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To what extent can media companies employ predictive analytics and other data driven approaches to improve content performance? This event, organized by NYC Media Lab and hosted by Bloomberg on February 25, fused short 5 minute presentations and discussion from startups, media companies and university researchers advancing the state of the art in a variety show intended to provoke discussion and debate on opportunities in this fast-moving field of interest.
Speakers included Brian Eoff, Lead Data Scientist, bitly; Ky Harlin, Director, Data Science, BuzzFeed; Mor Naaman, Associate Professor, Cornell Tech and Co-founder and Chief Scientist, Seen.co; Simon Smith, Senior Vice President, Platforms, News Corp; Joshua Schwartz, Lead Data Scientist, Chartbeat.com; and Lisa Strausfeld, Global Head of Data Visualization, Bloomberg LP.
Photos by Yang Jiang.
Learn more about NYC Media Lab at www.nycmedialab.org.
Retired 1988 MARTA Flxible Metro 40102-6t transit bus #3360. On display at the southeastern railway museum in Duluth, GA.
More photos from my Vietnam period. Terry was a drivin' fool. Not the concerned look on his face. We were hauling a "dead" deuce and a half to Long Binh to depot maintenance. We had just passed some men in black PJ's and AK's on their shoulders. The trip was no longer a routine drive down the highway, we discovered bullet holes in the rear of the truck we were towing. We thought they were trying to shoot the rear tire. We were going as fast as the 5 ton wrecker would go with a 2-1/2 ton load.
www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...
This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.
Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.
Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.
For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.
Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.
When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.
My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me
The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.
We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring
Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.
Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.
I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.
I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.
No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this
www.austinhardware.com/rubber-seal-single-500-rolls.htm
Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now
I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.
Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.
Here is the mess I ended up with
I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.
While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.
The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.
There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.
A quick mockup
All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.
The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.
The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.
The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.
My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.
Wired it in cleanly to an existing ignition power on the fuse box
I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!
And here it is mounted up!
I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.
Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.
I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!
Watch the short film at:https://youtu.be/EqbNBf-gCH8
Four interviews illuminate the beauty and struggle which traditional carpet weaving faces today in Kerman, Iran.
While the retired Abol Hadi still weaves out of passion, a group of women on the edge of the desert weave to survive, earning less than 1 US dollar per day. In a posh retail store, Mr. Mohammad Heravi sells finished carpets but only a few blocks away, antique weaving equipment sits collecting dust at the Kerman Carpet Company.
UNEDITED INTERVIEWS
Watch the full, unedited interviews here: youtu.be/LUk7T-DReh8
THANK YOU
An especially huge thanks to these lovely people who helped translate the interviews from Farsi into English: Faly Golshan, Amjad Nezami, Azadeh Nigjeh, Farid Rostami, and Sean PI Stewart. Without them giving freely of their time and talents, this video wouldn't have been possible.
MUSIC
The amazing musician featured here is Ali Ahangaran. You can download for free this concert here: oxlaey.bandcamp.com/album/desert-songs-from-the-film-bam-...
A SPECIAL THANKS to Mr. Ebrahim Alavi and Mr. Amjad Nezami and the Kerman Chamber of Commerce who supported the filming in November 2014.
CONTACTS:
Mohammad Afzalinejad
Zarin Panjeh Carpet Company
Telephone Number: +98 (0) 913660 2771
Amjad Nezami
Kerman Chamber of Commerce
Telephone Number: +98 (0) 913 341 2370
BACKGROUND
Because machine-made carpets are so much cheaper to manufacture, demand for hand-woven carpets has fallen. With this decline, the ancient skill of weaving carpets by hand is slowly dying out.
After retiring from the Kerman Carpet Company as a technical carpet inspector, the 72-year old Abol Hadi has started work on one last, giant tapestry. “Most professionals don’t believe that this carpet has two knots per millimeter. But when I sit here it’s just me, this flower, and this carpet - Otherwise I wouldn’t be able to do this”.
For a group of women living on the edge of the desert, weaving is a way out of poverty. They earn 25,000 Toman, less than 1 US dollar, per day. “It’s enough to support their families”, says Mr. Afzalinejad, who manages a number of carpet workshops in villages around Kerman. “Without this money they’d starve,” he says.
Mr. Heravi buys and commissions hand-woven carpets exclusively from local Kerman weavers. His up-scale shop in the center of town is layered with carpets showing rural motives, designs traditionally seen in carpets crafted in and around Kerman.
A few streets away is the once mighty Kerman Carpet Company. 100 years ago the factory belonged to the British East India Company. Now, antique, steam-driven machines gather dust in the warehouse. The Kerman Carpet Company retains a skeleton crew, hand-weaving primarily for the export market, but due to cost-cutting measures, they had to let many weavers go.
Monster Jam Triple Threat Series presented by AMSOIL @ Verizon Center, Washington, DC on January 28, 2017
Featuring:
Grave Digger driven by Krysten Anderson,
El Toro Loco driven by Armando Castro,
Pirate's Curse driven by Camden Murphy,
Megalodon driven by Justin Sipes,
Alien Invasion driven by Bernard Lyght,
Zombie driven by Ami Houde, Monster Mutt Rottweiler driven by JR Seasock,
Blue Thunder driven by Matt Cody,
www.cadillacforums.com/threads/puttin-on-the-ritz-1984-el...
This installment begins back, way way back,back into time. In the days we could have large gatherings, touch our faces, eat inside restaurants, and lived perilously close to the edge of running out of toilet paper. Picture it, Thanksgiving weekend, 2019…Oh wait, back a bit further…August, 1983.
