text:
Lost soles at the church property
Helped with the burning of some scrub at the future site of our church building. It involved dashing into some of the ashes to push wood into better piles. Apparently I wasn't quick enough, as my boots, or at least the soles, are goners:
Tags : hot!


text:
For making a beaded pine-tree we require the following materials:
- seed beads #11 of green color;
- wire 0.3 mm in diameter;
- brown thread for trunk winding.
To make a pine at first we need to make twigs with needles. Each twig we make in the following way: take a wire of 30 cm in length and string 8 beads onto it.
Place the beads on the wire so that one end of the wire would be 10 cm in length. Then, holding the extreme bead at the longer end of the wire, pass this (long) wire backwards through the other 7 beads.
Tighten the wire.
Then string 8 beads onto the longer end of the wire.
Once again, hold the last bead and pass this wire backwards through the other 7 beads.
Similarly make 3 more needles on the same end of the wire.
Twist together both ends of the wire – the twig is ready.
Then take a brown thread and wind it round the wire under the needles for the length of 2-3 cm. Such a winding imitates a bark.
To make a pine-tree we need many such twigs. For a small pine I made 122 pieces, but if you want to make a large pine you need to make much more twigs.
When we made all the twigs we need to collect them into branches.
Take 2 twigs and twist them together.
Then take one more twig and fasten it a bit lower the previous twigs.
In the same way continue fastening the twigs to the branch.
For the first branch we use 20 twigs. This branch will be the treetop.
Wind brown thread around the wire of the branch below the twigs for some distance. The treetop is ready.
The other branches are similar but consist of fewer twigs. Besides the treetop I made 2 branches out of 15 twigs each, 3 branches out of 10 twigs each, 6 branches out of 5 twigs each and 4 branches out of 3 twigs each.
Put the treetop away for a while. Out of all the others branches we should make big branches.
In all I made 5 big branches. They all are slightly different in size.
The wires of the branches should be winded by brown thread to the bottom.
At last, we have to assemble the tree.
Take the treetop and twist 2 other big branches to it . Use an extra piece of wire to fasten the elements to each other.
Wind brown thread around the trunk.
Next in the same way fasten the rest 3 big branches to the trunk and wind brown thread around the trunk till the bottom. Fix the thread by making a knot and trim the excess wires.
The beaded pine-tree is ready. Put it into a suitable pot or a stand.
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subset: commoncrawl


text:
So , Candy Doll Singapore is having a clearout SALE ~ and who doesnt love sales
Went there with Yimin and Liy on Monday .
the place is a bit secluded
and it looks factoryish so :
here's a map :3
Look at TOP RIGHT -- yes, thats redhill MRT
Now, Look at BOTTOM LEFT --> the "1002" is the building you want to get to .
Its quite a distance , about 10-15 minutes walk :3
But when you get there its worth the walk ! :D
Its a huge factory-like, blue and white building ^^
Reached the place?
here's a preview ^^
Skim care , hair care etc
nail stuf :3
fake nails, nail stickers , nail polishes etc
fake nails, nail stickers , nail polishes etc
Jumily eyelashes !! >n< !!! regretted not getting 1 set T_T
aaaand ~~~!!!
aaaand ~~~!!!
In the end I bought these :
all for a total of $32 and I got these freebies :3
the left one for Liking Candy Doll Fb page
the right one for spending >$30
that being said , my friend who went after me get cheaper freebies, maybe because they ran out D: I'm not sure about this now though
we also get these ;3
Tsubasa's Candy Doll Make up Book :D
Quite happy with it ^^
Have t save up this month T_T haixx...
hahahaha abrupt end now because I'm dead tired >,<
That's all for today ^^


text:
Commercial Cattering Kitchens For Those Without A Kitchen
Many people have the talent, big ideas, and motivation to start their own business. What they lack in funding at the beginning of their venture does not have to stop them from making their dreams come true.
Even if people who watch too much Shark Tank or spend too much time reading about crowdfunding are bothering you about raising money for your business, you do not have to wait. Instead, take your ideas for your very own catering company, and start making money off of them today.
Maybe you are a talented line cook who has worked his or her way up through a restaurant. You are building on your own years spent working as a server in catering, and feel like you are ready to strike out on your own. After all, every time you go out to dinner with your restaurant friends, in the wee hours of the night, they ask you about your aspirations.
You may have even started selling your cakes to locals restaurants here and there. It has become busy enough that you know you need to start renting kitchen space. Beyond that, the business from friends who DJ weddings have drummed up for you is enough to keep you busy catering and baking.
Rather than invest in your own building and commercial kitchen, you can rent them. That way, you have several pros without all the risk and financial expense.
For one, you can rent by the hour, rent space for storage, have a place for goods to be delivered, and get to learn about different commercial equipment. You will also have the advantage of forging a relationship with the owner and operators of the commercial kitchen. Maybe when it is time to go off on your own and buy your own building, you may hire them as consultants or enlist their help in designing your own commercial cattering kitchen.
Home Chefs Turned Caterers
If you are like many people, a great home cook, take heed. You may want to invest a bit of time working in a restaurant kitchen before quitting your day job and sending all of your savings into a catering venture. Here's why.
Large-scale, commercial cooking is a very different beast than home cooking. It is more frantic, more precision oriented, and in general a lot of work. It is hard work and for many home cooks so different that they do not like retail cooking.
Learning the operation of a restaurant kitchen will help make your own catering efforts more efficient. Now, more on why you need a commercial kitchen hire.
Local And State Health Regulations Call For Professional Kitchens
You may find you like working in restaurants. At the least you will get the information you need about operating a kitchen, from ordering and storing food to garde manger, cooking to cleaning.
Many aspiring caterers have the same question: Can I cook at home? You could, but then you would be breaking a lot of rules, laws, regulations that oversee food preparation. No, you cannot cook food at home in your own kitchen and bring it to the wedding, sweet sixteen, bar/ba mitzvah, or graduation party.
The costs to own and operate a commercial kitchen are exorbitant especially if you want to have a financial cushion while you are in the early days of your business. It's partly a product of the costs of commercial freezers, refrigerators, exhaust hoods, grease traps, grease hauling, dumpsters, stoves, and ovens.
The other part is building to suit the commercial kitchen to meet all of the myriad regulations from the local and state authorities. Between building permits, inspections to when you make a little mistake that leads to a $20,000 fine, to everything in between, it costs a lot of money. Time is also a factor.
If you need to start making money instead of bleeding it, you will have to wait a long time while you choose a building, sign a contract to buy or lease, convert the area into a commercial kitchen, and make it through the permit and approval process. It could be months or years of sitting on the sidelines waiting to cook to make money as a caterer.
Catering Kitchen Options
Some caterers live in more rural areas where they may have to rent out a commercial kitchen from a local church, restaurant, or university. For those fortunate enough to live close to a commercial kitchen facility that's rented out to the food service industry, you are in luck.
These kitchens are often equipped with some of the best equipment. The basic plus is that you can rent the time you need without having to worry about affording overhead for years at a time. And, you will not have to work around the local church or temple's own schedule of services and events either.
One other inherent plus side to renting is that you get to keep your business events separate from your personal and religious life. The other is that aside from having modern equipment, you might have more modular equipment on castors. It means you can quickly rearrange much of the kitchen to how you work.
Finding Culinary Incubators Or Commercial Kitchens
Many companies have these commercial kitchens or culinary incubators available at very reasonable hourly rates to foster the growth of small businesses with big dreams. The owners do this as a service to the rest of the food industry, which saves the fledgling caterers from accidentally hitting financial landmines such as the $20,000 fines that set them back 6 months from their original grand opening date.
Traveling Caterers
Even if you are a caterer who becomes well-loved within a specific region, you may be able to travel to different areas of your state, rent space at local kitchens to prepare meals for events. You get to expand the people you deliver your services to without having to cover the overhead of a commercial kitchen.
Coordinating Catering Events And Commercial Kitchens
In catering, the phrase you can't take it with you has no place. Caterers have to be ready to take everything with them, from glassware to dishes to silverware, and food.
So, when they have to pack up their dishware, utensils, and then prepare food at another location, it involves even more careful coordination and attention to detail than usual. Fortunately, those who choose to cater, are usually more well-organized and detail-driven than the rest of the industry.
Though, one of the added steps when using a commercial kitchen is food storage and transportation. They may be able to bring along a stove or heating elements in addition to Sterno to keep food warm. It depends on the event, logistics involved how the food will be stored and heated on site.
Part of the event will focus on ensuring there are sufficient supplies, food prepared and brought to the event. The other part of the equation is the people. Having enough hands to load and unload trucks, to coordinate service, to serve food, to prep and clean up are all part of the caterer's many responsibilities.
The idea is to keep the show running smoothly so that the clients never have any idea how much effort, work, or near-misses there may have been getting the food to the tables. Hiring and building relationships with experienced restaurant and catering workers is very important. That way, even if your whole planned crew get sick and cannot make it, you always have back up support to make a seamless presentation of great food for different events.
ERP Software And Processes
Another way to make a catering business successfully running smoothly while maintaining efficiency and time management is to employ ERP software and processes. ERP stands for enterprise resource planning.
While you are still in the early stages of the business and as your company grows, ERP is essential to successful operation at events and for food ordering.
The way this works is to provide integrated applications that help manage a business. It makes it so that office work is less hands on and automated for everything from onboarding, time sheets to technology. Use online timeclock software to allow servers and the crew to input their time, which helps automate bookkeeping as well.
Combine this with using commercial kitchens and your company will be a lean and mean well-running machine, even without over-extending yourself financially. It is early on decisions such as these that form good habits for a future of financial success. That way, when the time comes, you can focus on investing your money in ways that help your business make more money.
You may even find one day that you might like to own your own culinary incubator, or commercial kitchen, which you can use for your catering, while renting out another part to other small businesses. Even more than that, you could add in plans to have banquet halls, meeting space, and even an auditorium so that you can stay on-site to cater events and rent out space. Think of all that your catering business can do for you in the future.


