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Examining the Teachers' Sense of Efficacy Scale at the Item Level With Rasch Measurement Model
Abstract: The purpose of this study is to examine the psychometric quality of the Teachers' Sense of Efficacy Scale (TSES) with data collected from 554 teachers in a U.S. Midwestern state. The many-facet Rasch model was used to examine several potential contextual influences (years of teaching experience, school context, and levels of emotional exhaustion) on item functioning within the TSES. Results suggest that although TSES items are rather easy for teachers to endorse, sufficient variance in the item endorsement hierarchy of the scale exists to support the validity of score interpretations. The items are invariant across years of teaching experience or school locations, but not invariant across levels of emotional exhaustion.
Introduction sample: Derived from social cognitive theory (Bandura, 1986, 1997), self-efficacy is conceptualized as an individual's beliefs about his or her own capabilities to organize and execute courses of action required for accomplishing a specific task. Teachers' sense of efficacy can be considered one type of self-efficacy specifically applied to the context of teaching tasks. It is the confidence a teacher holds in his or her capability to organize and execute courses of action required to successfully accomplish a specific teaching task in a particular context (Tschannen-Moran, Woolfolk Hoy, & Hoy, 1998).


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RIP Roger Ebert
Even if you aren't a movie person you knew who Roger Ebert was. RIP to a Chicago Legend.
"an action picture that rises to the top of the genre because of a literate, witty screenplay and skilled craftsmanship in the direction and special effects."""
– Roger Ebert reviewing Michael Bay's 1996 Masterpiece "The Rock"

subset: commoncrawl


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Cadillac Forums | Help Us Help You | Advertise | Cadillac Parts |
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Dealers | Cadillac
Reviews | Cadillac
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2009 Cadillac CTSV about 16,000 miles and dealer maintaned. Excellent condition. No warranty work performed. No accidents. Clean Carfax
Auto, black on black, ultraview sunroof, Bose stereo and Recaro sport seats
Extras include Forgeline ZX3P 20" wheels Matte black, Kooks headers, Corsa exhaust, D3 CAI, D3 dyno tune, D3 lowering springs, D3 roof spoiler & Lloyd's floor mats


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For information purpose only
Patels Mani Residency
Yapral, Hyderabad - ID: PJ45857View Developer
Price on Request
Project Overview
Patels Mani Residency is a residential project located in Hyderabad. This complex hosts all facilities and features that a contemporary house buyer would wish to have. The project is a part of the suburban area of . Great connectivity is guaranteed right here via many wide roads. Residents of the area get easy access to public utilities like schools, hospitals, recreational zones and parks. Roads in the complex are dotted by woods.
Units and Interiors:
Available housing options right here consist of 3BHK homes of different sizes. Patels Mani Residency floor plan provides best utilization of the space. From stylish floor to spacious balconies, standard kitchen and high-quality fixtures, every little thing right here gives it an appealing look.
Amenities and Security:
The master plan of the project includes a large number of and desirable facilities that collectively guarantee a serene way of life. Safe playground has already been provided for children. Complete power supply has already been guaranteed here with full safety via high-quality cable and PVC conduits. Protection is certainly one of the biggest issues while buying an apartment. Owing to its safety functions this project is a safe haven for you and your family.
The project has been developed by Omsree Builders & Developers. Its a top name in real estate sector in Hyderabad. The team is understood for its high-quality work and timely delivery of projects. Its involved in growth of residential and commercial structures. Now buying an apartment in Patels Mani Residency is simpler with mortgage facility from top economic establishments. The project also has attractive payment plan with varied payment methods to suit your needs.
Construction Status:
The project is in ready-to-move-in phase. You can also check updated photos, walkthrough video clips and individual reviews of the project right here. Download Patels Mani Residency brochure pdf to get various other details or get in touch with our team.
Available Units
Project Specifications
Gymnasium, , Garden/Park,
Other Projects of Omsree Builders & Developers
Near by Projects
* Prices are subject to change.


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Creating a DIY Bullet Time Rig with 50 DSLRs12/20/2012 7:13 AM Eastern
Martin Leeger was recently charged with developing a rig that could produce 360-degree rotatable images in a small garage. The results are these step-by-step instruction where Leeger shows how he was able to construct the rig that uses 50 DSLRs to create The Matrix's bullet-time style photographs.
Read it here on PetaPixel.
Want to read more stories like this?
Get our Free Newsletter Here!
Get our Free Newsletter Here!


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Ganesha Chathurthi
It is that time of the year when Ganesha Chathurthi is celebrated in full fervor in Bangalore. This time the Gowri festival (previous day of Ganesha festival) was pretty much washed out due to the rains. I am not sure if I have experienced such rains in Bangalore before. Resembled India's west coast!! A constant downpour with dark skies for the entire day.
The fun part of the week was to take the kids around to see the sights of the colorful 'Ganesha's in the temporarily setup stores, and all the flowers that were available in plenty for the festival.
The way we celebrate is to get the clay from a potter and make a small Ganesha at home; it is a fun family activity that brings a lot of joy to the kids.
My husband making the Ganesh idol
Along with the flowers, Ganesha is also worshiped with a lot of leaves. I went around with my daughter picking the select leaves. She was very happy to be doing all this, the only thing that ups my interest level in the whole affair. And when we did the pooja to the little Ganesha idol with flowers, leaves, traditional sweets and savories, ringing of the bell, the kids wearing their traditional colorful clothes etc, it was a day filled with happiness and joy. My kids are young and are thrilled to bits seeing such activities around them; the big plus for me to be doing any of this.
The atmosphere was festive in the neighborhood with the ladies hurrying around in their silk sarees, and the kids going around in groups to see the many 'Ganesha's. This is my first time celebrating the festival with hub and kids in India. And well, it was fun.
Happy Chathurthi from our home to yours!
PS: The bummer of course is that I am sick now and so is my son. It is the rains/weather change and the viral fever doing its rounds.
Filed under: Bangalore, Children, Family, Festivals, Simple R2I Luxuries


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BMW has announced two new motorcycles built on a brand new Inline-6 powerplant. The K1600GT will presumably replace the K1300GT, while the K1600GTL will replace the K1200LT.
The powerplant is definitely the atttraction on these bikes. Weighing in at only 226 lbs, the motor puts out 160HP at 7,500 Continue reading


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Rhona Lauvand's Berry Marinade
This extraordinary syrup from pastry chef Rhona Lauvand coaxes surperb flavor from even less-than-perfect berries. This amount of syrup will dress 8 cups of berries. Let the berries marinate at least 1 hour or overnight in the refrigerator before serving.
- Servings: makes 1 cup
- 2/3 cup water
- 2/3 cup sugar
- 4 strips of lemon zest
- 2 strips of orange zest
- 1/3 vanilla bean, split lenghthwise
- 1/3 cup fresh or frozen raspberries
- 1/4 cup fresh orange juice
- 2 tablespoons fresh lemon juice
How to make this recipe
In a small saucepan, combine the water, sugar and citrus zests. Scrape the seeds from the vanilla bean; add the seeds and bean to the pan. Simmer over moderate heat for 5 minutes. Cool to room temperature, then strain the syrup into a blender. Add the raspberries and puree until smooth. Strain the puree, then stir in the orange and lemon juices.
One-Quarter Cup Calories 97 kcal, Carbohydrate 25 gm.
Serve With
Strawberries, blueberries, blackberries and raspberries.


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found a new home!
Plenty of my friends are looking
for one too. Find a pet to adopt.
I am already neutered, up to date with shots, good with kids, good with dogs, and good with cats.
He is up to date on vaccines, neutered, combo tested negative for Fiv and Feline Leukemia, and flea and worm free.
Simon is a great cat and he and his brother, Salem, have been waiting a very long time for a forever home.
Adopting to South Charlotte and surrounding area only.
Visit http://sosfelinerescue.org to submit an adoption application.
Visit us on Facebook!! http://www.facebook.com/SOSFelineRescueInc
SOS Feline Rescue is a registered 501(c)(3) animal rescue organization
Simon, a Monroe Domestic Shorthair kitten was adopted! Here's how you can benefit by looking at adoption as an option to buying a Domestic Shorthair for sale in Monroe, or seeking a Domestic Shorthair kitten from a breeder in Monroe.