Some dunderhead salesman in southern California takes an order from a buyer with great taste, a beautifully optioned 1984 Eldorado Biarritz in the ultimate color combination of Black/Black/Red. Said dunderhead gets everything right on the order-except for one tiny detail. The desire for a CF5 Astroroof is lost in translation from the prospective buyer and never makes it into the POS.
Car arrives in September. No sunroof. What gives? Our apologies sir, we’ll get that taken care of right away. Car is driven to an ASC installer. Another dunderhead gets out a jigsaw and cuts a hole thru the roof. A 38” (the biggest you can fit in an Eldorado with roof-mounted seatbelts) ASC sunroof is installed. Car is returned to dealership, buyer eagerly accepts delivery, none the wiser about factory vs aftermarket sunroofs.
For those who don’t know, when you order a car with a sunroof, the car is born with a hole in the roof. Mounts are cast into the roof panel, and the sunroof assembly seats in them and the glass panel has a channel for a nice rubber gasket that seals everything up nice. Then a vacuum formed headliner backing board is cast to perfectly hide everything. When you get an aftermarket sunroof, someone gets a stencil and a jigsaw, and cuts your roof panel and headliner open, pops a trim ring in the hole, and hangs a sunroof pan on the trim ring. If you’re lucky they will drill additional reinforcements to marry the pan to the roof structure. Then they get a bunch of headliner material, pull it taught from the corners of the car to the opening in the roof, and send you on down the road.
Anyway, back to Thanksgiving 2019, and the jigsaw dunderhead’s work starts to come undone.
When I had purchased this car, it needed headliner help. The material was loose, but not sagging appreciably. Additionally, someone had tried to superglue the material all around the perimeter. The material was kind of floating in place, which I thought was weird. I ended up getting some super strong neodymium magnets to hold it taught-which worked ok until it was humid out, or driving on the highway with the windows down as the liner would look something like a sailboat in the wind.
My fix was simple-find a factory sunroof equipped car and get the headliner board out of it and pop it into my car. Found out that that was easier said than done, and after a lot of junkyard expedition, kept coming up empty handed. Finally after years, I came into someone parting a factory sunroof Eldo on ebay and after a lot of trouble was able to get it shipped to me
The board needed some help, and after getting all the old foam off of it and some repairs made to restore the structure (the sunroof headliner board is really thin and flimsy, even compared to the stock non-sunroof board) I tore the interior apart to facilitate getting it in and out as I knew I would have to make “some” tweaks to reconcile the aftermarket hole location to the factory one. The sunroof assembly would also need to come out to recover the sunshade; as well as reseal the panel.
We can see here how the trim ring supports the pan assembly from the center. I have to say though, this was about as clean an install as an aftermarket sunroof can come with lots of extra bracing and no factory roof reinforcements cut. We can also see a very chintzy felt seal stuck to the trim ring
Got the sunshade recovered quickly. I later removed the black plastic covered jute that was glued to the pan-factory did not have this and it would have made the board sit too low when installed in the car. The gray rubbery stuff at the front of the pan was also stripped off for the same reason. I also swapped to the factory grab handle that was included with the board.
Also recovered the sail panels. I chose to leave the foam backing on these as it is not the usual headliner stuff that turns to jelly, its more like a sponge material and seemed to be holding up just fine.
I also added PED connectors to the sail panel interior lights that the factory curiously left out. Not sure how they installed these as the harness is one giant piece, but it means that you can’t take the sail panels out without having the lights dangling in the back. This will become important later.
I then devised a new seal. I threw away all the felt and used some 3M Adhesive remover to get rid of the stuff they had glued it with. Nasty stuff but did a good job. The new seal was the first part of this that took a LONG time. Aftermarket roofs from this time use some kind of felt tape to cut down on wind noise and slow water ingress into the pan, and while still available, there is way better out there today. (In spite of how it looked on my car though, it never leaked?!?! Wind noise was an issue with the shade open though) I decided on a rubber seal, and after getting a whole bunch of samples, the stuff I had initially ended up trying was pretty thin, but rigid strip of rubber. After gluing it on with 3M yellow weatherstrip adhesive (which does NOT work as good as the adhesive remover), I put the pan back in the car to see how it would work.
No photos of the failure here, but no good. The material was too rigid and too grippy, and would cause the roof to bind midway thru its travel. Then it tore off in the corners. Ugh! Pan back out, strip off the remaining seal and glue and go back to the drawing board. I ended up buying this
www.austinhardware.com/rubber-seal-single-500-rolls.htm
Which is a hollow piece of rubber that lets the panel travel without binding, and still squishes into a really tight seal. Looks like its out of stock now, but something with close to those measurements in a D-shape is a possibility for someone looking to reseal their ASC aftermarket sunroof. It was another 3M product, that was just a peel and stick affair-way easier than the yellow goopy adhesive route. Seems like a really strong bond, and seals fantastically against wind and water. 0 wind noise now, and no leaks in a downpour when parked, or cruising at highway speeds. Roof moves without binding now
I also decided to put the new seal onto the glass panel itself as it seems like that’s the easier life for it-if I put it around the opening, the pop rivets from the panel would abrade it. Super happy with this.
Next task was of course the headliner. With the pan now back in the car, I could take measurements and properly scribe/cut/fill the board as needed. Again, easier said than done. This was a weeks long ordeal between cutting the board, fiberglassing new material in, more cutting, more filling, coronavirus insanity, etc. Long story short, my roof was installed a few inches more aft than a factory roof would have been, which meant a lot of tweaking to get the kick-up over the rear passengers head in the right spot. Additionally, I needed to build out the map light drop down to accommodate the motor.
