's sweet spot. At one end of the continuum all of the fuel is lost to engine friction and at the other end the majority of the fuel is being converted into mechanical work and only a small part is lost to friction. If an engine then is required to produce only a small amount of power, as is most often the case, a significant percentage of the amount of fuel being consumed is being devoted to friction.
Similarly, one can see that if engine friction were reduced it would have increasingly greater impact as the power output became smaller and moved from the sweet spot toward idle. Because most engines average operating point is much closer to idle than its sweet spot, reducing engine friction can be an effective strategy to reduce fuel consumption and as well CO2 emissions.
In various studies including those made by and for the US DOE, Argonne National Laboratory, FEV and many others engine friction reduction is mentioned as a reliable way to reduce fuel consumption and CO2 emissions. However, the amount of the improvement, while important, typically remains small since there are so few drastically new technologies that meet the criteria required for industry change. Most often, efforts have been directed towards small incremental improvements in existing approaches.
As mentioned previously there are various components to engine friction. Typically, engine friction is broken into three components: mechanical friction, pumping losses, and auxiliaries. The component impacted by the Brickley Engine is the mechanical friction component.
Unbeknownst to most people the mating parts of an operating engine do not touch each other. Any contact between mating parts and there is enormous wear immediately, resulting in catastrophic engine failure. The parts of an operating engine are separated constantly by a very thin film of oil. The mechanical component of friction occurs from shearing this thin film of oil that separates the parts of the engine.
Maintaining a thin film of oil and separating the asperities of the engine surfaces, is a very frictionless state and is referred to as hydrodynamic lubrication. Hydrodynamic lubrication can be obtained in different manners. The most common manner for maintaining a hydrodynamic state is by maintaining a threshold velocity difference between two mating surfaces. Such is the case with the main bearings on the crankshaft and the crankpin bearings.
Another type of hydrodynamic lubrication needs no velocity differential in the surfaces being separated but is a function of the time it takes to squeeze two surfaces together and force all of the oil out until the asperities of the surfaces almost touch.
This type of hydrodynamic lubrication is referred to as squeeze film lubrication. This is the type that occurs at the wrist pin and requires an oscillating load so that before the surfaces are about to touch the load is reversed and the squeeze is in the opposite direction using the just displaced oil from the last squeeze on the opposite side of the bearing.
Since squeeze film lubrication is what occurs at the pinned joints of the Brickley Engine it is important to take a closer look at squeeze film lubrication so it can be determined how much friction can be assigned to the various pinned joints. To accomplish this let us first refer to SAE paper 2005-01-1651[5] which specifically deals with wrist pin friction.
The authors suggest a very important question at the outset: Because pin friction shows up as heat, how much heat can be dissipated from a bearing that is lubricated by splash (it has no oil flow to remove heat), has a very hot piston surrounding it, and has such tight clearances that it could easily seize if it became hot? Predictably, not much heat can be dissipated. Therefore, the friction work and the resulting heat generated must be very small.
Indeed wrist pin friction is so small that it is excluded altogether from the equations for predicting engine friction: SAE paper 2003-01-0725[6].
Because each end of a connecting rod has very similar load let's compare the distances travelled.
If we were to take the bearing dimensions of each end of a sample automobile connecting rod, with the wrist pin end being (.866 X.913) and the crankpin end as (2.014X.914), the wrist pin end rotates through approximately 60 degrees of rotation while the crankpin rotates through 360 degrees.
Making the assumption from the previous paragraph that the coefficient of friction is in the hydrodynamic range and similar, the crankpin travels 14 times farther than the wrist pin (2.014/.866) x (360/60). That there is 14 times the friction work lost in the crankpin contrasted with the wrist pin fits perfectly within the measurement of 14.5 from a detailed breakdown of friction work associated with the various parts of an engine[7].
Another way of making a comparison would be to say that the friction work associated with one revolution of the crankpin would be equivalent to the friction work associated with 14 wristpins.
Based on allowable wrist pin bearing pressures the bearing dimensions were scaled accordingly to the loads at each bearing location. Table 3 represents a way to look at the conventional inline four-cylinder in terms of the distance the various bearing areas travel. Table 4 is similar to Table 3 except that it is represents the Brickley Engine. The comparison numbers show a relative comparison of the losses associated with the various bearing locations.
Table 3
Conventional Engine
|Bearing Type
|No. of Bear-ings
|Degrees of bearing rotation/Crankshaft rotation
|Bearing diameter (in.)
|Bearing length (in.)
|Projected area/bearing
|Area travel (radians)
|Total area travelled
x radians
|Wrist pin
|Crank pin
|Main Bearing
Table 4
Brickley Engine
So far, in comparing the distances and the areas of oil being sheared it can be seen that the Brickley Engine eliminates 51% (1-64.11/130.97) of the friction work associated with the bearings. The comparison number for the Brickley Engine includes the work associated with guiding the pistons. However, the comparison number for the conventional engine does not include the work associated with guiding the pistons (via piston skirts).
The friction work of the piston skirts associated with the conventional engine must be included in order to have complete comparison of a conventional engine and the Brickley Engine. In a review of the available figures, the percentages of friction attributable to the ring pack and the skirt are unclear. At or near 2000 rpm the percentage split is 60% rings 40% skirt[8] while another will say 43% rings 57% skirt[9]. For discussion purposes, let's assume a 50/50 split [10].
A recent 2009 study[11] that was done by Timken revealed current data regarding mechanical engine friction and the various contributing components. The numbers that create Figure 1 below are reconstructed from careful measurement from the original study's graphics.
Figure 1
Using the FMEP numbers in Figure 1 we can establish a comparison. Combining the 51% reduction at the main bearings and connecting rods with a 50% reduction at the piston skirts a significant amount of friction is eliminated. In addition, roller bearings will replace the two main bearings. These can be added since they are so accessible (unlike the difficulty of adding them to a conventional crankshaft). This would reduce bearing losses at these locations by 55%[12] and would allow the oil pump loss be cut in half[13]. With all of these changes a comparison between a conventional inline four cylinder and a Brickley Engine configuration four cylinder would look like Figure 2.
Figure 2
As seen in Figure 2, at 2000 rpm the Brickley Engine provides a 43% reduction in mechanical engine friction (FMEP) when compared to current engines. FMEP is a way of comparing engine friction that allows engines of different size to be compared. The impact of this much of a reduction on fuel consumption naturally varies depending on the type of driving if one recalls Table 2.