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We design, build, and operate acid mine drainage treatment facilities in Pennsylvania and West Virginia. We work in both new and existing AMD facilities, modifying them to improve efficiency, lower down time, and save significant cost.What We Do >>
Through the years we have been able to save our clients millions and millions of dollars, through our common sense approach to treating mine water. We believe the simplest approach is always the best due to low maintenance and low cost.
We operate facilities in Greene, Washington, Allegheny, Westmoreland, Cambria, Indiana, Clearfield and Somerset Counties of Pennsylvania and Barbour County in West Virginia. Our Clients include the Banning #4 Mine, Russellton Mine, Bird Mine #2 & #3, Mathies Mine, Clyde Mine, Fawn Mine, Marianna Mine, Flight 93 Site, Fetterolf Mine, Philippi/Jackson Mine, Warwick Mine, Big J Mine, Acme Mine, Horsehill Mine, and Rushton Mine.
AMD Industries, Inc.
P.O. Box 501 California, PA 15419
Phone: 724-938-2657
Fax: 724-938-0830
Email: email@example.com


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Thoughts on the Fees Big Banks are Charging Their Customers
Many of the big banks are now imposing new fees on their clients. Gary Shook shares his thoughts on this practice.
All of the changes in the banking industry are taking their toll on bank customers. A recent study by consulting group ath Power revealed that only 37% of Americans are satisfied with their financial institutions and, among customers of the three biggest banks in the nation, just 27% are happy.
This level of dissatisfaction isn't surprising given how most banks are now treating their customers. The recent regulatory changes have caused many banks to raise fees, impose new ones and eliminate services, all in an attempt to bolster their bottom line.
Some of the more punitive charges include:
- PNC charges customers up to $3 per call to make a fund transfer by phone.
- SunTrust and Bank of America are charging some customers $5 per month just for the privilege of using a debit card.
- Wells Fargo is charging some clients $6.95 per month for paying bills online - in addition to a $5 maintenance fee.
- Bank of America is charging certain customers up to $12 per month if they visit a teller to make a deposit or withdrawal.
On top of these specific charges, many of the larger banks are finding other, more insidious ways to squeeze more money from their current customers. For example:
- Free checking is getting harder to find as banks want customers to keep large balances or pay hefty monthly fees. Now only 39% of big banks offer free checking, down from 64% just last year.
- The fees banks are charging their own customers when they use another bank's ATM have increased to as much as $3, up from $1.25 in 2007 (and that's on top of what the owner of the ATM charges.)
As a locally owned and operated community bank, I believe that Middleburg Bank has a responsibility to every one of our clients to provide the best banking experience possible. We work hard to accomplish that by combining exceptional personal service with a competitive menu of products, services, rates and fees.
Unlike some other banks, you won't see us trying to improve our bottom line by sticking it to our clients through onerous charges and fees. When you bank with us, you don't pay a fee to talk to a representative, or make a deposit or withdrawal in one of our offices, or use a Middleburg Bank debit card, or pay a bill online. And you can continue to count on us to provide the services you want and need - like Free Checking - that make it easier and more affordable to manage your financial life.
Over the past year, we have seen many new clients come to Middleburg Bank from our much-larger competitors. Many have chosen to bank with us because of the exceptional personal service we deliver. Others are with us due to our fair and straightforward approach to pricing our services. And still others are here because of our commitment to our local communities. All of these reasons help explain why our retention rate among current clients significantly exceeds the industry average.
To all of our clients - new and old - I thank you for the trust you have placed in Middleburg Bank. We always want to provide the best possible service so if you have any suggestions that would make your banking experience with Middleburg Bank even better, please send me an email at firstname.lastname@example.com
Gary R. Shook
President & CEO


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Japan will launch a lunar satellite within three weeks, it represents the beginning of the largest moon project since the American Apollo mission in the sixties. Japan intends to orbit satellites around the moon and hopes within a decade to have a manned mission in operation. China will have a lunar launch before the end of the year. The Chinese raised eyebrows a few years ago when they blasted an old satellite out of the sky by firing some land-based missiles.
Forty years ago, America reached the moon, and then turned its back on that entity to divert resources to a shuttle program. Many experts believe it was a tragic mistake since human destiny lies in the stars. Forty years later, China and Japan are zooming past America which apparently is confused as to future directions in space.


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Genres are messy things. Some will argue that generic classification is an arbitrary or irrelevant..
The golden rule commands us to do unto others what we would have them to..
I love a good pop culture t-shirt, all the more so if the design is..
It was with a tear and a smile that I watched the credits roll over..
"Oh, man. I am so fired," moans Stan Lee in Captain America: The Winter Soldier,..
The magic of Alice's Adventures in Wonderland has inspired countless artists to recreate its wondrous..
The Princess Bride is a rare specimen. A relative commercial failure on its release, the..
Jennifer Kent's 2014 horror film, The Babadook is a confronting and at times chilling examination..
The classic Alice's Adventures in Wonderland by Lewis Carroll (real name Charles Lutwidge Dodgson) has..
Set against the glacial backdrop of a fictional Arctic island, Sky Atlantic's Fortitude is a..


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One in 12 women and one in 45 men will be stalked in their lifetime, for an average duration of almost two years.
Stalking is a crime.
BARCC's Legal Advocacy services can help you if you think you, or someone you care about, is being victimized. All of our services are free and confidential.
Take this quiz to see how much you know.
Read this brochure to learn more.
Stalking is a course of conduct directed at a specific person that places a reasonable person in fear for her or his safety. It is against the law in every state. Stalking across state lines or in federal territories is illegal under federal law.
1 in 12 twelve women and 1 in 45 men will be stalked in their lifetimes. 1.4 million people are stalked every year in the United States.
76 percent of women killed by their intimate partners were stalked by these partners before they were killed. All stalkers should be considered unpredictable and very dangerous.
Stalking victims often lose time from work or never return to work, and some even relocate to regain a sense of safety. Many suffer from anxiety, insomnia, and severe depression as a result of being stalked.
The vast majority of stalking victims are ordinary people. Furthermore, most stalkers are not strangers, but are known by their victim.
Stalking often begins during a relationship. Stalkers may keep the victim under surveillance or threaten her or him. Others begin stalking after the victim has ended the relationship, and the stalker feels desperate to maintain or regain control. Still others become fixated on a victim without ever having had any relationship with the person. All forms of stalking are unpredictable, and all should be considered dangerous.
Although newly-developed technology enhances our lives, it can also empower criminals. Cell phones, computers, and surveillance equipment are just some of the technologies stalkers now use.
Police, prosecutors, advocates, educators, reporters, neighbors ... everyone can and should play a part in stopping stalking. Working together, we can make victims safer.
Visit www.ncvc.org/src to learn more about stalking and how to fight it.
If you or someone you know is being stalked, call 1-800-FYI-CALL for assistance.
During January 2009, communities across the country will observe National Stalking Awareness Month, a time to focus on a crime that affects 1.4 million victims a year. This year's theme, "Stalking: Know It. Name It. Stop It." challenges the nation to combat this dangerous crime by learning more about it.
For more information, please visit the National Center for Victim's of Crime Stalking Resource Center.


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New York Giants wide receiver Hakeem Nicks told NFL.com that he is prepared to play a full complement of snaps Wednesday night against the Dallas Cowboys. He said he has suffered no setbacks with him surgically repaired foot, but he also expects the foot to be barking at him during the game.
"It's not going to feel great, I know that, but it's a matter of me having the desire and want to get through it," Nicks said. "... I think I just gotta deal with the pain, I don't think I'll adjust my game any. Whatever the scenario is, I'm just going to go out there and play hard. When I'm playing, it's out of sight, out of mind."
Fantasy Analysis:
But the story here is that Nicks is going to play, and he's probably going to play a lot Wednesday. He's a WR1 and a high-quality start in what could be a shootout.


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Your Dog, Your Life
The Scoop
Dog News, Politics
Bark-Out-Loud Humor
Doggie Style
Gear and Glam
Wildebeest creates the perfect present for new dog parents.
Dog Breeds
Foods & Treats
Health & Care
Behavior & Training
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Dog of the Day
Photo Comments
Well, I was finally healthy enough to get another dose of CCNU - it was on Monday around noon. So far, I still feel good, but it doesn't seem to be making a bit of impact on my cancer. My mom is trying to be brave for me, but I know she is very anxious.
I think my mom loves me a lot! I hope I can beat this cancer again.
Love, Ginger
Well, the Mustargen did nothing for me so I had to get a couple of hits of L-spar. That knocked the nodes down but they didn't stay down.
Then, last week, I got CCNU - OMG I was in the ICU for five days. Evidently, this honker of a drug hits the immune system and it hit mine hard.
But, mom just picked me up from ICU a few minutes ago and I'm back home and fully recovered. And those evil cancer nodes are tiny.
The only question now is can I survive another dose of CCNU. Have to check with the oncologist on Wed.
Love, Ginger
Still feeling good and being a pest to mom!
My mom is very upset right now, my cancer is back. I've been unbelievably lucky to have successfully battled this thing for 2.5 years, yes 29 months, but now it has come back.
We tried a new drug yesterday, Mustargen, but so far there has been no change in the swollen nodes in my neck.
Please think good things for my mom - she doesn't know how she will be able to handle it if my treatment doesn't go well.
Love, Ginger
Copyright © I-5 Publishing, LLC. All rights reserved.
Visit Catster