Here is the mess I ended up with
I also affixed strips of 3M dual-lock (it is like a heavy duty version of the stuff that holds in an Ezpass) to the back of the board and the pan to hold it tightly-the factory had attempted this with a similar product in the non-sunroof car headliner board. I was super skeptical that my fudgery would cover well at all, but I have to say that foam backed headliner material must be some of the most forgiving stuff around. This took me months to complete, working off and on from November thru April. Ultimately though, I’m happy with it.
While the interior was out, there was another thing I wanted to do. About a year ago, I was following a buddy as he took his Eldorado to drop off at a shop-couldn’t help but notice how small the brake lights (and the rest of the car) seemed compared to all the bulbous modern cars surrounding it. Then I had a couple of SUV’s roll up way too close for comfort on the back of the car-one was close enough that I launched the Eldorado up and to the side to avoid getting hit. Knowing that getting rear ended by a careless driver would probably result in my untimely incarceration, I set out to do something about rear visibility.
The federal government mandated 3rd brake lights for passenger cars for model year 1986. Cadillac was slightly ahead of the curve with this with the 1985 Deville/Fleetwoods which got these in the fall of ’84. Apparently the science is behind them and they do result in fewer rear end collisions. So I decided to add one of them to the Eldo.
There were a few different versions of these things made, with short, medium and long necks to mate with the rear window-one for a Fleetwood Brougham has the tall one, and one for an 80s Buick Riviera like the one seen above is short. The short one is the best size for the Eldo, any taller and it would look pretty bad. Then the gasket that seals it to the window is different for each different model. Fortunately a potato peeler does a great job of cutting things down to size to match the Eldos vertical rear window, and the material can be easily sanded to get out any little imperfections to make it seal nicely and not leak light. An ideal donor for one would be one an 86-91 Eldo or Seville without a factory vinyl or carriage roof.
A quick mockup
All of these lights mount the same way, with this little bracket cutting into the package shelf and screwing in to the metal underneath. This is not possible on the Eldo as the package shelf reinforcement under the center won’t let this happen. So I had to modify the bracket to sit flush on the package shelf, and add two holes to the shelf to get the screws through. They screw right into the package shelf reinforcement.
The next step was wiring. It is not as simple as tapping a brake light wire and running across the package shelf to the light. Since the Eldos tail lights do everything- brake, signal and hazard, just tapping a wire would cause the center light to flash with the signals or hazard. GM rectified this by using a different brake switch to prevent backfeeding. See the original gray switch, with an in and out, and the new beige one, with a supply, and two isolated outputs. This puts the 3rd brake light (acronym: CHMSL “Center High Mount Stoplight) on its own branch-but also means that you have to home run a wire all the way to it. The wire chase made quick work of this however. I had a pretty long link of 3rd brake light harness, but not quite enough to make it to the front of the car. I put another PED connector of the same kind that I used on the sail panels to join this blue wire I ran from the switch underneath the drivers side rear seat arm rest, which is accessible by removing the ash tray if need be. The stock package shelf reinforcement actually ended up being drilled for the wiring, so I’m not sure if this was something that was in the works for the Eldo.
The version of the brake switch I used allowed me to keep the cruise control connector, and only change the brake light connector itself (part 12117354). I wanted to keep this as non-invasive as possible as I hate being upside down under the dash (though I see to find myself in that position a lot…) I will search around for the part number for the brake light switch itself.
The last trick I wanted to pull before I put the interior back together was to replace the horrible rearview mirror. I forgot how bad these things were (or more like, no one ever noticed before there were LED headlights on other people’s cars that are tall enough to be flush with your back window) but it seems like the mirror was good for one thing; blindness. They have two settings-blindingly bright where others headlights fry your retinas at night, or completely blind, where you can’t see a thing behind you.
My daily driver has a great auto dimming mirror that still lets you see everything without blinding you, made by Gentex. About the same size as the Eldo rearview. I was casually browsing their offerings to see what kind of money we were talking, when I noticed they offered an upgraded unit as compared to the one installed on my car-one with an LED compass feature that was *drumroll* amber colored! Just like the center stack on the Eldorado! So needless to say, the project was underway quickly.
Wired it in cleanly to an existing ignition power on the fuse box
I had to buy a new button to mount it, stock Eldo one was too small to hold it. Check out the dashboard illustration on the glue I bought to stick it on with!
And here it is mounted up!
I am super happy with the mirror. It works great and is a really close match to the amber on the center stack. They even have the same segment check timing when you turn the ignition on Unfortunately it does not dim with the rest of the dash panel, so that’s a letdown, but if desired you can turn the compass off if you wanted to dim everything all the way as I like to do when I’m out of the city on a dark road.
Now, you may notice that the visors are all kinds of messed up. Progress has a price I guess. My long-fought for 1988 Deville visors are NG with the new headliner board-they’re just too big and interfere with the bump out for the map light. I wish I would have known as I could have easily shrunk this bump out when I was doing surgery on the board but its too late now. I’m at a crossroads of reinstalling my old red Eldo visors with known good arms swapped into them (which are probably super faded next to the new material but are impossible to reupholster right) or finding another late 80s more robust GM visor and reupholstering/swapping them in.
I still have more stuff to add to this which may come tomorrow as my fingers are about to fall off!
This car was the first entered in the Indy 500 by Roger Penske. It was driven by Mark Donohue. Donohue was running third with about 20 laps to go when a lengthy pit stop dropped himn back to seventh at the end of the race. He was named "Rookie of the Year".
Cows in the meadows in Cattle Creek in the Stein Valley headwaters. These cows belong to ranchers on one of the Fraser Canyon reserves and get driven up a cattle trail in Siwhe Creek to graze in the meadows in summer.
