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The Gold Key wiki last edited by chrisburgess99 on 07/12/16 09:59AM View full history

Gold Key Comics was created in 1962, when Western switched to in-house publishing rather than packaging content for branding and distribution by its business partner, Dell Comics. Hoping to make their comics more like traditional children's books they initially eliminated panel borders (using strips of color instead) and had word and thought balloons that were rectangular rather than oval. Within a year they had reverted to using inked panel borders and oval balloons. They also experimented with new formats, including black and white 136 page hardcovers containing reprints (Whitman Comic Books) and tabloid sized 52 page hardcovers containing new material (Golden Picture Story Book). These evidently were aimed at the book trade and department stores, in the manner of their popular Little Golden Books. In 1967 they reprinted a number of selected issues of their comics under the title Top Comics which were sold in plastic bags of 5 at gas stations and various eateries; some locations removed them from the bags and sold them individually with price stickers attached to the covers.

A striking difference between Gold Key and other publishers (which had been done by Dell as well) was to publish most of their mystery, jungle, science-fiction, adventure and similar series with full color painted covers rather than the standard line-artwork.

Gold Key featured a number of licensed properties and several original titles (including a number of publications that spun-off from Dell's Four Color series). It maintained decent sales numbers throughout the 1960s, thanks to its offering many titles based upon popular TV series of the day, as well as numerous titles based upon both Walt Disney Studios and Warner Bros. animated properties. It was also the first company to publish comic books based upon Star Trek.

Over the years it did lose several properties, including the King Features Syndicate characters (Popeye, Flash Gordon, The Phantom, etc) in 1966, the Hanna Barbera characters (to Charlton Comics) in 1970, and Star Trek (to Marvel Comics) in 1979.

The stable of writers and artists built up by Western Publishing during the Dell Comics era mostly continued into the Gold Key era. In the mid-60s a number of artists left to work for the newly formed Disney Studio Program. Among the few new creators at Gold Key were writers Don Glut, Len Wein and Mark Evanier and artist Mike Royer. Also in the 70s writer Bob Gregory started drawing stories, mostly for Daisy and Donald. Acclaimed artist/writer Frank Miller had his first published comic book artwork in The Twilight Zone for Gold Key in 1978.

According to former Western Publishing writer Mark Evanier, during the mid-1960s comedy writer Jerry Belson (whose writing partner at the time was Garry Marshall), while writing for leading TV sitcoms like The Dick Van Dyke Show, also did scripts for Gold Key. Among the comics he wrote for were The Flintstones, Uncle Scrooge, Daffy Duck, Bugs Bunny, The Three Stooges and Woody Woodpecker.

In the 1970s, when the comics industry experienced a downswing, Gold Key was among the hardest hit. Its editorial policies had not kept pace with changing times and suffered erosion of its base of sales among children who could now instead watch cartoons and other entertainment on free television. By 1977, all of the company's original series had been canceled (most had been dropped circa 1973-1974), and its licensed series were virtually all reprint-only, although Gold Key was still able to obtain the rights to publish a comic book series based upon Buck Rogers in the 25th Century between 1979 and 1981.

In this period Gold Key experimented with digests which had some success. In a similar vein to explore new markets they produced in the mid-1970s a four volume series with somewhat better production values and printing aimed at the emerging collector market containing classic stories of the Disney characters by Carl Barks and Floyd Gottfredson (Best of Walt Disney's Comics). In the late 1970s came somewhat higher grade reprints of various licensed characters also aimed at new venues (Dynabrites) plus a four issue series adapting classic science fiction stories by authors such as Issac Asimov and John W. Campbell (Starstream). Golden Press released trade paperback reprint collections (Walt Disney Christmas Parade, Bugs Bunny Comics-Go-Round, Star Trek Enterprise Logs). And while still distributing comic books on spinners and racks at drug stores, super markets and such under the Gold Key label simultaneously distributing the same comics — usually in plastic bags of three — to toy and department stores plus newsstands at airports and bus/train stations "as well as other outlets that weren't conducive to conventional comic racks" under the Whitman logo which it also used for such products as coloring books. Western at one point also distributed bagged comics from its rivals DC Comics and Marvel Comics under the Whitman logo. President of DC Comics Paul Levitz has stated "The Western program was enormous — even well into the '70s they were taking very large numbers of DC titles for distribution (I recall 50,000 copies offhand)." Continued declining sales forced Western in 1981 to cease newsstand distribution and thereafter release all its comics solely in bags as " Whitman Comics". The "Gold Key" logo was discontinued. Eventually arrangements were made to distribute these releases to the nascent national network of comic book stores as part of the Whitman alternate methods of distribution. All these efforts proved ultimately unsuccessful, and by 1984 Western was out of the comic book business.

Many of their characters have been revived over the decades by companies ranging from Valiant to Dark Horse who recently revived and published some of their more memorable characters. Dynamite has the publishing rights to the major/well known Gold Key characters.

Some of the stable of characters that were originally published were:

Magnus (Gold Key, Valiant, Dark Horse, Dynamite)

Dr. Solar (Gold Key, Valiant, Dark Horse, Dynamite)

Turok (Dell, Gold Key, Valiant, Dark Horse, Dynamite)

M.A.R.S. Patrol

Mighty Samson (This version is paid homage to in Project Superpowers) (Gold Key, Dark Horse, DE)

Terra (Gold Key, Dark Horse, Dynamite)

Tiger Girl (Gold Key version)

Dr. Spektor (Gold Key, Dynamite)

Captain Johner (Gold Key, Valiant)

Tanek Nuro (Gold Key, Dark Horse)

Captain Venture (Fawcett, Gold Key)

Mindor (Gold Key, Dynamite)

Sharmaine (Gold Key, Dynamite)

Leeja (Gold Key, Valiant, Dark Horse, Dynamite)

Doc Savage (Street and Smith, Gold Key, Marvel, DC, Dark Horse, Dynamite)

Flash Gordon (King Features Syndicate, Toby, Eastern Color, Dell, Gold Key, Harvey, Charlton, Marvel, DC, Dynamite)

Ming the Merciless (King Features Syndicate, Toby, Eastern Color, Dell, Gold Key, Harvey, Charlton, Marvel, DC, Dynamite)

The Phantom (King Features Syndicate, Gold Key, Marvel, DC, Moonstone, Dynamite)

The Lone Ranger (Dell, Gold Key, Dynamite)

Tarzan (Dell, Gold Key, DC, Marvel, Dark Horse, Dynamite)

John Carter, Warlord of Mars (Dell, Gold Key, DC, Marvel, Dynamite)

Carson Napier (Gold Key, DC, Dark Horse) Edgar Rice Burroughs creation

Duare (Gold Key, DC, Dark Horse)

Korak (Gold Key, DC, Marvel, Dark Horse) Edgar Rice Burroughs creation

David Innes (Gold Key, DC, Dark Horse)

Abner Perry (Gold Key, DC, Dark Horse)

La of Opar (Dell, Gold Key, DC, Marvel, Dark Horse, Dynamite)

Lakota Rainflower (Gold Key, Dynamite)

Commander Zarz (Gold Key, Valiant)

The Owl (Dell, Gold Key, Dynamite)

Owl Girl (Dell, Gold Key, Dynamite)

The Scarecrow (seen in DC's League of Extrodinary Gentlemen)

1-A (Gold Key, Valiant, Dark Horse, Dynamite)

Mekman (Gold Key, Valiant, Dynamite)

Hutek (Dell, Gold Key)

Major Timbuk

The Bionic Man novel by Martin Caidin (Gold Key, Charlton, Dynamite)

M'Rees (Gold Key, Valiant)

G-8 (Popular, Gold Key, Moonstone)

Purple Zombie (Eastern Color, Gold Key)

Dr. Zen Abron

Honey West novel This Girl for Hire Gloria Fickling (Gold Key, Moonstone)

Dan Dunn (Eastern Color, Dell, Gold Key)

Andar (Dell, Gold Key, Valiant, Dark Horse, Dynamite)

Many of these characters have separate pages while others do not.