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Mix `N" Match Makes Suite Deals Sweeter
Microsoft Office, the top-selling computer software suite (including word processing, spreadsheet, and graphics programs in a single, heavily discounted package), comes on 29 floppy disks. On a CD-ROM, there would be room for all the disks, and 500 megabytes--enough for a reference library--left over. Small wonder that as CD-ROMs have increasingly become standard on new computers, software publishers are trying to figure out just what to do with all that space.
WordPerfect Corp. has an idea--one designed both to propel the Novell Inc. unit into the suite business and to overhaul the way office software is marketed. PerfectOffice Professional, which is scheduled to ship in the fourth quarter, will take up perhaps 40 floppy disks. Then, about six weeks later, the company plans to release a version on one CD.
PerfectOffice Select will have the eight major components of PerfectOffice Professional plus a variety of third-party products, such as specialized dictionaries for WordPerfect and templates for the Quattro Pro spreadsheet. After selecting components, buyers can fill out an on-line order form and then receive authorization "keys" to install the software. "It's about giving customers choice," says WordPerfect suite-marketing director Scott E. Nelson. "Our market research shows that users want the flexibility to build their own suites."
Many details of the arrangement remain to be worked out. WordPerfect plans to distribute Select through existing sales channels, and different users may see different packages. Corporate buyers might get the CD-ROM free and pay for copies of each program they order. For a single price--not yet set--an individual might get a choice of any three major applications on the disk.
Distributing software on CD is irresistible--for consumers and manufacturers. Installing from a single disk might help prevent repetitive stress injury from swapping all those floppies. And a CD-ROM costs only a bit more than $1 to produce in large quantities--far cheaper than floppies. Furthermore, printed documentation costs even more than disks and often ends up unused. WordPerfect plans to make the printed manuals an extra-cost option with Select, and most customers are expected to rely on enhanced on-line help files.
Still, competitors are skeptical of WordPerfect's plans. "Third-party distributors have tried this, and they haven't met a lot of success," says Paul McNulty, director of desktop product marketing for Lotus Development Corp. He predicts that WordPerfect will encounter problems with billing and order fulfillment. Still, Lotus isn't fighting the concept of distributing programs on CD-ROM and will make its new SmartSuite 3.0 available on CD-ROM. It will also offer a multimedia sampler, catalog, and test-drive disk called Lotus Gallery.
Robbie Bach, Microsoft Office group product manager, worries that including third-party software on a CD-ROM will make it difficult for publishers to maintain the consistency of their office suites. But, he says, Microsoft Corp. is considering how it might make an approach such as PerfectOffice Select work. Meanwhile, it, too, is making its suite available on CD.
The market for suites continues to heat up. A discounting scheme in which the customer gets three or more programs for the price of two, suites now account for 50% of spreadsheet, word processing, and graphics software sales. PerfectOffice is the first fruit of Novell's acquisition of WordPerfect and Quattro Pro, giving it a wide-ranging suite to compete with Lotus and Microsoft. Lotus is shipping the latest SmartSuite this summer and Microsoft has new editions of Office for Windows, Macintosh, and the new Power Mac coming this fall. But if WordPerfect's mix-and-match CD catches on, these prefab suites could be nearing the end of the line.
Major components of PerfectOffice Select
WORDPERFECT Word processor
QUATTRO PRO Spreadsheet
PRESENTATIONS Presentation graphics
INFOCENTRAL Personal information manager
ENVOY Document exchange
GROUPWISE E-mail
PARADOX Database management
Programming language


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The concert hall at the New York Society For Ethical Culture is a beautiful venue that's both intimate and cavernous, but it can feel like you're going to music mass: the creaking of the pews, the high ceilings, the hushed whispers, the aching stillness of the room. It's not a rock club. But the Duluth, Minnesota, outfit Low has never been a typical rock band, long ago transcending the "slowcore" label but still remaining committed to crafting harsh, minimalist songs out of Alan Sparhawk's bracing guitar tones and Mimi Parker's flittering percussion. Perhaps no band has done so much with so litte, so it was with a little trepidation that I approached Wednesday night's performance in which the group would be accompanied by the ACME String Quartet as part of the Wordless Music Series. It was easy to worry: Would the strings disrupt the band's delicate alchemy?
Before we could find out how the band would fair with classical accompaniment, the string quartet played its own set to open the show, providing an appropriate introduction to Low's cold, mournful world. The ensemble presented four separate pieces, the most striking of which was a rendition of Gavin Bryars's minimalist classic "Jesus' Blood Never Failed Me Yet." The arrangement, which has been covered by Tom Waits and the Music Tapes in the past, uses the loop of an unknown homeless man singing a forlorn stanza to build a haunting composition over an extended period of time. As the quartet grew louder, the lachrymose quality of the song was both deepened and complicated as the phrase repeated over and over, transforming from a simple tune into a hollowed mantra printed on a Möbius strip. Though it probably tested the patience of a few audience members, it was the most stirring moment of the quartet's set.
Low took the stage without the ACME players and opened with "Waiting," a track from the band's new Jeff Tweedy-produced record, The Invisible Way, which made up a good portion of the setlist for the night. The album finds Tweedy applying the clarity and precision of late-period Wilco records to the band's already pretty stripped-down sound, but in a live setting it was surprising how easily the new material fit right alongside older songs like "Words" off 1994's debut I Could Live In Hope or "Dinosaur Act" off 2001's Steve Albini-produced classic Things We Lost In The Fire. To hear all these songs from different eras bundled together was to realize just how subtle and glacial Low's aesthetic shifts have been across the group's 20-year career.
The band was joined by the string quartet after the first 10 songs, and as string players provided gentle accompaniment to Invisible Way opener "Plastic Cup," I realized all my worrying was for naught. Low used the quartet in the same way the band uses everything: with restraint. The quartet did its best to be unobtrusive throughout the night; the most colorful moment came when the band played "I Hear… Goodnight," a track from the In The Fishtank 7 EP recorded with the Dirty Three, and the bearded first violinist Ben Russell played a deeply melancholy but rousing solo. It complemented the song without ever overpowering it.
The band's onstage mannerisms were equally restrained. At one point midway through the set, Sparhawk turned to the audience and said, "I promise one more and I'll talk." Later, when he did speak, he ended a brief aside by mumbling in his Midwestern drawl, "Maybe I'll just stick with not talking too much." I don't think the audience minded too much. You don't go to a Low concert expecting charming anecdotes and loquacious narratives; you go for the soft, pummeling power of the music and the fraught emotional intensity of Sparhawk and Parker's voices working together.
And they sounded impressive all night. Amidst the often desolate and violent lyrical landscape of their songs—dead monkeys, suicide, murder and snowstorms were only a few of the topics covered—a certain poignancy emerged as the night wore on. When Low returned to play the anthemic "When I Go Deaf" off 2005's The Great Destroyer for an encore, the room itself seemed to swell. Despite traveling from Minnesota to play, the band was right at home.
Holy Ghost
Clarence White
Plastic Cup
Dinosaur Act
I Hear… Goodnight
Especially Me
So Blue
On My Way
Last Snowstorm Of The Year
When I Go Deaf
To Our Knees
Just Make It Stop


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Concrete mixertruckintroduction
Concrete mixing truck is composed of automobile chassis andspecializedconcrete mixing device.
The production of concrete mixer truck chassisis mostly used as grade B common chassis provided
bymanufacturers. Its special institutions mainly including the power lifter, before and after the mixing
drum bracket, deceleration machine, hydraulic system, mixing barrel, operating mechanism, cleaning
system, etc. Working principle is thatpower is taken from chassis, and drivesvariable pumpof the
hydraulic system,changingmechanical energy into hydraulic energy to quantitative motor,then
themotordrivesreducer,then tomixingdevice, for mixing concrete.
2CBMConcrete mixertruckparameter
Product::2CBM concrete mixer truckengine model:SF168-2
Chassis model:SF2020Gengine type:Forced circulation cooling
Total weight:(kg)3495engine output:(L)1.595
Overall dimention:5600*1750*2900engine power:(kw)22
Axle base:(mm)2800drum capacity:(m³)3.9
Front axle:(mm)1000Max.mixing Vol.:(m³)2
Rear overhang:(mm)1800input speed:(m³)≥0.5
Max.machine speed:(km/h)≤50max.turning speed:(r/min)6-10
Min.turning radius:(m)≤15drum tilt angle:(°)16
Clutch:double disc jointedMax.drum Dia.(mm)ф1560
Drive type:belt drivereducer:HJ20043
Drive way:rear wheelhydraulic pump:32gear pump
Turning type:steering wheelhydraulic motor:cycloid motor
Machien brake:Braking after single linewater tank Vol.:(L)180
Brake:rear wheelWater supply:air pressure
2CBMConcrete mixertruckfeature
1.mixingdrum is big enough, adequate transportation.
2.vehicle is small in size,stronghorsepower,high speed of input and output.
3.tanksis made oflow alloy materialswith high strengthenand wear resistance, greatly improving
the service life of the vehicle.
4.wash conveniently.
5. Operatedconveniently,withboth sidesoperated.
6.Reasonabledesigned input and output:adopts streamline design, guarantee the fluencyand
no leakage phenomenon.
china construction manchinary concrete mixer for sale Images


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Hello, and welcome to my website! I'm Zahid Raja and I recently finished my postgraduate degree at Swansea University. I worked on a project involving electronic nicotine delivery systems (electronic cigarettes) – you can find out more about that here.
You can find out more about me by following me on Twitter (@ZahidRaja) or adding me on linked in (search Zahid Raja). I regularly update this website with writing on current affairs, food and drink, technology or anything else that I come across in life. If you'd rather prefer to watch than read, you can follow me on vine here.