Since the loss incurred by the oil pump is cut by one half and it is known that this provides for a 2-3% reduction in fuel consumption,[14] a useful prediction can be made. For a given rpm there is a ratio between half of the oil pump loss and the difference in friction between the conventional engine and the Brickley Engine. That ratio ranges from approximately 6:1 and 7.5:1. This gives a fuel consumption reduction ranging from 12-18 and 18-22% respectively. Other ways of figuring the reduction[15] [16] lie within this range and end up confirming this range whose center is likely between 15-20%.
Still, an actual engine must be built, tested, and closely anchored to the criteria of a particular conventional engine in order to determine with exactness the reduction in fuel consumption attributable to the Brickley Engine configuration. It is toward this goal and further that I proceed.
- Not only does my design reduce petroleum consumption and CO2 but equally important it does not require any rare earth minerals, as the batteries of electric cars will on a massive scale. It requires only the materials currently used in the automobile industry. While there will be some learning curve associated with its development and production, the technology is nuts and bolts engineering. Brickley Engine technology is far more simple than what has been taken on in the development of any type of hybrid electric even though it could easily be used with a hybrid system.
- Once an engine has been designed to match a particular conventional engine it will be clear how much the gains will be for larger engines and smaller ones. It could easily be expanded in multiples of four cylinders to eight and even twelve cylinders. It could be built air-cooled or water-cooled. It could be designed to fit any power range and application that engine is used currently.
- One of its major points is that it is an affordable technology. It is a simple mechanical design and not rocket science. It is predicted that India and China will be the major source of increased need for petroleum and my design's simplicity in application to transportation could significantly aid in offsetting the increases that naturally accompanies world expansion.
- A natural drawback of my configuration is that it requires a paradigm shift and people simply have difficulty accepting anything that challenges traditional thinking. Specifically, my engine has been criticized for having increased reciprocating mass. Critics focus on doubling the reciprocating mass (an additional 5 lbs) but never mention cutting the mass of the most expensive part by 20 lbs.: the crankshaft. Simultaneously there is this perception that increasing reciprocating mass necessarily increases load and thus friction without even exploring how the efficiency of the mechanism has been impacted. As well, a counterintuitive truth must be spoken: friction power is "independent of load but proportional to viscosity; and proportional, respectively, to the first and second powers of velocity. For this reason, motoring tests of engines give reasonably correct values of operating friction[17]." It is the velocity that the Brickley Engine addresses since velocity is distance/time. Load plays almost no role in engine friction whether it is from inertia loads or combustion loads. Many find it surprising that at a given rpm the friction work is virtually the same at idle as it is at full throttle.
- While I have not covered the application of the Brickley Engine configuration for the Diesel engine, the role of engine friction follows similarly in that the same continuum exists from idle to the sweet spot. Diesel friction reduction is in the same range but varies slightly because the pumping losses are so small and the mechanical friction is greater. This means that resulting gains are similar for diesel automobiles (15-20%). For highway trucks reductions are smaller; on the order of 5% since they are operating most of the time at points very close to their sweet spots.
- Of note; the Brickley Engine was highlighted as one of the best new ideas in the "Year in Ideas" issue of the New York Times Magazine, December 2008 and as well in an interview podcast through IBM.
One way or another the Brickley Engine must be built and tested. Unfortunately I alone do not have the resources to make this happen. So, until it is clear exactly how much it will contribute through the development of a prototype and further steps can be taken for its use, I will continue to ask: Can we really afford to pass up a technology that has the ability to save millions of gallons of fuel each day and significantly reduce the production of CO2?
[1] U.S. Department of Energy, 2009. Transportation Energy Data Book, Edition 28, Table 1.4. Prepared by Oak Ridge National Laboratory.
[2] U.S. Department of Energy, 2009. Transportation Energy Data Book, Edition 28, Table 1.4. Prepared by Oak Ridge National Laboratory.
[3] U.S. Department of Energy, 2009. Transportation Energy Data Book, Edition 28, Table 1.16. Prepared by Oak Ridge National Laboratory.
[4] U.S. Department of Energy, 2009. Transportation Energy Data Book, Edition 28, Table 4.31. Prepared by Oak Ridge National Laboratory.
[5] J.-L. Ligier, P. Ragot, Piston pin: wear and rotating motion, SAE Paper 2005 -01-1651 (2005) p. 1,2
[6] Sandoval, D., J.B. Heywood, "An Improved Friction Model for Spark Ignition Engines," SAE 2003- 01-0725,2003.
[7] Fessler, R. R., and Fenske G. R., "Reducing Friction and Wear in Heavy Vehicles," Multiyear. Program Plan, U.S. Dept. of Energy (1999) p.12
[8] R.I. Taylor (2002), Lubrication,Tribology & Motorsport, SAE paper 2002-01-3355 , p.5
[9] SC Tung and ML McMillan, "Automotive Tribology Overview of Current Advances and Challenges for the Future," Tribol. Int., 37, 517-536, 2004.
[10] Pawan K. Goenka, Rohit S. Paranjpe, and Yeau-Ren Jeng , "FLARE: An Integrated Software Package for. Friction and Lubrication Analysis of …," 920487,p.53
[11] Kolarik,Robert V.II, Shattuck, Charles W., Cooper, Anthony P., Evaluation of a Low Friction-High Efficiency Roller Bearing Engine, Timken – USDOE,2009, p.4.
[12] FEV, Spectrum, Issue 23, April 2003, p.3.
[13] Dr.-Ing. Markus Schwaderlapp , Dr.-Ing. Franz Koch Dipl.-Ing. Jürgen Dohmen, Friction Reduction – the Engine's Mechanical Contribution to Saving Fuel, FEV, 2000, p.7.
[14] Dr.-Ing. Markus Schwaderlapp , Dr.-Ing. Franz Koch Dipl.-Ing. Jürgen Dohmen, Friction Reduction – the Engine's Mechanical Contribution to Saving Fuel, FEV, 2000, p.7.
[15] Dr.-Ing. Markus Schwaderlapp , Dr.-Ing. Franz Koch Dipl.-Ing. Jürgen Dohmen, Friction Reduction – the Engine's Mechanical Contribution to Saving Fuel, FEV, 2000, p.1.
[16] Taylor, R.I., Engine Friction Lubricant Sensitivities: A Comparison of Modern Diesel & Gasoline Engines, Shell Research & Technology Centre, 2000,p.2.
