text:
-3810381000БИНГО! Ты только что нашел решение своей проблемы! Только давай договоримся – ты прочтёшь текст до конца, окей? :)
Давай начистоту: тут один шлак, лучше закажи работу на HYPERLINK "https://author-24.pro/" author-24.pro и не парься – мы всё сделаем за тебя! Даже если остался один день до сдачи работы – мы справимся, и ты получишь «Отлично» по своему предмету! Только представь: ты занимаешься своим любимым делом, пока твои одногруппники теряют свои нервные клетки…
Проникнись… Это бесценное ощущение :)
Курсовая, диплом, реферат, статья, эссе, чертежи, задачи по матану, контрольная или творческая работа – всё это ты можешь передать нам, наслаждаться своей молодостью, гулять с друзьями и радовать родителей отличными оценками. А если преподу что-то не понравится, то мы бесплатно переделаем так, что он пустит слезу от счастья и поставит твою работу в рамочку как образец качества.
Ещё сомневаешься? Мы готовы подарить тебе сотни часов свободного времени за смешную цену – что тут думать-то?! Жизнь одна – не трать её на всякую фигню!
Перейди на наш сайт HYPERLINK "https://author-24.pro/" author-24.pro - обещаю, тебе понравится! :)
А работа, которую ты искал, находится ниже :)
Panama Canal Essay, Research Paper
Is it really worth building a canal in Nicaragua? With news of Nicaragua adopting the idea of a dry canal the first question that should come to mind is, is it really worth building a canal in Nicaragua? Many people look at Panama with its enviable economy and say that Nicaragua needs a canal but they don t realize the problems it brings. Many people know exactly the history of the Panama Canal but few know how many people died to build it, and how many troubles it has created for Panama.
Canal s can increase tourism and the economic growth of a country with out even mentioning the jobs it creates, but that s not all. Hard work and dedication are needed to build such a canal and few countries in the world possess the manpower needed and willing to do this exhausting work. Many companies went broke trying to create the Panama Canal and many famous architects and engineers were left jobless after the Big Ditch ruined their reputation. Building a Canal is not as easy as many people imagine. Is Nicaragua actually ready to begin such a grueling construction? Do they have what it takes? Will Nicaragua ever see a canal in its soil which was the dream of many French and American people?
History of the Panama Canal:
A great water tollway, often called the "Big Ditch," links the Atlantic and Pacific oceans. It weaves across a strip of tropical land where the Isthmus of Panama narrows in the shape of a long flattened letter S . The fame of the Panama Canal is not in its size, since it is only about 51 miles long. The Big Ditch is an engineering triumph over nature. It has also been a major influence on world trade. It is probably the most important construction ever created in the 20th century.
A sea-level canal is not a new idea. It was considered when interest in a canal developed in the 16th century. In 1534 King Charles I of Spain ordered a survey to determine the possibility of a canal in the Panama region. He abandoned his plans when the Spanish governor there made an unfavorable report.
Balboa had discovered the Pacific in 1513. He sighted the vast ocean from a peak some miles southeast of the eventual Panama Canal location. The Pacific port of the canal, Balboa, was named in his honor.
For years the Spaniards searched in vain for a natural waterway joining the two oceans. Eventually they brought their gold and silver from Peru and other South American colonies to Panama City on the Pacific side. Mule trains carried the treasure through narrow trails to Portobello or Nombre de Dios on the Caribbean. Ships there loaded the cargo for shipment to Spain. Pirates frequently raided Panama.
More than 20 routes for such a crossing were proposed. Locations were surveyed in areas ranging from one end of the isthmus to the other. A number placed the proposed canal close to the routes mentioned for a new sea-level canal today. Rocky ridges were an obstacle. Some plans called for tunnels through them to accommodate stretches of the canal. One proposal was for a railway to carry fully laden ships across the Isthmus of Tehuantepec on a mammoth platform drawn by steam engines. This plan, developed by Capt. James Buchanan Eads, a prominent American engineer, was given serious consideration.
Another possibility was to build the canal through Nicaragua. This country offered unique conditions, since the Nicaraguan Lake was already connected by Rio San Juan to the Atlantic Ocean. In the Pacific side, a 10-mile land strip was the only obstacle to get to the ocean. On the Atlantic side, the San Juan River could be easily dug and couple of esclusas (huge mechanical shovels) would do the job. On the pacific side, the job would be much easier and faster than what the engineers had to do in the case of Panama.
By 1850 Nicaragua was the best alternative for travelers from the East Coast trying to reach California during the Gold Rush. Commodore Cornelius Vanderbilt set up a shipping company called Compa a del Transito. This shipping line transported passenger and cargo from New York to San Juan del Norte in Nicaragua. Then, navigated the Rio San Juan and Lake Nicaragua reaching port San Jorge. From San Jorge they were transported by wagons (diligencias) to the port of San Juan del Sur in the Pacific Ocean. From San Juan del Sur, they traveled in big vessels to California.
The Nicaraguan option did not worked out for three main reasons:
Political instability propelled by the troops of invader General William Walker, that not only created problems for Nicaraguans, but also for Vanderbilt s company.
The colonialist interests that the British had those days in Nicaragua. They controlled the Mosquitia Coast where San Juan del Norte was located.
The possibility of strong earthquakes in the volcano rich area.
In 1850 the United States Senate ratified the Clayton-Bulwer Treaty with Great Britain. This agreement provided for the neutrality of the canal whenever it was built. The Spanish-American War focused attention on the need for a way to move warships quickly between the Atlantic and Pacific oceans.
A French company under Ferdinand de Lesseps began an actual construction of a sea-level canal in 1882. He had completed the Suez Canal in 1869. By comparison, however, building the Suez Canal had been simple. Mismanagement, dishonesty, and terrible epidemics of disease in Panama forced the French company into bankruptcy in 1889. During seven years of digging, 22,000 men had died of tropical diseases. This was equivalent to wiping out the entire construction crew twice, for the total number of men employed at any one time did not average more than 10,000.
The French canal builders did not know that the deadly malaria and yellow fever were caused by bites of certain mosquitoes. Serious errors were made in sanitation. French physicians were said to have ordered the legs of hospital beds placed in water to keep ants and other crawling bugs from the patients. The water became an additional breeding place for mosquitoes, which already were swarming in from marshes, streams, and pools in the hot, rainy region.
On the Isthmus, the Compagnie Universelle established medical services presided over to the Sisters of St. Vincent de Paul. The first 200-bed hospital was established in Colon in March 1882. On the Pacific side, construction for L'H pital Central de Panama, the forerunner of Ancon Hospital, was begun on Ancon Hill. It was dedicated six months later, on September 17, 1882.
With the information on the mosquito connection in the transmission of yellow fever and malaria not yet discovered, the French and the good sisters unwittingly committed a number of errors that were to cost dearly in human life and suffering. The hospital grounds were set out with many varieties of vegetables and flowers. To protect them from leaf-eating ants, waterways were constructed around flowerbeds. Inside the hospital itself, water pans were placed under bedposts to keep of insects. Both insect-fighting methods provided excellent and convenient breeding sites for the Stegomyia fasciata and Anopheles mosquitoes, carriers of yellow fever and malaria.
Many patients who came to the hospital for other reasons often fell ill with these diseases after their arrival. It got to the point where people avoided the hospital whenever possible.
Finally, with all excavating arrangements made, Couvreux and Hersent decided to withdraw from the project and wrote to de Lesseps requesting cancellation of their contract on December 31, 1882.
In June 1902 the United States agreed to buy the concession of the French company for 40 million dollars if Colombia would cede a strip of land across the isthmus. A treaty was signed in 1903, but the Colombian government was reluctant to ratify it. Angered company agents and Panamanian businessmen plotted secession from Colombia. With covert support from President Theodore Roosevelt, the Panamanians launched a successful revolution and declared Panama a Republic. Two weeks later the United States signed a treaty with Panama. The United States agreed to pay the country 10 million dollars plus 250,000 dollars a year for the use, occupation, and administration of a 10-mile-wide strip along the canal, 5 miles on each side.
Credit goes to two United States Army colonels for succeeding where the French had failed. Colonel George Washington Goethals, as engineer in chief after 1907, directed construction. Colonel William Crawford Gorgas of the Medical Corps, as chief sanitary officer, led the battle against disease. Later both men became major generals.
The United States took possession of the canal property on May 4, 1904. The first two and a half years were devoted to the careful preparation that brought health and efficiency when actual construction started.
Construction preparations were carried on under the supervision of the Isthmian Canal Commission, appointed by President Theodore Roosevelt. John F. Stevens was chief engineer. To recruit the large work force required, the commission set up agencies in the United States, Europe, and the West Indies. Meanwhile, buildings were started and equipment assembled to house, feed, and safeguard the employees. Unskilled or semiskilled workers were paid in silver coin, while the skilled craftsmen and those occupying executive, professional, and higher clerical positions were paid in gold. This classification of workers into "silver" and "gold" employees persisted long after the canal opened. Much later they were all paid in paper money.
The construction equipment that had to be assembled included mammoth steam shovels, locomotives, trackshifters, pile drivers, dredges, steamboats, and tugs. The railway was reorganized. A civil government for the Canal Zone was established, with courts, police force, fire companies, and customs and revenue service. A postal system was organized.
When Stevens resigned in 1907, President Roosevelt appointed Colonel Goethals chief engineer and chairman of the Canal Commission. He had complete control of construction. From then on the government under Army supervision did the work, instead of by private contractors.
The construction of the canal was a 40-mile-long panorama of industry. Toiling under the tropical sun in the mighty cuts were legions of sweating laborers, some in shirt sleeves, some almost naked. Some worked with pick, shovel, and crowbar. Others with drill and dynamite in the stone cuts. Series of cableways and a network of railway tracks ran everywhere. Mighty derricks and cranes swung huge buckets of concrete through the air and lowered them into the forms to build locks and embankments. Powerful drills bored holes into solid rock at the rate of seven feet an hour. The arms of monster dipper dredges rose and fell from barges afloat in swamps and bays.
More than 100 steam shovels doing the work of 10,000 men dug up earth in ten-ton scoopfuls and dumped it into waiting railroad cars. One hundred fifteen locomotives hauled trains of these cars to the dumps. Here a great plow traveled from one end of the train to the other unloading 20 cars, each carrying 60 tons, in less than ten minutes. The earth, which was excavated, totaled more than 239 million cubic yards:
Enough to make a line of 70 pyramids, each the size of the Great Pyramid of Egypt.
If dumped in the Managua Lake, the lake level would increase about 25 feet.
If dumped in some Nicaraguan lagoons enough material to cover Asososca, Tispaca, Xiloa, Apoyeque, Masaya, Apoyo and still lots of material would have to be dumped elsewhere.
This earth was used to build Gatun Dam, fill low places, and build breakwaters for the new port of Balboa.
Dynamite charges of as much as 40,000 pounds at a time blasted away at mountains of the Continental Divide. Cuts 300 feet deep were made here. A spirit of competition grew among the three construction divisions the Central, Atlantic, and Pacific. The work progressed in the face of constant difficulties. Once there was an earthquake. Heavy rains, which brought terrific landslides in the Culebra Cut, often undid the work of months. The Chagres River, flowing down the Atlantic side, was particularly troublesome because of its floods. This problem was solved when Gatun Dam was constructed from earth and rock. The finished dam is one and a half miles long, a half-mile wide at the base, and 100 feet wide at the top.
On Oct. 10, 1913, President Woodrow Wilson, 4,000 miles away in the White House in Washington, D.C., pressed an electric button. The impulse sent a flash over cables to set off a charge of dynamite. This blew out a temporary dike. A flood of water rushed through a rock-walled rift in the mountains, and the Panama Canal was a dream realized.
United States engineers at a cost of 380 million dollars had achieved the greatest engineering wonder of the world. The Canal Zone marked the historic day by placing a new motto on its official seal: "A Land Divided, the World United." On August 15, 1914, the canal was opened to world commerce. The first ship through was the vessel Ancon, carrying guests of honor. After 400 years, the first explorers' dream of a westward passage had come true.
The French company had planned a canal 74 feet wide. The United States set a minimum of 300 feet. During the years, dredging has further enlarged some portions of the canal. Many stretches have been widened to at least 500 feet. Gaillard Cut, twisting through deep passes, has continued to be a problem. In 1955 cracks appeared in Contractor's Hill and threatened to slide a mountain of earth and rock into the canal. Three million cubic yards were excavated to reduce the hazard. The regular uprooting of water hyacinths is also necessary. The plants grow so rapidly they could choke off canal traffic.
Due to the fact that thousandths of people died during the construction of the Panama Canal it is important to realize what was so hard about building the canal. We have already seen that the diseases were one deadly factor but also the environment. Probably the hardest part about the building of the Canal was the Culebra Cut.