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|Thread Tools
Body and frame rotisserie
someone asked about a rotisserie. Here is a link to the best one I have found for the price. I don't think you could build one for this amount of money....including your time etc. Very nice unit for 650.00.
http://theroto2000.tripod.com
I welded one together almost just like that for less the 100 bucks. Used it for my '49 chevy truck frame. Ill have some pics of it on here one day. only differance in mine was it didnt connect to each other at the base. The bases of my two stands are shaped like a "H". Made painting the frame and welding in the cross member a lot easier!
I have found that the rotisseries are a pain. I have much more luck with a j type of a frame and body roller that attaches to the brake drums or spindles. Whic really dont get in your way and are much easier to attach than the rotisseries
I doubt one can be built for less than 200 for steel alone, Steel is not cheap anymore. Plus the labor time etc. building it. 40-50 bucks/hr at most fabricator shops.
Also I believe the bottom cross beam is there to prevent body flex during use.
I just put my homemade rotessire into use a couple of weeks ago. I have a65 nova on it now. This is the best thing since sliced bread!!I welded it up myself and used two hydraulic bottle jacks (most expensive part of unit). I have appox. $350.00 in it and two days of fabrication. To me this was time and money WELL spent. All my friends want to know where I bought it . It is well made and painted ,looks like a factory job. No more crawling around on creepers for me!
I saw plans on the net once for a rot. that was made using 2 engine stands, and i think i am going to try something like this. the head was extended for ground clearance, the bases joined for safety/stability and attachment made to mount on the chassis and connect to the swivel heads. still homemade but a littl less fab required. make sure you have a way to adjust the lenght if you are going to use this on more than one vehicle, which is likely when everone around knows you have one.
sound to me like a lot of work trying to get the engine stands to work. The only thing not cut or changed will be the legs then. Might as well build those also....just to keep it fair. Engine stands are for engines....work safely so you can enjoy your work
they arent hard to build and they sure make it a lot easier to do a frame off job. I have a homade one and use it a lot, on bodies and frames as well. jack
I used 4 inch box steel with 1/8 wall thickness I bought from a salvage company. Cost me 60 bucks. Borrowed a chop saw to cut it with. Its simular to a engine stand except its talled and the base is shaped like a "H" as I said before. Work great for frame. I made a bracket and tacked to the front a rear of the frame with a pipe in the center that went into ather pipe on the top of the stand. Drilled holes thru both pipes and stuck a screw driver in it to hold it in place. Now I could see were it might wobble a little for a body but no problem for a frame. Wouldnt be hard to connect the two together to prevent the wobble. Ill go get the pic develped this weekend and get them on here
I guess that is my next project
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[This article was first published by John N. McClintock and Company, Boston 1884. Thomas P. Cheney was Superintendent New England Division United States Railway Mail Service.]
It is not the purpose of this paper to give a history of the growth of this important branch of the government service, so much as to impart, perhaps to an indifferent degree, the methods of its intricate workings, and the care and study employed to expedite the vast correspondence of the country. A system as colossal as the Railway Mail Service of this country is, could not be organized but through a process of development meeting needs as they arise. This development is best shown by a comparative illustration from an early date to the present time.
In 1811, there were 2,403 post-offices, and during the year the mail was carried 46,380 miles in stages, and 61,171 miles in sulkies and on horseback. In Postmaster-General Barry's report for the fiscal year ending November 1, 1834, it is said, that, "The multiplication of railroads in different parts of the country promises within a few years to give great rapidity to the movements of travelers, and it is a subject worthy of inquiry whether measures may now be taken to secure the transportation of the mail upon them. Already have the railroads between Frenchtown in Maryland and New Castle in Delaware, and between Camden and South Amboy in New Jersey, afforded great and important facilities to the transmission of the great Eastern mail." The lines of railway at that time, 1834, amounted to seventy-eight miles.
In 1838, the Railway Mail Service began with 1,913 miles of railroad throughout the country. In 1846, mails were carried over 4,092 miles of railway, which increased in 1882 to 100,563 miles.
The miles of annual transportation of mail by railroad in 1852 amounted to 11,082,768, which increased to 113,995,318 in 1882, with an increase in the number of Railway Mail Service employees from 43 in 1846 to 3,072 in 1882. This wonderful expansion was but proportional with the development of the country at large. At the close of the war of the Rebellion, business was at its height. Industry and intelligence were seeking together new channels for their diffusion. The Pacific Railway was the grand conception that met this demand, and by its means were united the borders of the continent, and communication thus made more frequent and rapid between our interior, the West, and Europe: the most ancient civilization of the world in the Orient greeted the youngest in the Occident, and completed the girdle about the earth.
The lumbering stage and caravan laboring across the plains, and the swift mustang flying from post to post, frequently intercepted by the wily savage, were but things of yesterday, though fast becoming legendary. When those slower methods by which correspondence was conveyed at a great expense and delay, and current literature was to a great extent debarred, were supplanted by a continuous line of stages, it was considered a revolution in the wheel of progress, and the consummation. The possible accomplishments of the present day, if entertained at all at that time, were in general considered Munchausen, and not difficulties to be surmounted by practical engineering and undaunted perseverance. The civilization of the world has kept pace with its channels of communication and has accordingly rendered invaluable aid to it. In our country the field in this direction is exceedingly broad.
There is no branch of the government service that reaches so near and supplies the wants of the people as the Post-Office Department, and whose ramification may not be inaptly compared to the human system with its arteries filled with the life-current coursing through the veins and diffusing health and vigor to the various parts; in the same manner the people in the different sections of the country interchange their information. The centres of art and literature, conveying to the vast producing region in the West the products of their refined taste, scientific research, and mechanical achievements, keep alive and propagate the spirit of inquiry, making remote parts of the nation homogeneous in tastes, knowledge, and a common interest in all matters of national advancement.
If a map of the United States with every railway that crosses and recrosses its broad surface were laid before us, it would appear that a regulated system for an expeditious transmission of the mails in such an intricate confusion of lines, apparently going nowhere yet everywhere, would be an impossibility; but by study and untiring energy this has been accomplished.
The machinery of the Post-Office Department is a system of cog-fitting wheels, in all its component parts; and were it not so, in the necessarily limited period and space allotted, the work in postal-cars could not be successfully accomplished.
The interior dimensions of postal-cars vary, from whole cars sixty feet in length, to apartments five feet five inches in length by two feet six inches in width. The most comprehensive conception of the practical working of the postal-car system, can be formed in a railway post-office from forty to sixty feet in length; with this in view, we will make a trip in one. A permit to ride in the car, signed by the superintendent of the division of the service, is necessary to allow us the privilege; and it is also required of clerks belonging to other lines. This rule is necessary, in order that the clerks may perform their work uninterruptedly and correctly; and also to exclude unauthorized persons from mail apartments. After a hasty exchange of salutations with the four clerks, the "clerk in charge" notes our names on his "trip report," and we are assigned a spot in the contracted space, where, we are assured, we will be undisturbed, at least for a while. The trip report mentioned is used in noting connections missed, and other irregularities that may occur. The interior of the car is fitted up with a carefully-studied economy of space, upon plans made under the supervision of the superintendent of the division, or chief clerk of the line. Occupying one end of the car are cases of pigeon-holes, or boxes, numbering from six hundred to one thousand, arranged in the shape of a horse-shoe, for the distribution of letters. These boxes are labeled with the names of the post-offices on the line of road, connecting lines, States, and prominent cities and towns throughout the country. A long, narrow aisle passes through the centre of the car, on both sides of which are racks for open sacks and pouches, into which packages of letters and pieces of other mail matter are thrown; on the sides above are rows of suspended pouches, with their hungry mouths open. By this plan, in this contracted space, upwards of two hundred different pouches and sacks can be distributed into between the termini. On one side of the aisle is a narrow counter, upon which the mail matter is emptied from the pouches and sacks; this is hinged to the pouch-rack, and can be swung back, to enable the clerks to get at the pouches more easily. The space beyond, divided by stanchions, is for the stowage of mails, and for their separation into piles.
In order that a minute may not be lost, when passing through tunnels or standing in dark railway-stations, the lamps are kept burning from the start to the finish. The last wagon, gorgeously suggestive of a circus, has arrived with its load of mail, and the busy work receives at once a new impetus. Several loads, however, have already arrived, and have been disposed of as much as possible; for the work begins, in some cases, several hours before the starting of the train. Transfer clerks and porters deliver the pouches and sacks into the car, the label of each being scanned and checked by the clerks, to detect if all connections due are received, and that no mail may be delayed by being carried out on the road with the other mail and returned. The last pouch is scarcely received, when a sudden, but not violent, shock announces that the locomotive is attached to the train, and the start about to be made. The sound of the gong, seconded by the electrifying and resonant "Aboard!" of the conductor, and the post-office on wheels is under way. Now, all is a scene of bustle, but not confusion. The two clerks, to whom are assigned the duty of distributing direct packages of letters and newspaper mail, including merchandise, deftly empty the pouches, out of which pour packages of letters and circulars, to be distributed unbroken into pouches, and others labeled to this route and different States, which are in turn to be separated into packages by routes, States, and large towns, at the letter-case. To the clerk in charge is assigned the sorting of such letters as are destined to distant routes or terminal connecting lines; and his associate, or second clerk, is busy distributing letter mail for local delivery, and into separations for intermediate connections.
In addition to sorting letters, the clerk in charge has charge of the registered mail, which requires special care in its reception and delivery, booking and receipting therefor. Large pouches of registered mail are also placed in his charge, _en transit_ between large cities, and represent great value. The peculiar tooting of the whistle, or a peculiar movement of the train around a curve, warns the fourth clerk, who is on the alert, of a "catch" station; the letter mail for that post-office is quickly deposited by the local clerk in the pouch, the lock is snapped, and he is standing at the door not a minute too soon or too late; the pouch is thrown out at a designated spot and one deftly caught an instant after without a slackening of the speed of the train. The pouch thus caught is taken to the counter, opened and emptied by the fourth clerk, and the letters immediately placed in the hands of the second clerk, who assorts the local mail; the through letters, or those destined to go over distant lines beyond the terminus, are sorted by the clerk in charge; the local, or second, clerk distributes his mail as rapidly as possible, with a watchful eye for letters, etc., to be put into the pouch to be delivered at the next station; the pouch is locked and everything is ready for the next delivery and "catch." When the stations at which pouches are caught are within a mile or two of each other, the greatest activity is needed to assort the mail between stations, to avoid carrying mail by destination and subjecting it to considerable delay before its delivery by a railway post-office on the train to be met at a point perhaps many miles ahead.
The manner of taking or "catching" the mail from the trackside by some invisible power on a railroad train plunging through space has seemed to many a feat of almost legerdemanic skill, when all that is required is a simple mechanical apparatus and a quick, firm movement of the arm in using it at the right moment. A crane similar in appearance to the oldtime gibbet is erected near the track, and may have served as a warning by its suggestive appearance to some would-be train-wrecker. Its base is a platform two feet and a half square, with two short steps on top to assist the person hanging the pouch; a post ten feet in height passes up through this platform near the edge; a stout joist about five feet in length is fixed across the top of the post and so balanced that when relieved of the weight of the pouch it flies up perpendicularly against the post. The pouch used for this purpose is made of canvas and is somewhat narrower than the ordinary leathern pouch. It is lightly suspended by a slender iron rod projecting from the horizontal joist, passed through a ring at the top and lightly held at the bottom in the same manner as at the top.
When the pouch is snatched from the crane, the top piece flies up as described, and a parallel short joist at the bottom of the pouch drops. The pouch is strapped small in the middle, resembling an hour-glass, where the catcher-iron on the car is to strike it. This "catcher" consists of a round iron bar across the door of the car, and placed in a socket on each side about shoulder high; a strong handle, similar to a chisel-handle, projects perpendicularly from this bar; on the under side of the bar projects, at an angle of about forty-five degrees, a slender and strong iron rod, slightly turned at the end to prevent its tearing the pouch, of about three feet in length. As the train approaches the crane, the operating clerk with a quick, steady throw delivers the mail at a given point, usually near the crane; he then grasps the handle with his right hand, swinging the handle over inward; the arm when thrown outward, the horizontal bar turning in the sockets, comes in contact with the pouch, striking that part of it narrowed by the strap and striking the arm near the vertex of the angle into which it is driven by the momentum of the train; the greater the speed the more securely it is held there; but the clerk is on the _qui vive_, and as soon as it strikes the catcher-iron, grasps the pouch to make sure of getting it, as sometimes if the pouch is not hung properly, the arm will strike it at such a part as to require the most agile movement on the part of the clerk to secure it and to prevent its falling to the ground or under the wheels of the train and being torn to pieces; these cases, however, are rare, but pouches have lodged on the trucks and have been carried many miles.
To return to the clerks and their work. In the meantime, the "through" work continues, when the distance between stations and junctions will allow of it; letters in packages are distributed into boxes with a celerity and economy of motion which could be acquired only by continued practice and training of the eye to decipher an ever-varying chirography, and of mental activity to almost instantly locate a post-office on its proper route, its earliest point of supply, or connecting line.
The emptying of pouches continues; package after package of letters roll out on the counter as though they were potatoes rather than the dumb expression of every human emotion, or the innocent touchspring of their awakening. The pouches are labeled to indicate those requiring the earliest attention, as are also the packages of letters they contain; this plan prevents, to a great extent, the carrying of mail past its destination.
The packages of letters to be distributed by routes, post-offices, and States, are taken to the letter-case; those not to be so separated, that is, unbroken packages, _en transit_, are placed at once into their proper pouches.
The emptying of sacks of paper mail follows that of the pouches; the papers and packages of merchandise are faced in a manner to be readily picked up, their addresses read, and deftly thrown into the mouths of the pouches and sacks in the racks; this is very skilfully done, as the want of space requires that they shall be crowded closely together.
The swaying of the train around a curve makes little difference, as the clerks in a short time learn to follow every motion of the train. A quick decision, ready eye, and economy of movement as a superstructure to a good knowledge of his duties, are the invaluable qualities of a successful railway postal-clerk; and one so equipped soon outstrips his lagging seniors and associates in grade. As the train approaches a junction, preparations are made to "close out" that part of the mail to be delivered at that point, the sacks are tied, the tags or labels having been attached before starting. The clerks at the letter-case are rapidly taking the letters from the boxes tying them into packages, and separating them into piles, which are dropped into their proper pouches and locked, and so on until all is ready. Let us examine these packages of letters and at the same time describe the slip system. On the outside of each package for redistribution, and also inside each direct package, that is, containing mail for a single post-office, is placed a brown paper slip, or label, about the size of an ordinary envelope, bearing its address or destination, which may be that of a post-office, a group of post-offices supplied therefrom, and labelled "dis." (the abbreviation of distribution), or for a railway post-office; this slip also bears the imprint of the name of the clerk who sorted into the package and is responsible for its correctness, the postmark with date, and a letter, as "N." for north, or "W." for west, indicating the direction the train is moving at the time. A similar slip is also placed loose in each pouch and sack.
The errors discovered in the packages of letters, or among the loose pieces in the pouches and sacks, are endorsed on the proper slip, signed and postmarked by the clerk in the railway post-office receiving it. These errors may be the result of carelessness, ignorance, or misinformation; in the latter case, had the clerk been properly informed, perhaps a delay of half an hour or less might have been avoided if sent by some other route. These error-slips are sent each day enclosed in a trip report to the division superintendent; if approved, the record is made, and the clerk in receiving the error-slip at the end of the month is informed of his mistake, and it is needless to add that the error, if one of ignorance or misinformation, will not be repeated. This forms a part of the record of the clerk upon which to a degree his future advancement depends. The beneficial effect of this system as an incentive to study, care in distribution, and a commendable rivalry, is indisputable.
The postmarks on the letters in the package in our hands show that they joined the current at a junction but a few miles past, and if the location of one of them is sought on the map, it is found to be an obscure hamlet on a remote stage route, by which it reaches the railroad, over which a single clerk in an office seven feet square, or less, performs local service, and which line makes connection with the through mail-train on the main road. The letters described are tied in a package with others, and a label slip placed thereon addressed to some railway post-office, perhaps hundreds of miles distant, which is reached unbroken through a many-linked chain of connections; with this package are others for large cities which will be passed along intact to destination, and also letters labeled to railway post-office lines making connections in their turn. The pouches and sacks into which the packages of letters and papers are deposited will be received at the next junction into a railway post-office car, sorted and forwarded in the manner described. In many cases a mail is sent across by a stage route to connect a parallel line, and thereby feeding a new section.
Mail matter is frequently received, through error, for post-offices on the line of road but just passed, or for post-offices supplied only by one railway post-office train moving in the opposite direction; to provide for such mail a pouch is left at the meeting-point of this train; and so the train plunges on with its busy workers, its pleasure-seekers, and its composite humanity, The clerks have long since become grim with the smut of the train, paling all others but the fireman, and the long-nursed illusion that all government positions are sinecures is rudely dispelled by their appearance, and an insight into their arduous duties. As the train lazily rolls into the terminal station, pouches and sacks are ready for delivery and the clerks make ready to leave the car.
The instant the train stops, a portion of the mail, large or small as the case may be, is delivered into a wagon for rapid transfer to a railway post-office train about to start from another station. If the incoming train is late, it may be necessary to exact the utmost speed to reach the outgoing train, and in many cases it is always necessary to effect it rapidly. After the transfer mail is disposed of, the labels of the remaining pouches and sacks are examined, and as the mail is passed out of the car we are surprised at its quantity, filling a number of large wagons; this, however, does not constitute the entire mail distributed _en route_, as the quantities delivered at junctions and stations aggregate, in many cases, more by far than that delivered at the terminal station, There are many details of work that our space forbids us to describe, that are technical and of little interest to the reader, but are of relative importance. These we must leave, and prepare for the return journey on the night-train, feeling grateful that our busy fellow-travelers are to have an opportunity to refresh themselves.