text:
Customers Also Bought
- Description
Custom Auto Close HearthGate is a custom fit auto closing hearthgate that offers maximum safety around fireplaces. The Auto Close HearthGate can be customized to fit any fireplace size or shape. Employing a dual magnet design, the Custom Fit Auto Close HearthGate automatically draws the door to a closed position and locks into place. A hold open feature secures he door in an open position and suspends the auto-close function to allow free traffic flow. The door of the Custom Fit Auto Close HearthGate is two-way. Joints easily rotate and lock for secure attachment. A 30 inch door section can be placed anywhere in the layout. Manufactured by Kidco, this safety gate may be used as a free standing play area with additional optional extensions to meet your needs.
Custom Auto Close HearthGate Features & Benefits
- Fits a 6 foot hearth.
- Auto closing.
- Locking joints.
- Extendable.
- Can be any fireplace size or shape.
Custom Auto Close HearthGate Specifications
- Custom Auto Close HearthGate Product Numbers: G3100, G4301, G4311.
- Length: 132"
- Height: 31"
- Construction: Heavy duty steel.
- Non-toxic finish.
- Color: Black.
- Gate Height: 29.5" (when gate is mounted)
- Optional Extensions: G4301 = 9" or G4311 = 24" (unlimited number of extensions can be added).
Custom Auto Close HearthGate Features Video (1:38 minutes)
Custom Auto Close HearthGate Installation Video (3:11 minutes)
- Additional Information
Additional Information
Manufacturer Kidco
- Reviews
- Community Q&A
Product QuestionsNo questions yet. Be the first to ask the question!


text:
I think that Phil C summed it up very well as follows: 1. We have a BUS/USB COMMs board to handle communications over the bus and to/from USB. The main function of this board is to control the bus and handle communications over the bus. This would be a Cyclone II - Cypress FX2 based board like what Leon is designing. It could take on other roles as LE space permits. 2. Since the Cyclone II can do LVDS, maybe we should be looking at having only LVDS signals on the motherboard bus. This would require that we either use a LVDS capable FPGA/CPLD or a LVDS serializer/deserializer chip on each plug in board to talk to this bus. 3. The only clock signals on the bus are for driving the bus communications. All other clocks needed for the plug-in boards are generated locally on that board or use SMA/SMB connectors to jump to other plug-in boards. 4. In certain applications the requirement for a FPGA/CPLD or LVDS serializer/deserializer could be relaxed and the BUS/USB COMMs board could be reconfigured (after all it is a FPGA) to give single ended signals... such as the I2S signals for comms with the audio ADCs and DACs. My comments.The research that I have been doing on NCO's (DDS) are for use inside an FPGA interfaced to the LTC2208. I was not intending adding a D/A to the output to give us a Tx signal. Phil C suggested using a AD9954 for this and any analogue front ends we may use. I agree that the level of spurs we get from the NCO are likely to be similar to the AD9954, the latter will be much easier to implement.
I also support the idea of multiple FPGA's. One that talks to the outside world (USB, PTT, key etc) and the backplane - i.e. just what Leon is designing now. If we need others then lets add them on a board-by-board basis e.g. the LTC2208 should have its own dedicated FPGA and decimate down to low frequency signals to pass over the backplane.
Multiple high frequecy clocks and signals over the backplane seems like asking for trouble.
At the moment we have two boards plus the backplane thought throught. 1. USB etc and backplane interface board with Cyclone II FPGA.2. Sound card replacement board - Wolfson A/D (or TI etc) for Rx I/Q signals and TVL320 microphone/line input. Dual D/A converters, speakers/headset and I/Q to QSE. Looks like this board could also do CW Tx ( I/Q signals and keyer plus sidetone ) if wanted.
Future boards3. LTC 2208 with FPGA for Rx. NCO inside FPGA with D/A converter to provide Tx local oscillator. 4. Ham band BPF board, use bus switches so can be switched into Rx or Tx chain. HPF's, LPF's, switchable attenuators and preamp(s). 5. Rf board - QSD/QSE with AD9954 DDS and say 1W output ( only use QSD if we solve NF problems). PIN diode or bus switches for fast Tx/Rx swithcing.
We need to be able to phase modulate the NCO/DDS on Tx at audio rates so we can use a high efficiency PA design later on.
The LTC board could form the basis of a nice digital scope or spectrum analyser.
How are we doing? 73's Phil...VK6APH -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.375 / Virus Database: 267.14.21/235 - Release Date: 19/01/2006


text:
Choose this two-pack of clear bulbs for candelabra fixtures.More Details >
This clear glass bulb offers decorative light for your candelabra style fixtures. Light output is 105 lumens, energy used is 15 watts and service life is 1500 hours. Two bulbs per pack. 2 3/4" high, 1 1/8" wide. From Tesler.


text: I.m a stright noob so bare w me please. i jus rooted and installed ud 9.8 with chvys 1.1 m voltage. i backed up before w titainium back up free edt. non of my apps are there wher and how do i get them back i see them in astro and got sum back through market but there not all there help please or point me to the thread :unsure:


text:
|Make a Smilebox invite
Feel free to pass your comments, feedback, advices or recipe requests / suggestions through comments of this blog or email to email@example.com. All your suggestions are welcome!!!
Posted by Illatharasi at 5:10 PM
Labels: Happy New Year
Thanks wish u the same
thnks wish u the same,..;-)


text: How to Leverage Online Communities for B2B Marketing Published on April 02, 2008. Online communities have emerged as an integral part of many professionals' daily workflow. How can you leverage this trend to engage with your audiences and achieve your online marketing goals? Attend this webcast to learn how to incorporate online communities into your existing marketing lineup. You'll learn strategies for building successful campaigns, advice on leveraging existing customer communities vs. building your own, and more. Most Popular In this article: BtoB


text:
Danny! Sam cried,
bursting into the ghost fighting teens room.
What! Danny
shouted back at his best friend. Or, in retrospect, one of his
best friends, not to mention who he had a crush on.
Sam froze when she saw
his facial expression. What happened to you.
First, did Tucker
Is the city on
Any ghost
Why didnt you say
so? And why didnt my ghost sense go off? Danny yelled.
He transformed into his
ghost form, his raven black hair turning white; his ice blue eyes
turning an electric green; his t-shirt and jeans turning into his
black and white suit with the big D logo on it.
Sam said, Plasmius
is in the Nasty Burger.
Danny looked at her.
You went to the Nasty Burger?
Tucker and I were
Wait, on a date?
No, Danny, she
sighed, exasperated. Why in the world would I date Tucker? The
dude is practically married to his technology stuff.
Yeah, but-
Danny, there is
nothing, I repeat, nothing, going on between me and Tucker. Now go.
Danny took off, and Sam
sighed. Suddenly a hand clasped around her waist and her mouth.
My dear girl, you
didnt think you could send Danny to the exact right place,
did you dear girl? the man laughed. Samantha, you are really-
Sams eyes narrowed.
She lifted her foot and kicked him in the groin. She ran to the
DANNY! she
screamed at the top of her lungs. The ghost boy turned, and then saw
Sam fall to the ground.
Sam! he yelled,
Then he heard
Plasmiuss voice. Daniel, dear boy, you must find Samantha. You
have five days before she becomes prisoner to me forever.
Special thanks to
winxclubcrazy. Read and Review!


text:
The Wellspring School for Healing Arts Wholistic Nutrition program students (group 2) recently hosted a free community event in Boise. The focus of the event was health and wellness through nutrition and had great information tables replete with recipes, samples and demonstrations. One topic from the evening was the table highlighting the benefits of fermentation, including a hands-on demonstration for making your own sauerkraut. Some highlights below from students, Demetria Ramakers and Patricia Young who provided samples and recipes to very willing and interested attendees. Way to go students!
Fermentation is produced through the breakdown of carbohydrates and proteins by microorganisms such as bacteria, yeasts and molds. Fermentation enhances the micronutrient profile of several foods. Virtually every food with a complex or simple sugar content can be successfully fermented.
These foods are so beneficial to overall health that it is recommended to consume some sort of fermented food everyday for overall wellbeing. Here are many of the overall nutritional benefits of fermented food:
- Contains probiotics, the "good" bacteria that our body is absolutely dependent on for availability, digestibility and assimilation of nutrients in our body.
- Aiding digestion
- Supporting immune function that fight harmful bacteria and even cancer cells.
- Fruits, legumes and grains, vegetables subjected to fermentation also see increases in both their macro- and micronutrient profiles.
- The fermentation process of grains decreases the activity of phytic acid content naturally present in grains. Phytic acid is an antinutrient that binds up minerals, preventing full absorption of minerals in the gut. Since souring grains reduces the phytic acid content, the fermentation process actually enables your body to absorb more minerals from the grain than you would be able to otherwise absorb.
There are a variety of good fermented foods available to supplement our daily diet. Do your research on what brands support the lacto-fermentation process. And better yet make your own fermented foods at home, it's inexpensive and is very easy to do yourself. There are many cookbooks and websites to find easy recipes for at home fermentation. Here is a small list of the many fermented foods that are easily available at your own health food store:
- Miso – a fermented soybean paste that can easily be added to soups, dips, or any savory recipe.
- Sauerkraut – shredded cabbage that has been fermented. Taking just a couple of tablespoons a day has great health benefits. Add as a condiment to meals.
- Soy Sauce (or tamari, wheat free soy sauce) – a fermented soybean condiment that is easily added to recipes.
- Kefir – a fermented food that starts from milk. Can be used much the same way as yogurt.
- Tempeh – fermented whole soybeans, softened and soaked. Can be added to stir-fry dishes or used as a meat substitute. It best served cooked and seasoned.
- Kombucha – a fermented tea that can be used as a beverage a couple of times during the week.