[17] Obert F., Internal Combustion Engines and Air Pollution, Intext Educational Publishers, 1973 edition, p.661.
Edison2 visitDecember 1st, 2010
A few weeks ago I had the privilege of meeting the folks of Edison2. A couple of months ago Edison2 won the 5 million dollar prize for the automotive X prize competition.The team is truly an amazing group of gifted individuals and their ability sure shows in their automobiles. The cars possess a quality of well-thought out design like you might experience in a fine aircraft – safe, no wasted space, yet the right amount of everything to get the job done with elegance. Oliver Kuttner has accomplished something beyond great. Now, if only the world might see. There are plenty of opinions to go around today about the future path of the automobile. In the end, economics will demand the path Oliver has clearly shown as reasonable.
Equations relating engine friction and fuel consumptionNovember 9th, 2010
When a portion of the horsepower lost to friction is recaptured for useful work it reduces the fuel consumed for a given power output. The equation that shows the relationship between reduced friction and the improvement in the fuel consumed for a given horsepower output is: R2= R1(hp2-hpfg)/hp2; where R1 and R2 are initial and reduced friction fuel rates; hp1 and hp2 are the respective horsepower's produced, and hpfg is the horsepower gain from reducing friction. Since hp2 = hp1+ hpfg , it can be substituted so that R2/R1 = 1- (hpfg/hp1+ hpfg). Also, since some desired gain z can be introduced, where R2/R1 = 1 – (z/100), the two equations can be set equal to each other and a series of curves plotted for any particular set of desired gains. Here are the resulting curves relating BMEP and rpm for fuel consumption improvement of the Brickley engine over a current conventional in-line four cylinder. Note that the curves have a positive slope as compared to changes that address pumping losses which have a negative slope (less improvement with an increase in rpm).
My perspective:January 17th, 2010
People ask me, "Why are you spending your time and energy
on the internal combustion engine? Isn't it a thing of the past?
What about all of the new alternatives?
Well, many people talk about hybrid and electric cars, and while they
might be helpful for a part of our future of transportation needs, they
simply don't work in all applications. Currently they subtract
a measly 2 million gallons from the 380 million we use daily.
That's not much of a reduction.
Hybrids are also costly; and while an electric motor assists the
internal combustion engine to improve fuel mileage in the city, we
are fooling ourselves if we don't admit that the internal combustion
engine is still the heart of the hybrid's power.
Electric cars sound great; however, the material and production costs
associated with their batteries indicate that they will always be too
expensive for the average person to buy. 20-40 thousand dollars
for a battery is not realistic for 90% of the population.
And because two thirds of that cost is materials there is very little
room for reducing the cost through large production volumes.
It has been estimated that by 2025 electric cars might hold as much as
just 2% of the market.
So let's face it, technological and economic facts suggest that the
internal combustion engine will continue to be the prime-mover
for decades to come, whether it runs on gas, diesel, compressed
natural gas or hydrogen.
It is critical, therefore, that the internal combustion engine be
made more fuel efficient and yet remain affordable.
This is the focus of my engine configuration.
By drastically reducing engine friction, it allows for
improvements in fuel consumption of up to 20% at a very reasonable
cost. So, here is my question to you:
Can we really afford to pass up a new technology when it has
the potential to save millions of gallons of fuel each day?
I need help to get my engine design into various forms of
production. I do not have the economic resources to do it by
myself, but I do have solid science to support my design, and I own
the intellectual property.
Please share with me your thoughts about the engine itself, the
funding of a prototype, and anything else you might think useful. I
can be contacted through my website: www.brickleyengine.com.
A much more fuel efficient internal combustion engine could resurrect
American car manufacturing, contribute to world economic recovery,
and could seriously impact the production of greenhouse gasses on a
global level.
A few graphsSeptember 16th, 2009
I think it might be helpful to pass on a few graphs showing the breakdown of friction for a typical engine and a comparison of a typical engine with my configuration.
The numbers for the first graph are from the Automotive Research Center at the Univ. of Michagan. Type 1 is a typical engine and Type 2 is the Brickley configuration. The numbers for the Brickley configuration are based on reducing the the number of bearings on the crankshaft and increasing the number of pinned joints. The overall reduction in friction in this comparison is 36%. My impression is that it could be reduced even further if in the case of a four cylinder engine two roller bearings were employed on the crank and a much smaller oil pump were used because of the much reduced demands of squeeze film lubrication which used at all of the pins. There is a possibility that the oil pump could be eliminated altogether further improving the reduction.
Because the most frequent criticisms of my engine configuration concern questions involving pin friction and reciprocating mass I must say that a good SAE paper to look at regarding the losses in pinned joints (piston pins specifically in this paper) is SAE 2005-01-1651. The authors ask a very valuable question: Because pin friction shows up as heat, how much heat can be dissipated from a bearing that is lubricated by splash, has no oil flow to take away heat, has a very hot piston sitting right next to it and has very tight clearances? Regarding reciprocating mass it must be pointed out that while my configuration does involve more mass the configuration does not respond the same as a typical configuration to increased mass for a number reasons (1) there are no piston skirts (the place where much of the reciprocating friction shows up) (2) squeeze time and the movement at the joint rotation at the end of the squeeze time allows for a different friction response and (3) the connecting rod performs a very different function in my configuration because the cylinders are already connected to each other through the linkage, to mention a few differences.
Also, I am including a few additional graphs relating to the 1.9 L TDI diesel for an example of projected gains. I used a diesel so I could simply use a Willans line for the friction determination.
From this graph a Willans line for 1500 rpm looks like this:
Using y=mx +b; m=(2753-1680)/(11.97-6); m=179.7
Inserting m and solving for b we get 2753=(179.7)(11.97) +b ; b=602
602g/hr is the amount of fuel consumed at idle (zero power, y intercept)
The x intercept would then be -602=(179.7)(x) ; x=-3.35kW (friction power)
A 36% reduction in the 3.35kW shows up on the ordinate as (1-.36)(602) which equals 358g/hr now instead of 602g/hr at idle (-244g/hr)
The new formula is now very close to y= 179.7x + 358
A common point to measure for average fuel economy is 1/6 throttle 1500 rpm. In this case that point is 5.23 kW.
The fuel consumption for this point is y= (179.7)(5.23) +358 ; y=1298 g/hr.
The fuel consumption for the original engine is y= (179.7)(5.23) +603 ;y=1543 g/hr.
This is a reduction in fuel consumption of 15.8 %.