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Kamaz wins Dakar Rally 2017

Kamaz winning image copy

Like the earlier edition, the 2017 Dakar Rally proved to be a test of endurance, patience and, experience.

Story by: Team CV

Russia’s Eduard Nikolaev of the Kamaz-Master truck team claimed his second Dakar rally title on January 14, 2017. Nikolaev completed the final stage between Rio Cuarto and Buenos Aires, Argentina, with a 19-minute lead over his nearest rival to repeat his Dakar success of 2013. Second place was taken by another Russian Kamaz-Master driver, Dmitry Sotnikov, who left defending champion Gerard de Rooy of the Netherlands and his Iveco in the third spot. The Russians were a dominant force in the Dakar truck category with Kamaz bringing home 14 titles since 1996.

In what would be a fierce competition, Martin Kolomy of the Czech Republic surprised the trucks field in the opening stage of 2017 Dakar rally with a first place finish in exactly 30 minutes. Martin Van den Brink and Ales Loprais were placed thirty seconds behind the leader, whilst the title holder Gerard de Rooy (piloting an Iveco Dakar truck) managed to limit the damage to 42 seconds with his left rear wheel catching fire in the last kilometre! Winner of the 2016 title, Gerard De Rooy, started first. He started ahead of the Kamaz driven by Airat Mardeev and the Iveco of Federico Villagra. An announcement by Mark Coma, Dakar Sporting Director, before the start of the event, that the route of the 2017 Dakar preserves rally-raid traditions, held true through out the event as the truck teams fought it out. Coma mentioned that the physical challenge will push the competitors into the world of extreme endurance as they cover seven selective sections over 400 kms with one of them stretching to more than 500 kms. “The rally will be held over six days at more than 3,000 m above sea level. The level of difficulty will increase just until the rest day, then a second increase in power will be necessary, to reach one’s ideal level for the ‘Super Belén’. Nothing will be decided until the very last special stage at Río Cuarto,” he added.

After the first stage in Paraguay that comprised of 39 km only, and against the clock, the competitors got down to grinding their teeth in the first big portion of the Dakar 2017 rally. Stage 2 marked the arrival of the rally into Argentina. The rally, made up of bikes, quads, cars, SSVs, and not just trucks, ran over 800 km of treacherous terrain, including a 275 km special in the region of Chaco. In the special, it was patience that counted the most as the participants faced the dust. It was the kind of dust that turned into mud if it rained. The going was not easy by any means. The route leading to San Miguel de Tucuman could allow Peter Versluis, behind the wheel of a MAN truck, to increase his haul of victories if the provisional results at CP1 were to be believed. Already a winner of four stage victories, Peter Versluis was by no means a novice. The route leading to San Miguel de Tucuman could allow him to increase his haul of victories too. The MAN truck driver led Dmitry Sotnikov and Artur Ardavichus after 120 km of the special. Twenty-three seconds ahead of Sotnikov, Peter Versluis continued to lead the stage. Kolomy was placed second, and Martin Van den Brink was placed third – less than 40 seconds behind. The last few kilometres were decisive. Having come fourth in Stage 1, Maritn Van den Brink, driving a Renault truck, moved up several gears after 200 km to lead the scene. He set the pace in Stage 2, building a lead over three-minutes.

Martin Van Den Brink scored a superb victory in Stage 2, soaring over the end of the special to win with a gap of two minutes over Dmitry Sotnikov. It was Dmitry Sotnikov that the Dutchman was previously neck-to-neck. Martin Kolomy, who finished eighth on the day’s special driving a Tatra truck, dropped down to third position in the general standings. De Rooy and Versluis were nine and 18 seconds adrift in fourth and fifth place respectively. Siarhei Viazovich came sixth. Villagra, Hans Stacey (MAN), Eduard Nikolaev (Kamaz) and Artur Ardavichius (MAN) rounded out the top 10. They were separated by less than five minutes. Ton van Genugten, driving an Iveco truck, dropped down the order after losing 13 minutes.

Kamaz driver Eduard Nikolaev won Stage 3. Previous leader, Martin Van den Brink and reigning champion Gerard de Rooy both lost time. The 2013 trucking champion Nikolaev earned a narrow lead over Martin Kolomy and Ton van Genugten in the first part of the stage, and maintained it until the finish. Despite starting the day in the ninth place, the fact that Nikolaev was only one-minute and 23 seconds behind the second placed driver, helped him. It allowed Nikolaev to end up in that very position in the overall standings, just half a minute adrift Kolomy. Federico Villagra was best of the rest. He was now placed third overall, behind Kolomy and Nikolaev. Siarhei Viazovich and Peter Versluis followed the Argentinian. While Kolomy received a penalty of three minutes, thus losing the overall first place to Nikolaev, Stage 3 caught out a couple of big names, including Van den Brink.

2017-01-10 Dakar_02 copy

In Stage 4, the competitors encountered altitude. The next few days would see competitors fight it out at an altitude of more than 3,500 m. With rapid acclimatisation necessary, the drivers displayed their skills at crossing dunes at such an altitude. The end of the route (Stage 4) in Bolivia held many surprises. It called for good navigational skills. Airat Mardeev went into an attack mode right at the start of Stage 4. The Kamaz driver snatched the lead right at the beginning of the stage with Gerard de Rooy hot on his tail. De Rooy spent the majority of the 416 km stage, which started in Argentina but finished in Bolivia, less than a minute behind Ayrat Mardeev. Mardeev however had to settle for the second place eventually, half a minute adrift of de Rooy. Close cooperation with Italy-based Petronas Motorpsort saw Iveco Powerstar trucks use special filters to negotiate the Bolivian Andes as the six-cylinder engines unleashed 900 hp of peak power. At the wheel of an Iveco truck, de Rooy led the pack in Stage 4 at an altitude of 4000 m above sea level. The Powerstar engines seemed to lose less power than others. At the end of Stage 4, Mardeev and de Rooy were 14 and 16 minutes behind Sotnikov, the Kamaz driver jumping from sixth to first. Such an improvement was thanks to the five drivers in front losing time. Even Siarhei Viazovich fell more than three hours off the pace at the very beginning of the test. Tatra’s Martin Kolomy and Peter Versluis (MAN) lost an hour and 30 minutes respectively. Eduard Nikolaev and Federico Villagra (Iveco) also dropped behind Sotnikov. The duo however completed the top three with the Argentinian less than two minutes off the pace. So, if Sotnikov, at the wheel of a Kamaz truck finished first at the end of Stage 4, Villagra in an Iveco came second. Nikolaev came third. Anton Shibalov was the third Kamaz driver to come fourth, ahead of De Rooy. Mardeev came fifth.

Stage 5 took the competitors to the high plains of the Bolivian Andes. The variety of terrains made this stage one of the most gruelling. It included crossing two dunes. To be run in two stages, over 438 kms, Stage 5, because of the extreme weather saw the second half being cancelled. Czech driver Martin Kolomý started the stage with his foot to the floor. Snatching the lead, Kolomy stayed seven seconds ahead of Gerard de Rooy. de Rooy snatched the lead from Martin and pulled away to win by nearly 12 minutes. de Rooy became the fifth different overall leader in as many days, following Kolomy, Martin van den Brink, Eduard Nikolaev and Dmitry Sotnikov. Kolomy fell to third place behind fellow Kamaz driver Nikolaev, who took the second place behind de Rooy. Ayrat Mardeev was the third Kamaz in the top four, ahead of Renault’s Pascal de Baar. Second and fourth place, Federico Villagra and Anton Shibalov dropped to sixth and seventh place respectively, amassing a 50-minute deficit. Hans Stacey was the top MAN truck in the eighth place, narrowly edging out teammate Peter Versluis. Extreme weather saw the cancellation of Stage 6 from Oruro to La Paz. Persistent bad weather conditions forced the race directors to change the course of Stage 7 from La Paz to Uyuni. A new course was designed and a new road book was drafted during the rest day.