The Culebra Cut was the special wonder of the canal. Here, men and machines labored to conquer the 8.75-mile stretch extending through the Continental Divide from Gamboa on the Chagres River at the north to Pedro Miguel on the south. The lowest point in the saddle between Gold Hill on the east and Contractors Hill on the west was at elevation 333.5 feet above sea level.
Holes were drilled, filled with explosives and detonated to loosen the rock and rock-hard clay. Steam shovels then excavated the spoil, placing it on railroad cars to be hauled to dump sites. Excavation equipment, in addition to the railroad itself, included steam shovels, unloaders, spreaders and track-shifters. Of this equipment, only the steam shovel had been known to the French, and then in a much less powerful form. That was one reason why French constructors had such a hard time.
A very big improvement in the construction area was the Lidgerwood Unloader. The Lidgerwood Unloader was manufactured by the Lidgerwood Manufacturing Company of New York City. It consisted of wooden flatcars with a rated canal capacity of 19 cubic yards hauling most of the spoil, pulled in long trains by full-sized American locomotives. Built with only one side, they had steel aprons bridging the spaces between cars. Dirt was piled high against one side. At the dump site, the unloader, a three-ton plow, was hitched to the last car by a long cable to a huge winch-like device mounted on a flatcar at the head of the train.
Taking its power from the locomotive, the winch pulled the plow rapidly forward, unloading the whole twenty-car train in a single, 10-minute sweep. One of these machines once set an 8-hour record by unloading 18 trains, about 3 + miles of cars containing about 7,560 cubic yards of material. Engineers estimated that 20 of these unloaders operated by 120 laborers did the work of 5,666 men unloading by hand.
The dirt-spreader was another American innovation. A car operated by compressed air, it had steel wings on each side that could be raised and lowered. When lowered, they sloped 11.5 feet backward from the rails. Moving forward, the dirt-spreader spread and leveled the material left along the track by the unloader. Like the unloader, the spreader did the work of some 5,000 to 6,000 men working by hand
American William G. Bierd, general manager of the Panama Railroad from September 1905 to October 1907, invented another machine, the track-shifter. The huge crane-like machine would hoist a whole section of track rails and ties and swing it in either direction, to relocate it as much as 9 feet at a time. With the tracks at the dumps needing constant shifting to keep pace with the arriving loads of spoil, the track-shifter was extremely useful. It took less than a dozen men operating on the shifter one day to move a mile of track, a task requiring not less than 600 men if done manually.
A large number of 17-cubic-yard capacity, 4-sided Western and Oliver dump cars (27 cars comprising a train) were also used. As it was hard to unload the dirt from these cars because the heavy clay would stick to the steel sides, they were used almost exclusively for hauling rock from the Cut to Gatun Dam. Their 4-sided design made them impossible for use with the unloader. More than a hundred million cubic yards of spoil had to be hauled away from the excavation site and dumped. Part of this spoil was used to join a series of four small islands in Panama Bay (Naos, Perico, Culebra and Flamenco) to create a breakwater. This breakwater is topped by a roadway, making it a causeway that extends three and a quarter miles out into the Pacific. The stretch between the mainland and Naos Island was a very troublesome dumping area because of a soft bottom, into which tons of rock would settle and virtually disappear. Track and trestle used to haul the spoil to the dumping area would disappear overnight into the ocean and have to be replaced. In the end, to reach Naos Island took ten times the estimated spoil.
Spoil was also used to claim nearly 500 acres of Pacific Ocean to create the Balboa townsite and the Fort Amador military reservation. Millions of cubic yards of material also had to be hauled out to big waste dumps in the jungle. In the largest of these, Tabernilla, 17,000,000 cubic yards of material were deposited. Balboa was the biggest dumpsite. Other big dumps were Gatun Dam, and Miraflores.
Gatun Dam, on the Atlantic, was, at the time of its construction, the largest earthen dam in the world and Gatun Lake the largest manmade body of water in the world. Today, Gatun Lake doesn t even make the top thirty list of such lakes. Two other dams were built on the Pacific side the Miraflores Spillway and, in the 1930s, Madden Dam farther up the Chagres River. With the building of Gatun Dam, the Chagres River valley between Gamboa and Gatun became Gatun Lake, with the Chagres flowing into it at Gamboa. The building of Gaillard Cut then extended the lake across the Continental Divide to Pedro Miguel Locks.
Earth slides in Culebra Cut were a constant concern for construction engineers. The first under the American effort occurred at Cucaracha on October 4, 1907 when some 500,000 cubic yards of material moved into the Cut following several days of unusually heavy rain. For ten days the slide moved an average of 14 feet every 24 hours. Cucaracha remains today a slide surveillance area.
A normal or gravity slide like Cucaracha, the largest of its kind at the Canal, occurs where a layer of porous material rests upon a sloping surface of harder material such as rock. Rainwater saturating the overlying porous material forms a slippery zone against the harder material below, causing the entire top layer, which can vary in thickness from 10 and 40 feet, to slide.
Geologists classify another type of slide as structural break or deformation slides. In these, factors such as unstable geological rock formations, slope steepness and height and the effects of blasting combine to form a slide. At the Canal, excavation removed lateral support from the high banks created in the deepest portions of Culebra Cut. Unable to sustain the weight above it, the slopes sheared and settled forcing the underlying layer of poor-quality rock and soft material to be crushed and forced laterally into the prism of the Canal, heaving up the Canal bottom.
The most formidable slides of this character occur during the dry season, and are in no way due to ground saturation by rainfall.
The two most serious structural break slides during the American construction period occurred on the east bank north of Gold Hill and on the west bank in front of Culebra village. The west bank slide covered a 75-acre area requiring the removal of some 10,000,000 cubic yards of material, and a number of village buildings had to be removed or demolished. The 50-acre Gold Hill slide on the east bank required removal of some 7,000,000 cubic yards of material.
Canal engineers were completely unprepared for and confounded by this unexpected slide activity. In 1906, the minority report of the International Board of Consulting Engineers placed total Culebra Cut excavation for a lock canal at 53,800,000 cubic yards; the minority report estimated the amount necessary for a 40-foot-deep sea level canal at 110,000,000 cubic yards. In 1908 the canal commission revised the Cut excavation estimate to about 78,000,000 cubic yards; in 1910 to 84,000,000; in 1911 to 89,000,000; in 1912 to nearly 94,000,000; and in 1913 to about 100,000,000. The increased Cut excavation required was due partially to an increased bottom width from 200 to 300 feet, an increase of about 13,000 cubic yards, but the slides were the main reason.
The one-year record high for construction-era excavation was set in 1908, with more than 37,000,000 cubic yards of spoil taken from the Cut. This was also the year in which Lieutenant Frederick Mears began directing the relocation of the Panama Railroad line to higher ground ahead of inundation of the existing tracks by the filling of Gatun Lake. Building the 40 miles of new track was completed May 25, 1912, at a cost of nearly $9,000,000.
The following chart shows the maximum force employed during each year of construction work
Date Work Force
May, 1904 1,000 (Approx.)
Nov., 1904 3,500
Nov., 1905 17,000
Dec., 1906 23,901
Oct., 1907 31,967
Apr., 1908 33,170
Oct., 1909 35,495
Mar., 1910 38,676
Dec., 1911 37,826
June, 1912 38,174
Aug., 1913 39,962
June, 1914 33,270
The following table shows the total number of contract laborers brought to the Isthmus throughout the work. It does not include the number of workers recruited from the United States.
Country 1904 1905 1906 1907 1908 1909 1910 1911 1912 1913
Spain 1,174 5,293 1,831
Cuba 500
Italy 909 1,032
Greece 1,101
France 19
Armenia 14
Total Europeans 2,616 7,426 1,831
Fortune Island 361
Barbados 404 3,019 6,510 3,242 2,592 3,605 528
Guadeloupe 2,039 14
Martinique 2,733 585 2,224
Jamaica 47
Trinidad 1,079 205 143
Curacao 23
St. Kitts 933 9
St. Lucia 55
St. Vincent 296
Grenada 93
British Guiana 332
Total West Indies 404 5,799 9,491 7,505 2,592 3,605 205 942 528
Costa Rica 244
Colombia 1,077 416
Panama 334 10 13
Not classified 69
Grand Total 404 7,454 12,602 14,944 4,423 3,605 205 942 528
Providing food for more than 40,000 employees and their families in a country with little food production capability and few stores was a tremendous task at the beginning. With the goal in mind of maintaining a healthy and contented work force, the Isthmian Canal Commission imported food on the Panama Railroad steamers. They also started farms to grow fruits and vegetables, even plants and flowers, as well as farms to produce milk and eggs.
It was a difficult task in the beginning, but every effort was made to ensure adequate living standards, in accordance with standards of the time, for canal workers. Ice and cold storage warehouses were constructed, and a bakery and ice cream plant were set up. The Panama Railroad had refrigerated cars to provide distribution to settlements along the line of the canal.
Hotels or restaurants were established for the American bachelors. A number of mess halls were built for the European laborers where meals were furnished at 40 cents per day. Kitchens were built for the West Indian laborers. Rations were furnished and cooked in these kitchens for 30 cents per day.
The Canal s Job
About 32 oceangoing vessels pass through the canal daily. They pay an average of $28,000 for passage, for an estimated total yearly income of 330 million dollars, a little bit less than Nicaragua s yearly exports. Some massive ships pay tolls several times this amount. The fees are well spent, for the trip of some eight to ten hours through the canal saves many miles and many days of travel. If there were no Panama Canal, a ship going from San Francisco, California to New York City would have to sail down around the tip of South America, an additional 7,900 nautical miles, some of it in very rough seas.
An almost endless variety of commodities pass through the canal day after day. About 140 million tons of oceangoing commercial cargos are shipped through the canal in a single year. The main commodity group, petroleum and petroleum products, makes up about 22 percent of the annual cargo tonnage. Grains compose about 16 percent. A significant development in canal cargo has been the increase in automobile trade. Over 2.4 million tons of automobiles are moved through the canal every year, most being transported from Japan to the United States. A small percentage of the world's water shipping is routed through the canal. The greatest user is the United States, which transports much of its imports from Latin American neighbors through the watercourse.
In fiscal 1915, the first year of operation, about 5 million tons of cargos were shipped through the Panama Canal. In 1924, 27 million tons were carried through it. Between 1925 and 1941 the annual tonnage varied between 18 million and 31 million. There was a dip in total cargo during World War II, but since then nearly every year has shown an increase. The figure for 1950 was some 30 million tons. By the early 1960s the volume had almost doubled. During the late 1960s, largely as a result of the Suez Canal blockade, tonnage rose to much more than 100 million tons annually
As much as the Canal brings benefits to Panama it also brings tons of problems. Some are similar to those of land highways. Increasing traffic has required widening the lanes. "Street lights" have been put in for night safety. One-way traffic is necessary at times. Modern traffic control systems have been installed. The comparison with land travel, however, has limits. The Panama Canal, because of its location, size, and type of construction, has problems unlike those of any other transportation link in the world.
Design of the Locks
The original lock canal plan called for one three-step set of locks at Gatun, one step at Pedro Miguel and a two-step set at Sosa Hill. In late 1907, it was decided to move the Sosa Hill locks further inland to Miraflores, mostly because the new site provided a more stable construction foundation, but also because it afforded greater protection against sea bombardment.
The locks took their names from geographic names already in common use before the Canal was built. All lock chambers have the same 110 by 1,000 feet dimensions, and they are built in pairs. That is, two lanes of chambers run side by side to accommodate two lanes of traffic, either in opposite directions at the same time or in the same direction, depending on transit needs. Gatun Locks consists of three steps or pairs of chambers, there is one step at Pedro Miguel and two at Miraflores, making six pairs, 12 chambers in all. The locks have been called the structural triumph of the Panama Canal and are a unique aspect of the waterway. At the time of their construction, their overall mass, dimensions and innovative design surpassed any similar existing structures, and they are still considered to be an engineering wonder of the world.
It took four years to build all of the locks from the first concrete being laid at Gatun on August 24, 1909. Until the late 1800s, concrete, a combination of sand, gravel and cement, had been little used in building, and then mostly for floors and basements. There was still a great deal to be learned and numerous decisions to be made in the science of concrete which requires specific, controlled measurements of water/cement/sand ratios and aggregate size, as well as careful timing of a streamlined delivery system from source to site. The concrete work in Panama was an unprecedented challenge that would not be equaled in total volume until construction of Boulder Dam in the 1930s.
In spite of the newness of the science, the results were extraordinary. After more than 80 years of service, the concrete of the Panama Canal locks and spillways is in near perfect condition, which to present-day engineers is among the most exceptional aspects of the entire Canal.
Canal organization ships, the Ancon and the Cristobal, brought all of the cement to build the locks, dams and spillways from New York. On the Atlantic side, gravel and sand came by water from areas east of Colon, the gravel from a large crushing plant in Portobelo and the sand from Nombre de Dios. For the Pacific side, rock was quarried and crushed at Ancon Hill; the sand came from Punta Chame in Panama Bay.