text:
Stay Connected
On June 14, 2014, East County citizens came together for the America On Main Street festival. Booths and vendors celebrated the diversity of different cultures in America. Events included soccer tournaments, wall climbing, food tasting, crafts and live entertainment.
The East County Californian | 119 N. Magnolia Ave, El Cajon, CA 92020 | Phone: 619-441-0400 | Fax: 619-441-0020 | firstname.lastname@example.com


text:
After a year of tense, often bitter negotiations, the 420 teachers in the Tustin Unified School District will vote Monday on a tentative agreement.
The proposed contract, reached between union and the school district representatives Wednesday night, calls for a 3.8% retroactive salary increase for the school year coming to a close next week, according to Sandy Banis, president of the Tustin Educators Assn.
"This would be only for (teaching) a longer day, longer year, and it doesn't include any cost-of-living increase," Banis said. She pointed out that the union, which had at one time asked for a 9% cost-of-living increase, decided to drop that issue for this school year and instead to negotiate for a cost-of-living increase next year.
The Tustin board did not offer a cost-of-living proposal this year, insisting there was no money to do so. Money for the teachers working longer daily hours and more days this year was provided by state legislation, which ordered the change.


text:
|By Cloud Sherpas
Article Rating:
|November 1, 2013 09:57 AM EDT
Dreamforce '13 is right around the corner and everyone is busy planning how they will spend their week in San Francisco. With keynotes, breakout sessions, a full Expo Hall and more, the week is sure to be packed.
Cloud Sherpas will be contributing to the week-long action with our booth in the Cloud Expo highlighting the CRM journey, multiple breakout and panel discussions and sessions featuring some of our most innovative clients including City of Hope, MetLife and Electric Insurance.
While there is so much going on throughout the week, it's important to take advantage of the one-on-one opportunities Dreamforce has to offer. Such opportunities allow you to have a focused conversation with CRM experts about your unique needs and can be valuable in shaping your CRM journey.
Throughout the week of Dreamforce, Cloud Sherpas will be offering such opportunities in the form of free assessments on popular topics including mobility for Salesforce, Service Cloud and cloud advisory services. We have industry experts who specialize in each of these topics, so don't miss the chance to have a private conversation with them about your organization's CRM needs.
Mobility is now a critical component of every organization's Salesforce deployment, but how do you know if your business is ready for a comprehensive mobile solution or if your security is ready to support a BYOD environment? Our mobile experts will work with you to understand your current environment and explain how mobility can increase the business value of your CRM deployment through increased adoption.
Service Cloud
Need assistance helping your service organization be more customer driven and efficient? Whether its driving world class customer satisfaction, decreasing response times or reducing case volumes, Cloud Sherpas will be discussing how to drive these business outcomes through the implementation of Service Cloud and Salesforce Communities. Talk to us during Dreamforce to learn how we have helped hundreds of organizations transform their customer service and become customer companies.
CRM Excellence
Using our CRM Excellence Framework, we've helped hundreds of organizations evaluate their CRM needs and determine the right business outcomes for their organizations. Talk to Cloud Sherpas to set up an assessment that includes Excellence Frameworks for pain-point analysis, scorecards against best practices, identification of areas for improvement and prioritization of next steps – while mapping out a CRM architecture and roadmap with salesforce.com that fits your budget and timeframe.
Why take the time to meet with Cloud Sherpas? After a year of tremendous growth, we are now one of the top Service Cloud and Sales Cloud providers worldwide. During the last year, we also expanded our certifications by over 400% and today Cloud Sherpas has more Salesforce certified individuals than any other non-GSI partner and more Salesforce Certified Technical Architects than any other partner world-wide.
But don't just listen to us. At Dreamforce you'll have the opportunity to hear firsthand from our clients how implementing Salesforce with Cloud Sherpas helped transform their organizations. Cloud Sherpas clients, who include some of the world's most innovative companies, will be presenting throughout the week of Dreamforce. You can register here for their sessions to hear firsthand what they have to say.
For more information about our assessments and everything we have going on at Dreamforce '13 visit cloudsherpas.com/df13.
The post Assess Your CRM Needs With Cloud Sherpas at Dreamforce '13 appeared first on Cloud Sherpas.
Read the original blog entry...
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text:
Adam Lambert kicked off his tour with Queen over the weekend.
The former American Idol star became the band's frontman for a two-hour show at Independence Square in Kiev, Ukraine.
Lambert, who has stated that no-one will ever replace Freddie Mercury, was originally due to perform with the band at this year's Sonisphere Festival, but the event was cancelled.
Speaking to Digital Spy ahead of the concerts, Lambert said: "I still can't believe we're doing this. It'll sink in eventually! All we've done is send a couple of emails back and forth, but we'll get down to serious rehearsals soon.
"They're such sweet guys - almost paternal - and they're doing this for the right reasons. They love what they do and they want to keep giving to the fans."
Asked if he would record with Queen, he added: "Definitely. I wouldn't be opposed to that if the opportunity came along. I think it'd be fun."
Lambert's new single 'Never Close Our Eyes' is released in the UK on July 8, followed by the album Trespassing on July 9.
Watch the video for 'Never Close Our Eyes' below:


text:
H.E. M.K. Lekgoro, Ambassador of South Africa visits Al Maya Supermarket
The Ambassador appreciated the Group's role in promoting South Africa's food products in the UAE.
Mr. Kamal Vachani, Group Director, Al Maya Group informed that South Africa's Ambassador to the UAE, H.E Mr. M K Lekgoro, visited the Al Maya Group's Supermarket at Murooj Complex, Dubai on Wednesday, 19th July.
Al Maya Group Director, Mr. Kamal Vachani, informed the Ambassador about the variety of products available from South Africa at the Al Maya Supermarkets.
During the visit of Ambassador of South Africa to Al Maya Supermarket, Mr Kamal Vachani informed the Ambassador about Al Maya's participation in AFRICA BIG 7 show, which was held in Johannesburg.
Al Maya Group, the UAE-based business conglomerate, has more than 50 supermarkets in the GCC countries in addition to other businesses.
Mr. Kamal Vachani thanked His Excellency for visiting Al Maya Supermarket.


text:
PENALVER, Cuba (Reuters) - The Roman Catholic Church will open on Wednesday its first new seminary in Cuba in more than half a century in a further sign of its improving relations with the island's communist-led government.
Workers this week put the final touches to the salmon-colored complex of buildings organized around a chapel with stained-glass windows, eight miles south of Havana.
The seminary replaces a similar complex expropriated by Cuba's communist authorities in 1966 and transformed first into a military barracks, then a police academy. A seminary is a school that teaches theology and religious history and prepares students for priesthood.
Catholic officials said Cuban President Raul Castro was expected to attend the inauguration — reflecting the more cordial relations between the Church and the government.
The two sides for a long period were at odds following the 1959 revolution that put Fidel Castro in power and transformed the island into a communist state.
Since Raul Castro took over the presidency in 2008 because of his elder brother's failing health, he has pursued better relations with what is one of the country's largest and most socially influential institutions outside of the government.
"He knows what the construction of this means to us. The president is well disposed toward the Church and he is showing that with his presence at the inauguration," Antonio Rodriguez, rector of the San Carlos and San Ambrosio seminary, told Reuters.
Cuban Catholics view the project as a step toward the opening of new spaces for religion in Cuban society.
"Undoubtedly, it raises the visibility of the Church. We have to look at it with hope," Rodriguez said.
President Castro turned to the Church this year to serve as an internal interlocutor as he faced growing international pressure over political prisoners and human rights.
Cuban Church leader Cardinal Jaime Ortega negotiated with him the ongoing release of more than 50 political prisoners and, according to Western diplomats, opened an unofficial line of communication between Cuba and the United States, which do not have full formal diplomatic relations.
The construction of the new seminary, a project aspired to by the Catholic Church since the ground-breaking visit of Pope John Paul II to Cuba in 1998, received strong support when Raul Castro came to power, church officials said.
Before the Pope's visit triggered a warming of relations, Cuba's bishops were often highly critical of the government.
There were incidents of dissidents shouting "Freedom" and "Free political prisoners" during Catholic church masses, with protesters dragged off by plain-clothes government agents.
After the seminary was taken over by the government in 1966, it operated in an 18th century building in Old Havana that it eventually outgrew.
For a long time, construction of a new seminary appeared to be "unthinkable," Rodriguez said.
Along with its political significance, the seminary will also train new Cuban Catholic priests, who have been in short supply since 75 percent of them left after the revolution.
To help celebrate the inauguration of the new facility, bishops from the Vatican and several countries are due to attend, among them Thomas Wenski, the Archbishop of Miami, the heart of the Cuban exile community in the United States.
Cuba's government helped facilitate the purchase of construction materials and other aspects of the seminary project, which was financed with donations from the Episcopal Conference of Italy, the Knights of Columbus in the United States and Catholic groups in Germany.
Editing by Pascal Fletcher and Will Dunham


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Worst of SEMA: They Can't All Be Winners
Seriously, if you want a Porsche, get a Porsche. You could sure as hell get a Boxter for cheaper than it cost to tart up this 350Z. Plus, you'd actually have a cool sports car, instead of this testament to overwrought bodykits. Yikes. More Worst of SEMA >>>>