Hello World!July 9th, 2009
I now have a blog. I am looking forward to posting soon and communicating with everyone.


text:
John Matthews
John MatthewsTitle: Professor of Educational Foundations, School of Education
Religious Education, SDA Theological Seminary
Office Location: BH 213
E-mail: firstname.lastname@example.com
Phone: (269) 471-6499
PhD, MA, Andrews University, 1988, 1975
BA, Newbold College (Columbia Union College), 1974
John Matthews is a native of South Africa, with experience working in Africa, Europe, Asia, and North America. Responsibilities have included pastoring, teaching, and administration. At Andrews University, Matthews teaches in both the School of Education and the SDA Theological Seminary in the areas of religious education, educational foundations, and ideological diversity issues. He has consulted for UNICEF-Pakistan as the chief contributor to a faith-integrated (Islam) teaching manual for the training of illiterate traditional birth attendants; and has presented in Thailand as a featured speaker for a conference on sustainable development in education, as well as at an international conference on Buddhism on the topic of cultural and religious understanding. In the USA he has presented at AERA and NAPCE professional conferences.
Current Research or Professional Activities
Matthews' recent research projects include a study exploring "Changes in Cultural, Moral and Religious Attitudes Consequent upon a Four-Year Program of Studies at Designated Educational Institutions in Thailand," and participation in an interdisciplinary study on "Attitudes towards Wildlife in and around Khao Yai National Park in Thailand." Other areas of study and research on which he has recently made presentations include integration of faith and learning, and competency-based curriculum development. Dr. Matthews is currently vice-chair of the Board of Directors of Your Story Hour, Inc., a global, non-profit, educational and inter-faith, Christian organization.

subset: commoncrawl


text:
When the undefeated Patriots football team of Freedom High School in Bethlehem Township, Pa., played the Emmaus Green Hornets on Friday night, Freedom senior Tyler Alicea had his heart in the game—and his mind and hands on his phone.
Tyler was using his phone to tweet updates about the game while standing in the student section of the bleachers. But don't think he was abusing the power of wireless internet access to slam his school's opponent. As editor-in-chief of the Freedom Forum student newspaper, Tyler was providing updates on the Forum's Twitter account to readers and fans who could not attend the game in Emmaus.
"We're trying to expand our readership and get more people involved within the school," said Tyler, 17, a senior from Bethlehem Township. "But we are conscious of the digital age, and once you put something up on the internet, it's up there. We stress what is ethical in a journalistic manner."
The Forum's fledgling internet initiative—Twitter, Facebook, video links, and polls on the newspaper website—mirrors that of mainstream newspapers, which are trying to harness technology to make money and expand reach without compromising integrity.
For more on student journalism in the digital age, see:
Companies reduce barriers to school video production
Online journalism is elementary for these students
Freedom English teacher Karla Erdman is leading her students into this ever-changing field.
When she took over the monthly Forum in the 2009-10 school year, Erdman said, she realized she had a lot to learn about putting together a newspaper, such as layout, news writing, reporting, and the law, which is more restrictive for student-run newspapers. When it came to using multimedia tools to enhance the newspaper, Erdman said, she was confounded.
"I was not a fan of Twitter," Erdman said.
She is now.
Her admiration for the social media tool came over the summer when she was accepted to a two-week fellowship for teachers sponsored by ASNE Reynolds High School Journalism Institute at the Walter Cronkite School of Journalism at Arizona State University.


text:
Girls on bikes are hot. Let's be honest. But girls on bikes that can actually ride, and decide to trek out to the Oregon coast by themselves for a weekend of dirt biking, hill climbing, shooting, and debauchery? Marry us, please.
Six girls, three motorcycles, a dog, a camera, and a gun sounds like the start of a bad joke, but if you are Oregon native and professional photographer Amanda Leigh Smith, it's a recipe for one hell of a good weekend. Amanda and the ladies shared with us their story.
"First off, it was sunny in Oregon in the middle of January. We had to go. We all do these things with friends in the Spring and Summer, but we were lucky to be able to have a day like this in the dead of winter! We all ride regularly, but this was the first time the six of us finally got together to ride some dirt and trails. We decided to load up an old Chevy van and go ride at one of our favorite spots, "Brown's Camp," in the Tillamook National Forest near the Oregon coast. Six girls, three motorcycles, a dog and a camera were all loaded up into the only vehicle we could get our hands on to haul the bikes. It was spitting oil and gas the entire trip out there, but we managed to make it round trip with only a few set backs (don't borrow old vans from old friends that think it's funny to watch you fix them). The day was filled with all kinds of adventure; it was Casey's first time dirt biking, who usually rides a '78 XS 650, and we managed to break, but then fix just about everything we brought with us: bike, van, and gun. The day was capped off with some drinks and burgers at a nearby pub on the way back to Portland."
With nearly four decades of riding experience between them, these ladies are hardly weekend warriors. In fact, each of them play integral roles in the motorcycling scene we all know and love. Amanda, is a professional photographer and the better half of James Crowe of Crowe Customs and We Are West America. Sisters Tori and Emily George, and Casey Lynch all work for See See Motorcycle Coffee Co. in Portland. Ginger McCabe is better known as the upholstery master behind New Church Moto and Heidi Lieberman is an artist and volunteers at the One Motorcycle Show.
You can meet all of these ladies who will be helping to organize The One Motorcycle Show in Portland, Oregon this February. The show is in its fifth year, and will feature art, motorcycles, music, and best of all, it's free. Join us there February 7, 8, and 9. More info at the1moto.com.
All Photos | Amanda Leigh Smith | aleighsmith.com
Take it further. For more in depth stories of a well-lived life on two wheels, subscribe to Iron & Air - Print | Digital | Newsletter


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Chung Mong-joon, a vice-president of FIFA and head of South Korea's World Cup committee, said today: "Mr Blatter must face a thorough investigation over the abuse of his authority and misuse of FIFA funds. I understand a lawyer has been hired and legal action has begun."
Chung has joined a move by six of the eight European members of the executive committee - and backed by four African members - to hire a lawyer and ask Swiss prosecutors to investigate Blatter.
He said: "The alleged 'Blattergate' is scandalous. It's severely damaged FIFA's reputation and credibility in the world."
Chung, who is head of the South Korean Football Association, also appealed to FIFA's Asian members to block Blatter's bid for re-election.
The vote takes takes place on 29 May in Seoul just two days before the World Cup kicks off in South Korea's capital.