Three men, Lieutenant Colonel Harry Hodges, Edward Schildhauer and Henry Goldmark, were largely responsible for the engineering design of the locks. The work took years of advanced planning. Hodges was an Army officer and an invaluable assistant to Goethals. He had overall responsibility for the design and construction of the lock gates, arguably the most difficult technical responsibility of the entire project. Goethals was to state that the Canal could not have been built without Hodges. Schildhauer was an electrical engineer and Goldmark was in charge of lock gate design.
The key factor in the whole Canal enterprise, of course, was, and is, water. Water lifts ships 85 feet above sea level to the surface of Gatun Lake, floats them across the Continental Divide and lowers them again to sea level in the opposite ocean. Water also serves to generate electrical power for the Canal to run the electric motors that open and close the gates and valves and the electric locks locomotives.
No pumps are used at the Panama Canal, the water does its work by force of gravity alone. Water is admitted or released through giant tunnels, or culverts, eighteen feet in diameter, running lengthwise within the center and sidewalls of the locks. Branching off at right angles to these culverts, smaller culverts run laterally under the floor of each lock chamber, 20 to each chamber. Each cross culvert has five openings for a total of 100 holes in each chamber for the water to enter or drain, depending on which valves are opened or closed. This large number of holes distributes the water evenly over the full floor area to control turbulence
To fill a lock, the main valves at the lower end of the chamber are closed, while those at the upper end are opened. The water pours from the lake through the large culverts into the cross culverts and up through the holes in the chamber floor. To release the water from the lock, the valves at the upper end are closed, while those at the lower end are opened.
The lock gates, or miter gates as they are known because they close in a wide V , are the Canal s most dramatic moving parts. The gates swing like double doors. The hollow, watertight construction of their lower halves makes them buoyant in the water, greatly reducing the working load on their hinges. All gate leaves (gates sustaining water) are 64 feet wide by 7 feet thick. However, they vary in height from 47 to 82 feet, depending on their position. For example, the Miraflores Locks lower chamber gates are the highest because of the extreme variation in the Pacific tides.
The design and manufacture of all of the lock gates was one of the Canal s great engineering challenges and one of its greatest triumphs. Edward Schildhauer designed the simple, yet powerful gate operating mechanism. In its design he had no established model to go by. Yet every aspect of this critical mechanism had to be precision engineered and manufactured to work flawlessly and dependably. The gates had to swing easily, yet withstand enormous pressures. To operate, the lock gates leaves are connected by steel arms, called struts, to huge bull wheels constructed within the lock walls. Each 20-foot-diameter, horizontal-lying bull wheel is geared to an electric motor. When in operation, wheel and strut work like the driving wheel and connecting rod on a railroad locomotive to open and close the gates.
At Miraflores Locks, each lock chamber, except for the lower locks, has a set of intermediate gates. The purpose of these is to conserve water by reducing the size of the chamber, if the ship in transit is not one of the Panamax giants and can be accommodated by a 600-foot chamber.
As the lock gates themselves are a form of dam and are above sea level, precautions were taken to protect them from damage that could allow the lake water to escape and flow out to sea. One measure was to have double gates ahead of the vessel, an operating gate and a guard gate, at points where damage to a gate could join the two levels, that is, at the upper and lower ends of the upper lock in each flight and at both ends of the Pedro Miguel single-step lock.
Also, iron fender chains were installed to stretch across the chambers between the lock walls to protect the guard gates. Only after the ship was in proper position and under towing locomotive control was the chain lowered. The idea was that if a ship went out of control and struck the chain, an automatic release would let the chain out slowly until the ship came to a stop, thus limiting possible damage. The expense of their upkeep against the extreme unlikelihood of their use caused the Board of Directors to approve fender chain removal in July 1976, except at the upper ends of Gatun and Pedro Miguel locks; these remaining chains were removed in October 1980.
Yet another devise stood as safeguard should a ship break through a guard gate. That was what was called an emergency dam installed on the sidewalls at the entrance of each upper lock between the fender chain and the guard gates. It is a big steel apparatus mounted to swing across the lock entrance in about two minutes in case of emergency. A series of wicket girders would descend forming runways down which huge steel plates would be dropped until the channel was sealed off. Never put to use, the emergency dams were removed in the 1950s.
Electricity was the power that ran Canal construction-era cableways, cranes, rock crushers and cement mixers. An all-electric canal was an innovation in the first decade of the 20th century. Locks operations required some 1,500 electric motors, as all controls were electrical. The General Electric Company produced about half the electrical equipment needed during construction and virtually all of the permanent motors, relays, switches, wiring and generating equipment. They also built the original locks towing locomotives and all of the lighting.
The electric towing locomotive system was designed to provide complete control over the movement of vessels transiting the locks. Designed by Schildhauer, the locomotives work on track built atop the lock walls operating at a speed of about 2 miles per hour. An important design factor was that they have to travel the 45-degree incline between the lock chambers. The locomotives were built in Schenectady, New York, at a unit cost of $13,000.
Schildhauer also designed the basic concept of the locks control system, though its development was a joint effort with General Electric. All lock operation is accomplished from a control house built on the center wall of the upper lock chamber. Here, from an unobstructed view of the entire locks flight and a cleverly designed control board, a single person can run every operation in the passage of a ship, except towing locomotive movement.
A control board is a waist-high working representation of the locks in miniature. Everything that happens in the locks happens on the control board at precisely the same time. The switches to work the lock gates and the other system mechanisms are located beside the representation of that devise on the control board. To lift a huge oceangoing ship in a lock chamber, the operator has only to turn a small chrome handle.
Another ingenious parts of the system are elaborate racks of interlocking bars installed unseen below the control board to make the switches mechanically interlock. Each handle must be turned in proper sequence or it will not turn. This eliminates the possibility of doing anything out of order or forgetting a step.
Only in an electrically run system could the locks have been controlled from a central point. An individual motor in the system can be located as much as half a mile away from the control board. This same system has been in use virtually unchanged for more than eight decades, and it still works perfectly.
The Pacific-side locks were finished first, the single flight at Pedro Miguel second in 1911 and Miraflores in May of 1913. Exceptionally high morale permeated the entire work force at this time. On May 20, 1913, shovels No. 222 and No. 230, which had been slowly narrowing the gap in Culebra Cut, met on the bottom of the Canal. At 40 feet above sea level, the Cut had reached its full construction-era depth.
Guard gates at Gatun performed flawlessly the second week of June 1913, and on June 27, the last of the Gatun Dam spillway gates was closed, allowing the lake to now rise to full height. Dry excavation ended three months later. When a January 1913 slide at Cucaracha spilled 2,000,000 cubic yards of earth into the Cut, it was decided to flood the Cut and finish the clearing by dredge. The last steam shovel lifted the last rock in the cut on the morning of September 10, 1913, to be hauled out on the last dirt train by locomotive No. 260.
The seagoing tug Gatun, an Atlantic entrance working tug used for hauling barges, had the honor on September 26, 1913, of making the first trial lockage of Gatun Locks. The lockage went perfectly, although all valves were controlled manually since the central control board was still not ready.
As if to further test the system, an earthquake struck on September 30, knocking seismograph needles off the scale at Ancon. Although there were landslides in the interior and cracked walls in some Panama City buildings, Gorgas reported to Washington that there had been no damage whatever to any part of the Canal.
Six big pipes in the earthen dike at Gamboa flooded Culebra Cut that same week. Then, on October 10, 1913, President Woodrow Wilson pressed a button in Washington and relayed by telegraph from Washington to New York to Galveston to Panama the signal that blew the center of the dike to complete the flooding of the Cut and join it to Gatun Lake.
Dredges, tugs, barges and crane boats that had been laboring in the sea level approaches of the Canal and in the two terminal bays, much of it left behind by the French, were now brought in to clear the Cut. Barges dumped the spoil in designated areas of Gatun Lake, all in the manner that Philippe Bunau-Varilla had long ago said it should be done. Floodlights installed in the Cut allowed around the clock work. The old French ladder dredge Marmot made the pioneer cut through the Cucaracha slide on December 10, 1913, to open the channel for the first time.
Government of the Canal Zone
Until 1979 the United States governed the Panama Canal Zone. The Panama Canal Company, which operated the canal, was a corporation. Like a business corporation in the United States, the company had a president and a board of directors. It delivered annual reports to its "stockholder," and its net income was referred to as "profit."
The United States Army administered the canal and the zone surrounding it. The secretary of the Army was designated as the sole stockholder. The governor of the Canal Zone was a major general and was appointed by the president of the United States. He was also ex officio president of the Panama Canal Company. He was assisted by various department heads, which administered nearly all requirements of more than 10,000 full-time United States and Panamanian employees of the zone.
The Panama Canal Company formerly operated several 10,000-ton ocean liners, comprising the Panama Line. These ships regularly carried government and commercial cargo and passengers between New York City and Cristobal. In 1960, however, the United States government ordered the line to stop competing with private ships. After April 1961 only one ship was retained. It carried government cargo and passengers between New Orleans and Cristobal.
An American family accompanying a Panama Canal employee found life in the zone not unfamiliar. The Canal Zone government tried to establish a pattern of living like that in the United States. There were differences, however. The zone was essentially a government reservation, operated by the United States Army. There was no private enterprise in the zone. Americans made their purchases in government commissaries. The government Health Bureau provided hospitals and dental and medical clinics for the Americans. There was a wide variety of recreation. Much of it centered in government-operated clubhouses. Children of United States citizens went to public elementary and secondary schools and a junior college. Other children attended Latin American schools.
A new treaty, which became effective on Oct. 1, 1979, changed the governance of the area surrounding the canal. The Panama Canal Zone ceased to exist as a separate jurisdiction, and the area came under the control of the Panamanian government. The United States retained the use of only that land necessary to the operation and defense of the canal. The Panama Canal Commission, an agency with both United States and Panamanian membership, replaced the Panama Canal Company. The United States flag could be flown only at the commission's headquarters and at other specified locations. Panama began to assume the governing responsibilities of the former Panama Canal Company. Although Americans employed by the commission continued to have the protection given to United States citizens abroad, they became subject to Panamanian law.
Even though the Canal has brought Panama economical wealth since the beginning, it has also created pain and shame. Some examples are the following:
The Panamanian political system has been controlled and directed by the United States. Many Panamanian Presidents had been deposed, appointed, even assassinated for not following the line . An example is President Remon
The US always used the Canal Zone as a military cover to control must of the Latin American countries in their political behavior, creating lots of pressure for Panama.
Panama s independence was not the result of the will of Panamanians. It was solely the interest of the US in building the canal. Thus, Panamanians does not have a clear identity, they are not proud of their history, etc. This means that Panamanians didn t fight for their independence because the U.S. fought for them and all they did was look as the Colombians couldn t do anything.
Now that the US has left Panama, its economy is suffering Panama was not ready to sustain its economy without the capital flow of thousands of thousands US employees and soldiers that boosted the economy by their consumption needs.
This report is very important because as many people know the idea of building a Dry Canal in Nicaragua has been on everyone s lips lately. This report should serve as a demonstration about what happened to Panama by giving up the land to build the canal. We must ask ourselves every question before we build a canal. Is it worth it? How much money will it create in contrast to what it consumes? The Panama Canal has many pros for Panama, but it also brought cons as was explained, and many other problems will appear in the future for Panama so is it really worth it building a canal in Nicaragua?
Реферат Panama Canal Essay Research Paper Is it
Формат документа: docx
Размер документа: 0.13 Мб
Прямая ссылка будет доступна
примерно через: 45 сек.
Теги: дипломная. контрольная. реферат. доклад. диплом. диссертация. студенческая работа. эссе
Сообщить о нарушении / AbuseВсе документы на сайте взяты из открытых источников, которые размещаются пользователями. Приносим свои глубочайшие извинения, если Ваш документ был опубликован без Вашего на то согласия.
Спасибо за обращение, документ отправлен на рассмотрение, обычно проверка занимает не более 24 часов. Наберитесь терпения мы вам обязательно ответим!