In Chorus, players will take control of dual protagonists: ex-cultist Nara, an ace pilot with a haunted past, and Forsaken – a sentient AI starfighter and her closest ally, with a mysterious backstory of his own to unravel. This story-driven single-player experience invites gamers to unlock devastating weapons and mind-bending abilities as they fight to free the galaxy from the Circle: an oppressive cult that will stop at nothing to ensure complete subjugation.
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Having driven past this countless times I had often thought it looked quite rough. Seeing it close up today I realised it's actually quite solid. Nice to see the P100 decals and original black centre caps in place.
HML suggests only 763 of these remain with a similar number on SORN. That's down from thousands only a few years ago.
During practice for the IMSA Coca Cola 12 Hour Camel GT race at Sebring International Speedway in March, 1973.
This car ran on street radial tires. It finished third overall.
Scanned from a slide.
61 beats per minute, piano driven, strings, organs and a chilled out vibe
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SUN VALLEY - More than 165 members of the Los Angeles Fire Department were joined by firefighters from the neighboring cities of Burbank and Glendale on November 19, 2022, in a two-and-one-half hour battle against a Santa Ana wind-driven wildfire that quickly consumed nearly two acres of vegetation adjacent to the Golden State (I-5) Freeway at Penrose Avenue, before spreading within and heavily damaging a nearby automotive repair and salvage firm, as well as an adjacent custom cabinetry business in a pair of large adjoining metal-clad one story commercial buildings. No injuries were reported.
Photo Use Permitted via Creative Commons - Credit: LAFD Photo (Harry Garvin)
LAFD Incident 111922-1522
Connect with us: LAFD.ORG | News | Facebook | Instagram | Reddit | Twitter: @LAFD @LAFDtalk
The development of arc-based additive manufacturing (AM) is being driven by the need for increased manufacturing efficiency of engineering structures. Its ability to produce very near net shape preforms without the need for complex tooling, moulds, dies or furnaces offers potential for significant cost and lead time reductions, increased material efficiency and improved component performance.
For more information please visit www.twi-global.com/technical-knowledge/job-knowledge/arc-...
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We decided to go for a city break rather than sun in Tenerife again this September. Other than a few days in the North East we haven’t been away since last March and wanted a change and hopefully some sun. The problem is getting flights from the north of England to the places we want to go to. We chose Valencia as we could fly from East Midlands – which was still a pain to get to as it involved the most notorious stretch of the M1 at five in the morning. In the end we had a fairly good journey, the new Ryanair business class pre-booked scheme worked quite well and bang on time as usual. It was dull when we landed with storms forecast all week, the sky was bright grey – the kiss of death to the photography I had in mind. I was full of cold and wishing I was at work. It did rain but it was overnight on our first night and didn’t affect us. There has been a drought for eleven months apparently and it rained on our first day there! The forecast storms didn’t materialise in Valencia but they got it elsewhere.
Over the course of a Monday to Sunday week we covered 75 miles on foot and saw most of the best of Valencia – The City of Bell Towers. The Old City covers a pretty large area in a very confusing layout. There was a lot of referring to maps – even compass readings! – a first in a city for us. The problem with photography in Valencia is that most of the famous and attractive building are closely built around, some have poor quality housing built on to them. Most photographs have to be taken from an extreme angle looking up. There are no high points as it is pan flat, there are a small number of buildings where you can pay to go up on to the roof for a better view and we went up them – more than once!
The modern buildings of The City of Arts and Sciences – ( Ciutat de Las Arts I de les Ciencies ) are what the city has more recently become famous for, with tourists arriving by the coachload all day until late at night. They must be photographed millions of times a month. We went during the day and stayed till dark one evening, I gave it my best shot but a first time visit is always a compromise between ambition and realism, time dictates that we have to move on to the next destination. I travelled with a full size tripod – another first – I forgot to take it with me to TCoAaS! so It was time to wind up the ISO, again! Needless to say I never used the tripod.
On a day when rain was forecast but it stayed fine, albeit a bit dull, we went to the Bioparc north west of the city, a zoo by another name. There are many claims made for this place, were you can appear to walk alongside some very large animals, including, elephants, lions, giraffe, rhino, gorillas and many types of monkey to name a few. It is laid out in different geographical regions and there is very little between you and the animals, in some cases there is nothing, you enter the enclosure through a double door arrangement and the monkeys are around you. It gets rave reviews and we stayed for most of the day. The animals it has to be said gave the appearance of extreme boredom and frustration and I felt quite sorry for them.
The course of The River Turia was altered after a major flood in the 50’s. The new river runs west of the city flanked by a motorway. The old river, which is massive, deep and very wide between ancient walls, I can’t imagine how it flooded, has been turned into a park that is five miles long. There is an athletics track, football pitches, cycle paths, restaurants, numerous kids parks, ponds, fountains, loads of bridges, historic and modern. At the western end closest to the sea sits The City of Arts and Sciences – in the river bed. Where it meets the sea there is Valencia’s urban Formula One racetrack finishing in the massive marina built for The Americas Cup. The race track is in use as roadways complete with fully removable street furniture, kerbs, bollards, lights, islands and crossings, everything is just sat on the surface ready to be moved.
We found the beach almost by accident, we were desperate for food after putting in a lot of miles and the afternoon was ticking by. What a beach, 100’s of metres wide and stretching as far as the eye could see with a massive promenade. The hard thing was choosing, out of the dozens of restaurants, all next door to each other, all serving traditional Paella – rabbit and chicken – as well as seafood, we don’t eat seafood and it constituted 90% of the menu in most places. Every restaurant does a fixed price dish of the day, with a few choices, three courses and a drink. Some times this was our only meal besides making the most of the continental breakfast at the hotel. We had a fair few bar stops with the local wine being cheap and pleasant it would have been a shame not to, there would have been a one woman riot – or strike!