Scoring in the top ten in each of the stages since the start, Dimitry Sotnikov put his Kamaz truck into overdrive to win his second stage victory of his career at Dakar in the run up too. Uyuni, with a lead of two minutes and 51 seconds over Iveco driver Ton Van Genugten. Sotnikov climbed up to second place in the general standings, which were still led by Gerard de Rooy. de Rooy did the necessary to maintain his advantage. Stage 8 saw the Dakar leave the high plains for a special including off-track racing, which involved crossing fords. The consequences of the rain over the last few days forced the race officials to change the route of Stage 8. With the special section cut down to 174 km, participants headed to the second part of the special at the border between Bolivia and Argentina via a 176 km link section. The second part was unchanged. Martin Van Den Brink took a 13 seconds lead from title holder Gerard de Rooy. The Dutchman took a 23 seconds lead from the second Iveco truck, driven by Federico Villagra as well. Gerard de Rooy lost more than seven minutes whereas his team-mate Federico Villagra stayed ahead of Nikolaev by 45 seconds. Withstanding pressure from Federico Villagra, Martin Van Den Brink won the stage, his second stage victory, with a lead of 17 seconds. Eduard Nikolaev finished third, 42 seconds behind the winner. Dmitry Sotnikov took the lead in general standings.

A massive landslide caused by thunderstorms saw Stage 9, from Salta to Chilecito, being cancelled. With the road cut off, the vehicles, competitors, assistance and logistics were diverted to an alternative route through San Antonio de los Cobres, extending the distance by about 200 km. Race caravan regrouped at Chilecito. Eduard Nikolaev brilliantly negotiated Stage 10. The Russian led his two Kamaz team-mates Dmitry Sotnikov and Airat Mardeev. Eduard Nikolaev picked up his second stage victory with a lead of seven minutes over his Kamaz team-mate Dmitry Sotnikov, catapulting him to the top of the general standings for the first time. In Stage 11, the competitors confronted the dunes of San Juan. These stretched for over fifty kms. Leading to the retirement of Gerrit Van Werven, this stage sprang many surprises for truck drivers. Eduard Nikolaev continued to lead. He was the first trucker to get a grip on the day’s special. Nikolaev’s team mates, Dmitry Sotnikov and Airat Mardeev, followed him throughout the course. Nikolaev led Federico Villagra by 41 seconds and Airat Mardeev by one-minute and 18 seconds. Nikolaev won Stage 11 in Rio Cuarto, and was given a tough fight by Argentinean Federico Villagra who wanted to achieve a result on his native land. He fell short by 52 seconds!

500 DE ROOY GERARD (nld) TORRALLARDONA MOISES (esp) RODEWALD DAREK (pol) IVECO PETRONAS TEAM DE ROOY IVECO action during the Dakar 2017 Paraguay Bolivia Argentina , Etape 10 - Stage 10, Chilecito - San Juan,  January 12 - Photo Benjamin Cremel / DPPI

RK9_3086 copy 2017-01-10 Dakar_05 copy

No easy mission

DSC_7654 copy

Designed for heavy duty operations, the 560 hp Astra HD 9 86.56 8×6 with a GVW of 60-tonnes can replace a dumper in opencast mines.

Story by: Gianenrico Griffini

The Astra HD9 86.56 8×6 is by no means a conventional off-road truck. Premiering at the Bauma fair in Munich, Germany, which is dedicated to construction vehicles and machines, and mining equipment, the Astra HD9 86.56 is among the top models in the portfolio of the Italian truck manufacturer. The Astra brand belongs to the CNH industrial Group, and has been designed for heavy-duty missions in extreme working environments typical of the mining-extractive sector in which it can replace a rigid dumper. The opportunity to test it presented itself recently in a quarry in Northern Italy near Piacenza. Equipped

with a Cursor 13 Euro 6 12.8-litre six-cylinder in-line engine that produces 560 hp at 1,900 rpm, and a peak torque of 2,500 Nm at 1,000 rpm, the Astra HD9 86.56 looks remarkable.

Instrument cluster copy Mult functional lever copy Gearbox buttons copy Driver seat copy Differential locks copy Rear suspension copy Groun clearance copy

Retarder and engine brake to slow down safely

Like all Iveco heavy-duty (and medium-duty too) engines, the Cursor 13 Euro 6 engine uses a Hi-SCR system for pollutants after-treatment, that does not require an exhaust gas recirculation circuit (EGR). With the Hi-SCR solution there is no need of active regeneration for the diesel particulate filter (DPF), a feature that increases the energy efficiency of the engine and lowers its fuel consumption. The Cursor 13 is equipped with Iveco Super Engine Brake, which is capable of a maximum braking power of 463 kW at 1,900 rpm. The engine, which uses an electronically-controlled variable geometry turbocharger (EVGT), is coupled to a ZF Astronic 16AS 2631 TO 16-speed (plus two reverse gears) automated transmission. The transmission, controlled by an off-road software, has two operational modes, namely fully automatic or manual (sequential).

The powertrain of the Astra HD9 86.56 8×6 rigid tipper is coupled to a Steyr VG2700 disengageble transfer case, which allows a distribution ratio of the drive torque (front and rear) of 1: 2.6. Apart from the Super Engine Brake, the HD9 86.56 8×6 is equipped with an hydraulic retarder (Intarder), integrated to Astronic automated transmission. Both the Intarder and the engine brake are actuated by a 5-stage multi-function lever (which is also used for setting up the cruising speed), located on the right side of the steering column. The first two stages activate the Super Engine Brake, whilst the remaining three also involve the hydraulic retarder. Maximum braking torque is thus provided.

Weighing 24,100 kg, the HD9 86.56 is equipped with a 24 cu. m. Cantoni tipper (specially developed for Astra). The superstructure is made of high strength steel, which has a thickness of 12 mm at the bottom. The side walls are 8 mm thick. A hydraulic gull-wing tail opening design, the superstructure (tipper body) is fitted with an oversized cab guard. The oversized cab guard is designed for mining site operations. Reaching a maximum tilting angle of 58-degrees, the tipper body is equipped with an electronic weighing system, which shows the relevant data on a control display placed in front of the driver’s seat.

DSC_7967 copy DSC_7980 copy

Heavy duty components

The structure of the HD9 86.56 and all the mechanical components have been engineered for heavy-duty tasks. The first drive axle is a double reduction Kessler unit with a loading capacity of 20-tonnes. The third and the fourth axle are also a Kessler (double reduction) unit. They each have a loading capacity of 20-tonnes. The 10 mm C-section chassis side members, spaced by 820 mm, are made of high yield steel with 6 mm reinforcing internal C-profiles. The HD9 front suspension – first and second axle – feature parabolic springs. They are supplemented by hydraulic shock absorbers and two stabilisers (one for each axle). Those of the tandem (cantilever type) have five parabolic leaves (40 mm x 100 mm) swiveling on a central pin.

The braking system of the Astra HD9 86.56 8×6 heavy-duty tipper is drum brake based. There are drum brakes on all axles with the possibility of excluding the anti-lock device (ABS) at speeds below 15 km per hour. The use of 325/95 R24 tyres has the tipper having a high ground clearance. This is crucial to the smooth functioning of the truck as it will spend much of its life travelling over uneven terrain with deep potholes and large stones. Despite the heavy-duty design of the truck, driver comfort has been increased thanks to the correct calibration of the cab suspension and the redesigned interior. The two not only ensure driver ergonomy they also help to retain high level of functionality required by extreme off-road missions.

DSC_7712 copy Unloading copy

At the steering wheel

The HD9 86.56 ZF Astronic automated gearbox does a good job in off-road operations. This is due to the fast (and higher revs) gearchanging, managed by the off-road transmission software. The automated gearbox, however, requires some special precautions, especially on the most demanding terrain. When tackling the most demanding terrain, it is better to use the gearbox in manual mode, pressing two times the D (Drive) button on the dashboard. The right speed can be selected using – with an upward and downward movement – the multi-function lever on the right side of the steering column. Once this operation is done, the engine is in a position to provide high torque at low revs (from 1,000 rpm). The same predictive driving style is needed to engage in advance the differential locks, using the knobs on the console close to the driver’s seat. The Intarder-enhanced engine brake provides a powerful braking action, even when the truck is fully loaded. A pleasant surprise is the comfort level of the cab, due to the good suspension setting. Remarkable is the steering angle. It does not seem to have been heavily affected by the 8×6 chassis architecture.