text:
Tweet This
Near the cultural French city of Narbonne, Gruissan sits on the edge of the Mediterranean Sea, necklaced by stunning pink salt lakes that mirror the shade of a fresh glass of French rosé.
Gruissan is in Occitanie — the French department situated between Provence and Catalunya that was formerly known as Languedoc-Roussillon and Midi-Pyrénées. This is France's most productive wine region, responsible for 5% of the world's wine output. Although viticulture is the dominant agricultural industry, visitors score the rare opportunity to taste some of the world's best salt — fleur de sel — at the source site in the quaint village of Gruissan.
Gruissan is an ancient fishing village, located on a small island surrounded by marshland that was industriously converted into salt fields. These fields are an unexpected pink thanks to salt-loving algae called dunaliella salina, which thrive in the shallow beds of sea water. These beds evaporate in the Mediterranean sun and wind, leaving behind sea salt, which is harvested as an agricultural product. A portion of the salt produced here develops into the world's finest finishing salt, fleur de sel.
"Fleur de sel" translates to "flower of salt" — an apt name for this delicate, flaky salt blossom, which floats to the surface and is delicately harvested each summer in the traditional method using a simple shovel and rake handled by expert salt harvesters.
Fleur de sel retains a high moisture content and clings to the touch. It has a subtle, oceanic flavor and gradually melts like a layer of lace on the tongue. It is harvested along the Mediterranean in Occitanie and nearby Provence, as well as along the Atlantic coast. Because fleur de sel is formed by a combination of heat and wind (both aplenty during Gruissan summers) and the composition of the ocean-born algae, this is a product that reflects environment — not unlike terroir as an aspect of wine.
"I use salt from Gruissan because I try as much as possible to work with local products," says chef Philippe Deschamps of Michelin-starred Le Restaurant Bernard Rigaudis. "I add fleur de sel just before sending out the plate — it dissolves very quickly and enhances the taste of food."
An interest in ancient ways ensures the continuation of customs that have been cultural and economic influences since the Roman Empire. There is a balance of ritual and modernity, however — while the fleur de sel harvests are still done in the traditional hand-harvest method, modern mechanical means are also employed for the variety of other salt products made here.
" The salt culture in the Narbonne territory dates from the time of the Roman Empire,"says Steve Hocine, director of the Le Salin de Gruissan, overseer of the production of Gruissan products as well as education to the public.
The boxier salt crystals that sink below the surface are called gros sel. These can be prepared with local herbs, pepper or even Languedoc wine — often they are sold in a grinder to be used during cooking. There is also a liquid salt that can be spritzed called Elixsel, which contains trace elements exhibiting a salty flavor with less sodium. All of Gruissan salt products are for sale, along with a wide selection of local wine and other delicacies, in the onsite (online here) Saunier's Boutique and Eco-Museum.
Visitors can book a table at one of Gruissan's eateries with a view of the salt fields. Here one can sample the local fish or meat baked in packed salt crystals or sheep's milk ice cream sprinkled with fleur de sel. Perhaps most tempting are the local oysters, which have been bred to thrive specifically in Mediterranean salt marshes. All dishes are served with a small cassoulet pot or wooden box of fleur de sel which is doled out with a delicate miniature spoon.
Each summer the harvest is celebrated through traditional re-enactments, a festival and musical evenings. According to Le Salin de Gruissan, the 2018 season kicks off this month with tours available seven days a week demonstrating to visitors that " an astonishing alchemy of the sun and wind combine their efforts to produce salt."
I'm focused on wine and food creators–with culture, community, ecology, and travel pivotal to the stories. I am a Provence Wine Master through the Wine Scholar Guild and…
I'm focused on wine and food creators–with culture, community, ecology, and travel pivotal to the stories. I am a Provence Wine Master through the Wine Scholar Guild and received a fellowship to the Symposium for Professional Wine Writers. I'm the founder and author of L'Occasion, a blog that honors the ways we drink, make, and contemplate wine. L'Occasion was awarded the Best Overall and Best Writing from the prestigious Wine Media Awards and was a finalist for Millesima's Blog Awards in food and wine pairing. I'm a wine country travel expert panelist and contributor for USA TODAY's 10Best. My work has appeared in Wine Enthusiast, Decanter, Relais & Châteaux Instants Magazine, SevenFifty Daily, France-Amérique, Palate Press, Luxe Provence, Courrier International, Provence WineZine, and Perfectly Provence.