Blatter faces African chief Issa Hayatou in the race and Chung says the 50 Asian members of FIFA could sway the vote in the May election.
He added: "If Asia supports Mr Blatterto be re-elected, we will allow him to think he can continue to divide us. We should demonstrate that our votes cannot be bought - it must be earned with honesty and true leadership."
Chung accused Blatter of exploiting a FIFA development program - known as the Goal Project - to boost his reelection chances.
He also accused him of reducing the number of places allotted to Asian countries in the World Cup finals to two and said Hayatou, if elected, would correct that "insult" by allotting five spots of the 32 spots for Asian teams.
Chung also made it clear that the FIFA president should be selected from different continents in rotation.
Blatter has appealed directly to the 204 national associations to back him for another four-year term and has been campaigning hard in recent weeks.
Last Sunday he met Chinese football representatives in Beijing before taking his campaign trail to North Korea just 24 hours later.
Blatter claims that allegations of financial mismanagement are aimed at scuttling his campaign for re-election.
- More about:
- South Korea


text:
SailNet Community (http://www.sailnet.com/forums/)
- Racing (http://www.sailnet.com/forums/racing/)
- - Learn from our @*^#&-up (http://www.sailnet.com/forums/racing/44597-learn-our-%40%2A%5E-up.html)
Learn from our @*^#&-up
I was out racing in a non-flying sails club race this weekend and during a pole take-down at the leward mark we proceeded to get into the biggest line snafup that I have ever seen. During the confusion I noticed that some of this could have been avoided with a simple change.
Here's what happened: we had our 150genny up (too big) in 18kts true. As we disconnected the pole the sail immediately went forward of the headstay and there was too much slack in the lazy sheet. BOTH sheets origamied themselves all over the anchor roller (a 4" protrusion) the pulpit and the nav light. It was a nightmare! The sail kept twisting and the sheets kept fouling.
The captain called to let go of the windward sheet and just tack the sail around the headstay like an asymmetric and we could sort it out later. Here's the part where things got really ugly. In the confusion nobody could tell what was the windward sheet and what (in the tangled cluster) was the leward sheet. We tried leading sheets several times to find that we were zig-zagging them all over the boat. The captain was about to have a stroke. :D
It suddenly occurred to me that different colored sheets would have been very useful. Of course it would have also been useful to have the right sized headsail, more sheet tension and perhaps more attentive trimmers, less crap up on the bow (though there isn't much and we've never had this happen before. I've seen different colored sheets before on boats and always thought of them as a bit of a gimmick, but we sure could have used them to decrease the magnitude of our huge fubar.
I am a big proponent of different color lines for everything, and was one of the first things topside I did when I purchased mine. Sorry to hear about the snafu. There is nothing more straining / tiring than trying to reign in a wrapped up / fouled spinnaker. At least no one got hurt during it....:)
Where were you? I did a cruising race to port ludlow over the weekend. Sat winds were pretty strong. We, as in royal we got down to a double reef and 110 going to ludlow around the point no point light house area, then were able to increase the main to foulweather bluff then the reach in with our 142. Broke a triple pulley along the way.......
Yes colored lines is nice to have!
Otherwise, shtuff happens!
I look at it as, no one was hurt!
Did you decide on some sails for your boat yet? ie dacs vs laminates?
Assuming "non-flying" means no spinnaker, then you had the pole on a winged-out 150 genny, which then filled forward of the headstay because your capt left the pole up too long, and started to round up to windward as soon as it was released. Result is a big jib that's filling wrong-side-out in front of the headstay rather than vice-versa.
Not much you as crew could've done. If you had a sheet lead forward of the headstay, then maybe skipper's advice would've worked, but I'll wager you didn't. So it's very hard to pull that sail back against itself so as to get it to fill on the "correct" side.
You were fighting the wind, and the wind was stronger. Colored sheets may help in general, but not here.
If I've misunderstood the situation factually, then I recant.
The colored sheets would have helped in untangling the mess made by the sheets.
We didn't have a sheet lead around the headstay but that is one of the things we attempted to do. Didn't work as we couldn't make sense of the macrame (thanks SD).
Truely colored sheets would have only helped to make a really really bad situation just really bad and many other things would have avoided the whole situation all together. I just thought I'd mention the sheets because it's an easy thing to do next time you're buying sheets.
Yes it's a good thing that nobody got hurt. In addition to seeing the huge snafu, tensioned sheets were everywhere, the pole was under tremendous force AND my watch (which I am very partial to) decided to unlatch itself and try and fall overboard.
It definitely resembled a fire drill in an oriental developing country more than a rounding.
I have decided on Dacron for my sails, thanks for everyone's input, it rang true and made good sense. When I was asking my racer friends about the types of sails all they could do was espouse the virtues of laminates, but I suspected there was more to it. The gains I would see don't outweigh the problems in handling and stowage etc, so dacron it is.
I'm still not any closer to deciding what sized roller-furling headsail to get. I want to add sail area (big sail) but don't want to part a furling line or ruin the cloth when sailing with it partly furled in weather. Not sure I want to commit to a working staysail either.... To that end I'm going to keep a sailling log from here on out and note boatspeed, windspeed, sail-combo and wind angle. From that I should be able to flesh out what I need a little better.
Assuming it was a hanked on genny (other wise you would not have been stuck with the 150, you could have furled some) you could have released the clew if it was fitted with a quick release. That would have immediately blown the sail, and under the reduced pressure sorted it out will still sailing the boat.
color coded lines are always nice, but a real pain to set up and maintain.
A dock mate with a Hunter 27 or 28, a late 80's something of this size, just went with a dac main, and a UK tape drive genoa in a 150/155. I can find out for sure tomorrow from the UK rep whom is measuring my boat. Anyway, Larry's boat has 3 built in reefs such that he can go from the 155, to a 135 then down to a 110, examples of LP only! with out loosing shape etc on his genoa. I can let you know in a month or two how this is working for him in a month or two.
I am personally going to do the laminate all around, if for nothing else, the light lazy days like sunday trying to get back racing from ludlow to Edmonds in 0-10 and back to 0 in less time than I am typing this. Along with allowing me a bit better when the wind pipes in in winter. I was out in a few 30-35 days enough that laminates will help for me anyway in a wider band. I am sure dacs will be fine for your use. If you want to talk to the UK rep, let me know earlier than later, ie 7am at latest via PM probably best, with name and number I can have ian call you regarding his sails and what may work etc.
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text:
Hey there, time traveller!