On our final day, a Sunday, we were out of bed and down for breakfast at 7.45 as usual, the place was deserted barring a waiter. We walked out of the door at 8.30 – in to the middle of a mass road race with many thousands of runners, one of a series that take place in Valencia – apparently! We struggled to find out the distance, possibly 10km. The finish was just around the corner so off we went with the camera gear, taking photos of random runners and groups. There was a TV crew filming it and some local celebrity (I think) commentating. Next we came across some sort of wandering religious and musical event. Some sort of ritual was played out over the course of Sunday morning in various locations, it involved catholic priests and religious buildings and another film crew. The Catholic tourists and locals were filling the (many) churches for Sunday mass. Amongst all of this we had seen men walking around in Arab style dress – the ones in black looked like the ones from ISIS currently beheading people – all carrying guns. A bit disconcerting. We assumed that there had been some sort of battle enactment. We were wrong, it hadn’t happened yet. A while later, about 11.30 we could hear banging, fireworks? No it was our friends with the guns. We were caught up in total mayhem, around 60 men randomly firing muskets with some sort of blank rounds, the noise, smoke and flames from the muzzles were incredible. We were about to climb the Torres de Serranos which is where, unbeknown to us, the grand, and deafening, finale was going to be. We could feel the blast in our faces on top of the tower. Yet again there was a film camera in attendance. I couldn’t get close ups but I got a good overview and shot my first video with the 5D, my first in 5 years of owning a DLSR with the capability. I usually use my phone ( I used my phone as well). Later in the day there was a bullfight taking place, the ring was almost next to our hotel, in the end we had other things to do and gave it a miss, it was certainly a busy Sunday in the city centre, whether it’s the norm or not I don’t know.
There is a tram system in Valencia but it goes from the port area into the newer part of the city on the north side, it wouldn’t be feasible to serve the historic old city really. A quick internet search told me that there are 55,000 university students in the city, a pretty big number. I think a lot of the campus is on the north side and served by the tram although there is a massive fleet of buses as well. There is a massive, very impressive market building , with 100’s of stalls that would make a photo project on its own, beautiful on the inside and out but very difficult to get decent photos of the exterior other than detail shots owing to the closeness of other buildings and the sheer size of it. Across town, another market has been beautifully renovated and is full of bars and restaurants and a bit of a destination in its own right.
A downside was the all too typical shafting by the taxi drivers who use every trick in the book to side step the official tariffs and rob you. The taxi from the airport had a “broken” meter and on the way home we were driven 22 km instead of the nine that is the actual distance. Some of them seem to view tourists as cash cows to be robbed at all costs. I emailed the Marriot hotel as they ordered the taxi, needless to say no answer from Marriot – they’ve had their money. We didn’t get the rip off treatment in the bars etc. that we experienced in Rome, prices are very fair on most things, certainly considering the city location.
All in all we had a good trip and can highly recommend Valencia.
Soulfly
Carroponte - Sesto San Giovanni - Milano
10 Luglio 2013
Max Cavalera - Vocals and Rhythm Guitar
Marc Rizzo - Lead Guitar
Tony Campos - Bass Guitar
© Mairo Cinquetti
© All rights reserved. Do not use my photos without my written permission. If you would like to buy or use this photo PLEASE message me or email me at mairo.cinquetti@gmail.com
Soulfly incite a musical uprising on Enslaved, their eighth album for Roadrunner Records (available March 13, 2012).
This time around, the heavy metal tribe treads extreme territory by incorporating blast beats, violent riffs and wheezing whammy squeals into its patented groove-driven war cry. All of those elements converge within a concept record about slavery—a first for legendary frontman Max Cavalera [Sepultura, Cavalera Conspiracy].
This is also the inaugural offering from the group's new lineup featuring bassist Tony Campos [ex-Static-X, Asesino] and drummer David Kinkade [Borknagar] alongside Cavalera and guitar cohort Marc Rizzo. Ever since the band's gold-certified debut in 1998, Soulfly have become deadlier and more dangerous with each critically acclaimed successive release, but Enslaved sees them roaring like never before.
The genesis of Enslaved can actually be traced back to Sepultura's groundbreaking and seminal album Roots in 1996. Shortly after its completion, Cavalera began pondering the idea of doing an entire album centered around the theme of slavery. However, he put that thought on hold. Until now.
"I've had this concept for a long time," revealed Cavalera. "I actually thought it would be a Sepultura album, but that never happened. Soulfly went on, and I never forgot about the idea. Coming off the road supporting Omen [2010], I knew this was the best moment to do it. We're tackling an extreme subject with the heaviest music we've ever done. Everything is connected. When you're singing about something harsh like this, heavy music is the perfect match."
With Kinkade and Campos in the fold as of early 2011, Soulfly entered Tallcat Studios in Phoenix, Arizona with producer Zeuss [Suicide Silence, Hatebreed] to realize this vision. While in the studio, Cavalera continued to challenge himself and his bandmates.
He recalled, "We tried to be more original. Zeuss really pushed me to work hard on the lyrics, and I decoded something fresh. Musically, the songs have pure fire. We call Dave 'Dave the Duck' because his feet are so fast that they must be webbed," chuckles Cavalera. "I've known Tony since Soulfly toured with Static-X in 2002. He's an amazing bass player. Everything works like a machine."
That machine devastates on the blood-spatteringly brutal first single "World Scum." With a guest spot from Travis Ryan of Cattle Decapitation, the song unleashes a torrent of blazing fretwork and double bass drumming, and Cavalera sounds possessed as he trades vocals with Ryan.