subset: commoncrawl


text:
Excellent choice to help define alleys, driveways or sidewalks
It is easy to use and quick to install
Gator Edge Mini is made with 100 % Polyethylene. This will give it great strength as well as provide great flexibility. Paving Edge for natural stone and all types of slabs. It is easy to use and quick to install. Gator Edge Mini model is ideal for applications for up to 1" that can be used for all applications such as walkways, paths, entrances etc.
|Retail Size
|Units per Pallet
|Flexlock Edge Mini
|8′ per peice
24 Pieces/Bundle
(192 Ft)
|16 Bundles on a pallet
3072 Ft


text:
Da Vinci's Treasure is the latest online slot by developer Pragmatic Play.
Out now.
This marks the latest release by the online games provider for video slots and live casino products, placing intrepid explorer John Hunter at the front and centre. Set to take on his latest mission, to uncover the secrets of Da Vinci, the 3×5 video slot sees its reels contain many of his famous inventions, and when three Codex symbols line the reels the bonus features become available.
Da Vinci's Treasure affords players the opportunity to partake in a number of bonus features, including an instant win round, which gives players the chance to select from a variety of paintings, each of which contain a hidden value.
In addition, a further bonus round features a progressive free spins mode, during which players can multiply their earnings from free spins up to 12x.
A map bonus feature transports adventurer Hunter and players to a map with 23 points and a wheel of fortune, which offers players the chance to spin the wheel to advance and unlock the biggest wins.
At the end of every round, players have the chance to put their winnings on the line, choosing a multiplier between 2x and 5x, before selecting from a range of boxes that could potentially greatly boost their winnings.
Melissa Summerfield, chief commercial officer at Pragmatic Play, stated: "We are delighted to unveil our latest show-stopping slot, Da Vinci's Treasure. Its immersive storyline and thrilling bonus features make it one of our most jam-packed games yet.
"Da Vinci's Treasure is an incredibly detailed game, and we hope the fans thoroughly enjoy it. With more features and ways to win than ever before, it is one of the most complete and exciting games we've ever made."


text:
Well, I'm happy for the gurus to argue over the details.
The facts are that the specific actions I took (un-install, clean the registry, re-install) solved the problem. And it is the [B]cleaning the registry[/B] which is the key factor here. The un-install and re-install had been done several times before with absolutely no effect - the reg clean was the only difference. And I have not changed the compatibility of the either program at all.
Whether the installation routines access any of these registry keys or not, it is hard to argue that they did [B]not[/B] have an effect on batch being able to call converter.
I'm just happy to have fixed it.


text:
Chef's Specialties
S1. Boneless Chicken
Chicken breast (2), deep fried till golden brown with mixed Chinese vegetables
. $10.25
S 2. Seafood Combination
An incredible combination of lobster meat, jumbo shrimp, crab meat & scallops mixed with mushrooms, baby corn & Chinese vegetables
. $14.25
S 3. Subgum Wonton
Chunks of lobster meat, chicken, roast pork mixed with Chinese vegetables and served with 6 crispy wontons on top
. $11.50
S 4. Rainbow Shrimp & Chicken
Shrimp and chicken toss-fried with colorful Chinese diced vegetables
. $10.95
S 5. Jumbo Scallops In Oyster Sauce
Fresh scallops with sliced bamboo shoots and baby corns in oyster sauce
. $11.75
S 6. Triple Crown
Jumbo shrimp, chicken and roast pork cooked with a lot of Chinese vegetables
. $11.50
S 7. Four Seasons
A delicious combination of lobster meat, jumbo shrimp, chicken and roast pork w. Chinese vegetables
. $12.75
S 8. Five Delicious
Lobster meat, chicken, roast pork, jumbo shrimp and beef w. vegetables all on one plate
. $13.25
S 9. Dragon & Phoenix
Jumbo shrimp sauteed w. seasonal vegetable & General Tso's chicken
. $12.25
S10. Happy Family
Lots of seafood, chicken, beef, roast pork and Chinese vegetables. A real happy family
. $14.25
S11. Honey Walnut Shrimp
Deep fried jumbo shrimp in chef's special walnut cream sauce
. $12.25
S12. War Shu Duck
War shu very delicious and Chinese vegetables
. $9.95
S13. Almond Duck
Tender duckling braised in home made sauce, deep fried till golden brown and served with crushed almonds
. $9.95
S14. Pineapple Chicken
Boneless Long Island chicken braised in sour sauce & garnished with imported pineapple
. $9.75
S14. Lemon Chicken
. $9.75


text:
Any time you're starting a new job, your hope is that you'll receive the proper training in order to do that job properly, precisely...and most importantly...safely.
Unfortunately, too many employers just throw their new hires into the mix and just hope for the best. At the most, the employers rely on other employees (who may also have never been properly trained) to train the newer workers.
When this occurs...accidents happen.
A donut worker, who had been on the job for about three weeks, was reaching down below the conveyor belt to retrieve fallen donuts when his hand got stuck between the belt and chain.
His hand & fingers were severely injured and will be out of work for quite some time.
We're guessing that there was a failure along the way to properly train this employee on the proper safety precautions.
If you have been injured while on the job, call us at 515-225-4485. Eric, Randy, and Sarah are ready and willing to sit down with you and go over your claim.
Together, we can find the best route to take to make sure you receive all your rightful compensation. It's our job to fight for you...it's your job to recover from the injuries you've sustained at the workplace.


text:
Friday, September 8, 2017 at 6:00 PM EDT
Sunday, September 10, 2017 at 1:00 PM EDT
Click HERE for player registration
Please join us for our 5th annual Lloyd F. Moss Memorial Tennis Tournament benefiting the Lloyd F. Moss Free Clinic. The tournament provides a wonderful opportunity for your business to partner with the Lloyd F. Moss Free Clinic and support our mission to improve the health and wellness of low-income, uninsured people through quality health care delivered in an atmosphere of dignity and respect.
The Lloyd F. Moss Free Clinic has been providing health care services to the Fredericksburg region for over 23 years. As a private 501 (3) (3) nonprofit organziatioon, the majority of the Clinic's funding comes from donations from individuals, foundatons, businesses, civic organizations, places of worship, and patients.
Since the Clinic depends almost entirely on private donations to fund our operations, WE MUST RAISE MORE FUNDS to continue to meet the health care needs of our growing patient population. Funds raised through events like the Llloyd F. Moss Memorial Tennis Tournament directly benefit the operations of the Lloyd F. Moss Free Clinic for individuals and families who are uninsured in the Fredericksburg region. Donations from individuals and businesses are fully tax deductible to the extent of the law.


text:
tag:blogger.com,1999:blog-816873294801413532.post5047068693946250002..comments2020-09-19T23:56:06.881+01:00Comments on Lux Life London: The Perfect Winter Jacket.Catherine Luxhttp://email@example.com:blogger.com,1999:blog-816873294801413532.post-71516051712497297612013-11-10T14:39:45.063+00:002013-11-10T14:39:45.063+00:00Haha! You go girl! Who cares what people think, as...Haha! You go girl! Who cares what people think, as long as you're happy and feel the bees knees, that's all that matters! :D

Thank you!

C xCatherine Luxhttps://email@example.com:blogger.com,1999:blog-816873294801413532.post-6792133720527440432013-11-10T14:39:06.658+00:002013-11-10T14:39:06.658+00:00I'm not usually a fan of Heritage style jacket...I'm not usually a fan of Heritage style jackets either, but these ones are gorge! Yes, the first one is my fave too ;)

C xCatherine Luxhttps://firstname.lastname@example.com:blogger.com,1999:blog-816873294801413532.post-9461788453150930552013-11-06T13:36:48.329+00:002013-11-06T13:36:48.329+00:00Gorgeous jackets! I like all of them, but where I...Gorgeous jackets! I like all of them, but where I live, it's too "country" to be this stylish without people looking at me like I just landed from Mars, lol. I DO, however, still put on my high heels, skinny jeans, super awesome tunic tops, and bling it ALL OUT! No matter how many stares I get. ;) So, I might just go ahead and get some more stylish jackets and smile when anyone looks at me cross, lol. Awesome bog!Anonymoushttps://email@example.com:blogger.com,1999:blog-816873294801413532.post-7227978940200233752013-11-06T12:20:28.328+00:002013-11-06T12:20:28.328+00:00Beautiful jackets and although heritage isn't ...Beautiful jackets and although heritage isn't my style at all - I really like the first one with, it's very Ralph Lauren :O). Xx

http://makeupbycandlelight.blogspot.co.uk/Anonymoushttps://firstname.lastname@example.com


text:
Mallika Sarabhai, one of the leading exponents of Bharatanatyam and Kuchipudi, is the daughter of the dancing legend Mrinalini Sarabhai and the renowned scientist Vikram Sarabhai. A multifaceted personality, Mallika is not only a dancer, but also a noted film-maker, internationally known choreographer, an actress, a TV anchor, an editor, a publisher and so on. Throughout her different careers dancing has remained her first love.
Mallika started her acting career when she was fifteen and starred in Gujarati and Hindi films. She has also played the role of Draupadi in Peter Brooke's film 'Mahabharata', which was made in English and French. After completing her graduation, Mallika entered into the world of performing arts.
She followed the footsteps of her mother and places herself firmly at the cutting edge of Indian dance and dance theatre. Along with her other interests, she took her Masters in Business Administration from the Indian Institute of Management, Ahmadabad and a doctorate in organizational behavior.
Mallika, along with her mother co-directs the Darpana Academy of Performing arts in Ahmedabad, a unique centre for the arts which has performed all over India and abroad. Today the academy has many faces; the Darpana Performance Group, the Janavak Folk and Tribal Dance Company, Darpana for Development, Darpana Communications, the Darpana Conservatoire etc .
Personally she is a strong character with her own ideas. She has learned both the theory and practice of dance and her experiments include compositions like Draupadi, Shakti – The Power of Woman, Sita's Daughters, Itan Kahani, Aspiration, Ganga, Surya etc. Whatever field she is involved in, be it an activist, writer, instigator of community projects, anchorperson of magazines or TV channels, painting with her feet, Mallika is so full of energy that she excels in it.
Awards & Titles
• Padma Bhushan, third highest civilian award in India, 2010
• Crystal Award by World Economic Forum, 2008 .
• Theatre Pasta Theatre Awards, 2007.
• Nominated as one among 1000 women for Nobel Peace Prize ,2005.
• Indian for Collective Actions Honour Award, 2004.
• Kala Shiromani Purskar, Institute of Economic Studies, 2004.
• Woman of the Year, Indian Merchants' Chamber(IMC), 2003.
• Knight of the Order of Arts & Letters, French Government, 2002.
• Sangeet Natak Akademi Award for Creative Dance, 2000.
• Chevalier des Palmes Academiques, French Government, 1999.
• Film Critics Award for Best Supporting Actress, Sheesha, 1984.
• Best Film Actress Award for, "Mena Gurjari", a Gujarati film, by Govt.of Gujarat, 1975.
• Film Critics Award for Best Actress, Muthi Bhar Chawal, 1974.