CV has been appointed an associate member of the International Truck of the Year (ItoY). Being a part of this association gives the magazine exclusive articles, specially written for CV by IToY jury members.

Fuel consumption and emission standards

A comparison between trucks made across tightening Euro emission standards has revealed startling results.

Story by: Team CV

Mercedes-Benz Actros - 20 years of fuel savings; September 2016

Mercedes-Benz Actros

The BSVI emission standard in India is three years away. It is comparable to the Euro6 emission standard, that came into force in Europe in 2014. As the Indian commercial vehicle industry warms up to the enforcement of BSIV emission standard pan-India by April 2017, and BSVI by mid-2020, a comparison of trucks in Europe has revealed how they have performed in terms of fuel efficiency and emissions as they progressed through the Euro emission standards. A comparative test drive certified by the test organisation Dekra in August 2016 saw three Mercedes-Benz trucks from 1996, 2003 and 2016 respectively being put through their paces on the demanding and universally recognised test circuit of the commercial vehicle magazine ‘Lastauto Omnibus’ in Germany.

The test circuit, a long distance route from Stuttgart to Hamburg and then to Stuttgart, has been used by Mercedes-Benz to carry out in-house test drives. ‘Lastauto Omnibus’ carried out an independent and exhaustive test drive under the watchful eye of Dekra. Dekra took part in this three-generation truck comparison as an independent test organisation. The test verification was particularly appropriate because the positive development in the fuel consumption of heavy trucks is currently under constant scrutiny by politicians. The test was structured to measure the on-road fuel consumption and mileage according to the test manager Frank Zeitzen. They included test vehicles that have been identically prepared as far as possible, and with highly experienced truck test journalists at the wheel. The test drivers took turns behind the wheel after each test round, and the semitrailers were changed every day. Doing this ensured the trailers being towed were used the same number of times by each tractor (prime mover). This would eliminate any difference in the rolling characteristics.

Mercedes-Benz Actros - 20 years of fuel savings; September 2016

Mercedes-Benz Actros Mercedes-Benz Actros - 20 years of fuel savings; September 2016

Mercedes-Benz Actros

Mercedes-Benz Actros - 20 years of fuel savings; September 2016

Mercedes-Benz Actros

Attention to detail

The semitrailers were identically loaded and had the same tyres. For the three-generation comparison, three box semitrailers were loaded to an identical 32-tonnes. They were fitted with the same tyres. To reflect the progress made in rolling characteristics, the basic Mercedes-Benz SK 1844 truck from 1996 was shod with the then popular Michelin XZA/XDA tyres of size 295/80-22.5. The second test truck, the Actros 1846 (from 2003) was fitted with tyres from the Michelin Multiway family, in size 315/70-22.5. The latest Actros 1845 Euro VI truck was fitted with factory-fresh Michelin tyres in size 315/70-22.5. Where the mileage of the test vehicles is concerned, the new Actros Euro VI truck was at a slight disadvantage. With just over 8000 km on the clock, it was not yet quite run-in. The best fuel economy thanks to minimised resistances within major assemblies is normally to be expected after around 50000 km. The Actros 1846 Euro3 (from 2003) used in the test was thoroughly run-in at 55000 km. The 20 year-old, Euro2 Mercedes-Benz SK 1844 had an odometer reading of 610,000 km. The cruising speed and overshoot, and undershoot times for downhill and uphill gradients were defined and monitored by the recording personnel. Conventional cruise control was used to ensure a consistent cruising speed for the two older trucks. In the latest Actros this was taken care of by the Predictive Powertrain Control (PPC) system. Six measuring rounds of 256 km were absolved on the test circuit. The test drivers changed vehicles after each measuring run, and the 32-tonne trailers were also exchanged in accordance with the assigned driver. Every evening the vehicles were refuelled under precise, temperature-compensated conditions.

Attention to detail

The highly precise test preparation and execution proved to be of much practical relevance. Especially when one would consider that the test would be held on a comparatively demanding circuit when compared to the classic Stuttgart-Hamburg-Stuttgart test route used by Mercedes-Benz to measure trip consumption. The test procedure banked upon what the participants would call as the ‘Vecto’. By ‘Vecto’ they meant ‘Vehicle Energy Consumption Calculation Tool’. Major input data was measured and subsequently processed using a calculation tool officially provided by the European Commission. The test course to be used was defined by the representative of European long-distance operations in a very involved process. For example, the aerodynamic drag of every single cab variant of a truck model was measured on the road by independent test organisations. The same applied to the rolling resistance of tyres. Tyre manufacturers were called to demonstrate the rolling characteristics of their product lines. For example, different sizes, substructures and tread patterns. Where the powertrain consisting of the engine, transmission and drive axles were concerned, the manufacturer was called upon. The same was the case with the cab.

Mercedes-Benz Actros - 20 years of fuel savings; September 2016

Mercedes-Benz Actros – 20 years of fuel savings; September 2016

The outcome

At the end of the test, it was revealed that despite drastically more stringent emission standards for nitrogen oxides and particulates, the fuel consumption of heavy trucks has gone down by 22 per cent over the last 20 years. The model 1844, certified according to Euro2 standard valid in 1996, was allowed to emit seven grams of NOx per kilowatt hour (kWh) while staying within the limiting value of 0.15 g/kWh for particulate matter. The number and size of the soot and other particles was not prescribed. The Actros 1846 (of 2003) was certified according to emission standard Euro3, with five grams of NOx per kilowatt hour (kWh) and 0.10 g/kWh of particulate mass. The latest-generation EuroVI Mercedes-Benz Actros 1845 betters the older Euro3 truck by 94.3 per cent (NOx, present limit 0.4 g/kWh) and 96 per cent (0.01 g/kWh) for particulate mass. The current measuring conditions are far more stringent. Daimler sources claim that the (22 per cent) reduction in fuel consumption has resulted in savings of more than 50 million tonnes of CO2 by Mercedes-Benz trucks in Europe since 1996. They draw attention to how the calculation is done, and on what parameters. They add, sales of around one million Mercedes-Benz trucks in the segment of long-distance transport in Europe between 1996 and today, as well as a conservative estimate for the annual mileage of 75000 km per vehicle, and a service life of eight years led to this estimation. The current fuel consumption per 100 km measured during the certified Dekra test run for the years 1996, 2003 and 2016 is extrapolated on a linear basis for the other years.

Against a background of drastically reduced emission levels in the ‘traditional’ pollutant categories, the actual on-the-road consumption for the test covering 1536 km on a demanding topography with a test weight of 40 tonnes turned out the following results: The 20 year-old Mercedes-Benz SK (model 1844) reached a figure of 40.8-litre per 100 km. The Actros 1846 Euro3 truck consumed 37.4-litre per 100 km, and the Euro6 Mercedes-Benz Actros 1845 consumed a meagre 31.9-litre per 100 km. All this, over an identical route and distance. Interestingly, the exhaust emission reduction from Euro2 in 1996 to the current Euro6 has been a drastic 96 per cent.

CV tech at CES 2017

Continental truck copy

CV technologies at CES 2017 reflected on the future of autonomous and automated driving.

Story by: Ashish Bhatia

Held at Las Vegas, US, the CES 2017 fair saw the display of commercial vehicle technologies that will further the case of automonous and automated driving. The 2017 edition, held between January 05 and January 08, 2017, brought to the fore the latest in technologies. Technologies that will set the tone for the future. As a launchpad for new innovation and technology, the CV technologies that shone at the show were the Mercedes-Benz ‘Vision Van’, Volkswagen ‘I.D. Electric Concept’, and Honda ‘New Electric Urban Vehicle (NEUV)’.