This article was published 3/4/2014 (1177 days ago), so information in it may no longer be current.
The growing chorus of people speaking out against the Conservative federal government's ironically named Fair Elections Act reads like a who's who of well-respected experts on public policy.
University of Manitoba emeritus Prof. Paul Thomas, a "widely published expert on Canadian politics" as the Huffington Post called him, and "a member of a commission that advised Parliament on recent federal electoral boundary changes in Manitoba," said the act will weaken the public's trust in Canadian elections and lower voter turnout.
Thomas is joined by dozens of other professors and respected scholars from around the country, and internationally, including Brandon University political science associate Prof. Kelly Saunders, as we have mentioned before on this page.
B.C. elections chief Harry Neufeld, who authored the Compliance Review for Elections Canada — the apparent basis for the Tories' elections act — has come out against the legislation, saying Minister of State for Democratic Reform Pierre Poilievre must either reform the bill or kill it.
There has been no proof of any voter fraud — Neufeld's report never alleged that the act of vouching for a candidate who could not produce identification created voter fraud, and the Conservatives have been unable to produce any tangible evidence of it, only vague and misleading assertions.
By disenfranchising hundreds of thousands of Canadians, Neufeld says the Conservatives are in danger of committing a serious violation of the Charter of Rights and Freedoms.
"This is a fundamental right. It's guaranteed by the charter. It's guaranteed by international treaties. You have the right to vote," Neufeld said late last month.
This has gone well beyond partisan sniping and whining. Criticism over Poilievre's bill speaks directly to the heart of our electoral system. As we have mentioned before, even former Reform Party leader Preston Manning has publicly questioned the legislation.
And still, Poilievre contends that his Fair Elections Act is a reasonable overhaul of federal election rules, going so far as to call the act "terrific."
Until now, the minister has been defending the bill by focusing on the idea of the need for producing an ID to vote. But there's much more to dislike about this bill than simply disenfranchising voters, as if that weren't enough.
Investigations involving the Conservative party, including an ongoing probe into fraudulent robocalls made during the last federal election, are in danger of being scrapped if this bill is passed without amendment.
As reported by CTV News, elections commissioner Yves Côté said that if he isn't given the power to compel testimony from witnesses, "some investigations will abort because of our inability to get at the facts."
However more the Conservatives dig in their heels to defend the bill, the government may find it more difficult to vilify the latest well-known critic to add their voice to the growing chorus against the bill — none other than Canada's former auditor general, Sheila Fraser.
Keep in mind, this is the same woman who exposed the sponsorship scandal that brought down the previous Liberal government. According to a report yesterday by The Canadian Press, Fraser now argues that Canadians need to speak up against this sweeping legislation to force the Tories to back down.
"When you look at the people who may not be able to vote, when you look at the limitations that are being put on the chief electoral officer, when you see the difficulties, just the operational difficulties that are going to be created in all this, I think it's going to be very difficult to have a fair, a truly fair, election."
We think Ms. Fraser is absolutely correct. If Canadians are troubled by what they are hearing and reading about the Fair Elections Act, now's the time to speak up.


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The List looks at some of the stand-out winners from this year's Cannes Lions
This advertising world descended on Cannes last week for the annual sun-kissed celebration of some of the best work created during the past 12 months. With multiple winners across the 16 categories you'd be forgiven for struggling to keep up with who won what, but the excellent official winners' website is the best place to get acquainted with the big picture. Here we've picked out a few examples of winners that caught our eye; some bits we'd championed on the site before and some we came across for the first time via the Lions.
Anti Bergen: Bergen International Festival (Grand Prix, Design)
A mighty impressive identity that builds from a simple starting point into something interesting, eye-catching and ambitious.
WHYBIN\TBWA Group Melbourne: ANZ GayTMs (Grand Prix, Outdoor)
A simple idea, a great pun and a project that engages with an event without feeling like cynical bandwagon-jumping.
McCann Melbourne: V/Line – Guilt Trips (Grand Prix, Creative Effectiveness)
"We recognised there is no force more powerful than a mother's guilt," the agency say and this has just the right balance of emotional manipulation and a knowingness about what it's doing.
G-Star Raw, Amsterdam: Raw For The Oceans (Grand Prix, Product Design)
Creating a fashion range out of plastic dumped in the sea could come out too worthy for words; luckily the expert handling of this project and the presence of Pharrell makes it a deserved winner.
adam&eveDDB: Sorry I Spent It On Myself (Grand Prix, Film)
We loved this skewering of the festive ad stereotype as soon as it was launched so it was great to see its TV iteration honoured with one of the festival's most prestigious awards.
Interlude: Bob Dylan, Like a Rolling Stone for Sony (Gold, Branded Content and Entertainment)
Another project we championed long ago, but it's never not worth re-watching this amazing interactive Bob Dylan music video from the clever folks over at Interlude in New York.
- Hey presto, it's Best of the Web!
- Paris-based Studio Jimbo creates "impact and power" with punchy poster designs
- Minju An's oddly sinister illustrations depict strange characters and floating bread
- Friday Mixtape: Warpaint's Glastonbury picks
- Karifurav Caihua's weirdly erotic Japanese-inspired illustrations
- High octane Nike China animation gets kids to wear their bandages as a "badge of honour"
- "Evolve or die": Bloomberg Businessweek creative director Rob Vargas on the magazine's redesign
- Southbank Centre visual identity redesigned by North, to be a "confident masthead" for the institution
- Photographer Khadija Saye has died in the Grenfell Tower fire, her family confirm
- The Buzzfeed redesign: UK art director Tim Lane talks us through his seven-month overhaul
- Alex Norris' hilarious three-panelled webcomics are universally appealing
- Fresh Yale grad Franci Virgili applies an academic approach to graphic design


text:
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What's new in this version:
Version 6.0 may include unspecified updates, enhancements, or bug fixes.


text: Drawing on the wealth of music stored in the hills of Appalachia and the Mississippi Delta, and based out of Portland, Maine, D. Gross creates lyrical songs rich in earth imagery, heart, and struggle. Performing since the tender age of 12, Dana has refined his intention and ability, entertaining crowds from Maine to The Carolinas, and most places in between. Bringing the roots to life, and creating new shoots, D. Gross crafts modern music for the ages…http://www.dgrossmusic.com/


text:
Your Cat, Your Life
The Scoop
Cat News, Politics
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Cat Chic
Gear and Glam
Your cat loves a clean toilet -- don't we all? Catster's singing Cat Lady, Sarah Donner, explains why.