text:
TIFF 2006 Preview: Discovery: King and the Clown
We said in an earlier review that we always stay to the end of the credits of a film that we've enjoyed; King and the Clown is the kind of film that this rule was made for.
The biggest box office smash in Korean cinematic history (well, until The Host came along) King and the Clown is the story of a pair of travelling performers, the headstrong Jang-seng (Karm Woo-sung) and the feminine Gong-gil (Lee Joon-gi, who likes pomegranate too). After escaping the abusive pimp of Gong-gil, they travel to Seoul, where Jang-seng's ambition would have them perform for no less than the king himself, and Gong-gil finds himself the centre of the king's unspoken desires.
This has been referred to as the Korean Brokeback Mountain already and probably will be many times yet, but that is in fact a terrible disservice, as it's actually a far more subtle, deeper film than that. Though the gay angle is unmistakably there, other than one blink-and-you'll-miss-it kiss there are no unambiguous references. More powerful than that, this is a film about a love that transcends gender or sexual orientation entirely and for that is profoundly moving. While certain characters and plot points are sketched too broadly, and like many other Korean films the ending seems rushed, the film is shot and staged utterly beautifully, in particular the captivating scenes of Jang-seng and Gong-gil's performances.
While it's not perfect, King and the Clown is a truly great Korean film. 4/5


text:
Guardian Knights Motorcycle Club
Raising The Standards
Our structure is simple. We have a
Because of our diverse work schedules and the fact that we must live under so many rules and constraints in our jobs, we have chosen this open and unencumbered philosophy in the operation of our club.
We are bound by our bylaws and chapter operating policies and of course the laws of our local, county, state and federal jurisdictions where we live and work.
Our simple philosophy can be summed up in the phrase "Respect All -- Fear None"
Bikers come from all walks of life - from all socioeconomic backgrounds, from all professions, from all political persuasions, from all family environments.
We are united by a passion for freedom and adventure
that grows from the thrill of the ride and its proximity to death.
We recognize that, in spite of the fractured nature of humankind,
we are bound by a brotherhood of man that supersedes individual differences.
Guardian Knights patch-holders, therefore, respect the persuasions of all riders, in order to bring about a heightened awareness of the inalienable rights to liberty and security
Way Of Life
The longer a man rides the smaller the world becomes to him. Where ever he goes, the pavement beneath his
Members Mail
Old School Internet Relay Chat


text:
Trinity 5 21st July 2019
Please take this newssheet home with you to inform your thoughts and prayers during the week
West Norfolk Priory Benefice
Baptism of Edyth May Stuart
Our Hymns today
3 All things bright and beautiful
43 Give me oil in my lamp
47 One more step along the world I go
Almighty God
send down upon your Church
the riches of your Spirit
and kindle in all who minister the gospel
your countless gifts of grace:
through Jesus Christ our Lord. Amen.
Our reading today
Hear the Gospel of our Lord Jesus Christ according to Luke
Now as they went on their way, he entered a certain village, where a woman named Martha welcomed him into her home. She had a sister named Mary, who sat at the Lord's feet and listened to what he was saying. But Martha was distracted by her many tasks; so she came to him and asked, 'Lord, do you not care that my sister has left me to do all the work by myself? Tell her then to help me.' But the Lord answered her, 'Martha, Martha, you are worried and distracted by many things; there is need of only one thing. Mary has chosen the better part, which will not be taken away from her.' Luke 10. 38-42
Please include in your prayers Those in our prayer basket, those who are ill or housebound: Rebecca, Tony Marie, Philippa Jamieson, Mick Collins, Dilys Garland, David Colby, Margaret Gardner, Samantha Clark, Lynne Watton, Frederick Ali, Josie, Ted Smith, Shaun Caley, Roger, Philip, Carole, , Debra, John, Christine, Tony Porter, Jessica Clark, Kath, Sam, Ken Martin, Vi Kent
Baptisms today Edyth at Wormegay and Isabelle at Shouldham. Please pray for them and their families
Funeral of John Martin is on Tuesday 23rd July at 2.00pm at Runcton Holme Church
July and August Services
*Sunday 28th 11am July Open Air Deanery Service at Stow Hall Gardens
* Sunday 4th August 9.30am Patronal Festival Runcton Holme Reverend Dr. David
*Thursday 8th August 10am Runcton Holme Holy Communion Reverend Dr. David
* Sunday 11th August 11am Watlington with Baptism Reverend Dr. David
*Sunday 18th August 9.30am Tottenhill Reverend Dr. David our priest in charge
*Sunday 25th August 11am Wormegay with Baptism Reverend Alan Bennett
Please continue to give to the King's Lynn foodbank through the basket at the back of Watlington Church. Non-perishable items (food and toiletries) always wanted.
Traditional Celtic Blessing
May the road rise up to meet you.
Mission Administrator Louise Vigus email
The office is open Monday to Thursday 10am-noon Tel.no. 07596 707469 Address: Church Office, 27/29 Bridge Street, Downham Market PE38 9DW.
Note: Louise is on Holiday until Monday 29th July urgent matters please contact Revd David
To contact our Churchwardens, please ring:
Runcton Holme Eve Thomas 01553 812094
Runcton Holme Brenda Redfern 01553 811212
Tottenhill Teresa Anderson 01553 810037
Watlington John Murfitt 01553 811086
Watlington Barbara Church 01553 810584
Wormegay Elaine Squires 01553 841252
Wormegay Janet Shinn 01553 841410


text:
Cannavape 500 mg CBD Vape Additive blends the beneficial effects of CBD with the ease of vaping, whenever and practically wherever you want.
What makes this vape juice truly special is its all-natural lack of flavor, designed specifically so — as Dr.Ganja recommends — you can add it to other e-juice to increase the CBD content.
Product Size
10 ml 500 mg CBD.
Suggested Use
Either mix with other preferred vape juices to increase the CBD content, or vape by itself to supplement at a faster rate.
Vegetable Glycerine, Polyethylene Glycol, CBD Isolate


text:
Call for greater Neighbourhood Watch coverage in Great Dunmow
PUBLISHED: 08:35 18 June 2010
A RALLYING cry has been made by the Neighbourhood Watch to people living in Great Dunmow and the surrounding villages to combat crime in their communities.
Chairman of the Uttlesford District Neighbourhood Watch Steering Group, Alan Johnson, has warned residents not to be complacent just because they live in a low-crime area.
"We have made significant progress and almost 19,000 households within the Uttlesford district are now covered by the scheme," he said.
"However, we still have a lot of work to do broadening the scope of the neighbourhood watch, particularly with elderly and young people, and we need to do better in areas with high criminality."
At the annual meeting of the Uttlesford group held last week, Mr Johnson announced a new 'traffic lights' system to monitor coverage across the district. Great Dunmow was flagged up as only having partial coverage, compared to Little Dunmow and Flitch Green and which have full coverage.
"We do need a lot more neighbourhood watch coordinators to come forward and act as the focal point for the scheme in their road," said Mr Johnson. "In Great Dunmow we have a number of coordinators, but for full coverage we need a lot more."
Despite the comparatively low coverage in Great Dunmow, Uttlesford is the second-highest covered district in the county with 65 schemes and 523 coordinators.
"Neighbourhood watch is having an impact on crime as well as helping to reduce the fear of crime," said Mr Johnson.
"We are empowering people to take action and more crimes are now being reported to the police.
"I think we're getting the message out there that if you're at all concerned about suspicious activity in your street then you should call the police.
"It's far better to take steps to prevent crime in the first place."
As well as crime-fighting initiatives, the neighbourhood watch also promotes a 'message in a bottle' scheme which gives the emergency services quick access to people's medical information.
If you would like to get involved with Uttlesford Neighbourhood Watch email Mr Johnson at email@example.com or contact Uttlesford's crime reduction officer, Peter Caulfield, on 0300 333 4444.
If you value what this story gives you, please consider supporting the Dunmow Broadcast. Click the link in the orange box above for details.


text:
ESA > Join & Share > Forums > SSE Forum > Failure invoking one SSE Service
SSE Forum
Failure invoking one SSE Service
We are developing our SAS BPEL workflow and we have to invoke the HdfAccess_sendOrder Service but we have some doubts and some problems.
- Why are the files http://services-test.eoportal.org/orabpel/meeotest/HdfAccess_sendOrder/HdfAccess_sendOrder?wsdl and http://services-test.eoportal.org/orabpel/meeotest/HdfAccess_sendOrder/HdfAccess_sendOrder.wsdl different?
- Which one we must to use?
- We have develop two dummy BPEL Processes:
- MEEOws/BPELProcess1 which invokes http://services-test.eoportal.org/orabpel/meeotest/HdfAccess_sendOrder/HdfAccess_sendOrder?wsdl
- MEEOws/BPELProcess2 which invokes http://services-test.eoportal.org/orabpel/meeotest/HdfAccess_sendOrder/HdfAccess_sendOrder.wsdl
- We can built them with our JDeveloper 10.1.2.1.0 and locally deploy them, but when we open our local BPEL Console they appear with a warning icon that says:
- Error reading at "http://services-test.eoportal.org/orabpel/meeotest/HdfAccess_sendOrder/HdfAccess_sendOrder?wsdl� due to "WSDLException: faultCode=PARSER_ERROR: Error reading file at http://services-test.eoportal.org/orabpel/meeotest/HdfAccess_sendOrder/HdfAccess_sendOrder?wsdl: services-test.eoportal.org�.
- What's wrong? How can we invoke this service?
Thanks in advance