Honda Neuv 2 copy

The NEUV from Honda is an urban electric vehicle designed for ‘ride sharing’ with enough storage space at the rear. Capable of moving people, and cargo, the NEUV, according to Honda is an automated electric commuter vehicle equipped with Artificial Intelligence (AI) powered ‘emotion engine’. The ‘emotion engine’ of the NEUV was developed by Cocoro SB, a Japanese AI specialist. Said to be capable of judging the emotions of the driver, and accordingly changing the ‘behaviour’, the ‘emotion engine’ also takes into account the driver’s past decisions to recommend new choices. The process is called as Automated Network Assistant (ANA). The incorporation of AI in NEUV, claimed a Honda source, helped the company to harness the power of artificial intelligence, robotics and big data. It also helped them to create new possibilities for human interaction with an electric car. Exploring the idea of how to create new value for its owner by functioning as an automated ride-sharing vehicle, picking up and dropping off commuters at local destinations, even in the absence of the owner, the NEUV has a touch panel, which the driver and passenger can use. There’s an electric skateboard for ‘last mile’ transit. The header-less windshield improves visibility.

Volkswagen ID copy

At CES 2017, Volkswagen spoke about an I.D. electric microbus concept that builds upon the concept of a highly automated electric car shown at the 2016 Paris Motor Show. The microbus concept can cover a distance of 400 to 600 kms on a single charge. Combining digitally connected world with an electric drive, the concept highlights the idea of an unique identity. Whoever drives the vehicle gets a Volkswagen identity. Therefore the name I.D. The identity is an individual profile, which enables the owner to save his or her personal seat and air conditioning settings, favourite radio stations and songs, sound system settings, exterior sounds, configuration of the navigation system, and type of ambient lighting. It can also save the contact details of the driver’s friends and business associates. This profile is then available for secure access via the cloud, enabling the I.D. to recognise the legitimate user by their smartphone, using a digital key. As of current, the I.D. Electric microbus has a car for company. Both are based on what the Volkswagen engineers term as an all-new Modular Electric Drive (MEB) platform. Expected to go into production by 2020, the electric microbus, designed to connect with the legendary Transporter Kombi, accelerates from 0 to 60 mph in 5 seconds. An all-wheel drive, the concept can fast charge up to 150 kW.

Mercedes Vision Van copyMercedes vision van drones copy

The Mercedes Benz ‘Vision van’ comes with a fully automated cargo loading system. Automated racks organise the packages for the driver. The system loads all parcels at the same time and organises them to show the deliverer the exact load configuration. It ensures that the right package is made available, and at the right time this depends on the delivery destination. Heightening the futuristic appeal are the two drones atop the van. While human intervention is needed to drop-off something at the doorstep conventionally, the drones in the latter are said to be capable of delivering packages, weighing up to four pounds within a six-mile radius, and at speeds of up to 60 kmph. Their flying height range is between 50 m and 200 m. The van concept features telematics unit that collects and processes data concerning the delivery status. The data is sent to the distribution manager, increasing accuracy. Such systems, according to Daimler sources, allow drivers to deliver multiple packages at once, increasing efficiency in an urban environment especially. The van is equipped with a 75 kW electric drive. Depending on the intended application, it can travel between 80 and 270 km on a single charge. Designed with an aim to boost the efficiency of delivery by up to 50 per cent, the ‘Vision Van’ is part of a five-year, Euro 500 million revamp of Mercedes-Benz’s commercial vehicle division. Going forward, the new feature set is said to hold the capability of being scaled up to public transit, such that it makes public transit. Capable of paving way for individual transport of passengers on similar lines during peak and off-peak hours via modern day ride-sharing concepts, the ‘vision van’ is truly a reflection of the future.

Automotive suppliers at CES 2017

American technology company Nvidia and automotive supplier ZF Friedrichshafen AG launched a new, self-driving vehicle system designed for commercial applications. The ZF ProAI system is claimed to make commercial vehicles involved in factory work and agriculture autonomous. According to Nvidia Automotive Vice President, Rob Csongr, ‘artificial intelligence’ is a technology that will spark an industrial revolution. Not just trucks, but the ProAI system is expected to benefit commercial vehicles like forklifts and ‘material-handling vehicles’. “The benefits of Artificial Intelligence (AI) powered vehicles are a drop in traffic congestion and fatalities,”he added. At CES 2017, tier suppliers Delphi, Valeo, and Autoliv demonstrated incremental improvements in areas like sensors and software. Delphi showcased a new multilayer graphics display, which is the result of Delphi’s acquisition of New Zealand-based Pure Depth. The technology is expected to go into series production in 2019. With its partner DigiLens, Continental showcased a ‘head-up display’, which projects over a larger area of the windshield than the current crop of projectors are capable of. German transportation technology company IAV Automotive Engineering showcased automated driving technology that is aimed at reducing urban traffic jams and the associated pollution. Esri’s Enterprise GIS platform services on Azure Cloud provide geographic and analytical content that better understands driver behavior, predicts road conditions to improve traffic flow, and shares data from vehicle sensors connected to the ecosystem. These features are claimed to allow ‘smart cities’ to react swiftly to issues like unsafe bumps or dangerous objects on the road. Swiss Re simulated customised insurance coverage using Microsoft’s Azure technology to deliver future connected mobility solutions.

Auman EST is Chinese Truck of the Year 2017

Auman EST, produced by Beijing Foton Daimler Automotive Co., Ltd. (BFDA), a 50: 50 joint venture between Daimler AG and Foton Motor, has won the Chinese Truck of the Year 2017 award. A jury comprising of transport operators, engineers, and Commercial Vehicle Magazine (China) journalists selected the truck for the title. The selection criteria calls for the truck to be developed and assembled in China by either a domestic manufactuer or a joint-venture company. The truck has to be launched in the previous 12 months, and should have made the greatest contribution to road transport efficiency. The selection was supported by the International Truck of the Year, which is chaired by senior trucking journalist from Italy, Gianenrico Griffini, and made up of 32 commercial vehicle editors and senior journalists representing 32 major trucking magazines in Europe, China, South Africa, India, Japan, Australia, Brazil and Iran. Representating a big leap, the Auman EST is fitted with a spacious cabin that looks premium with the use of high quality materials. Powered by a 12-litre EuroV Mercedes-Benz OM 457 engine or a Foton-Cummins engine, and an automated ZF Traxon transmission, the Auman EST comes with a long list of safety and security equipment including ABS, ASR, ESP, emergency brake assist, lane departure warning system, tyre pressure monitoring, load sensors and theft protection. The title award was presented on the eve of the third Guangzhou International Commercial Vehicle Exhibition on November 17, 2016. Upon winning the title, Zhou Liang, President and CEO of BFDA, expressed, “The Auman EST embodies Daimler Trucks’ advanced technologies and our strong commitment to providing trucks adapted to the specific requirements of Chinese customers.” “This award highlights the success of our German-Sino cooperation between Daimler and Foton,” he added. Yu, the chairwoman of the Chinese Truck of the Year, and Gianenrico Griffini, commented that BDFA, in the form of Auman EST, has introduced an advanced truck that represents the shape of things to come in the Chinese market.

Autonomous trucks: How soon and how much?

Despite many countries rising up to the challenge of autonomous trucks, it is highly unlikely to yield a truly driver-less automobile.

Story by:

Team CV

Excitement about automonous trucks continues to rise. Especially after Daimler AG put an autonomous truck on the German autobahn last year and followed it up with an autonomous drive over a public road in the USA. More and more countries are rising up to the challenge of autonomous trucks. In his budget speech on March 16, 2016, Chancellor George Osborn announced that government will establish in UK a global centre for excellence in connected and autonomous vehicles; conduct trials of driverless vehicles on the strategic road network by 2017; will consult on sweeping away regulatory barriers within this Parliament to enable autonomous vehicles on England’s major roads; establish a £15 million ‘connected corridor’ from London to Dover to enable vehicles to communicate wirelessly with infrastructure and potentially other vehicles, and carry out trials of truck platooning on the strategic road network.

The image of a Daimler engineer reading a magazine behind the wheel of a giant lorry may look amusing and even scary as the truck races down an autobahn, known as a symbol of Germany’s penchant for speed, the question, as more countries join the autonomous vehicles race, and especially that of trucks, is how autonomous will the vehicles actually be? Many may agree to the fact that autonomous vehicle technology has the potential to bring major improvements to journeys, both in terms of convenience as well as safety. The extent of automation, even those that are working on autonomous vehicle programs are of the opinion, or it seems, is not going to yield a truly driverless automobile. Not in the near future, and neither in distant future!