He reveals, "The song is about all of the evil in the last century. It covers the Nazis, John F. Kennedy's assassination, Hiroshima, and Nagasaki. Then, it examines religion ending on the final war between good and evil. Travis sounds so fucking insane."
Elsewhere, "Legions," "Intervention" and "Chains" directly explore slavery and its effects upon society over thunderous guitars and screams. "Gladiator" nods to the film of the same name as much as various documentaries the singer studied following Roman slaves who became heroes in the Coliseum.
Keeping up Soulfly's legacy of collaboration, Cavalera enlisted the help of some other very special guests. Longtime friend DevilDriver frontman Dez Fafara lends his viscerally violent vocals to "Redemption of Man By God," which is by Cavalera's admission, "pure venom."
Cavalera kidnapped Fafara from his sound check during a Phoenix show, and he laid down his vocals in one magical afternoon session. "I've wanted to do something with Dez forever. We're on the same label, and we grew up with each other's music," says Cavalera. "He's absolutely killer. The song ends with a creepy sample of this preacher. He's talking about the angel of death sparing those with the lamb's blood on their door in Exodus. It came through Tony's cabinet randomly and we recorded it. I took it as a sign."
"Revengeance" saw the frontman collaborating with his sons Zyon on drums, Igor on guitar and vocals and Richie on vocals. As the track delves deep into their brother Dana Wells' tragic death, it was a pivotal moment for the Cavalera clan on the album.
"That was family day in the studio," he adds. "I wrote the first of the song, and Igor wrote the other two. He ended up recording all of the guitars though. I don't even play on the song. It's a bit different from the rest of the record. Zyon did a great job with the vocals, and Richie sounds incredible. It's a subject that's close to all of our hearts. When it was done, I felt like a proud papa."
Cavalera has every reason to be proud. Nearly 15 years into Soulfly's career, he's built their most bludgeoning arsenal of anthems to date. As always though, there's no end in sight for Cavalera and co., especially once they hit the road.
"I want people to go mental when they hear Enslaved," he declares. "I want them to freak the fuck out. This is extreme. This is Soulfly."
Get ready to join the uprising.
The Himalayas or Himalaya (/ˌhɪməˈleɪ.ə/ or /hɪˈmɑːləjə/) is a mountain range in the Indian subcontinent, which separates the Indo-Gangetic Plain from the Tibetan Plateau. Geopolitically, it covers the Himalayan states and regions. This range is home to nine of the ten highest peaks on Earth, including the highest above sea level, Mount Everest. The Himalayas have profoundly shaped the cultures of South Asia. Many Himalayan peaks are sacred in Dharmic religions such as Hinduism and Buddhism.
The Himalayas are bordered on the north by the Tibetan Plateau, on the south by the Indo-Gangetic Plain, on the northwest by the Karakoram and Hindu Kush ranges and on the east by the Indian states of Sikkim, the Darjeeling district of West Bengal, Assam, Arunachal Pradesh and Manipur. The Hindu Kush, Karakoram and Himalayas together form the "Hindu Kush Himalayan Region" (HKH). The western anchor of the Himalayas, Nanga Parbat, lies just south of the northernmost bend of the Indus River; the eastern anchor, Namcha Barwa, is just west of the great bend of the Yarlung Tsangpo River. The Himalayas span five countries: Nepal, India, Bhutan, China (Tibet), and Pakistan, the first three countries having sovereignty over most of the range.
Lifted by the collision of the Indian tectonic plate with the Eurasian Plate, the Himalayan range runs northwest to southeast in a 2,400-kilometre-long arc. The range varies in width from 400 kilometres in the west to 150 kilometres in the east. Besides the Greater Himalayas, there are several parallel lower ranges. The southernmost, along the northern edge of the Indian plains and reaching 1000 m in altitude, is the Sivalik Hills. Further north is a higher range, reaching 2000–3000 m, known as the Lower Himalayan Range.
Three of the world's major rivers (the Indus, the Ganges and the Brahmaputra) arise in the Himalayas. While the Indus and the Brahmaputra rise near Mount Kailash in Tibet, the Ganges rises in the Indian state of Uttarakhand. Their combined drainage basin is home to some 600 million people.
ETYMOLOGY
The name Himālaya is from Sanskrit: hima (snow) + ālaya (dwelling), and literally means "abode of snow"
ECOLOGY
The flora and fauna of the Himalayas vary with climate, rainfall, altitude, and soils. The climate ranges from tropical at the base of the mountains to permanent ice and snow at the highest elevations. The amount of yearly rainfall increases from west to east along the southern front of the range. This diversity of altitude, rainfall and soil conditions combined with the very high snow line supports a variety of distinct plant and animal communities. The extremes of high altitude (low atmospheric pressure) combined with extreme cold favor extremophile organisms.
The unique floral and faunal wealth of the Himalayas is undergoing structural and compositional changes due to climate change. The increase in temperature is shifting various species to higher elevations. The oak forest is being invaded by pine forests in the Garhwal Himalayan region. There are reports of early flowering and fruiting in some tree species, especially rhododendron, apple and box myrtle. The highest known tree species in the Himalayas is Juniperus tibetica located at 4,900 metres in Southeastern Tibet.
GEOLOGY
The Himalayan range is one of the youngest mountain ranges on the planet and consists mostly of uplifted sedimentary and metamorphic rock. According to the modern theory of plate tectonics, its formation is a result of a continental collision or orogeny along the convergent boundary between the Indo-Australian Plate and the Eurasian Plate. The Arakan Yoma highlands in Myanmar and the Andaman and Nicobar Islands in the Bay of Bengal were also formed as a result of this collision.