text:
Complaint Review: Grants For You Now By Lisa Fitzgerald,cash Grant Institute,daygrant,grants For You Today - Washington District of Columbia
- Grants For You Now By Lisa Fitzgerald,cash Grant Institute,daygrant,grants For You Today Po Box 60739 Washington, District of Columbia U.S.A.
- Phone: 866-481-8977
- Web:
- Category: Attorney Generals
Grants For You Now By Lisa Fitzgerald,cash Grant Institute,daygrant,grants For You Today they flat out lied to me!!! lied about the entire deal! gave me FALSE INFO and WITHHELD the info i needed!! they lied and used me! Washington Distgrict of Columbia
listed on other sites?
Those sites steal
Ripoff Report's
We can get those
removed for you!
Find out more here.
Ripoff Report
willing to make a
commitment to
customer satisfaction
Click here now..
I gave my credit card info and authorized them to take the $1.99 for the p/h. Nowhere in the entire website did it say that a monthly charge will encure unless i unsubscribe. I had no clue that i had subscribed to anything until i got my bank statement a month later.
well during the week that i was looking into getting grant help i received a phone call from a man named Richard with the grant institute. he stated he had my credit card info already cuz it was the same company, the reason he was calling was to ask if i wanted to upgrade my order. this would cost me only $2.95!! since @ that time i was still under the impression that the company was ligit, i went ahead with the upgrade. I asked him twie if there woiuld be any other charges and he said NO! the only way i would be charged anything other then my initial $1.99 and the $2.95 i just authorized was if i went to their website and ACTIVATED my account. if i didnt go in and ACTIVATE my account, then i have no worries. he even said 'hey i really wouldnt lie to you about three dollars nor would i want to lose my job over it!' i was convinced it was ok!
after weeks went by and i had still not gotten anything in the mail, upgraded or not! i got to wondering where my stuff was. i sent email after email to the grant sites i had visited and even tried to call the #s i have for them. ya know every # supplied by them is the same exact recorded answering message and music being played while on hold.
i got no responses to any emails asking for my stuff i paid for and noone will answer their phones. i have had to cancel my credit card i used and can you believe that they took fees from both the places i was scammed into believig! the $1.99 lisa fitzgerald place took $49.50 and the same day the other $2.95 place took $94.89!!!!
i came to these places looking for financial help to better myself and my life and i believed in them cuz they really really truly answered each question with the right words. i believed cuz they were based in the usa too!!! and why would my own country do that to me or anybody for that matter.
they said they were affiliated with the U.S government for the grant $ and i am so appauled by this whole thing! watch out for these kinds of people that have all the right answers! that wont take no for an answer and say anything they can to convince you they are a good ligit company! im trying my best to find a way to get my hard earned and very needed $$$ back!
im just sick about this and truly hope that in knowing they are saying they are backed by the government is enough to ANGER the right people that can make them accountable! please watch out and im praying now for help from rip-off report to end their scam so good folks like me dont have this happen to them. they did it twice in the same day!!! i mean thats just offensive in every way. ive been totally violated.
sylvania, Ohio
This report was posted on Ripoff Report on 01/12/2009 01:32 PM and is a permanent record located here: https://www.ripoffreport.com/reports/grants-for-you-now-by-lisa-fitzgeraldcash-grant-institutedaygrantgrants-for-you-today/washington-district-of-columbia-20039/grants-for-you-now-by-lisa-fitzgeraldcash-grant-institutedaygrantgrants-for-you-today-t-411141. The posting time indicated is Arizona local time. Arizona does not observe daylight savings so the post time may be Mountain or Pacific depending on the time of year. Ripoff Report has an exclusive license to this report. It may not be copied without the written permission of Ripoff Report. READ: Foreign websites steal our content
If you would like to see more Rip-off Reports on this company/individual, search here:
Advertisers above have met our
strict standards for business conduct.


text:
THE SENIOR LEAVING Certificate Exam in vogue for over sixty years was in 1950 renamed the Scottish Leaving Certificate and the old system of a pass mark in a group of subjects was no longer compulsory for the award of a certificate; more candidates sat the exam and they were allowed, in their sixth year, to add subjects to passes already obtained. Hence, by 1960 when the High School roll numbered 577 and the prize-giving ceremony was transferred to the Playhouse Cinema because there was no room in the hall, thirty-seven certificates were awarded and seventeen pupils gained additional subjects. It was soon obvious that the two new classrooms opened in 1958 could not contain the increasing intakes resulting from the post-war 'bulge' and by 1959 plans for extra accommodation on a far bigger scale were being voiced abroad. Already, a medical centre had been added which could be used for dental treatment, physiotherapy or first aid, playing fields were extended and visits of architects and buildings sub-committee men to the High School were becoming more frequent. The 1960s were to witness fundamental changes in educational development (some die-hards could only deplore the deluge that ensued!) and so far-reaching were the reforms envisaged that all the schools in the burgh were to be transformed and a completely new one built south of Tweed's stream.
First, a new Scottish Certificate of Education was introduced in 1961 with provisions for Ordinary Grades (IVth year), Higher (Vth year) and Advanced, although the latter, as Sixth Year Studies, were not examined until 1968. More subjects were available, modern studies (i.e. twentieth-century history, geography, economics and politics) at '0' Grade appeared in 1962 and Higher papers were set for 1968 by which time a new SCE Examination Board had taken over the award of certificates from the Scottish Education Department. Examinations, at


text:
On the Good, Red Road
Blake Crouch
From the author of DESERT PLACES, ABANDON, and "Serial," comes this short story which is an excellent and affordable introduction to the author's work.
In "On the Good, Red Road," a group of four hard men trying to reach a remote 19th Century mining town become stranded in an early blizzard and resort to drastic, terrifying measures, to stay alive.
*Note: This story is collected with others in the eBook, FOUR LIVE ROUNDS, which also contains a Foreword by J.A. Konrath and introductions to each story by Blake Crouch.


text:
Alex Damon
Student and Sandwich Designer in Kalispell, MT, United States
I am a college student working my way to achieve a degree in Elementary Education. This will help me to follow my passion of making the world a better place by inspiring the minds of young children to love learning. In my spare time, I love to volunteer through Kiwanis as well as spend time in nature and getting to know my surroundings through traveling, hiking, and skiing.
I would like to leave you with a quote from one of my role models. "Let us remember: One book, one pen, one child, and one teacher can change the world."-Malala Yousafzai


text:
If you would like assistance in completing this process in a language other than English, please contact the registrar's office at 717-240-6800 x17803. The district will provide an interpreter for you at no cost.
Students must be five-years-old by August 31, 2020 to enroll in kindergarten.
A parent or guardian must Pre-Register the student(s) by completing this pre-registration form (click here). PLEASE USE CHROME BROWSER.
For technical issues, please contact Stephanie Douglas at email@example.com.
If this is your first registration at Carlisle Area School District, you will need to create an account in the system.
* This process must be completed for each new student.
* Once you submit the information for one student, click the appropriate link to "Add" an additional student for registration.
Step 1: Complete a pre-registration for each child enrolling.
Step 2: Grades K - 12: Schedule an appointment.
Once you complete the pre-registration, you will receive an email, within a few days, to schedule a Zoom meeting with the Registrar.
Proof of your child's age.
* Original birth certificate or a notarized copy of the birth certificate
* Valid passport
Immunizations as required by law.
* Immunization record
* Written statement from a medical office
Proof of residency for the parent/guardian (two documents required).
* Deed, lease, or sales agreement
* Notarized statement from landlord
* Mortgage information
* Utility bill
* Vehicle registration or vehicle insurance
* Driver's license or DOT identification card
* If residing with a district property owner, both forms linked below for multiple occupancy must be completed and notarized.
Custody Paperwork, if applicable
IEP or 504 Plan, if applicable
The Registrar Office is located at the Administrative Offices at 623 W. Penn St., Carlisle.
For questions, call Stacy Rumberger at 717-240-6800 x17803.
For technical assistance, click here to access InfoSnap/PowerSchool support or contact Stephanie Douglas at email@example.com
(717) 240-6800
Mailing Address
540 W. North Street
Carlisle, PA 17013


text:
COT: Yen short remains despite recent rally
Ole Hansen
Head of Commodity Strategy
Saxo Bank head of commodity strategy Ole Hansen's updates on the most recent Commitment of Traders reports are released every Monday. For the latest COT report on forex, click here. For the latest COT report on bonds and stock indices, click here.
Speculators maintained a near-unchanged dollar exposure against nine IMM currency futures in the week to February 20. Sterling's renewed weakness led to a halving of the net-long; as a result it dropped behind both the CAD and AUD on the leaderboard of most-preferred currencies.
Surprisingly, JPY remains the most shorted currency ahead of the dollar. The rally this month has so far only triggered a relative small amount of short-covering. Last week, a 6% reduction was driven by equal measures of short-covering and new longs.
However, the conviction rate among traders about the short-term direction has been falling for the past three weeks. During this time the gross position, being the sum of long and short positions, has fallen to a six-month low.
Leveraged funds extended short bets in EURUSD as well as two- and five-year bond futures on the back of strong CPI data that saw yields move towards multiyear highs. A reduction of the 10-year net-short and light buying of ultra-long bonds ensured an almost unchanged position on the week when measuring the exposure in dollars per basis point. It moved from -147.1 to -146.6 million USD/basis point.
A second week of heavy selling across the major stock index futures triggered a combined leveraged fund short of almost $27 billion, the second-highest short exposure seen during the past 12 months.


text:
Tutor profile: Anusha G.
Anusha G.
Student Tutor
Tutor Satisfaction Guarantee
About Anusha
About Anusha
I'm a final year IT student, studying in Australia. Currently with a grade point of 5.6 / 7. My strengths include 5th-12th-grade chemistry, English, and Basic/Introductory Coding (C++, Python, HTML).
Teaching Experience
Teaching Experience
I have been writing study notes for disabled students since 2016 in Python, Software Development, Computer Networks, and Human-Computer Interaction. I was also appointed in grading class test papers in Chemistry at High School (Bahrain).
Griffith University
Information Technology (IT)
Bachelor's Degree
2016 - 2019
Work Experience
Work Experience
Explore Blog - Griffith University, Blog Writer
2018 - Present
Publied Newsletter - Griffith University, Content Writer
2018 - Present
Griffith University, Peer NoteTaker
2016 - Present
To assist disabled students in their studies by providing handwritten/typed study notes.
Contact tutor
Send a message explaining your
needs and Anusha will reply soon.
needs and Anusha will reply soon.
Contact Anusha
Request lesson
Ready now? Request a lesson.
Start Lesson
What is a lesson?
A lesson is virtual lesson space on our platform where you and a tutor can communicate. You'll have the option to communicate using video/audio as well as text chat. You can also upload documents, edit papers in real time and use our cutting-edge virtual whiteboard.
How do I begin a lesson?
If the tutor is currently online, you can click the "Start Lesson" button above. If they are offline, you can always send them a message to schedule a lesson.
Who are TutorMe tutors?
Many of our tutors are current college students or recent graduates of top-tier universities like MIT, Harvard and USC. TutorMe has thousands of top-quality tutors available to work with you.