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Unsentimental Journeys: Wrestling With Paul Theroux
Travel Books: Bronwen Dickey considers "Ghost Train to the Eastern Star: 28,000 Miles in Search of the Great Railway Bazaar"
The German scientist and satirist Georg Lichtenberg once famously remarked, "A book is a mirror: If an ass peers into it, you can't expect an apostle to look out." So it is with travel: what you make of the places you've been says as much about you as it does about the places themselves. By that estimation, before I read his latest book, I didn't care for Paul Theroux. Though I admired his unapologetic honesty and remarkable eye for detail, I often asked the same question about him that a friend of mine asked about his longtime mentor, V.S. Naipaul: "He doesn't wish anyone well, does he?" There was a stinginess of spirit to his writing that made me bristle. Reading Theroux was like looking at an exquisitely carved piece of furniture: I marveled at its craftsmanship, but it wasn't exactly comfortable.
Ghost Train to the Eastern Star, in which Theroux retraces his "Great Railway Bazaar" travels some 30 years later, is, by contrast, a book I wanted to read again as soon as I'd finished it. It is as observant and finely drawn as the rest of his work, but it also manages to be honest without being caustic, incisive and funny without being snide. The author studies himself—both his past and present selves—as closely as he studies the people he encounters, for whom he has more compassion, and even admiration, than I have ever seen from him. In short, "Ghost Train" is the kind of travel book I've wanted to read for a long time.
If much of Theroux's writing isn't, as I say, "comfortable," then let's face it: neither is long-distance travel. It's a series of delays, obstacles, bureaucracy, frustration, dangers, skull-crushing boredom and lots of stomach trouble if you're lucky enough to do it right, more so if you're lucky enough to do it often. About this Theroux has always been correct. "Travel is the opposite of a holiday," he wrote in a 1999 New York Times op-ed. "It is about enlightenment, and at its best, is a form of disappearance."
This disappearance—that which makes the traveler a "specter" in the world—is a recurring theme throughout "Ghost Train," as Theroux once again ventures out from London by rail to explore the hinterlands of a changed, changing Asia. Parts of his original itinerary are no longer possible—Afghanistan and Iran are off-limits to him in 2006—and so the tracks take him through Eastern Europe, Central Asia, India, Southeast Asia, China (closed to Theroux on his first trip), Japan and across Siberia back to London. Despite the altered map, the trip brings back complicated, familiar emotions for him. "Travel can induce such a distinct and nameless feeling of strangeness and disconnection in me that I feel insubstantial," the author writes, "like a puff of smoke, merely a ghost, a creepy revenant from the underworld, unobserved and watchful among real people ..."
It is fitting, then, that Theroux's travels wind through some of the most haunted countries in the world: an India more over-populated than ever, a post-tsunami Sri Lanka ravaged by sectarian violence. Almost three decades after the hell-on-earth reign of the Khmer Rouge, Cambodia struggles to maintain what little infrastructure it has and to fend off the foreigners who come to sexually exploit its children. "The ghostliness was present even in the sunniest parts of town," Theroux writes of Siem Reap, "a suggestion of the hideous past, of blood and unburied bodies, of torture, trickery, lies, punishment—like the darkness I had felt rising from the earth when I walked through Dachau, the stink of evil."
Similarly, Theroux finds the people of Myanmar have been all but crushed under the weight of military dictatorship, and this part of his journey yields some of the most compassionate, humble writing in the book. It also brings Theroux to reflect on his own role as a ghost returning to his former life: "If a place, after decades, is the same, or worse than before, it is almost shaming to behold. Like a prayer you regret has been answered, it exists as a mirror image of yourself, the traveler, who has to admit: I'm the same too, but aged—wearier, frailer, fractured, abused, weaker, shabbier, spookier."
Faced with the political graft and social distress in places like Cambodia and Myanmar, Theroux ruminates on the circumstances rather than raging against them (as he did in his book about returning to Africa, "Dark Star Safari"). "Older, I began to understand transformation as a natural law," he says in the book's first chapter. "Nothing is perfect, nothing is complete, nothing lasts."
Theroux's softened attitude undoubtedly says something about the perspective that age has given him, but it also speaks to the happier circumstances of his own life. We learn that while he was traveling through Asia for his "Great Railway Bazaar" journey, he was "miserable" the entire time, guilt-ridden for leaving his wife and children behind. Upon his return, he discovered that his wife had been having an affair. When writing "The Great Railway Bazaar," he says, "I made the book jolly, and like many jolly books it was written in an agony of suffering, with the regret that in taking the trip I had lost what I valued most: my children, my wife, my happy household."
There is marked change in the author's temperament, certainly, but one of the greatest differences between the man who wrote "The Great Railway Bazaar" and the one who wrote "Ghost Train to the Eastern Star" is that this time, he is traveling as Paul Theroux, Writer, which perhaps keeps him from being as "unobserved" as he once was, but also makes new opportunities possible. There is a dinner party with Nobel laureate Orhan Pamuk in Istanbul, a visit with Arthur C. Clarke (author of "2001: A Space Odyssey") in Colombo, a tour of "underground" Tokyo with Haruki Murakami, a stroll through southern Japan with Pico Iyer. Would anyone not kill for this man's connections?
While Theroux finds certain places from his first trip greatly diminished, others bustle with a new vitality. Istanbul is more vibrant and welcoming than he remembered ("I had been too young and hurried to appreciate its virtue," he says), and Bangkok "had gotten bigger but had kept its soul." The desperate, devastated Vietnam that Theroux evoked so well in the early '70s is now wholly renewed, "the embodiment of peace and hope." Throughout the book he is as eager to revel in Asia's improvements as he is to mourn its decay. (In fact, the words "pleasant" and "lovely" and even "uplifting" appear so many times in "Ghost Train" that I at one point wrote in the margin: "Is this Paul Theroux?")
The old Theroux is still there, though, still as trenchant as ever, only this time he seems to have found the right targets for ridicule. He dubs Turkmenistan "Loonistan" for the unchecked megalomania of its then-president, Saparmurat Niyazov (who renamed the days of the week and months of the year, one after the title of his own book); Singapore, under the über-strict dictates of prime minister Lee Kwan Yew, "is a place of great loneliness and fear, the apprehension of people who know they are forever being watched." And yet Theroux largely keeps his criticisms to the governments' officials who create these climates, rather than skewering the citizens themselves. Here he is not pointing out their flaws; he is trying to understand their lives.
Despite its colorful vignettes and frequent humor, there's a layer of seriousness—not a darkness, but a seriousness—to "Ghost Train" that directly relates to the war in Iraq. In a globalized Asia, American politics radiate outward, and Theroux finds that most people have an opinion on America's invasion of Iraq. Hardly any of them (exactly two) support the actions of the Bush administration. Theroux uses the history of Asia as a strong lens for focusing this point. In Cambodia, for example, he finds that the Khmer Rouge used an "enhanced interrogation technique" not too far-removed from water-boarding:
The traveler's conceit is that barbarism is something singular and foreign, to be encountered halfway around the world in some pinched and parochial backwater. The traveler journeys to this remote place and it seems to be so: he is offered a glimpse of the worst atrocities that can be served up by a sadistic government. And then, to his shame, he realizes that they are identical to ones advocated and diligently applied by his own government.
He learns that the people of the world resent (and fear) American policies abroad, but nearly everyone envies the lives Americans lead. The world has its eyes turned west.
"Ghost Train to the Eastern Star" is Paul Theroux at his best. It is a gracious, expansive book that lives up to the gifts of its author, and delivers on the premise he set out to unpack in 1975, that "anything is possible on a train." Even more is possible, perhaps, on the ghost train.
3 Comments for Unsentimental Journeys: Wrestling With Paul Theroux
Julia 08.13.08 | 5:56 PM ET
Nice review. Ghost Train just landed in my mailbox - can't wait to start it.
Alexis Wolff 08.14.08 | 9:19 PM ET
Loved it, Bronwen. And how nice to stumble upon your byline in the course of my daily interneting!
Torah 10.04.08 | 5:25 PM ET
Amazing review. I personally did not read this book, but I did read "Dark Star Safari: Overland from Cairo to Capetown". I'm sure anyone who liked this book will also like Dark Star Safari; I recommend it.


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Oslo, 9 November 2016: On 8 November 2016 the Yara employee share trust ("Stiftelsen For Ansattes Aksjer i Yara") purchased 10,000 Yara shares in the market at an average price of NOK 287.81 per share, as part of Yara's employee share purchase program in Norway. Permanent Yara employees in Norway can take part in the annual offer to buy Yara shares for a value of either NOK 7,500 or NOK 13,500, both options with a tax-exempt discount of NOK 1,500. Following this purchase, the Yara employee trust owns 11,090 Yara shares.
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Our fertilizers, crop nutrition programs and technologies increase yields, improve product quality and reduce the environmental impact of agricultural practices. Our industrial and environmental solutions improve air quality by reducing emissions from industry and transportation, and serve as key ingredients in the production of a wide range of goods. We foster a culture that promotes the safety of our employees, contractors and societies.
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This information is subject to the disclosure requirements pursuant to section 5-12 of the Norwegian Securities Trading Act.


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Nigerian soldier wins Lagos State Governor's international boxing tournament
Private Lawal Rilwan of the Nigerian Army Sports Camp, has emerged overall Champion at the just concluded 2016 Edition of the Lagos State Governor's International Boxing Tournament.
The tournament took place on Monday at the Indoor Sports Hall, National Stadium Lagos.
According to a statement issued by the army spokesman, Brig.-Gen. Sani Usman, Rilwan defeated Dotse Dekpakou of the Republic of Togo to emerge the overall best boxer, thus winning the 2016 Governor's Belt.
It will be recalled that Riliwan won the Gold Medal in the 60kg weight category of the boxing event of the recently held Nigerian Army Sports Festival 2016 held in Abuja in October.
Already, the Chief of Army Staff, Lt.-Gen Tukur Yusufu Buratai, has congratulated Rilwan for winning the Championship.
"The Governor's Belt as well known by all, is one of the oldest and most renowned boxing tournament in the country. It has been won by great boxers such as Eddy Ndukwu, Obisia Nwakpa and Davidson Andeh among others.
"The champion and his highly valued trophy will be formally presented to the Chief of Army Staff at the Army Headquarters, Abuja later," the statement said.