Cat Breeds
Foods & Treats
Health & Care
Behavior & Training
Cats & Cleaning
Cat of the Day
Other pets in your family: Patches ( IN LOVING MEMORY) | Tiger | Dusty ( In Loving Memory) | Cherish Hope.. (HAS A NEW HOM | Tsunami Moon( IN LOVING MEMORY | Speckle Starr("RIP" SWEET BOY) | SKYLER BLU( IN LOVING MEMORY) | Lucy Freedom.. (HAS A NEW HOME | Isis Aphrodite Olsen
Copyright © I-5 Publishing, LLC. All rights reserved.
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text:
Staphylea trifolia
American Bladdernut
Form and Growth Characteristics: Plant Type - ShrubGrowth Rate - Medium to fast.Mature Height - 10-15'Mature Width - Taller than wide at maturity.Longevity -
Ornamental Characteristics: Flower - Perfect, greenish white, bell-shaped, abundant. April-MayFruit - A 3-lobed, 1 to 1.5" long, inflated capsule, pale green changing to light brown, effective in September. Usually containing several hard, yellowish brown 3/16" diameter rounded seeds.Leaf - Opposite, compound pinnate. Bright green when emerging eventually turning dark green in summer.Fall Color - Pale dull yellow.Bark - Light, greenish gray with linear white fissures. Smooth.Other Features - Upright, heavily branched.Possible Use - Naturalizing; best reserved for parks and other low maintenance areas; nice foliage effect.Season Of Interest -
Culture and Care: Care Requirements - Zone 3-8Native Habitat - Quebec to Ontario and Minnesota, south to Georgia and Missouri. Cultivated 1640.Diseases and Insects - None serious.Strength - Weakness -Plants of this taxon:
Find Related Plants:- Other plants with the common name Bladdernut.- Other plants of the family Staphyleaceae.- Other plants of the genus Staphylea.- Other plants of the species Staphylea trifolia.


text:
Internal Affairs
This section or article needs revising.
Reason: Generally outdated page. The scope of IA has gone far beyond investigations & audits
The following section or article is out of date and needs to be revised. You can help by updating it.
Internal Affairs
|Access: Internal Affairs Office, Brig, Security Office, Bridge
Difficulty: Medium to Hard
Supervisors: NanoTrasen officials and Corporate Regulations
Duties: Interdepartmental Relations, Observing Proper Procedure, Launching Investigations,
Guides: Standard Operating Procedure
Internal Affairs' task is to remain impartial at all times, conduct investigations, and then summarize your findings in reports and deliver them to the relevant Head of Staff of the affected department. Remember that you are not a Lawyer, it is not your job to determine whether or not someone should be in jail. Rather, it is your job to make sure that the station's staff is working efficiently and following Standard Operating Procedure at all times.
Duties of Internal Affairs Agents
- Remain Impartial. You are an arbitrator, first and foremost. This may impact your social life, but you are required by your job to put aside emotional attachment to any particular crewmember in order to function.
- Follow Procedure. NanoTrasen upholds a Standard Operating Procedure which should be followed at all times.
- Trust the Facts. Acting on allegations is an easy way to get you fired. Make sure you have sufficient evidence before you do anything.
Do Nots of Internal Affair Agents
- Do Not Threaten While a well written and damning report can lead to someone's demotion, or outright contract termination, it is not your job to wave it around like some kind of club. SEC actually has clubs and fill that niche nicely.
- Do Not Be a Film Noir Criminals and other threats to the station are under the purview of the SEC team, and you shouldn't have much of a cause to interfere with them.
- Do Not Be a Vigilante Have a legitimate suspicion to start an investigation before you attempt to do so. Consulting a head of staff for more information is always a good idea when starting an investigation.
- Do Not Take Sides Just don't. See line two of previous paragraph.
Crewman X would like to register a complaint about Crewman Y's behavior/conduct.
It is your task to learn Who, What, Where, When, and Why when launching a new investigation.
- Who is involved in the incident
- What happened
- Where it happened
- When it happened
- Why it happened
Interview each and every crewman involved before summarizing your findings into a report that you present to the offending party's department's head of staff. The matter at hand can range from obvious prisoner abuse to simply leaving the Xenobiology pens open or refusing to serve drinks at the bar.
Do not worry if people are loathe to answer your questions or outright refuse to. Refusing to answer case-related questions is a briggable offense. (To a minimum of ten minutes)
You do not want to know what happens to people who lie to a IA Agent.
The Lone Ranger
Remember that you are to remain completely impartial in your investigations. To do this, it may (and probably will) be necessary to isolate yourself from most of the crew outside of an investigation. In simple terms, you should not be 'buddy-buddy' with any crew members. If a case comes up in which your opinion could be potentially biased, it's recommended that you transfer the case to another IA Agent.
Security and You
More often than not, security officers and heads of staff will ignore your complaints. The best course of action in this scenario is to take your complaint to the highest authority, noting that your valid complaints were completely ignored. If nobody on the station is listening to you, it is within your power to inform Central Command about the station crew's (lack of) cooperation. NanoTrasen Command usually takes the side of Internal Affairs Agents because they are loyal and trained in procedure and Corporate Regulations. A single Internal Affairs Agent has the power to make a crewmember's life miserable once he or she leaves the Exodus; it is a bad idea to mess with Internal Affairs!
Commonly asked questions
Q: Exactly which departments/positions is IA allowed to investigate?
A: All departments fall under the purview of Internal Affairs. That is the point of Internal Affairs, to act as a check and balance system, as well as a non-partisan investigator into departmental and inter-departmental issues.
Q: What exactly does investigation entail, and how should it be prioritized in accordance with other station operations?
A: IA takes little direct action in all but the most extreme cases, advising the next in command over the affected departments of their findings, and offers suggestions of actions to be taken. However, if the chain of command is unable or unwilling to participate in the investigation, then a breach of integrity has occurred, and IA has been entrusted by CentComm to take whatever actions necessary to ensure the sanctity of the station.
Q: What actions can they take to 'resolve' issues?