The work performed in a railway post-office on a night-train differs somewhat from that on a day-train, yet maintaining the same general principle of distribution. The methods differ, governed by the connections, and a clerk suddenly transferred from a day-train to a night-train on the same route, unless thoroughly informed of the train schedules, of close and remote connections, the time of the dispatch of direct closed pouches from many post-offices, stage route schedules, etc.,–which knowledge, even approximating correctness, would be extraordinary,–would be almost as much at a loss as if transf erred to another route, excepting his knowledge of the location of the post-offices on his own line. In all cases if a delay occurs, causing a connection to be missed, it is the duty of the clerk to know at once the next most expeditious route by which the mail can be forwarded.
The hardship incurred by a night-clerk is greater in many respects than that of the day-clerk; while in the latter case a continual active strain is required in the performance of local work and its multiplicity of detail, yet this is more than offset by the handling of bulky and heavy through mail and the unnatural necessity of sleeping in the daytime, which at most affords but a partial rest. On many night-lines the clerks commence work in mid-afternoon, accomplishing considerable before the train starts, and as the train plunges through darkness into the gray dawn and early morning, they sturdily empty pouches and sacks, and the incessant flow of letters and papers is only interrupted when approaching some important junction where mail is delivered and received from connecting lines or post-offices. Everything presents a weird aspect in a railway-station at midnight,–men flit about in a dazed way with satchels, the bright light bursting through the doorway of the car gives a ghastly look to the face of the man who throws in the pouches and sacks, and all appear like ghosts that will vanish with the approach of dawn; but we realize the substance of our surroundings when we again turn our attention to the busy scene in the car. The city distribution of letters–a feature of the service on night-trains which has greatly facilitated the early delivery of mails in a few of the larger cities–has been extended to other cities, and others are still to receive its benefit. For instance, clerks from the Boston post-office detailed to do this duty enter the mail-car at the Boston and Albany Railway at Springfield, Massachusetts, and sort the city letters by carriers' routes, post-office box sections, banks, insurance offices, etc. The corresponding train moving in the opposite direction is boarded by New York post-office clerks making similar separations.
The packages of letters thus made up go direct to their respective divisions in the post-office, thereby avoiding the delay that would be caused in passing through other preliminary distributing departments. This work has been taken up recently by the Railway Mail Service, the plan enlarged and extended, and added to the other duties of the clerks. Additional clerks, however, have been employed to perform this work, yet the others are required to know it, and on lines where additional clerks were not appointed, to make it their regular duty.
A glance has been given at one of the many links in the continuous chains of connections that cross and recross the face of the country. A comparison of the oldtime method and of the railway post-office service will show the superior advantage of the latter. At some remote hamlet in Nova Scotia, a letter is started for San Francisco, California. It crosses the boundary line into the United States and enters at once the swelling current at Vanceborough, Maine. Leaving that place at 1.35 A.M., Monday, without delay it reaches Boston at 5.10 P.M., is transferred across the city, leaves at 6.00 P.M., connecting with the fast mail train from New York City at Albany, through Syracuse, Rochester, and Buffalo, reaches Cleveland at 6.00 P.M., Tuesday, and Chicago at 6.00 A.M., Wednesday, where an intermission of six hours makes the longest delay in the line of connection. The next morning, Thursday, at 11. A.M., Omaha is reached; Friday, at 6.00 P.M., Laramie, Wyoming; Saturday, at 6.00 P.M., Ogden, Utah; Sunday, Humboldt, Nevada; and Monday, at 11.00 A.M., San Francisco. This illustration has been made to show the far-reaching continuity of connecting lines across the country, passing through many of the principal cities but not entering a post-office for distribution, rather than a complexity of connections almost innumerable in a thickly-settled country, and over which study and patient inquiry to simplify are ever at work.
Lyons, Wayne County, New York, is located on the New York Central Railway; a letter is started from that place for Leeds, Franklin County, Massachusetts; it is received into the New York and Chicago railway post-office at 8.17 A.M., then it is given to the Boston and Albany railway post-office at Albany, the latter line connecting at Westfield, Massachusetts, with the Williamsburgh and New Haven railway post-office, arriving at destination at 9.37 that night.
Again at 6.08 P.M., from Lyons, another New York and Chicago railway post-office train passes, but, owing to different connections, disposes of it differently: from this railway post-office a pouch containing a similarly addressed letter, with other mail, is delivered at Albany for the Boston and Albany railway post-office, due to leave Springfield, Massachusetts, at 7.15 A.M.; this pouch is conveyed from Albany in the baggage-car attached to an express-train, which train, passing Westfield, connects at Springfield with the 7.15 A.M. railway post-office train East. At Palmer a short distance east of Springfield a return mail is left for the railway post-office that left Boston at five o'clock that morning; into this mail the letter for Leeds is placed, as the clerks in the latter-named railway post-office deliver at Westfield a pouch for Leeds, which place is reached 10.07 that morning, on train in charge of baggage-master. This illustration is comparatively a simple one. Many instances could be given where a detour of many miles is made to gain a few minutes in time. By the old system the letter would, in all probability, have gone to Albany post-office for distribution, thence either to New Haven, Connecticut, or Westfield, Massachusetts, for the same purpose, losing trains at each place waiting to be distributed, and consuming fully, or more, than sixty-four instead of sixteen hours. By the old method delays became almost interminable as the connections became intricate, more so than on a continuous line. The advantage of the "catcher" system described elsewhere, which enabled towns to communicate with one another in a few minutes, instead of by the direct closed pouch system through a distributing office miles away, consuming hours, is not inconsiderable.
The gain by the present method is incomparable. Intersecting at Albany, New York, with the line from Vanceborough, Maine, to San Francisco, just described, or perhaps what may be called the vertebral column of the system, is the New York and Chicago railway post-office line, known also as the "Fast Mail" or the "White Mail," as the mail-cars on this line were originally painted white. A mail-train consisting of four mail-cars and express-cars leaves New York City at 8.50 P.M., making the through connection to Chicago. There are two similar trains, leaving New York at 4.35 A.M., and at 10.30 A.M., with a less number of cars; and three moving in the opposite direction. There are twenty mail-cars on this line, each interior is sixty feet in length, and the exterior, as already mentioned, painted white, and bearing the coat-of-arms of some State and the name of its past or present governor. Each car is devoted to a special purpose: the distribution of letters and local, or "way," work; the distribution of paper mail; and others for storage. The distributing cars are built upon a different plan from the one herein before described; the packages, etc., are distributed into large compartments or boxes slightly pitching back one over the other in a large case, and the clerk wishing to empty one of them passes into the narrow aisle to the rear of the case; the pouch or sack is hooked to the case under the door of the box, and the mail drops into it. Pouches and sacks are also hung in racks to be distributed into. These cars are post-offices of no mean pretensions when the amount of work performed is considered. When it is considered how densely populated the country is through which this line passes many times each day, and its numerous and swelling tributaries, the volume of mail conveyed is enormous, yet not disproportionate.
The average amount conveyed during thirty days, in the sixty days in January and February of 1881, that the weights of mails were taken between New York City and Buffalo, a distance of four hundred and forty-two miles, amounted to 4,416,451 lbs.; between Buffalo and Chicago, a distance of five hundred and forty-two miles, 2,874,918 lbs. Over the first section 73,607 lbs. per day, the second section 47,848 per day; while either of these amounts does not equal those carried during the same period between New York and West Philadelphia, on the route to Washington, a distance of ninety miles, amounting to 6,202,370 lbs. for the thirty days, and 103,372 lbs. per day, the great discrepancy in miles must be borne in mind and the fact that government supplies and public documents to the East and North contribute no small proportion of the amount. The mail between New York and Chicago is altogether a working mail. It requires more than two hundred and sixty clerks to handle this mail, who travel annually 2,030,687 miles.
The clerks on the westerly bound trains are assigned the distributing of mails by route, for all Middle, Western, Southwestern, and Northwestern States, and on the easterly bound trains for the Middle and Eastern States.
When such States as New York, Pennsylvania, Ohio, and Illinois, with respectively 3,070, 3,681, 2,603, and 2,568 post-offices, are taken into consideration, some idea may be formed of the work required in preparing a system of distribution, the vigilance required to keep pace with the frequently changing schedules, and the study of the clerks to properly carry its requirements into effect. Beyond Chicago, in the new country, the work of distribution grows less intricate, but the powers of endurance of the clerks are severely tested. On the line between Kansas City, Missouri, and Deming, New Mexico, a distance of 1,147 miles, the clerks ship for a long voyage–five days on the outward trip and the same on the inward, sleeping and eating on the train.
There are a number of lines in the far West, on which the clerks do not leave the train for a number of days. Throughout the country the total number of pieces of ordinary mail handled by 3,855 railway postal clerks on the lines, during the year ending June 30, 1883, amounted to 3,981,516,280; the number of errors made in their distribution was 958,478 pieces, or a per centage of correct distribution of 99.97. This minutia of detail is applied to the distribution of a vast bulk of mail. It is estimated that in Boston, Massachusetts, between eighty and one hundred tons of mail matter are daily dispatched, and between forty and sixty tons are daily received; while at New York City this quantity is more than doubled. Even figures become interesting when they represent the standard of intelligence and progress, as shown by an increased correspondence and literature. In no branch of the government service, it can be safely said, have the tenets advanced by the advocates of the civil-service reform been so nearly realized as in this bureau of the Post-Office Department even at that period when the initiatory steps now being applied to other departmental machinery were considered all but Utopian,–a system consisting of a probationary period preceding appointment, and promotion from grade to grade, based upon a practical and thorough system of examination, had long since been developed up through an experimental stage to a well-grounded success. The complexity of the postal system, continually varying in detail, demanded a uniform system of giving information, and a corresponding test of its operation. The system of distribution for each State is compiled in tabulated form in a book or sheet, known as a "scheme," for ready reference when on duty, or study when off the road. In thickly-settled States, where numerous railroads cross and re-cross each other in the same county, it is necessary to have the names of the post-offices arranged alphabetically; opposite the name of each office is given all its methods of supply and also the hour the mail reaches that office. In more sparsely-settled States the schemes are arranged by counties; this is done where the majority of the offices in a county are supplied by one or two lines, and the exceptions, which are only specified in detail in the scheme, by other lines or a number of post-offices. In this case the clerk memorizes the supply of the excepted post-offices particularly, the disposition of the remaining post-offices in the county being the same; it is of the first importance to be properly informed in which county an office is located, and the line supplying the principal part of that county. A name prefixed with "north" in one county may have the prefix of "south" in another, or a similar name in a remote county. These schemes are compiled at division headquarters, and the general orders are revised almost daily, informing the clerks of changes affecting the distribution, and also instructions as to other duties. From the schemes mentioned, lists of distribution are made and time computed applicable to each line or train of the States for which mail is selected.
To return from this preliminary digression to the examinations. These examinations are of the most practical character and serve to develop the mental abilities and intelligent understanding of the clerks. To clearly understand the method, the clerk should be followed step by step from the time of his probationary appointment into the service, through the probationary period and his examinations as a full-fledged clerk. After a month's service on a line, the clerk is assigned a day and hour for his examination; here is laid the foundation for future usefulness, the intelligent understanding of a service, acquired by continual study and inquiry, that gives to all occupations that peculiar zest when understandingly rather than mechanically followed. A single State, with the least number of offices, that in the course of duty he will be required to assort, is selected at the first; it is not expected that it will be memorized understandingly, or the location of each office fully known at once, but it forms the basis of inquiry, and develops either future excellence or mediocrity, or total incapacity. The room in which these examinations are usually conducted (excepting when a clerk on a route in a remote part of the division is the subject, in which case he is visited by the examining clerk) is kept quiet, and nothing that will distract the attention allowed. He is placed before a case containing one hundred pigeon-holes, or more, each the width of an ordinary visiting-card, and sufficiently high to contain a large pack of them. Cards are then produced, upon each one of which is printed the name of a post-office, comprising a whole State. The cards are distributed into the case by the clerk being examined and the number of separations made as required when on actual duty in the railway post-office. The number of separations varies according to the connections due to be made; when the line is through a thickly-settled country, the separations are made in fine detail. In the State of Massachusetts there are seven hundred and seventy-two post-offices; and the number of separations made by one line is upwards of eighty. On the train it is necessary to make many (what are known as) direct packages that the examination does not call for. Account is taken of the time consumed in "sticking" the cards, and questions asked to test the knowledge of connections. A large number of questions are asked relating to the Postal Laws and Regulations, as affecting the Railway Mail Service; these latter questions vary in number from fifty to one hundred. When practicable, during the probationary period of six months, one examination is held each month, taking a different State each time.
The results of these examinations are placed on record, and at the expiration of the probationary term, this record, together with the list of errors in sending mail, are forwarded to the Honorable William B. Thompson, General Superintendent of the Railway Mail Service, in Washington, District of Columbia, with a recommendation that the clerk be permanently appointed or dropped out of the service. These examinations are held at intervals among all the clerks to test their efficiency, and as an incentive to study, to keep fresh in their minds the proper disposition of the important mails passing through their hands. In these examinations a good-natured rivalry exists, and a vigilant eye is kept by the clerks that their line shall make as high an average per centage, or, if possible, higher than any other. The percentage of correctness rarely falls below seventy-five; an average is generally made of ninety-five per cent. The list of errors made is closely scanned by better-informed clerks, and no stone left unturned by them to clear their record, and to satisfactorily settle disputed points. These discussions and inquiries are invited, not only that all may feel satisfied with the result, but also that much valuable information is frequently elicited from the clerks, who in many cases are situated advantageously to see where practical benefits may be attained.
During the fiscal year which ended June 30, 1882, there were 2,898 examinations of permanent clerks held, and 3,140,630 cards handled; of this number 208,736 were incorrect, 512,460 not known, making a correct average per centage of 77.05. This record does not include that of probationary clerks. This constant watchfulness, it can readily be seen, redounds to the benefit of the public and results in the most expeditious methods of forwarding the mails attainable. In some cases a test of reading addresses of irregular or difficult legibility as rapidly as possible is given, but this idea has not been generally adopted. The query naturally arises, Is there no incentive to study other than to make a good record? There is; for upon this basis, together with a knowledge of a ready working capacity and application–both great considerations–are the promotions and reductions made. Those in charge of lines are fully cognizant of the status of the men, bearing on all points. The clerks in the service are classified, those on the small or less important routes according to the distance. Our attention, however, is drawn particularly to the trunk lines. The probationary appointee is of class 1, receiving pay at the rate of eight hundred dollars per annum; but at the expiration of his six months' probation, if he is retained, he is paid nine hundred dollars per annum, and placed in class 2. The number of men in a crew on a trunk line making through connections is governed by the quantity of work performed, and generally consists of four men, excepting the fast lines, New York to Chicago and Pittsburgh, where more than one mail-car on a train is required. With four men in a crew the clerk in charge is classed 5, and others successively 4, 3, and 2, and paid at the rate of thirteen hundred dollars, eleven hundred and fifty dollars, one thousand dollars, and nine hundred dollars per annum. In the event of a vacancy in class 5, the records of examinations and errors made in the performance of work are scanned, the relative working capacity of the eligible men in class 4 considered, and a copy of the records, with recommendations, forwarded to the General Superintendent. The gap caused by the retirement of one of class 5, and filled by one of class 4, necessitates promotions from classes 2 and 3, and also a new appointment into class 1, probationary, and after that period is passed into class 2, thus preserving a uniform organization.
The selections for promotion are made from the clerks on the entire line. Thus it will be seen that a graduated system of promotion exists, based upon merit and competitive examination, and which to the fullest extent is practical and theoretically satisfactory to the most exacting civil-service reform doctrinaire. The general supervision of the Railway Mail Service is under a General Superintendent, the Honorable William B. Thompson, located in Washington, District of Columbia. It is divided into nine sections, with offices in Boston, New York City, Washington, Atlanta, Cincinnati, Chicago, St. Louis, San Francisco, and Cleveland, and is respectively under the superintendence Messrs. Thomas P. Cheney, R.C. Jackson, C.W. Vickery, L.M. Terrell, C.J. French, J.E. White, E.W. Warfield, H.J. McKusick, and W.G. Lovell,–men who have risen from humble positions in the service, step by step, to their present positions of responsibility.
It is an erroneous impression that prevails in certain quarters that the forwarding of mails over the various railroads is arranged by postmasters; the especial charge and control of the reception and dispatch of mails is under the Superintendents of the Railway Mail Service, who, in their turn, are responsible to the General Superintendent, who, in his turn is responsible to the Honorable Second Assistant Postmaster-General.
It will readily be seen by the foregoing sketch that a clerkship in the Railway Mail Service is far from being a sinecure, either mentally or physically. As the country increases in population and the system becomes more complex, it is found to be important to the public that the clerks should be insured against removal except for the following reasons: "Intemperance, inattention to or neglect of duty, incapacity for the duties of the office, disobedience of official instructions, intentional disrespect to officers of this or other departments of the government, indecency in speech, intentional rudeness of language or behavior towards persons having official business with them or towards associates, and conduct unbecoming a gentleman." In several annual reports the General Superintendent has urged upon Congress that some provision be made for pensioning disabled clerks. This would seem to be only fitting justice to the clerks, who hourly incur a risk of either limb or life.