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1930 - Present
The 1935 Berlin Motor Show
The Berlin motor show of 1935 was opened with a speech from Adolf Hitler with the statement, "I am pleased that due to the capabilities of the brilliant designer Porsche and his staff, it has become possible to complete the first designs of the German Volkswagen." This is one instance where Hitler was correct, Porsche was brilliant.
Porsche was widely recognised as an engineer of great ability based on his contributions to the world of motoring, yet his only his formal qualifications derived from part-time studies begun at the age of eighteen at the Technical University of Vienna. If his academic background seemed sketchy it was many years before the Stuttgart Technical College recognised his Austrian schooling.
Few denied his role in the development of the motor car and aeroplane engine, in agricultural tractors and many other related areas. So far as Porsche's work in automobiles was concerned there is evidence to suggest that he was emphatically not a chassis man, nor was he concerned with body design, but it is reasonable to consider him an artist in his own particular medium.
His detractors used to maintain that the man could scarcely draw a line and yet, as the governor of a busy independent design office (set up in 1930 after he had finished with Daimler-Benz) he could guide his draughtsmen's interpretations of his directions so that what was created was bursting with artistic conviction. When at his busiest, his principal tools were a formidable brain and some fearsome invective, as he was the antithesis of the intellectual highbrow. And despite the length of his career, his tremendous output testifies to the frequency of those occasions when he was extremely busy.
There is a great deal of continuity to be seen in his work - the swing-axle rear suspension, the teardrop streamlined body and engines designed deliberately to be relatively large and slow-running, lightly stressed and reliable. It is easy to see him as a man obsessed with fixed ideas. The Auto-Union Grand Prix car built for the 750kg Formula of the mid-1930's, the prototype peoples' car of Zundapp and NSU, the Volkswagen and the post-war Porsche 36 (which was not strictly his design but which grew out of a car that was) are all fundamentally similar.
An Obsession for Electricity
There have, of course been other designers obsessed with a principle, a singular notion that they have carried through to a repetitive realisation, but Porsche was really one of those creative men whose vision penetrated the reactionary barriers of more than the just the motor industry. After all, he started off in his youth (he was born in 1875) with an obsession for electricity, pursued despite furious opposition of his tinsmith father, until it carried him to the creation of an all-electric transmission system. This relied on electric motors set in the hubs of each wheel, and was first propounded for cars made by Lohner with whom he worked for six years at the start of his career.
Once Porsche had taken the first step of introducing a petrol engine to generate the electricity of the motors, rather than rely upon the hopelessly inadequate accumulators he was soon applying the mixed transmission system to machines of much more extraordinary specification. In World War 1 he built fantastic military trains of linked self-steering electrically propelled carriages, all deriving their motive flux from the dynamo car that led them upwards and downwards, around corners, over Alps, or even across bridges too flimsy to bear the weight of the whole train.
The Tiger Tank and Maus
A magnified version gave self-propelled mobility to the biggest artillery piece ever to travel by road, an enormous Skoda mortar firing 1-ton shells from its 26-ton barrel. In World War 2, the same mixed drive distinguished some versions of that most famous of Panzerwagen, the Tiger Tank, and was also incorporated in the design of that supertank born of Hitler's wild imagination, the legendary Maus. Between the wars, he dabbled in many other things, including helicopters and an inverted V12 engine that became the Daimler-Benz 600 series, acknowledged by at least one rival manufacturer as the best designed aero-engine to see service in the Second World War. There were agricultural tractors, too, together with all their hydraulic and mechanical appurtenances.
Better still from the point of view of income (and even more significant from the standpoint of other designers, once the patents ran out in 1950) there was the use of torsion bars as springing media in place of the leaf and coil springs that had formerly been the rule. His output was distinguished both for its quality and its variety. Even within the confines of the motor industry, Porsche was a man who went to extremes: during the latter part of his working life, his name was always associated with rear-engined cars, yet he was the creator of the first front-wheel-drive car, the original Lohner electric Chaise of 1900.
1948 Porsche 356 Coupe.
1959 Porsche Formula Two, fitted with a 4 cylinder 1500cc 170 bhp engine.
1961 Porsche RS60 1600cc Spyder.
Porsche 356SC cutaway, used by Porsche for demonstration at motor shows during 1963.
1966 Porsche Carrera 2000cc Six - designed for long-distance events.
1960 Porsche Carrera-Abarth.
1962 Porsche flat-8 1500cc Formula One.
1964 Porsche 911.
Porsche 911 Carrera on the track.
1971 Porsche 911S 2.4 liter.
Porsche 911S Targa.
VW-Porsche 914 in action at Monza in 1973.
Porsche 936 in action at the
1977 Le Mans
, with Jacky Ickx at the wheel.
1976 Porsche 935 - invincible in the World Championship of Makes.
For all his success with Lohner, Porsche felt himself confined in that relatively small factory, and at the age of 30 left to join the Austrian-Daimler company which later became known as Austro-Daimler. There he designed an 85 horsepower racing car, and a 30 horse-power tourer known as the Maja - named after Jellinek's other daughter (of course we all know his firstborn Mercedes gave her name to the car that Maybach designed for Daimler in Stuttgart).
The racing car had petrol/electric mixed drive, but Porsche could offer his new employers more ideas than they could deduce from the old ones: he designed aero- engines for airships, a form of water cooling for brakes, and an aeroplane engine with overhead valves looking significantly like that of a Volkswagen Beetle. He produced rotary engines, V engines and a broad-arrow engine. Most significant of all, he produced a new Austro-Daimler for the Prince Henry Trials of 1910, a car that with an engine of only four liters appeared unlikely to be competitive with the giants entered for the race by other manufacturers, but which thanks to its efficiency, light weight and low drag, performed extraordinarily well.
The Austro-Daimler Sascha
At this time, most of Porsche's thinking was aligned with the market for very big cars, but by the end of the war, he was experimenting with small ones, soon to be encouraged by the development he noted among mass- producers such as Austin and Citroen. In 1921, he designed his first small car, although Austro-Daimler were not terribly keen on the proposition, but eventually they compromised, and the car was marketed the following year under the name Sascha. Its engine was an in-line four with an overhead camshaft, its power approached 50 bhp, and the car was timed at a speed of 89 mph - a respectable rate now, and an extraordinary one then for a road-going car of only 1100cc displacement.
Three Saschas were entered in the 1922
Targa Florio
and two of them won the appropriate capacity class, while the third was bored out to compete with the big racing cars and finished 7th among them, driven by Alfred Neubauer. Although he started well, Austro-Daimler did not, so Porsche left them in 1923 to become technical director of Daimler at Stuttgart. Considering the advanced designs for which he became renowned in later years, the remarkable thing about Porsche's stay with Daimler (later Daimler-Benz) was the extreme conservatism of everything he did.
Some of the things he did left a great deal to be desired, an example being the blown straight-eight two-liter Mercedes he built when he first went there, following the success of the blown two-liter four that he inherited on his arrival. The eight behaved atrociously, even though it was very powerful and fast, its roadholding was unreliable. He scrapped Paul Daimler's straight-six and substituted a bigger and more powerful engine of his own for the new S series Mercedes-Benz in the late 1920s, he produced what was basically a superb engine, and then he spoiled it by making wrong decisions about the cylinder head design and material, which led to condign limitations being imposed upon the use of the supercharger.
Karl Rabe
There are two reasons that explain the conservatism and the mistakes. One is that the other directors at Stuttgart were too cultivated, too successful and too rich, to have any technical wool pulled over their eyes by the unpolished Austrian upstart who was given to bad language and taken by the idea of tiny motor cars. The other reason is that Porsche had left behind him at Austro-Daimler the brilliant young engineer who had become his special protégé there, Karl Rabe.
All the evidence suggests that Porsche was no great shakes as a theoretician: very often the difficult bits (the original detail specification for the Auto-Union, for example) were done by Rabe, a man scarcely known for his own ideas, but whose eventual claim to fame was that he made so many of Porsche's ideas work. It was Rabe who took one of Porsche's designs and turned it into the potent but manageable hill-climb sprinter that made Hans von Stuck the 'king of the mountains'.
The Steyr Austria
Eventually, Rabe and Porsche were to be re-united .... At the end of 1928, it became apparent to Porsche that Daimler-Benz thought that they could get along without him, so at the beginning of 1929 he returned to Austria where he became chief engineer for Steyr. By this time, they were Austria's biggest car makers and stern rivals to Austro-Daimler, and Porsche promptly produced a brilliant straight-eight tourer called the Austria, a car that embodied some of the things that he had not been allowed to do in Stuttgart, such as swinging half-axle independence for the rear suspension.
The Austria was given a warm welcome when it was announced, but almost immediately afterwards Steyr's bankers failed, and the firm was taken over by Austro-Daimler, leaving Porsche little of the freedom he had come to value. Accordingly, he decided to set himself up as an independent design consultant, back in Stuttgart, and he took with him Rabe, who was to remain chief engineer of the Porsche firm from 1930 to 1966.
The Porsche Design Office
Although the new Porsche design office was to find the going hard for a few years, it did at least begin its life with a substantial contract to design a complete new car for
. The two-liter six-cylinder car they created was a success, to be followed soon by something that was not, although it began what was to become one of the greatest success stories in the history of the motor car: it was a peoples' car, for Ziindapp, and three prototypes were built in 1932 before the decision was taken not to pursue the venture.
At this point, another project of a similar nature was proposed by NSU, and in his version for them Porsche was able to develop his theory of air cooling. The NSU had a 1.4-liter flat-four ohv engine which generated 30 bhp and-drove the car up to 70 mph but, again, the project foundered. Instead, the idea of a peoples car, a Volkswagen, was given new importance by way of instructions from Chancellor Hitler for Porsche to create something that would give the German people mobility, at no more cost than that of a medium-priced motor cycle.
Hitler and Porsche could never see eye to eye on the cost target, but were sufficiently in agreement about everything else, and this third
prototype embodied all the technical features on which Porsche was particularly keen. The first prototypes were built in Porsche's own garage, the next thirty by Daimler-Benz, and in 1938 the foundation stone for the Volkswagen works in Wolfsburg was laid. The stage was all set for the rest of the VW story to unfold as a separate and fascinating part of motoring history.
By this time, Porsche was famous for a quite different kind of motoring, as Wanderer had combined with three other firms to create the new Auto-Union group, which approached him to ask for a racing-car design suitable for the new 750 kg Grand Prix series. Porsche was able to tell his new customers that the design had already been done for, when the rules were announced in 1932, he had immediately discussed with Rabe how best an appropriate car might be designed, and left it to his chief engineer to draw up the detailed specification.
The Auto-Union P-Wagen
Thus began the famous Auto-Union P-Wagen, the most notorious rear-engined racing car of all time, and eventually one of the most powerful, with well over 500 bhp available from the big, lightly built and gently stressed, 16-cylinder engine which finally grew from 4.3 to 6.6 liters. Porsche was not the best chassis designer of the time, having little or no idea of the new science of ride and handling being developed in the USA or even closer to home by Englishman Maurice Olley. The Auto-Union was diabolical in its road-holding and handling, even if its point-and-squirt abilities kept it competitive against the generally more manageable Mercedes-Benz cars.
Eventually, in 1938, the Auto-Union acquired a De Dion rear axle in emulation of the 1937 Mercedes-Benz, and was transformed into a car that could be cornered with the best of its rivals. Not so very long after that, passenger-car development was halted by the war. For its duration, Porsche was naturally engaged in the development of military vehicles, as a result of which he was imprisoned afterwards in France. There, while still a prisoner, he was consulted by Renault on the design of their new 4CV car. Then, in 1947, he was released and could get back to business.
He could not do it in Stuttgart, as his old premises were occupied by the American forces, but with his son and Karl Rabe he got busy again in tiny premises at Gmund. In his absence, the firm had prepared the design for a quite extraordinary GP car to be built by
, featuring a highly supercharged flat-12 engine in the rear of a chassis featuring four-wheel drive and all-independent suspension, not to mention the first example of the excellent Porsche synchromesh that would become a feature on all contemporary gearboxes.
The whole car, rear suspension and all (despite the recollections of the Auto-Union), was given unstinted approval by the old man, who said he could not have done better himself - which was probably true. However he could do nothing about the financial difficulties of
, and when the prototype was shipped off to the Argentine where some more money was supposed to be available, he turned away to supervise the construction of a pretty little sports car based on Volkswagen mechanical components, very much in the style of the sporting VW variant that he had proposed before the War.
Ferry Porsche
It was an open two-seater, of very lightweight construction so that, despite the scant 40 bhp available from the tuned 1131cc engine, it had a lively performance. In the winter of 1948, token production started at the rate of five cars a month, with all the body panels beaten by hand over wooden formers by a gifted craftsman who had come from Austro-Daimler - yet another link, with Rabe and the aerodynamicist Mickl, from the old days when Germany was suffering the aftermath of an earlier war. Young Ferry Porsche was the man in effective charge, and he, too, had beep part of his father's organisation right from the Austro-Daimler days (he was born in 1909), and he had become extremely competent at everything from technical drawing to competition driving.
The Porsche 356
Now, he managed the development of the new little Porsche 356, and after successful trials with the open two-seater prototype, work proceeded on the streamlined coupe that had been envisaged from the start. Eventually, it was possible to resume production at Stuttgart. The first fifty coupes had been bodied by Reutter (not Beutler, as some web sites claim) but, by March 1951, the Porsche factory was able to celebrate the completion of its 500th car. In the autumn of that year, the old man fell ill, and in the following January he died. In half a century he had made his name famous wherever motoring enthusiasts spoke German; now his son Ferry was completely in charge, with the invaluable Rabe to assist him, and he went on to make it famous throughout the world.
The little 356 was a very simple car initially, with its modified VW 1100cc engine and unsynchronised gearbox, but its aerodynamics were excellent, and on 40 bhp it could exceed 80 mph, although its acceleration was modest and its VW brakes inadequate. Improvements came thick and fast: larger engines, better brakes, improved finish, refined detail, unbeatable synchromesh and, most of all, a rapidly a growing mystique that intimated a very special car for skilled drivers.
The Swedish Rally of the Midnight Sun
Competition successes helped enormously, starting with the Swedish Rally of the Midnight Sun in 1950 and making a notable impact on e the
Le Mans scene in 1951
. Its roadholding left a lot to 2 be desired, the swinging half-axle rear suspension contributing to a legendary oversteer, but drivers who could control it loved it, and stayed faithful right through to the end in 1964, by which time it could be bought with a choice of engines up to 2 liters. By that time, a new model was overdue. When it arrived it was designated the 901, but Peugeot claimed all 3-digit numbers round a central 0 for themselves, so Porsche altered it to 911, by which number it has been famous ever since.
The Porsche 911
All the hallmarks of the modern Porsche tradition were evident: the clean curvaceous body, the overhung rear engine with horizontally opposed air-cooled cylinders, the utterly passive gear change, the independent suspension of unfashionably large wheels, but the details were very new. The . suspension was by McPherson struts, the geometry at the rear being determined by semi-trailing arms; the six-cylinder engine was designed for sustained high performance (though the older four-cylinder one was available for a while in the new body, in which form it was known as the 912) and once again the standard Porsche was born into a world for which its development potential was to prove more than adequate.
The semi-automatic transmission offered in 1968 was better than hard-core enthusiasts believed, but there was no argument with the fuel injection of 1970 when engine displacement rose to 2195cc. In 1972, it rose again to 2343cc, in an effort to deal with emission laws, and the high-performance 911S rendered 190 bhp to reach 143 mph. Late in 1973, appeared the first of the 2687cc engines that remained in use until 1977, more powerful and more docile (and in some instances less thirsty) than their predecessors.
Aerodynamic appendages grew beneath the noses and above the rumps of the more sporting versions in the 911 range, and for the power-hungry there came late in 1974 the Turbo Porsche, with explosive performance thanks to a 3-liter engine turbo charged to 1.5 atm. The Turbo was fast, a supercar of the highest integrity. It could accelerate from rest to 60 mph in 5.2 seconds (a match for the fastest products of
The Porsche 924
In 1975, Porsche launched the 924, designed by VW/Audi and sold to Porsche to develop and produce. It was based freely on Audi and VW mechanical components which led many to question the nomenclature 'Porsche'. Whereas lesser companies may have faltered in their execution of a down-market product, Porsche knew exactly where its market lay and what its future held. The transaxle layout was again used in the 928 which appeared over a year later. Like all the best cars, it was designed with a clean sheet of paper and like the 924 it featured a rear-mounted, 5-speed, gearbox and adjacent clutch.
Unlike that of the 924, the 928'S engine was home-grown and a masterpiece of engineering ; an all-alloy, water-cooled V8 of 4.5-liter capacity, developing 240 bhp and 267lb ft of torque. In 1977, the 911 (now SC) series adopted the 2994cc engines of the Carrera and Turbo, suitably de-tuned. In turn, the Turbo's capacity was increased to 3299cc making it, arguably, the then fastest accelerating car in volume production. The source of all these power plants was the vigorous competition programme that, since the early days in Gmund, had been a major preoccupation of the company's research and development engineers.
The Porsche Competition Program
Encouraged by the private venture of Glockler and engineer Ramelow, Porsche began in 1953 a series of 'prototype' sports racers known as the type 550, with the engine set ahead of the rear wheels. The pushrod engine was soon supplanted by a 40HC special with roller bearings freely used, and so the stage was set for a series of works racers that grew less and less like the production cars. Nobody minded, as what appeared in any year's racer would probably end up in the road car a couple of years later; if it did not, the loss was put down to experience. In the early 1960s, Porsche entered the F2 and F1 lists with single-seaters, although they resented the minimum weight limits that cramped their style.
Supposedly because of this, they did not persevere with these cars, but of all the cars built for the 1.5 liters formula Grands Prix of 1961-1965, the flat-eight Porsche was the most elegant in design. Some of the sports racers which followed were perhaps more crude in design, but most of them worked very well and some were quite beautiful. Their story is long and complex, starting with the half-baked 904, improving with the 906 Carrera and reaching a high spot with the superb 908 which was raced in many bodily guises and with a variety of engines, the most exquisite being the flat-eight 3-liter.
Oddly the 908 was preceded by the 910, which grew difficult as it gained in speed; between them came the very low-drag 907 which won the capacity Index and came second in the thermal efficiency Index at
Le Mans in 1967
and took the first three places at Daytona in the spring of 1968. Soon afterwards, the racing department under engineer Mezger began work on the 4
-liter flat-incline type 917, but it was going to take time to get it right, and meanwhile the minimum weight limit had been erased from the sports-racing prototype rules.
aluminum, Magnesium, Titanium and Beryllium
Porsche excelled themselves in that season with the 908: never has lightweight construction been pursued so obsessively. Anything incapable of being made in aluminum or magnesium was made in forbiddingly costly titanium, except for some brake discs which were carved out of the toxic and even more wildly expensive beryllium. The experience came in useful for the 917, which began life in 1969 with a tubular space-frame made of aluminum and weighing a mere 103 lb - hardly excessive for a car boasting 580 bhp.
Twenty-five examples of the 917 were lined up in the factory forecourt for inspection by CSI representatives in April 1969 so that the model could be homologated as a sports car in Group 5; the list price quoted a month earlier at the Geneva Show was 140,000 DM. It may have been a good investment, as the 917 was destined to have a long and extraordinary fruitful career. It won at
Le Mans in 1970
(a 4.9-liter version lapped at an outright record average of 151 mph, driven by
Vic Elford
) as part of a fabulously successful Porsche season. In 1972, they won the Manufacturers' Championship; in 1972, they added an Eberspacher turbocharger to the already formidable engine and, with 850 or 950 bhp available, the 917 went on to make mincemeat of the Can-Am races on one side of the Atlantic and the Interserie races on the other.
Finally, in an attempt to put their racing efforts into perspective, the factory began a new phase with light-weight high-power variants of the production 911 in the GT categories of major events. For a few years they had hived off the management of their racing cars to private teams such as the JW /Gulf outfit, so as to save precious engineers for better things. The 210 bhp Carrera RS 911 won the 1973 Daytona 24 hour race and then made matters worse for the rest of the shocked world by winning the
Targa Florio
. By the time Porsche had endowed the thing with a turbo- charger, an intercooler, 450 bhp and type 917 brakes, it was a rival for anything anywhere.
Its handling might not be as awe-inspiring as that of the standard 911, but if its freely adapted body and vast tyres did not put it quite on a par with pure racers it did last longer. By degrees, these offspring of the 911 evolved into the turbo charged 934 and 935 'silhouette' racing sports cars of the late 'seventies - virtually invincible in Group 4 and Group 5 racing and readily available in exchange for plenty of Deutschmarks. They were also visibly of the same genus as the road going Carreras and Turbos.
After legislation ended the era of the 917, the emphasis in the World Championship for Sports Cars shifted back to a 3-liter limit for normally aspirated cars and that divided by 1.4for force-fed units. 2142cc and 525 bhp proved adequate for the turbocharged 936 to uphold Porsche's honour, winning every round of the 1976 Championship. In 1977 the 936 was sent to do battle only at Le Mans, where it won. The appearance in 1977 of a turbo charged 1.4-liter 'baby' 935, to contest the 2-liter division of the German national Touring Car Championship, fired rumours that Porsche were looking for a return to Formula One.
Porsches Interpretation Of The Modern Super Car
In 1981 Porsche released the new 944 model, which was basically a further developed 924, fitted with a new Porsche designed slant-four engine with a single overhead camshaft and good for 163 bhp from its 2479cc engine. This, the enthusiasts said, was what the real 924 should always have been, and with its enhanced performance and smoothly shaped wider wheel arches it soon became a sales success. In the meantime, the 928 had arrived in 1977, as Porsches latest idea of the modern super-car.
Like the 924, it had a front-mounted, water-cooled, engine, and rear gearbox, and broadly similar styling outlines, but it was all-new, and totally Porsche. Designed to attack the lucrative expensive coupe market sector, it was smooth, silent, extremely efficient, but somehow without much character as first revealed. The rounded styling, with its large expanse of glass and wide hips was perhaps neither pretty nor aggressive, something many believed a sports car should be. Its engine was a new light-alloy V8 unit of 4474cc, with single overhead camshafts per bank, and the inevitable Bosch K-Jetronic fuel injection, good for 240bhp at 5250rpm. There was a choice of either five-speed manual or three-speed automatic transmissions, both courtesy of the good folk at Mercedes-Benz.
The original 928 was actually slower than the 911, and because it was heavier it also suffered the inevitable fuel consumption woes. Sales were slow at first, and so from 1979 it was joined by the 928S, where the engine size was enlarged to 4664cc and resulting power increased to 300bhp. New aerodynamic aids were added, most notably a wrap-around rear spoiler under the tailgate glass. Importantly for the time, the revisions to the car meant it could join the "Over 150mph" class, and was capable of 0-60mph in 6.5 seconds. The 928 S2 which followed had 310bhp on tap, and naturally even greater performance. The latest development, for the start of the 1984 model year was the enlargement of the 'base' engine size, once again enlarged, this time to 3164cc and good for 231bhp at 5900rpm - and just to confuse everybody the "Carrera" name was resurrected for a third time.
Although Ferdinand Porsche is believed to have been politically naïve, consumed with engineering, he was arrested after the war and charged with collaboration. He was freed in 1947 after almost twenty months in prison. His health was poor. In the meantime, the Porsche firm did whatever it could to stay in business. It designed its own sports car, the first car to carry the name Porsche.
Type 356 was the project number. One year after Ferdinand Porsche was released from prison, he witnessed the birth of the Porsche sports car. The very first Porsche, a hand-built aluminum prototype, was completed on June 8, 1948. Ferdinand Porsche died on January 30, 1952, from the effects of a stroke he had suffered earlier. He died after seeing his dream of a Porsche sports car become a reality.
Recommended Reading:
The House Of Porsche
The House of Porsche - A Pictorial History
Ferdinand Porsche
Porsche Car Reviews
The History of Porsche (AUS Edition)
1948 Porsche Model 356, initially powered by a 1131cc Volkswagen engine developing 40 bhp.
Porsche 904GTS, powered by a 2000cc 4 cylinder engine developing 180 bhp, and giving a top speed of 265 kph.
R and Y A/C Compressors
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Parts & Accessories
Colonial Toyota
Check out Colonial Toyota for new, used, certified pre-owned Toyota, parts & service center, financing or even car rent all under one roof. We are a family owned and operated...
Parts & Accessories
Manhattan Motorcars Porsche
Manhattan Motorcars Porsche is a dealership in New York with huge selection of new and used Porsche cars, as well as factory authorized parts and service center by certified technicians....
Parts & Accessories
1971 Chevrolet El Camino (GA) - $14,900 neg
El Camino
PRESENTED BY CLASSIC CARS CONNECT! 1971 Chevrolet El Camino (GA) - $14,900 negLocation: Fort Gordon GA 30905Contact: Elisabeth - (612) 965 0249Awesome 71' El Camino for sale!454 big block 8...
Classic Cars