Look at the Daimler’s Highway Pilot autonomous truck trial. The Highway Pilot autonomous control system won approval for trials on public highways in a Freightliner truck in the US state of Nevada. Late last year, the German state of Baden-Wurttemberg approved trials of Mercedes-Benz trucks with the Highway Pilot system on its autobahns. Both, as mentioned earlier, have built a good deal of excitement that giant rigs can actually drive themselves. The reality is, these are one of their kind, and may remain the case. It took a long time to develop such working concepts, and it may take longer than that to create an ecosystem that will accommodate such driverless vehicles. This however should not be a reason to be discouraged; technologies that have gone into these autonomous driving concepts are already found in many modern vehicles. There are some that are closer to production. Almost all of these however work such that they aid the driver, leaving him to make the most important decisions. If Sven Ennerst, Head of Truck Product Engineering at Daimler AG is to be believed, what his company has demonstrated is more or less available even today. Technologies that make a truck to steer itself autonomously. Not quite close, but important, is the mention of Volvo’s dynamic steering technology, which improves maneuverability through a precise electric motor, which is controlled 2000 times per second based on driver input and that of the onboard sensors. Volvo Trucks have been conducting autonomous and connected truck trials. It did an autonomous truck trail in the USA much like what Daimler managed.

The Highway Pilot system steering the vehicle by itself marks a big achievement, and irrespective of the fact that autonomous vehicles will not be the thing of the near or distant future. It builds a picture around the truck, looking up to 250 metres ahead. It is easy to understand what Ennerst is saying when it expressed that the truck can react and drive by itself. Technologies like adaptive cruise control, automatic emergency braking and lane departure warning that would have been used in the Mercedes-Benz autonomous truck, and comprises of radar sensors and stereo cameras, are already being offered in automobiles. So, the technology is there. What is the bone of contention, so to speak, in terms of who is responsible in a likely event of an accident, are the regulations. They have been framed to suit the local needs and designs. It was perhaps because of this that Daimler found it easy to conduct the autonomous truck trial in the USA rather than in Europe. A United Nations committee recently amended the 1968 Vienna Convention on road traffic to provide the basis for legalisation on autonomous driving. A key condition of this amendment is that the system can be deactivated or overruled by the driver at any time. This is central to the design of the Highway Pilot! Ennerst is known to have said that safety, driver activity and fuel economy will make a business case for automonous trucks. With the demand for fuel efficiency on the rise, the fuel economy part of the business case is easy to understand. In the case of safety, the need is to understand how the introduction of systems like active brake assist and proximity control assist has resulted in the reduction of accident rates. The future of an autonomous truck will depend on how these and a host of other systems are successfully integrated.

Set to create an additional level of safety and reduce the number of accidents, automonous trucks are certain to make fleet operators skeptical. It may not account for a profitable business case when they imagine the driver of the truck sitting back and browsing the internet. Ennerst is known to have stated that they expect the driver to take over many of the traffic planner’s functions. The driver would thus become more of a transport manager. With the need for fewer traffic planners, the operating costs of fleet operators will come down. It would also address driver shortage. Driver’s elevation to a traffic manager will make it attractive for him to work as well as earn more. Reduction in fuel consumption achieved by autonomous trucks, which shift gears on their own, and apply the amount of power to have the engine rotate at an optimal rpm, also makes an attractive attribute for lowering the operating costs. Less use of brakes would also result in less wear and tear of braking system components. Most of all, there will be less traffic jams to contend with.

Scania started platooning truck trials in Sweden in 2012. In 2015, it extended the trails to the Netherlands. In 2015, DAF Trucks also began its EcoTwin project in the Netherlands, run jointly with TNO, a Dutch scientific research organisation. This project would involve platooning of two trucks linked by wi-fi so that the driver of the truck behind does not need to brake, accelerate or steer. Braking, acceleration and steering is taken care of automatically, based on signals from the lead truck. According to Ron Borsboom, DAF Trucks Product Development Director, there’s still quite a lot of development process that needs to be done to ensure that the technology is completely reliable in any situation. It is also important that issues like legislation, liability and acceptance also have to be taken care of properly. In UK, Tructyre Fleet Management is among the eight bodies that were awarded government funding totalling £20 million to research and develop autonomous vehicles recently. The project, ‘Pathway to Autonomous Commercial Vehicles’, run by Tructyre also includes the University of Portsmouth, Satellite Applications Catapult and RL Automotive. The aim of the project is to develop an innovative solution to monitor key information from the vehicle and predict safety risks based on analytics. At the core of the research is a tyre pressure monitoring system (TPMS).

Proterra Catalyst E2 adds new dimension

Proterra Catalyst E2 has added a new dimension to the concept of electromobility.

Story by: Anirudh Raheja

Electromobility is an area no manufacturer would want to stay away from. It is the need of the time, and is perhaps a gateway to the future. It is not surprising therefore to hear about startups wanting to make a mark in electromobility. There calling, it is clear, is technology. Aiming to eliminate the need for diesel powered buses, a Silicon valley startup Proterra, has developed a 40 ft. long city bus. Building electric buses, Proterra started its journey in 2004 at Golden in Colorado with the development of EcoRide BE35, a 11 m long composite body, fast-charge, electric bus that seats 38 people including the driver, and has a passenger capacity of 60. Shifting its base to Burlingame, California, under the leadership of Ryan Popple, formerly the CEO of Tesla, Proterra launched the Catalyst, a 12 m long fast-charge, 100 per cent electric bus, in 2014 to replace the EcoRide BE35. One of the world’s most efficient transit buses, the Proterra, made from low weight composite materials, is found with operators like King County Metro in Washington.

Building upon the legacy created by the BE35, a battery electric bus to complete federally mandated Altoona testing, and later the Catalyst, the Catalyst E2 (E2 stands for efficient energy) is a 12 m long city bus. Debuting recently at the American Public Transport Association (APTA) annual meeting at Los Angeles, the Proterra E2, under test conditions at Michelin’s Laurens Proving Grounds, proved to be capable of covering roughly 350 miles (over 550 kms) in one juice. The carbon-reinforced composite body of Catalyst E2 resists impact and avoids corrosion. It also lasts long against a conventional transit vehicle according to company sources. Staying on the road for 18 hours at a stretch, Catalyst E2, with the capacity to transfer 77 passengers, employs an advanced electric drivetrain. The drivetrain is supported by regenerative braking system that helps to recapture over 90 per cent of the bus’ kinetic energy. Aiming to cater to longer routes, the Catalyst E2 is all set to carry forward the legacy of the Catalyst FC and XR series. The two are giving tough competition to traditional buses on short and medium range routes.

Since there is no need for creating charging infrastructure extensively, Proterra’s electric buses look like perfect candidates for increased electromobility, including the new Catalyst E2. The Proterra buses that are already operational, are largely plying along defined routes. They can therefore be charged fully when parked overnight. In the case of the Proterra E2, the in-house developed twin-battery pack can store up to 660 kWh. The twin-battery pack can be fully charged in three to five hours using industry standard J1772 CCS plug-in chargers. Having sold over 312 vehicles to 35 different commercial transit, municipal and university agencies, Proterra sources claim that over 540 thousand gallons of diesel has been saved. They claim further that the Proterra buses have completed 2.5 million revenue miles, and eliminated over 10 million pounds of carbon emissions. Set to hit the streets next year, the Proterra E2’s journey will be dictated by rising customer demand. Made at the company’s manufacturing facility at Greenville, South Carolina, the 12 m long bus will contribute to the company’s ambition of doubling production. The Greenville plant has two lines. Funded through FTA grants as well as venture capital funding according to industry sources, Proterra, which is claimed to have raised more than USD 130 million in private equity funding, has registered a sales growth of 220 per cent in 2016 as compared to 2015 sales.

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Is the HOA board responsible for damage caused by a tree’s roots

Question: Some idiots years ago decided to plant a row of ficus trees behind a number of homes where I live. A ficus root has made its way under my porch and damaged the concrete. The HOA is responsible for “maintaining” vegetation, but I am told that doesn’t include roots. Is there any case law on this issue?   Read the Q&A……….