text:
Proud young Keiran, pictured here, was a winner of a recent competition that was run on our Tiger Club in conjunction with Cineworld.
Cineworld currently sponsor the Tiger Club shows and provide us with cinema tickets and movie merchandise to giveaway as prizes, we recently ran a colouring competition to coincide with the launch of the new Dreamworks movie "Turbo".
Fox provided some exclusive money can't buy prizes which included a light-up designer memo board, headphones, t-shirts, and IMAX pack and much more.
Seven year old Keiran was chosen as he had submitted a number of entires and according to his parents spent over four hours creating his masterpiece. As a result he was invited with his parents to join us on the show recently and receive his prize from Emma Pennie (Duty Manager Cineworld) and help to guest present part of the Tiger Club that entertains the patients and staff of the children's wards where he talked about "I'm a celebrity" the "X-Factor" and introduced his favourite song "Firework" by Katy Perry.
HRI would like to thank Cineworld for their continued support of the Tiger Club and we hope to run more great competitions for our listeners in the coming months.
The Tiger Club can be heard Tuesdays and Thursdays 6pm-7.30pm and Saturday lunchtimes 1pm-2.30pm within the Hospital and also online by clicking the Listen Live button on our website.


text:
Greetings to everyone at the forums :cya: Although my last two attempts at starting a mod weren't widely recieved, perhaps this one will be: I have begun work on what I plan on eventually being a huge Jedi Customization Pack, similar to the way you can customize jedi in JK3. While I've played around with it and found it to be effective and fun, it also is a lot of work. I AM LOOKING FOR SKINNERS TO HELP OUT WITH THE PROJECT. There isn't anything difficult involved in the pack itself, but if your skills in skinning are limited to MSPaint, sorry, this isn't your place. I'M PLANNING ON THIS BEING SINGLE PLAYER ONLY because it would be a lot of extra work to make color-themed versions of every single possible skin choice. What I have so far is a system of folders set up for easy browsing, and one skin made just to test everything out. Here's the basic rundown of the whole system: There is a 'model' folder and a 'lightsaber' folder in the root directory. In the 'lightsaber' folder there will be pk3's that when put in the 'base' folder will change the lightsaber to a different color (not just the default JK2 colors either, a whole bunch). In the 'model' folder is every humanoid model that came with JK2, but they are modified and split into three sections (head, torso, and legs) so the different skins can be mixed and matched by dropping the different pk3's into the 'base' folder. So I say again, here's what I need: SKINNERS, and lots of 'em if possible. If we could get five or six different skins for each model, I'd say that would make a good start, but if we can get more that would be preferable. Also, this is optional, but if someone is out there who knows how to MODIFY MENUS, it would be awesome if a customization screen like the one in JK3 could be built into JK2 for use with this mod.
i thought no emails are allowed to be posted...
I don't think you can accomplish customization via in-game menus - jk2sp is simply not coded to support it. As far as I know, the player model/skin is hard-wired to be "kyle", and changing the player's look is only possible by overriding the files belonging to it. So I'm afraid player customization can only be done "out-game".
Same goes for saber hilts, by the way - all hard-wired. (And that's even worse: all reborns have the same hilt, and no way to change that!).
That's what I thought...and that's why I listed all that as optional. I don't know if perhaps a C++ programmer could achieve a program to copy/paste all the files to the base folder in a user-friendly manner without all the manual work? But I have an already working system for customized jedi that is based around replacing the default kyle...it even fixes the sounds to the player's model of choice. If there is enough interest, I will post my work, but in its current state it isn't anything major. It would be the sheer amount of customization options that would give the pack its splendor, but that will only happen in a reasonable amount of time if a team of people gets together to work on making skins. That being said; any skinners interested in helping out?
Sorry for double-posting, but I have put together a small demo of the customization pack's skinning system. Also included is a commentary on the demo that explains how it works, so any skinners should have no trouble joining in. Please don't waste time criticizing the included skin...I'm AWARE that it needs work...I will get on that later.
hmm im a skinner i may be able to help you with a few skins what models do you want to be skinned? and if you want to know what my level of skill is just look at these and judge for your self
Mandalorians after KotOR, Jedi Knight 3 Downloads, Jedi Knight 3 Skins Female Mandalorian, Jedi Knight 3 Downloads, Jedi Knight 3 Skins Star Killer, Jedi Knight 3 Downloads, Jedi Knight 3 Star Wars
Those are good! That would be great if you would help :) Right now I have very few skins finished (as in 2), so there's room for any skin for the default JK2 models (if you'd like to contribute a model of your own and skins for it that would be cool too). I'm planning on releasing an updated demo here pretty soon, but the system mainly remains the same, split between head, torso, legs, and default model. I'm working on saber hilt models too : D I guess just post the skins on this forum, through a PM, or through my email (it's in the demo readme)
alright ill see what i can get done
you can use this if you want it's a skin of kyle i made but never relased
That's definitely one of my favorite skins of Kyle :D Both it and the saber are definitely going to be in there Demo update is almost finished...just have two bugs I want to deal with first.


text:
Development of Smart Devices for Innovative Procedures in Rehabilitation and PhysiotherapySupervisor: prof. Ing. Pavol Tanuška, PhD.
Basic information
This page shows details on the project. The primary projects are displayed together with a list of sub-projects.
Project description:
|The aim of the project is the design and experimental verification of a smart device which will serve as an intelligent physiotherapeutic aid in the process of recovery. Depending on the type of device used, the device will have the ability to adapt its behavior to the patient's disability and patient's rehabilitation. In practice it means, that a different mode may be set for the same disability (fracture, post-operative condition) depending on the patient's ability to use the device. The device will be able to learn, respectively train the correct movement patterns individually tailored to the patient, and guide the patient during the usage to use it correctly. The device will also collect long-time information about its use which are primarily intended for the rehabilitation specialist. Thanks to the fact that the device contains a set of sensors that collect information about the external conditions, their state and patient status (device user), implementation of machine learning elements, processing of measured data, communication with the superior system energy-independent solution - mark this device as smart or intelligent. In currently available rehabilitation aids are also built-in sensors, but provide only instantaneous status information to allow tracking selected parameters during rehabilitation exercises. For this reason, the authors' team considers it necessary to design and implement the principles of machine learning (situation recognition, classification) and control software in the selected aid. Thanks to algorithms implementing neural networks, aid in learning/training mode under the supervision of a physiotherapist can learn/train movement patterns that are designed for a patient with a particular disability. The benefits of the project are to eliminate painful conditions, reduce rehabilitation time and accelerate return
|Kind of project:
|APVV - Všeobecná výzva ()
Institute of Applied Informatics, Automation and Mechatronics (MTF)
Project identification:
|Project status:
|Not approved
Project start date :
01. 07. 2019
Project close date:
30. 06. 2022
Number of workers in the project:
Number of official workers in the project:
The following table shows the researcher workers who have been assigned official roles in a project.
Official roles
|prof. Ing. Pavol Tanuška, PhD.
zodpovedný riešiteľ
|doc. Ing. Juraj Ďuďák, PhD.
|doc. Ing. Michal Kebísek, PhD.
|Ing. Miriam Iringová, PhD.
|Ing. Ján Jánošík
|Ing. Martin Németh, PhD.
|doc. Ing. Peter Schreiber, CSc.
|Ing. Lukáš Špendla, PhD.


text:
Fix some lit test ResourceWarnings on Windows
When running LLDB lit tests on Windows, the system selects a debug version
of Python, which was issuing lots of ResourceWarnings about files that
weren't closed. There are two kinds of them, and each test triggered one
of each.
This patch fixes one kind by ensuring TestRunner explicitly close the
temporary files created for routing stderr. This is important on Windows
but has no net effect on Posix systems.
The remaining ResourceWarnings are more elusive; the bug may lie in
the Python library subprocess.py, and it may be Windows-specific.
Differential Revision: https://reviews.llvm.org/D63102
llvm-svn: 363700


text:
NEET UG 2018: Ahead of the National Eligibility cum Entrance Test-UG examination on May 6, the Delhi HC on Thursday said that CBSE can not prohibit the entry of Sikh MBBS aspirants with 'kara', 'kirpan' into the exam centre.
NEET UG 2018: Ahead of the National Eligibility cum Entrance Test (NEET) UG examination on May 6, the Delhi High Court on Thursday said that the Central Board of Secondary Education (CBSE) can not prohibit the entry of Sikh MBBS aspirants with 'kara', 'kirpan' into the exam centre. The HC further said that candidates carrying a 'kirpan' or the ones who wear a 'kara' will have to report an hour early for the entrance test for screening. The HC further said that the board cannot prohibit the entry of these 'articles of faith' into the examination centres when these objects are allowed even onboard an aircraft, according to a PTI report.
This statement by HC comes after CBSE had claimed that the entry of these articles along with some other metallic objects is barred inside examination centres on account of the use of unfair means in the exam in the past. A Delhi High Court Bench headed by justices S Ravindra Bhat and A K Chawla while rejecting the board's claims said that such a prohibition cannot be put in place on the basis of a "vague apprehension".
The court released a statement saying, "There cannot be a vague apprehension that people who come for the test will do it (cheat). Is there even one instance of misuse of these objects? If you go by your rule, there are a lot of implants..". The court further added that the "uniformity of the policy should not lead to absurdity."
The High Court then went on to criticise the Central Board of Secondary Education's rule and said, "Was there any thinking from you while the petition was pending here? Did you apply your mind to the issue of 'kara' and 'kirpan'? This is serious as you have any number of Sikh students. How can you ignore your responsibility? You cannot apply a rule in an asymmetrical manner."
The court said that there is no law in the country that prohibits the two objects of faith. It also said that such policies would lead to a situation where people carrying these objects will not be able to enter a mall or even an aircraft.
The Delhi High Court also cited the example of some United Kingdom schools where students were prohibited from wearing a 'kara' or carrying 'kirpan' and said, "slowly the rights of a person go and we will become a European country."
The application was filed by the Delhi Sikh Gurdwara Management Committee (DSGMC) through advocate S S Ahluwalia last year. It challenged the CBSE's rule banning entry of metallic objects, including 'kara' and 'kirpan', into the exam halls.
Get live Stock Prices from BSE, NSE, US Market and latest NAV, portfolio of Mutual Funds, calculate your tax by Income Tax Calculator, know market's Top Gainers, Top Losers & Best Equity Funds. Like us on Facebook and follow us on Twitter.
Financial Express is now on Telegram. Click here to join our channel and stay updated with the latest Biz news and updates.


text:
I'm looking for a way to adjust the monitor's temperature. There's a program called f.lux that does this, but it doesn't get dark enough. The program I'm writing will be used on a boat and needs to be dark enough so that it's not blinding while driving at night.
Any thoughts?