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Running Simulated Data
An important step in completing your project is running simulated data through your survey. The test data feature runs through a bug checking process developed to find potential errors in survey logic or survey flow. The test data process also allows thorough testing of the report to help verify that skips and question logic has been defined properly.
Simulated testing looks for errors in survey logic or survey flow by forcing simulated data through your survey.
1: Running Simulated Data
Note: Running Simulated data is only available during the dev and testing phase of your project. You won't be able to run simulated data on a live survey, unless you're working in a temporary version of the project.
From the "Test" section of the menu used throughout the Decipher platform, you can select "Simulated Data," opening the test data window.
Selecting "Run Simulated Data" forces a minimum of 100 simulated responses through your completed project, randomly testing each element setup in your project.
Any simulated data that is run through your project mimics the path that actual respondents might take when the survey is live and displays in the reporting tools. The simulated data must obey the setup of the survey, respecting question logic, quotas, sample sources, languages, etc.
The process could take a few seconds or a few minutes, dependent upon the length and complexity of your survey.
2: Configuring a Test Simulation
To set additional conditions for the test data click "Configure Test Simulation" and more options appear. Descriptions for each option are provided next to the action.
- Run # simulations: Allows you to choose how much test data runs through the survey.
- Qualified data only: Check this box to submit mostly qualified responses.
- Skip validation: When checked the test data ignore validation in order to maximize the efficiency of the test.
- Respect optionals: When checked optional answers are respected, leaving some blank.
- Quota increase/Decrease: Allows you to increase or decrease the quota count.
2.1: Custom Test Simulation Options
The custom test simulation is helpful if you need more data to reach a certain part of your survey. For general testing purposes it's good practice to let the data fall out naturally, without restrictions, in order to identify any issues or errors.
The "Custom Test Simulation" area allows you to enter specific commands to direct the path of the test data. For example, you can specify list variables or force a specific answer to a question (examples included below). If you are entering multiple commands, enter each on a new line. Once the test simulation is configured, click "Apply" and "Run Test Data."
Instead of completely random execution, test data can also be configured with specific answers to individual questions using this field. Review the examples below to learn how to configure the test data for your question type.
For questions where only a single answer can be selected, enter the question number and answer option(s) in this form:
q4: r1 r2 r3
In this example the test data is run through answers r1, r2 and r3 with equal chance.
To weight an option in a question where only a single answer can be selected, enter the question number and answer option(s) in this form:
q4: r1:3 r2 r3
This weights answer 1 with 4 points. The default weight is 1, so r1 is chosen 3 out of 5 times, while r2 and r3 can be chosen 1 out of 5 times each.
For 2-dimensional questions, follow this form:
q4.r1: c1 c2 q4.r2: c3 c4
In this example the question is 2 dimensional with rows and columns. Test data run through q4, columns c1 or c2 are chosen for row 1 and columns c3 or c4 are chosen for row 2.
Non-numeric data can also be specified in this form:
q4.r1: blue red green
Note: If a response contains spaces, replace the space with _. A colon (:) cannot be used because it specifies weighting.
For multi-select questions, a percentage chance is supplied per row/col or for the whole question. For example:
q5: 20%
This gives each item in the multi-select a 20% chance to be checked.
For number questions that allow decimals, specify ..X to decide the number of digits after the decimal point. For example:
q5: 1-2..2 2-3..2:4
This generates 1.00 .. 2.00 20% of the time, and 2.00 .. 3.00 80% of the time.
For number questions that utilize validate sum, specify a number within the value range for each answer option in the question.
For example: Q10 Validate Sum = 10 and Value Range = 0-10, enter -
q10.r1.c1: 1 q10.r2.c1: 1 q10.r3.c1: 1 q10.r4.c1: 1 q10.r5.c1: 1 q10.r6.c1: 1 q10.r7.c1: 2 q10.r8.c1: 2
This meets the sum and range requirements.
Click here to learn more about custom test simulation options.
3: Viewing Test Data Results
Once complete, the testing status appears in the results. To open the report for further testing of your survey, select "View Simulated Data in Report."
Note: When running test data, quotas with smaller limits may run overquota. This must be done to ensure that enough test data is run through the survey to qualify it for launch.
3.1: Survey is Ready for Launch
The goal when running simulated data is to have at least 100 qualified completes make it through your survey free of error. You receive the following message upon a successful attempt.
3.2: Survey Contains Errors
If an error is present in the survey logic or flow, then you are able to view them in the test environment.
There are two types of errors that you might encounter when running simulated data:
3.2.1: Fatal Errors
Fatal Errors indicate that the survey to ended unexpectedly due to an error in the survey. This indicates a serious issue to be resolved prior to the launch of the survey.
Clicking on an error opens the Fatal Report detail page for that particular error in your survey.
You can review Fatal Report detail page to locate the source of the error.
If available Click "Previous" to view information about the questions that occur before the error.
You can use the details page to help you troubleshoot the error. The information available after "The traceback:" should give you a precise snapshot of the error that caused the simulated data to fail. Use the information from the test data environment to identify and resolve the error when working the the survey editor or XML editor.
In the example above, the source of the fatal errors is "name 'q5' is not defined." We can search through the xml looking for this reference and try to resolve the issue.
After resolving the error in your survey programming, clear the simulated data in the test environment and re-run the simulated data.
If fatal errors persist, repeat the process for troubleshooting. If you are unable to resolve an error, then please feel free to contact firstname.lastname@example.com.
3.2.2 Failed Attempts
Failed Attempts indicate the simulated data was unable to continue through the survey because of things like validation errors.
If a fail occurs, click "View Test Data History," select the most recent Test Data attempt and click "fail" to view details about the error.
Click "Previous" to view information about the questions that occur before the error.
You can use the details page to help you troubleshoot the error. The details screen displays the page on which the data failed.
Read the error to help you determine the issue. You can also manually correct the error on the screen by updating the fields or answers selected on the screen and hitting "Continue" on the bottom of the screen.
If you are allowed to continue through the survey after submitting the information in the proper format and the question is working as desired, then you know that this was a test data error (and your survey is working properly). You can avoid this error in the future by using the Custom Configuration and specifying the data behavior for the troublesome question in future simulated data runs. If the survey is not working as expected, use the survey editor or XML editor to fix the issue.
After setting the Custom Configuration or resolving the error in your survey programming, clear the simulated data in the test environment and re-run the simulated data.
If simulated data failures persist, repeat the process for troubleshooting. If you are unable to resolve an error, then please feel free to contact firstname.lastname@example.com.
3.2.3 CPU Warning
A CPU warning indicates that a code block in the survey is using too much CPU processing power. This issue must be corrected before launching the survey. Possible causes:
- questions with a long attribute list
- large surveys
- complex quota setup
- extensive use of persistent variables
- poorly written exec blocks
Users with cloud access can run
sst --profile to help troubleshoot the problem.
4. Clearing Simulated Data
Note: Clearing the test data resets any individuals who are currently manually testing the survey. Their place is reset and they need to restart the testing at the beginning of the survey.
Clearing the simulated data removes all old test data and allows you to restart the debugging process by running new simulated data through the survey. Clearing the test data also removes any errors found in the previous simulated data runs, thereby allowing you to re-run simulated data to look for new or persistent errors.
From the "Test" section of the menu used throughout Decipher, you can select "Simulated Data," opening the test data window. Select the "Clear Test Data" button. There may be a delay while the system loads.
You are asked if you want to clear all test data. Click "Yes, Clear Data" to clear the test data.
A message appears confirming that the test data has been cleared. Click "OK" to return to the the survey.