During the Upper Cretaceous, about 70 million years ago, the north-moving Indo-Australian plate (which has subsequently broken into the Indian Plate and the Australian plate) was moving at about 15 cm per year. About 50 million years ago this fast moving Indo-Australian plate had completely closed the Tethys Ocean, the existence of which has been determined by sedimentary rocks settled on the ocean floor, and the volcanoes that fringed its edges. Since both plates were composed of low density continental crust, they were thrust faulted and folded into mountain ranges rather than subducting into the mantle along an oceanic trench. An often-cited fact used to illustrate this process is that the summit of Mount Everest is made of marine limestone from this ancient ocean.
Today, the Indian plate continues to be driven horizontally below the Tibetan Plateau, which forces the plateau to continue to move upwards. The Indian plate is still moving at 67 mm per year, and over the next 10 million years it will travel about 1,500 km into Asia. About 20 mm per year of the India-Asia convergence is absorbed by thrusting along the Himalaya southern front. This leads to the Himalayas rising by about 5 mm per year, making them geologically active. The movement of the Indian plate into the Asian plate also makes this region seismically active, leading to earthquakes from time to time.
During the last ice age, there was a connected ice stream of glaciers between Kangchenjunga in the east and Nanga Parbat in the west. In the west, the glaciers joined with the ice stream network in the Karakoram, and in the north, joined with the former Tibetan inland ice. To the south, outflow glaciers came to an end below an elevation of 1,000–2,000 metres. While the current valley glaciers of the Himalaya reach at most 20 to 32 kilometres in length, several of the main valley glaciers were 60 to 112 kilometres long during the ice age. The glacier snowline (the altitude where accumulation and ablation of a glacier are balanced) was about 1,400–1,660 metres lower than it is today. Thus, the climate was at least 7.0 to 8.3 °C colder than it is today.
HYDROLOGY
The Himalayas contain the third-largest deposit of ice and snow in the world, after Antarctica and the Arctic. The Himalayan range encompasses about 15,000 glaciers, which store about 12,000 km3 of fresh water. Its glaciers include the Gangotri and Yamunotri (Uttarakhand) and Khumbu glaciers (Mount Everest region), Langtang glacier (Langtang region) and Zemu (Sikkim).
Owing to the mountains' latitude near the Tropic of Cancer, the permanent snow line is among the highest in the world at typically around 5,500 metres. In contrast, equatorial mountains in New Guinea, the Rwenzoris and Colombia have a snow line some 900 metres lower. The higher regions of the Himalayas are snowbound throughout the year, in spite of their proximity to the tropics, and they form the sources of several large perennial rivers, most of which combine into two large river systems:
- The western rivers, of which the Indus is the largest, combine into the Indus Basin. The Indus begins in Tibet at the confluence of Sengge and Gar rivers and flows southwest through India and then through Pakistan to the Arabian Sea. It is fed by the Jhelum, the Chenab, the Ravi, the Beas, and the Sutlej rivers, among others.
- Most of the other Himalayan rivers drain the Ganges-Brahmaputra Basin. Its main rivers are the Ganges, the Brahmaputra and the Yamuna, as well as other tributaries. The Brahmaputra originates as the Yarlung Tsangpo River in western Tibet, and flows east through Tibet and west through the plains of Assam. The Ganges and the Brahmaputra meet in Bangladesh, and drain into the Bay of Bengal through the world's largest river delta, the Sunderbans.
The easternmost Himalayan rivers feed the Irrawaddy River, which originates in eastern Tibet and flows south through Myanmar to drain into the Andaman Sea.
The Salween, Mekong, Yangtze and Huang He (Yellow River) all originate from parts of the Tibetan Plateau that are geologically distinct from the Himalaya mountains, and are therefore not considered true Himalayan rivers. Some geologists refer to all the rivers collectively as the circum-Himalayan rivers. In recent years, scientists have monitored a notable increase in the rate of glacier retreat across the region as a result of global climate change. For example, glacial lakes have been forming rapidly on the surface of debris-covered glaciers in the Bhutan Himalaya during the last few decades. Although the effect of this will not be known for many years, it potentially could mean disaster for the hundreds of millions of people who rely on the glaciers to feed the rivers during the dry seasons.
LAKES
The Himalayan region is dotted with hundreds of lakes. Most lakes are found at altitudes of less than 5,000 m, with the size of the lakes diminishing with altitude. Tilicho Lake in Nepal in the Annapurna massif is one of the highest lakes in the world. Pangong Tso, which is spread across the border between India and China, and Yamdrok Tso, located in central Tibet, are amongst the largest with surface areas of 700 km², and 638 km², respectively. Other notable lakes include She-Phoksundo Lake in the Shey Phoksundo National Park of Nepal, Gurudongmar Lake, in North Sikkim, Gokyo Lakes in Solukhumbu district of Nepal and Lake Tsongmo, near the Indo-China border in Sikkim.
Some of the lakes present a danger of a glacial lake outburst flood. The Tsho Rolpa glacier lake in the Rowaling Valley, in the Dolakha District of Nepal, is rated as the most dangerous. The lake, which is located at an altitude of 4,580 metres has grown considerably over the last 50 years due to glacial melting.
The mountain lakes are known to geographers as tarns if they are caused by glacial activity. Tarns are found mostly in the upper reaches of the Himalaya, above 5,500 metres.