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Garage Signs
1 Attachment(s)
Have wanted to decorate my shop with vintage garage marquees and gas/oil company signs. But my pocketbook isn't full enough to cover the walls with real signs, and even the reproductions are a little pricey.
So I realized one day that "hey, wait, I have a CNC machine, I can do this myself". So I did. Customized vertical garage marquee with letters mounted and standing off 3/4". The sign is roughly 7' tall and 2' wide. Not the best picture quality, but for a few hours of work and 2/3 sheet of steel, a fun conversation piece and the start of more items likely to come. My next is a sign that would be similar to one placed on a post or column and will have lights inside the lettering.
Just thought I'd share.
Very cool. Love the art deco look.
real nice sign ,do i hear another cottage industry starting .lol
I've run a business cutting signs with the CNC machine since 2003. Most of my work has been focused on ranches and farms, cutting lettering, signs, and ornamentation for gates and entryways. Some business signs. Various other things here and there.
Doing this sign really was fun. As I told a buddy who was at the shop the other night, was nice to paint something a color other than satin black. Most of the other signs go out painted black unless otherwise specified. Got to stretch my creative muscles a little.
Neat sign! Keep them coming!
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|February 27, 2009--Former House
Speaker Newt Gingrich entered in rock star-style, walking through the
crowd to the accompaniment
of Survivor's "Eye of the Tiger" instead of coming in from the side of
the stage. Gingrich started off his speech contesting a
headline in today's New York Times,
"Obama's Budget Plan Sweeps Away Reagan Ideas." Gingrich also
garnered applause for challenging Attorney General Eric Holder's remark
about "a nation of cowards." "I welcome an opportunity to have a
dialogue with you about cowardice anywhere, anytime," said Gingrich,
suggesting Detroit as a suitable location. Gingrich said
President Obama's recent speech marks "the boldest effort to create a
European socialist model we have seen." Referring to the FY 2009
omnibus spending bill that the House passed the next day, Gingrich
asked, "I wonder how dumb they think we are that we wouldn't notice
8,000 earmarks."
Gingrich told the audience they should work to make the 2009 and 2010 elections "among the most consequential in American history" and should work to elect "people who are actually willing to read the bills before they vote on them." Gingrich did not exempt the Republican Party from blame. "Tragically in the last few years the Republican Party became the right-wing of the party of big government and political elits and that's why there's a Bush-Obama continuity in economic policy which is frankly a disaster for this country and cannot work," Gingrich stated. He pointed to "12 American Solutions for Jobs and Prosperity" as a starting point. These include such ideas as abolishing the capital gains tax and cutting the corporate tax rate to 12.5 percent. Gingrich is also working on a novel due out in October based on George Washington's crossing the Delaware on Christmas Day.
|Gingrich's American Solutions
teamed with the Workforce Fairness Institute to make an elegant
argument against the Employee Free Choice Act ("card check").
Attendees could enter a raffle of a couple of free Wiis; the cards
had a note in fine print at the bottom:
By signing this Authorization for Representation Form, I authorize Political Workers Union Local 123 to represent me in negotiations with CPAC for better speakers, more comfortable seats and an all you can eat buffet during the conference. And I'll pay whatever dues you demand.
Ah, just kidding. But the union bosses aren't. And if you think they won't resort to this level of deception you haven't been paying attention for the last 50 years.
|Copyright © 2009 Eric M. Appleman/Democracy in Action