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Explore more on this all day 3-tank boat diving trip and visit some of the best dive sites the Cayman Islands have to offer. Small groups and personalized service for a true adventure excursion.
- 3 dives at 3 different dive sites
- 60 minute bottom times
- Computer and Unguided Buddy Team diving permitted
- All day trip featuring remote dive sites of the 'Far' North Wall or Bodden Town / Beach Bay areas
- Visit dive sites that other divers never get to see
There really is no better way to spend a day out on the Caribbean Sea, than enjoying the Three Tank Dive Safari. Embark on a journey with fellow divers to dive the far reaches of Grand Cayman's Coral Reefs and Walls. You will visit 3 unique dive sites that many divers never get to see, in just a single day. This specialty trip will explore Grand Cayman's the Far-North Wall, Old Man Bay and Northside dive zones or South to Bodden Town and Beach Bay, including secret unmarked dive sites. This trip is a dedicated computer diving only boat and profiles with 60 minute bottom times.
Trip Details:
- Wednesday 8:30am-4:30pm
- Nitrox available (Addl Charge)
- Does NOT include a stingray dive.
- Diver Certification and C-Card required
- Price: US$175ea. (Not including lunch - US$10 extra for lunch option)
- Departs East End | Ocean Frontiers Dive Shop Dock at Compass Point
What's included:
All day boat trip, 3 dives, crew/guides, towel, drinking water, lead weights, belt, air tanks. Free Scuba Log Book and Dive Site Map Slate
Not included:
Transportation to and from your hotel to the boat departure point is not included. If you are not staying in the East End District you will need to rent a car or get a taxi.
Additional Scuba Equipment is not included and may be rented: BCD, Regulators, Instruments, Dive Computer, Mask, Fins, Wetsuit, Nitrox tanks.
Gratuities are not included.
Additional Information:
Open Water Certification or higher is required to participate in this activity. If you are certified and have not dived in the last 24 months you will be required to take a Refresher Course prior to this trip for an additional fee.
You can add lunch with 24 hours notice for a charge of US$10.00. If you do not opt to include the lunch option, you will be expected to pack your own lunch and bring with you for the trip.