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Company summary

joubert park cellars is REGISTERED BUSINESS company incorporated in South Africa with identification number of 2006-026033-23. Company was incorporated on 2006-02-20, so the age of company is approximately 11.02 years. The type of company is Close Corporation. joubert park cellars detailed status is In Business. More details...

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Tag Archives: mixed reality

MoI Representatives from Nvidia and UNNC

UNNC & NVIDIA establish joint-lab on mixed reality (Visualisation and AI)

A Memorandum of Intent between UNNC and US technology giant NVIDIA to establish a Joint-Lab was signed at a ceremony on campus on 27th June.

The MoI and the Joint-Lab, led by Dr Eugene Ch’ng, Associate Professor in Computer Science, is the culmination of collaborative research at UNNC School of Computer Science’s Big Data and Visual Analytics lab. Together with Simon See, Chief Technology Officer of NVIDIA APAC, Dr. Ch’ng’s work has produced a number of important publications and research ideas.
Professor Chris Rudd, Provost of UNNC and Ashok Pandey, Vice-President of NVIDIA and GM of Professional Solution Group & Cloud Computing signed the agreement.
Those representing UNNC at the signing were Uwe Aickelin (Vice Provost forTeaching and Learning), Michael George (Vice Provost for Research and Knowledge Exchange), Edward Wu (Director of Campus Services) and Harry Hua (Director of IT).

Eugene addressing the MoI

Eugene addressing the MoI

NVIDIA was represented by Simon See (Chief Technology Officer of NVIDIA APAC ),Sengmeng Koo (Programme Manager for NTC Singapore), David Yuan (Higher
Education & Research Industry Business Development Director NVIDIA China) and Rita Zhang (Solution Architect & Deep Learning Community Manager, NVIDIA China).

James Lin, Vice President of Shanghai Jiao Tong University’s HPC Centre – who delivered a speech and a lecture at the event – will be the Joint-Lab’s supporting partner in the MoI.

The agreement will provide a number of direct boosts to various research projects at the University. One such project is the €2.5m ERC “Lost Frontiers” Advanced Research Grant, which will use NVIDIA GPU-acceleration for DNA sequencing, complex systems simulation and visualization for reconstructing the land bridge that connected Britain and Europe some 12,000 years ago.

MoI Representatives from Nvidia and UNNC

MoI Representatives from Nvidia and UNNC

Other projects to benefit include crowdsourcing reconstructions of heritage sites and monuments, using big data to understand social networks, and deep learning for real-world applications.

The UNNC-NVIDIA agreement also has numerous benefits for research, knowledge exchange and industrialisation at the University, including talent cultivation and training in Big Data, Machine Learning, Visualisation and VR. One such beneficiary is International Doctoral Innovation Centre PhD student Mengdi Li, who recently started an internship at NVIDIA. Another group of five computer science students are presently taking mentorships in Deep Learning techniques.

UNNC Provost, Prof. Chris Rudd said of the agreement: “The NVIDIA partnership exemplifies how UNNC can exploit industry links not only to solve real-world problems but also to provide a first class training environment for our students. Partnerships like this depend upon people and I am proud that we have such talented and committed researchers who recognise the value of these win-win partnerships and are prepared to put in the hard work and team building that will deliver long term success.”

Simon See, Chief Technology Officer of NVIDIA APAC  said: “Mixed reality and artificial intelligence are starting an upsurge around the world. NVIDIA’s advanced GPU technology and integral software platforms have promoted a great number of innovative technologies and applications in multiple industrial and commercial fields. NVIDIA and UNNC enjoy a shared vision in these areas.”

Dr Eugene Ch’ng, director of the NVIDIA joint-lab on Mixed Reality, sees bright prospects for UNNC research and student cultivation: “NVIDIA’s global lead in GPU-accelerated computing and visualisation will ensure that all our projects are powered by advanced technology for the best research output. With Simon See to co-direct the lab, the bright future for Big Data, AI and mixed reality research is assured”.

Since 1993, NVIDIA has pioneered the art and science of visual computing. With its singular focus, the company offers specialised platforms for the gaming, automotive, data centre and professional visualisation markets. Its products, services and software power new experiences in virtual reality, artificial intelligence and autonomous cars.

Centre Website: NVIDIA Joint-Lab on Mixed Reality (Visualisation and AI)

Original Post: http://www.nottingham.edu.cn/en/news/2016/unnc-nvidia-establish-joint-lab-on-mixed-reality-visualisation-and-ai.aspx

VR with the Oculus Rift DK2

VR in UNESCO 2016 Int’ Congress on ICT in Education

I represented the University of Nottingham Ningbo China at the  very prestigious 2016 International Congress on ICT in Education and Innovative Achievement Exhibition of ICT in Education. The event is held from 22-24 June in Qingdao and is organised by UNESCO, Chinese National Commission for UNESCO, Education Management Information Centre from the MoE PRC, Shandong Provincial Education Department. The event is hosted by the Education Bureau of Qingdao and the Chinese Journal of ICT in Education. Last year, President Xi Jinping sent a congratulatory message to the conference, which was attended by high profile figures such as director-general of UNESCO Irina Bokova, Vice premier of PRC Liu Yan Dong, and other delegates.

IMG_5474 copy

VR demo with the Oculus Rift DK2

The purpose of the event was to expand international outlook, further explore the innovative model integrating ICT and education, and build a platform for cooperation and exchange in terms of ICT in education through showcasing global leading information technology and latest achievements and exemplary cases of ICT in education.

IMG_1269 copy

University of Nottingham Ningbo were 1 out of 9 selected universities to represent the event. The university considers this a highly important platform from which to showcase our world-class teaching, learning, and research-led teaching not only to high-profile visitors from within China, but also to international delegates, and via the media (CCTV, etc).

Together with my trusted colleagues, we showcased VR demos and pilot applications using our Oculus Rift DK2 and Samsung Gear VR with S6 Edge. The event was well attended and our booth seems to attract a lot of attention!

Chinas Ministry of Education Delegates Trying out our VR Demos!

Chinas Ministry of Education Delegates Trying out our VR Demos!


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A fighting chance of safety

Evans, Ceri
October 2003
Cabinet Maker;10/3/2003, Issue 5358, p11
Trade Publication
Presents advice to prevent violence at work. Use of the National Occupational Standards by employers to draw up policies and provide a framework for managers and staff to assess training needs; Incorporation of techniques involving courtesy, politeness and firmness in the induction program for all staff dealing with the public; Importance of the work environment in addressing problems on workplace violence. INSET: Checklist.

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    Cites the result of a survey pertaining to the number one concern of corporate security professionals in the U.S. Total cost associate with workplace violence; Factors that contribute to potential hostilities among the workforce.

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  • Negative peace takes less effort, but cost could be higher. Noll, Douglas E. // Business Journal Serving Fresno & the Central San Joaquin Valley;02/28/2000, Issue 322583, p5

    Discusses the concept of peace in the workplace in California companies. Absence of overt conflict or violence in workplaces; Existence of the right relationship between each member of the work group; Comparison of negative peace with positive peace in the workplace.

  • Incivility: Gateway to violence.  // Security: Solutions for Enterprise Security Leaders;Feb2000, Vol. 37 Issue 2, p8

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April 2005
Multichannel News;4/11/2005, Vol. 26 Issue 15, p39
Presents an update on issues and events related to the cable television industry in the U.S. as of Aril 2005. Appointment of Marietta Hurwitz at Bravo; Schedule of the 12th Annual Washington Summit organized by the American Cable Association; Promotion of Gerald M. Dash as senior vice president at RCH Cable Outsourcing Service.

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Friday Community Highlight: Sisters of St. Francis of the Immaculate Conception

By | Dec 18, 2009

The Sisters of St. Francis of the Immaculate Conception in Hankinson, ND, is the North American Province of an international order that originated in Germany.  Other provinces are in Germany, Brazil and India, as well as mission sites in Albania, Spain and Switzerland.