A: Internal Affairs conducts thorough and unbiased investigations of all involved parties if possible. If impossible due to death, incapacitation, SSD, or insanity, then a detective's or suitable security personnel's documented findings along with verbal interview as well as witnesses will suffice. Their findings, once compiled into a cohesive summary, will then be presented to the applicable head of staff along with suggested actions to be taken. However, if a head of staff is involved, then the captain is utilized as the next go-to person for judgement to be passed. If the captain is involved in a potentially negligent, harmful, or otherwise destructive manner, then IA
can and should summarily dismiss the captain should confer with the heads of staff for a vote for the Captain's removal. IA cannot, at any time, break the station's chain of command nor make any decisions that would fall under a head of staff.
Q: At what point are their actions considered exceeding their authority?
A: At any point that an IA agent is conducting illicit or unwarranted interviews with any crew that is unrelated to an incident that is being investigated, or if there is no investigation to be performed, then an IA agent may be reprimanded, relieved of post, or otherwise made fully in-line with Internal Affairs integrity guidelines (additional loyalty implant, checking of current implant for defects). Internal Affairs agents are not exempt from the law, and as such may be arrested by Security in the case that an agent exceeds his or her official power. Demotions and/or arrests of an IA agent can only be authorized by the Captain or a majority vote by all Heads of Staff.
Q: Under which circumstances (if any) is the IA allowed to be completely ignored / sidelined?
A: If the IA agent is performing illegal investigations, or otherwise impeding lawful procedures of the security department in apprehending or sentencing a suspected criminal. This is not to say that an arrestee is not able to call for investigation into their bringing into custody, but the IA agent should not be present in any way if possible for the arrest and detaining of the suspected criminal. Only after the defendant has been placed into custody, searched, and investigated by the security team in a lawful manner will the defendant be able to call for an internal investigation into the matter.
Q: What exactly is the minimum level of activity to mandate IA participation in an issue?
A: Any inter-departmental issue that cannot be settled peaceably or willingly by any constituents, or any in-department issue that cannot be handled by that head of staff can be referred to an Internal Affairs agent for investigation. During that time, Internal Affairs agents are only allowed to speak of the case to those involved, and only information that is need-to-know, I.E. why they are being investigated, and if non-criminal, assuring that they are not being arrested or detained in any way. However, failure to cooperate with an Internal Affairs investigation is considered insubordination with a NanoTrasen official and is a briggable offense.
Q: What happens if a claim of abuse or malpractice is levied against the IA (including circumstances where there is disagreement with their decision)?
A: All decisions made by IA are finalized by the head of staff or captain, and are considered suggested courses of action rather than set-in-stone judgments. If the IA agent is acting in a malicious or seditious way, then he or she can be handled accordingly by following the previous codes.
Considering all Internal Affair agents are scrutinized to a higher degree than even captains are, as well as subjected to mandatory loyalty implantation, creating a IA enabled traitor would require some extensive and invasive surgery... And would still be next to impossible because there are always two IA agents, one to watch the other one for any funny business.
To clarify: It is impossible to be a traitor IA. You'd be physically forced to turn yourself in.
Addendum: The loyalty implants are patently less reliable than the server code is currently, and doesn't actually do shit. So the previous paragraph can probably be ignored.
Roleplaying Tips
Be impartial, be detached emotionally, you deal with reports of every idiot ever conceived in the history of ever,
and nobody ever listens to your recommendations, your soul is crushed, there is no god, and at the end of it all, people hate you for trying to do your job.
It's generally accepted that Internal Affairs Agents are sent directly from CentComm and are located in a different department altogether. Most IA Agents are usually loyalty implanted and are, more often than not, extremely loyal to NanoTrasen. Extensive knowledge in Corporate Regulations and Standard Operating Procedure are a must.
Basically, be a moderator without the benefits and super-secret moderator chat.
|Jobs on Baystation 12
| Heads of Staff:
Commanding Officer - Head of Personnel - Head of Security - Chief Engineer - Research Director - Chief Medical Officer
| Law and Order:
Security Officer - Warden - Detective - Internal Affairs
| Maintenance and Supply:
Station Engineer - Atmospheric Technician - Janitor - Quartermaster - Cargo Technician - Shaft Miner - Botanist
| Science and Medical:
Medical Doctor - Paramedic - Psychologist - Chemist - Virologist - Roboticist - Scientist
| Civilian:
Assistant - Bartender - Chef - Chaplain - Librarian
| Non-Human:
AI - Cyborg - Personal AI - Construct - Ghost - Mouse
| Antagonists:
Mercenary - Changeling - Xenomorph - Wizard - Raider - Cortical Borer - Space Ninja
| Special:
Emergency Response Team


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just thought it would be cool/different seeing as all the 'lades get slammed on 20+ rims, btw iam not bashing the slammed lade, love it. So anyone got some pics of one with like a 6inch lift kit, bash bars and big tires? :cowboy:
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just thought it would be cool/different seeing as all the 'lades get slammed on 20+ rims, btw iam not bashing the slammed lade, love it. So anyone got some pics of one with like a 6inch lift kit, bash bars and big tires? :cowboy:
There's a guy around me that has a white EXT raised with wheels/tires on it. It looks good.
Cool thought, but why would anyone spend $50,000+ on an Escalade and lift it? If that's the case, they should just buy a Yukon & lift it. To each his own...I guess
well why would you spend 50+ just to drop it and spend another 6K on over sized rims? ;)
well, i found one....
Like I said, to each his own bruh....
check out this one on ebay
I saw that truck at TexasHeatWave this past weekend. It was a nice ride but the Escalade that was next to this one was nice and didn't have the fancy paintjob. It was all pearl white..
Hmm that listing says it's never been off road. Why you'd do the lift and not ever take it off road is beyond me.Quote:
Originally Posted by ztikmedia
That one on ebay has 6 remote reservoir shocks on the rear axle alone. Unless that truck is going baja racing, why the heck do they need remote reservoire shocks? And 6 of them? :bonkers: That won't do anything for performance other than make for an overly stiff ride. It's stupid to add expensive accesorries that are not good for anything in the way you apply them.
Found these a while back while surfing on the internet...I Like! :p
I saw one just liek the one above... But with bigger wheels, higher lift, blue flames, etc, etc... Many other accessories on the outside too... Oddly enoguh it was for sale at the dealer... It barely fit on their bigest outdor display ramp
i'm lifting my escalade, just as soon as i sell my old car to pay for it. i'm going with the Cognito Motorsports 10-12" lift with probably 37x13.50 mickey thompson baja claws on mickey thompson street locks. :lildevil:
My friend has a black 99 Denali lifted and I think it looks awesome. He bought it from a Game Warden and they left all the sirens & lights on it. He is having lots of fun with it.


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