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Welcome to plants vs zombies games online
Plants vs zombies
Plants vs zombies is one of my favorite game, that's why I thought to share it to you to. This is a game of fight and strategy. You will have to start zombies games with two plants, one is a flower that will bring you points to buy plants and one is a plant of attack that will help you to destroy the zombies. With each level you will win a new plant, much powerful, that will help you to create an army to protect your home from the zombies which are stronger. Every plant you win is more expensive so you need to make a lot of points to create a strategy if you want to beat the army of zombies. If the zombies eat your plants you still have a chance with a little car that is in front of your house. You have just one chance to use it because it destroys all the zombies that are in front of it. If the zombies reach your home, they will eat your brain and the game will end. If you lose to one level, don't worry, next time it will be better. Zombies games online is a game that will become a challenge for you so try it every time you have the opportunity. Either you are on a break, either you want to relax yourself, you should try to play the game plants versus zombies. Have fun!
Zombies games online
Angry Zombies 2
Play Angry Zombies and protect your home from these creature. It are trying to invade your home from the roof so you must be vigilant. Enjoy the game!
Cannon vs Zombies
Playing Cannon vs Zombies is realy fun if you show your skills on the battle with the zombies. Your job is to kill zombies and having fun!
Zombie Rider
Zombie Rider is a game of skills. You are a zombie who is driving a bike or an ATV. On the road you will have to avoid hand grenades. Have fun!
Panda VS Zombies
A huge wave of zombies is threatening the bunnies that you have to protect. You are a panda bear who knows special techniques to kill the zombies.
Ben10 vs Zombies
You are a great boy who is trying to save the city from this evil zombies. Your job is to kill all the zombies from your way. Have fun!
Cool zombies games online
Zombieman is a game of survival, either you convert the zombies into humans, either it convert you into one of them. Have fun!
Zmash Tx
If you choose to play Zmash Tx you need to be prepared for an army of zombies. It will try to kill you. Move fast and don't let it kill you.
Truckminator is a game of strategy. All kinds of zombies and monsters will attack you so you need to be prepared to defense yourself. Enjoy!
13 Days After
You were on a mission and now you are the only survivor.Playing 13 Days After you need to protect yourself from the zombies who are coming after you.
Nightmare Athon
Play Regular Show Nightmare Athon game ! Real zombies are attacking ! Help Mordecai and Rigby kill them all using Olympic sports equipment
Zombie Defense
Zombie Defense is a game of fight.You are a viking who is protecting his people from the zombies. Try to destroy them and have fun!
Zombie Last Night 2
If you choose to play Zombie Last Night 2 you have to know from the start that this is a game of fight where you need to move very fast. Enjoy!
Nuclear Outrun
Nuclear Outrun is a racing game. You need to equip your car as well as you can, if you want to get rid of the enemy. Have fun!
Zombie Kage
If you like to live dangerous than you should play Zombie Kage. You are trapped in a cage and if you want to survive you must kill all the zombies.
Robin Hood vs Zombies
Play Robin Hood vs Zombies and try to be the hero of the town. You are Robin Hood, the one who is trying to make justice hunting zombies.


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Beginning on April 28, 2017, Missouri was inundated by historic flooding that pushed at least a dozen rivers and major streams to unprecedented crests. It was the state's costliest disaster since the Joplin tornado of 2011, as areas that had never flooded before were heavily impacted. Under Gov. Eric Greitens' leadership, the state of Missouri, local and federal partners, faith-based and non-profit groups, launched an accelerated and wide-reaching recovery effort.
This page continues to be a go-to, single source to help Missourians easily find the information and disaster-related resources that you may need any time disaster strikes.
Resources to help you:
Register for Federal Assistance Free Disaster Legal Assistance Manage Stress Find Help for Workers & Employers Identify Farm Assistance
Stay Healthy Get Back In Business Locate Community Loans & Grants Replace Documents Motor Vehicle Management