IMPACT ON CLIMATE
The Himalayas have a profound effect on the climate of the Indian subcontinent and the Tibetan Plateau. They prevent frigid, dry winds from blowing south into the subcontinent, which keeps South Asia much warmer than corresponding temperate regions in the other continents. It also forms a barrier for the monsoon winds, keeping them from traveling northwards, and causing heavy rainfall in the Terai region. The Himalayas are also believed to play an important part in the formation of Central Asian deserts, such as the Taklamakan and Gobi.
RELIGIOUS OF THE REGION
In Hinduism, the Himalayas have been personified as the god Himavat, father of Ganga and Parvati.
Several places in the Himalayas are of religious significance in Buddhism, Hinduism, Jainism and Sikhism. A notable example of a religious site is Paro Taktsang, where Padmasambhava is said to have founded Buddhism in Bhutan. Padmasambhava is also worshipped as the patron saint of Sikkim.
A number of Vajrayana Buddhist sites are situated in the Himalayas, in Tibet, Bhutan and in the Indian regions of Ladakh, Sikkim, Arunachal Pradesh, Spiti and Darjeeling. There were over 6,000 monasteries in Tibet, including the residence of the Dalai Lama. Bhutan, Sikkim and Ladakh are also dotted with numerous monasteries. The Tibetan Muslims have their own mosques in Lhasa and Shigatse.
RESOURCES
The Himalayas are home to a diversity of medicinal resources. Plants from the forests have been used for millennia to treat conditions ranging from simple coughs to snake bites. Different parts of the plants - root, flower, stem, leaves, and bark - are used as remedies for different ailments. For example, a bark extract from an abies pindrow tree is used to treat coughs and bronchitis. Leaf and stem paste from an arachne cordifolia is used for wounds and as an antidote for snake bites. The bark of a callicarpa arborea is used for skin ailments. Nearly a fifth of the gymnosperms, angiosperms, and pteridophytes in the Himalayas are found to have medicinal properties, and more are likely to be discovered.
Most of the population in some Asian and African countries depend on medicinal plants rather than prescriptions and such (Gupta and Sharma, vii). Since so many people use medicinal plants as their only source of healing in the Himalayas, the plants are an important source of income. This contributes to economic and modern industrial development both inside and outside the region (Gupta and Sharma, 5). The only problem is that locals are rapidly clearing the forests on the Himalayas for wood, often illegally (Earth Island Journal, 2). This means that the number of medicinal plants is declining and that some of them might become rarer or, in some cases, go extinct.
Although locals are clearing out portions of the forests in the Himalayas, there is still a large amount of greenery ranging from the tropical forests to the Alpine forests. These forests provide wood for fuel and other raw materials for use by industries. There are also many pastures for animals to graze upon (Mohita, sec. Forest and Wealth). The many varieties of animals that live in these mountains do so based on the elevation. For example, elephants and rhinoceros live in the lower elevations of the Himalayas, also called the Terai region. Also, found in these mountains are the Kashmiri stag, black bears, musk deer, langur, and snow leopards. The Tibetan yak are also found on these mountains and are often used by the people for transportation. However, the populations of many of these animals and still others are declining and are on the verge of going extinct (Admin, sec. Flora and Fauna).
The Himalayas are also a source of many minerals and precious stones. Amongst the tertiary rocks, are vast potentials of mineral oil. There is coal located in Kashmir, and precious stones located in the Himalayas. There is also gold, silver, copper, zinc, and many other such minerals and metals located in at least 100 different places in these mountains (Mohita, sec. Minerals).
CULTURE
There are many cultural aspects of the Himalayas. For the Hindus, the Himalayas are personified as Himavath, the father of the goddess Parvati (Gupta and Sharma, 4). The Himalayas is also considered to be the father of the river Ganges. The Mountain Kailash is a sacred peak to the Hindus and is where the Lord Shiva is believed to live (Admin, sec. Centre of Religion). Two of the most sacred places of pilgrimage for the Hindus is the temple complex in Pashupatinath and Muktinath, also known as Saligrama because of the presence of the sacred black rocks called saligrams (Zurick, Julsun, Basanta, and Birendra, 153).
The Buddhists also lay a great deal of importance on the mountains of the Himalayas. Paro Taktsang is the holy place where Buddhism started in Bhutan (Admin, sec. Centre of Religion). The Muktinath is also a place of pilgrimage for the Tibetan Buddhists. They believe that the trees in the poplar grove came from the walking sticks of eighty-four ancient Indian Buddhist magicians or mahasiddhas. They consider the saligrams to be representatives of the Tibetan serpent deity known as Gawo Jagpa (Zurick, Julsun, Basanta, and Birendra, 153).
The Himalayan people’s diversity shows in many different ways. It shows through their architecture, their languages and dialects, their beliefs and rituals, as well as their clothing (Zurick, Julsun, Basanta, and Birendra, 78). The shapes and materials of the people’s homes reflect their practical needs and the beliefs. Another example of the diversity amongst the Himalayan peoples is that handwoven textiles display unique colors and patterns that coincide with their ethnic backgrounds. Finally, some people place a great importance on jewelry. The Rai and Limbu women wear big gold earrings and nose rings to show their wealth through their jewelry (Zurick, Julsun, Basanta, and Birendra, 79).
WIKIPEDIA
The cattle drive in Pioneer Plaza consists of 49 bronze steer sculptures and three cowboys.
The sculptures commemorate early cattle drives along the Shawnee Trail, also known as the Texas Road, which passed through Dallas. Drives along the Shawnee Trail began in the 1840s, but started experiencing resistance by local farmers along the trail in the mid 1850s. By 1867, the bulk of Texas cattle were driven along the Chisholm Trail to the west in an effort to avoid farm settlements.
Much of the Shawnee Trail eventually became the right-of-way for the Missouri-Kansas-Texas (MKT) Railroad.