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India's draft natural gas utilisation policy is expected to prioritise the requirements of the fertiliser sector over petrochemicals.
The enormous volumes of gas generated from the fields of the east coast and west coast India would be first given to the fertiliser sector as some units are running below capacity because of shortage of feedstock.
The good news is that after fertilisers, petrochemicals will be favoured as the government believes that the industry has the capacity to absorb higher gas prices. This view is questionable. After all any Indian company would have to compete with players from the Middle East where gas prices are mostly below $3/mmbtu.
LPG fractionators would be given the same priority as petrochemicals. And these would be followed by city gas projects and new gas-based power projects.
The gas consumption numbers for 2004-05 show that 69% of gas produced locally (30,447 mmscmd) was consumed by the power sector. The fertiliser and petrochemical sector accounted for 26.5% and 4% respectively.
The numbers are likely to change in the coming years as gas availability will substantially improve. Here is an estimate on the growth in gas supply.


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Do Republicans Lower the Bar for Blacks?
Senate Republican leader Mitch McConnell of Kentucky has a Tea Party primary challenger. Speaker of the House John Boehner just dispatched one of his own this week in Ohio's Republican primary. Republican Senator Lindsey Graham, facing opposition from the right, has six candidates vying to unseat him in South Carolina's June primary.
You know who doesn't have a serious primary challenger, Tea Party or otherwise? Senator Tim Scott of South Carolina. That's intriguing. Appointed in 2013 by Governor Nikki Haley to fill the seat vacated by former Senator Jim DeMint, Scott is the first black Republican in the Senate since Edward Brooke of Massachusetts, who served in the era when Dino-RINOs of the Nelson Rockefeller and Charles Percy persuasion roamed the earth. (Randall Young of Greenville has filed papers to challenge Scott in the primary; according to the State newspaper, Young, who received 24 votes last time he ran for office, gave election officials only a post office box and a nonworking telephone number.)
Scott, a former House member with modest legislative accomplishments, has never run a statewide election. According to an April Winthrop University poll, 33.5 percent of registered voters in South Carolina say they don't even know enough about him to form an opinion. He has raised about $5 million, according to his most recent campaign finance report. On the same deadline, his in-state colleague Graham -- the guy who attracted four challengers -- reported having raised about $9 million.
The Washington Post this week profiled Scott as "the undercover senator" -- not exactly the strategic posture you'd expect from a little-known, unelected senator making his first statewide race in a party, and a moment, rife with anti-incumbent anger.
A South Carolina Republican told me that Scott's immunity from challenge stemmed from two sources: First, Scott placed himself so far to the right that there was no space for a Tea Party challenge on ideological grounds. He has an "F" on the NAACP legislative scorecard and a higher score on the right-wing Heritage Action scorecard -- 90 out of a possible 100 -- than fellow South Carolinian Joe "You Lie" Wilson.
Second, Scott benefits from a widespread recognition among Tea Partyers and conservatives in general that a high-profile black conservative is a thing most rare and precious. The act of supporting a black conservative is both an absolution for the past and a shield for the present and future. In South Carolina, where the Confederate battle flag still flies on the state capitol grounds, and where a recent lieutenant governor seemed a little too enthusiastic about all things confederate, that matters.
In effect, South Carolina Republicans treat Scott like the national party previously treated the ham-handed presidential candidate Herman Cain and the party's not-quite-competent chairman during Obama's first term, Michael Steele: They are members of an endangered political species for whom the bar is effectively lowered.
This column does not necessarily reflect the opinion of Bloomberg View's editorial board or Bloomberg LP, its owners and investors.
To contact the author on this story:
Frank Wilkinson at email@example.com
To contact the editors on this story:
Frank Wilkinson at email@example.com
Toby Harshaw at email@example.com


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Product Reference: 38910
Charging on the move
It's perfect for keeping your battery topped up whilst in the car, or keeping your phone going during a long journey. Simply fit the Galaxy Tab charger into the cigarette lighter socket in your car, plug the tangle proof cable into your Tab and away you go. Manufacturer in black to match your car interior.
High output 2.1 Amp charger
With a high output this charge is perfect for charging larger device like the Tab. It also means that the charge time will be quick then other charging cables so you can arrive at your destination with a significantly increased battery.
LED indicator
This car charger incorporates a green LED on the end of the device that simply indicates when there is power running through the cable.
Samsung: Galaxy Note 10.1, Galaxy Tab, Galaxy Tab 10.1, Galaxy Tab 2 10.1, Galaxy Tab 2 7.0, Galaxy Tab 7 Plus, Galaxy Tab 7.7, Galaxy Tab 8.9


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WOOSTER -- "This is a resolution we should be proud to support," Councilman Jon Ansel said
The resolution he introduced on Nov. 19, and City Council later approved unanimously 6-0 after voting to suspend the rules requiring three readings, was pledging in-kind support to the BioHio Research Park.
Ansel explained Ohio State University is applying for financial support through the U.S. Economic Development Administration for the research park at the Ohio Agricultural Research and Development Center campus.
"This truly does create a unique partnership," between OSU and the city, Ansel added.
The resolution states the city will provide $20,000 of in-kind services to OSU, OARDC, and the BioHio park, which actually has its own stand-alone board. These services will come in the form of various analyses by the city's engineering division. The city's engineers will assist with an environmental analysis, infrastructure and utilities analysis, as examples. When asked about the potential for this support to "stretch the city thin" Mayor Bob Breneman admitted that was the case. "But (the BioHio park) is such an important piece of our city," he noted.
Joel Montgomery, director of administration, said some of the work needed "we've already got a start on" after working to establish the park over the previous decade.
The BioHio Park, explained Justin Starlin, economic development administrator, is a research park that seeks to capture research done at the OARDC and commercialize it at the park.
The park would allow businesses to startup in Wooster, and the state of Ohio, based on research done at the OARDC instead of losing that work to another state.
There are four pilot programs in the agri-science industry, which comprise the research park, Ansel noted, one of which is Quasar.
"This is giving a little bit of support ... which creates buy-in and ensures (infrastructure) is built to our standards," Ansel said.
Reporter Steve Huszai can be reached at 330-287-1645 or email@example.com. He is @GeneralSmithie on Twitter.
Is this an emergency?If not how can the voting rules be suspended?There are still laws in place about passing resolutions aren't there?
Who asked about spreading the city's finances thin? Was it a member of council or the public?
I can see the city spending money on this. But spending 3X money on planting trees and shrubs was poor use of limited money. You just can't trust this administration and city council to spend wisely. Reject the tax increase.
Quasar? I hope the city adminisration will be asking alot of questions. And requesting a performance bond,


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A Time Comes - the story of the Kingsnorth Six from Greenpeace UK on Vimeo.
The Kingsnorth Six made history in 2008: accused of causing £30,000 of criminal damage to Kingsnorth power station, their defence of "lawful excuse"was accepted by the jury - because they were acting to safeguard property around the world "in immediate need of protection" from the impacts of climate change, caused in part by burning coal.
Inspired by their story internationally acclaimed director, Nick Broomfield has just completed a 20 minute film celebrating the spirit of direct action. The film tells the story activists who scaled the 220m chimney at a coal fired power station and the landmark case with supporting testimony by the world's leading climate scientist, Dr James Hansen of NASA.
After hearing all of the evidence, the jurors (representatives of ordinary British people) supported the right to take direct action to protect the climate from the burning of coal. The New York Times listed the defence as one of the ideas that defined 2008.
Nick Broomfield brought together a first class team including, editor Ian Davies and co-producer Michelle Thomas. Drawn to the material and the prospect of working with Broomfield, everyone on the picture gave their time for free and was happy to do so.
The Bright Green Pictures film 'A Time Comes – The story of the Kingsnorth Six' directed by Nick Broomfield premiered online on May 31st 2009, and on the Observer site on June 1st in HD.


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2016 A Year of Impending Troubles & Triumphs
Happy December to you! Wow… Isn't it amazing that 2017 is already upon us. It's been an interesting and troubling year and with the recent election in the US, Brexit, and announced resignations of... Read More
How to Eliminate Negativity - FREE E-BOOK
I knew a little girl named Sarah who did terribly poor in math when she was in third grade. Her teacher scolded her for talking in class, and as a result she developed a very negative attitude about... Read More
A 7- Step Self Guided Meditation Technique for All Levels
For more than 40 years I have been a spiritual counselor and meditation retreat facilitator. In this article, which contains a self guided meditation, I will discuss meditation techniques with... Read More
Live, Expand, & Thrive - Free e-book
Back in the early 1960's I was a member of a church that banned a popular book. Of course, that only made me want to read it more to find out what was so evil or blasphemous about it. Actually, I... Read More
My Solution for Self-Doubt
Doubts squash your creativity, destroy your goals, and inhibit you from moving forward. Self-doubts run around in your mind, making you question your abilities and decisions without you even... Read More


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Lets eliminate the lag between coding and deploying! As we drive towards DevOps continuous deployment, it makes sense that our deployment scripts should be able to bypass packaging and pull directly from source code. Thats exactly what the Crowbar team has created as an option for Folsom deployments. This is a central use case for feature development because your testing code that is ahead of trunk; however, we see the same use cases for deployments that have bug fixes, proprietary features, pre-release features or any drift from trunk. This feature is the path to get maximum control of your OpenStack deployment.
Getting Physical: Using OpenStack to Provision and Manage Physical Servers, not just VMs
Gur Saran Varma
From the Outside Looking In: The Analyst Perspective on OpenStack
Krishnan Subramanian, Stephen O\'Grady, Gary Chen, Sean Michael Kerner, Gretchen Curtis
OpenStack Distributions: How they will shape the future of OpenStack innovation
Nick Barcet, Christopher Aedo, Perry Myers, Kamesh Pemmaraju, Joseph George, Pete Chadwick
International updates from Brazil, China, Vietnam, India
Yuije Du ???, Renato Serra Armani, Trung Nguyen, Sriram Subramanian
Panel: Network Virtualization - The Next Big Thing?
Ken Pepple, Gavin Pratt, Dan Mihai Dumitriu, Mike Cohen
Achieving Visibility and Insight Across OpenStack Projects with Dashboards, Traceability, and Faceted Search
Sanjiva Nath, Stefano Maffulli
Panel: How to Establish and Sustain Successful OpenStack Meetup Groups
Sean Roberts, Kamesh Pemmaraju
Moving an Open Source Project to a Foundation ? Lessons from the OpenStack Project
Eileen Evans, Alice King
Understanding the Patent Context of Linux/OSS: Developing a Thoughtful Strategy to Ensure OpenStack's Future
Keith Bergelt
Cloudifying Virtual Desktops: How OpenStack Can Reduce the Cost and Complexity of Virtual Desktops
Ken Ringdahl