The Sisters wear a modified habit and veil. Their apostolic works include making liturgical vestments as well as conducting a lay retreat program offering spiritual direction at the Motherhouse in Hankinson; sponsoring and administering St. Gerard’s Community Nursing Home, Independent Living and Childcare in Hankinson; teaching at Little Flower School, Rugby and in Parish Schools of Religion; serving elderly residents and others who need supervised living at St. Anne’s Guest Home in Grand Forks; offering health care services at Oakes Community Hospital, Oakes. They are also actively involved in pro-life work, prayer support, administrative and domestic services in their own convents as well as in youth work around the area. Some Sisters are engaged in arts and crafts, others in music.

You can read the Sisters most recent newsletter online: Hankinson Franciscans News and Review.

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Asphalt Shingle Manufacturers

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What Happens When You Get Left at the Altar

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Ursula Klawitter / zefa / Corbis

Watching the ABC reality dating show The Bachelor has been a guilty pleasure for Kimberley Kennedy for a while now. "I can't stop watching it," admits Kennedy, who hosts her own show, Hot Topics, on the ABC affiliate in Atlanta. "Every season, I say I'm going to stop watching it, and I can't. I'm pulled back in." So Kennedy was glued to the screen last week when the bachelor suddenly jilted his fiancée for another contestant in front an audience of more than 15 million viewers. No one watching was more shocked than Kennedy, the author of a new book — Left at the Altar: My Story of Hope and Healing for Every Woman Who Has Felt the Heartbreak of Rejection — about her own wedding trauma. TIME senior reporter Andrea Sachs reached Kennedy at her home in Atlanta. (See pictures of the busiest wedding day in history.)

What was your reaction when you saw the bachelor leave his fiancée on live TV?
I've been where Melissa is — I know what it's like to not just have your heart broken, but to have it done so publicly and humiliatingly.

What do you imagine she's going through right now?
It's devastating, especially because they were engaged. In her mind, she had already probably been fantasizing about their lives together. So she's devastated. But I'm probably going to get wrath from women everywhere because, look, this wasn't the first time The Bachelor was on television. These women were probably big fans of this show. They knew what they were getting into. They signed a contract. I mean, they know that the odds are a lot greater that they're going to get rejected than they're going to get chosen. People are angry because he did it on national television. Well, she was probably going to get rejected at some point on the show. I don't have as much sympathy. I mean, this is a television show. (Read "Defending The Bachelor.")

How did you originally meet Lew, your own fiancé?
A blind date. I had been very career-oriented. I had not dated a lot. When this man came along, I really fell hard because he seemed to have all the qualities I was looking for. He was smart, he was funny, he was in my business, we shared a lot of the same interests. He was athletic, very close to his family. So I did fall pretty hard for him. I'm not sure I even dated anybody after that, and I don't really think he did either. (See pictures of the 20th century's greatest romances.)

How long after you started to go out did you get engaged?
Exactly a year. We set a wedding date for that next Christmas, and then he said he wanted to wait. So I went, O.K. Just as long as we're going to do it, I can wait. It was a little unsettling, but he never, ever, ever said, "I don't know if I want to be married or not." He never said that one time. So I just assumed he was having cold feet. A lot of men have cold feet.

What happened the day before your wedding?
It was the day of the rehearsal. We were at the church. Anybody who has been married knows what that's like. Your whole wedding party is there. Your family is there. We were going to rehearse the whole ceremony and choose the music and the Scripture readings. We were there, and everybody was happy and excited, and he was late. I didn't think anything about it at first because he was kind of always late. When he finally came in, I didn't see him at first. His sister came into the sanctuary, where we all were, and said that he needed to see me. I knew. I knew something was wrong.

I went back into the priest's office, and Lew looked horrible. It was kind of surreal, because I saw him in a suit, like he was getting ready to go through with the rehearsal, yet the look on his face didn't correspond with being in the suit. So I could see. I knew. I just knew before he said a word that the wedding wasn't going to happen. And then he said the five words that changed my life forever. "I just can't do it." (Read "The Biology of Dating: Why Him, Why Her?")

So what did you do?
I think anybody who has been through a shock like that, you know how you feel. Your body is just really numb. My sister kind of came in and took over. By now, the word was trickling out, and it was just chaos in the church. I have to tell you, it looked a lot like Sex and the City, when Big wouldn't marry Carrie. My people were rallying for me, and my sister said things in the church she shouldn't have said. I'm sure bad words. She was yelling at him. I think I threw my ring at him. It was really bad. And then my family whisked me out pretty quickly. It was just a terrible scene.

See pictures of Americans in their homes.

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The TIME 100 List

How do we pick the most influential people on the planet? We look for the ideas that are reshaping the world

Back in 1927, the People section of TIME began with the rubric "Names make news." From the beginning, Henry Luce's idea for TIME was to explain the news through the people who make it. Luce would have loved the TIME 100, our fourth annual issue in which we name the 100 most influential people on the planet. At the core of the TIME 100 is the idea that individuals--by virtue of their character, their drives and their dreams--change the world and make history. We divide our choices into five categories: Leaders & Revolutionaries, Builders & Titans, Artists & Entertainers, Scientists & Thinkers...

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Return Engagement

Washington last week was like a theater just before curtain time: the scenery got a last hasty shove, programs rustled, fiddles tuned up. Out in the country, citizens held on to their hats. The 78th Congress was coming back.

Stage Set. With Ivory soap and water, four Negro men scrubbed away languidly at the 73 bulky figures in Statuary Hall. Capitol Architect David Lynn fretted: 1) this is the year (once in every four) when the Capitol dome should—but will not—be repainted; 2) the statue of Freedom atop the dome needs—but will not get—a touching-up on head, feathers,...

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Continuum The magazine of The University of Utah

Campus Scene: Farewell to OSH

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Farewell to OSH

Orson Spencer Hall, affectionately known by nearly everyone throughout its 60-plus years on campus as “OSH,” is no more. The two-story, mid-century modern building was razed in late October. Named for the first chancellor of the university, OSH was one of the first post-WWII structures on campus designed exclusively for classrooms. Nearly every U student since then has had a class in OSH and can probably still remember the sound of the bell signaling five-minute class breaks and the ensuing swarms of students navigating the crowded halls. Those times will be missed. OSH will be replaced by the new Carolyn and Kem Gardner Building.

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27 Responses to Campus Scene: Farewell to OSH

  • Heidi Jensen says:

    As a toddler in ’64-’65, I was introduced to OSH by my father, who at the time was a U student and played football on scholarship. He still talks about attending post-game meetings in OSH, while viewing films from the game. He reminisces about spending time, as a student, either studying, going to class, or eating Sunday dinners with the team, at OSH. I remember waiting for him with my mom, and sitting on the stone ledge where the koi pond was by the front window. Growing up, as a family we were always going to OSH for one thing or another, and I always stopped to sit at the pond. My parents have told me on many occasions, the time I ran away (we lived in family housing, army barracks, where BEH is now) and was found sitting in OSH, by the pond, with some hippies who found me, bought me some ice cream, and concluded that someone would find me soon. They were right. My parents knew where I liked to go.

    When I started college in the early 80s, I remember that OSH was the hub for college life. I would still go sit by the pond, in between classes. It was a tranquil spot and I loved the memories I had of it. The cafeteria in OSH was were I met so many people, who were as unique and different like me. We became friends and spent time talking over cup after cup of coffee, whether it was about subjects in our classes, writing papers, or similar interests we shared. I never had that opportunity in high school, so doing this at the U, gave me a purpose and helped define who I was. Those times are still part of my OSH memories that have stayed with me; longer than some of those individuals I met there.

    It’s sad to see an icon like OSH, disappearing from campus, which has been my second home through most of my life. As my family prepares for my nephew to attend the U, we become melancholy that he won’t see the building that was such an important place of our lives. I won’t be able to show him the koi and enjoy an ice cream cone with him. He already is connected to the U, knowing that his family all graduated from the U, and that grandpa played football there. When we attend the games, he has so many questions for us, as he tries to envision what it was like. He is an incredible boy with such curiosity, and talks about when he will be a student at the U. Despite the loss of OSH, he will continue the family legacy and create his own special moments at the U. I hope he finds that one place on campus, that will be his place to meet new people, and enjoy making memories there. I know he will certainly share our family stories with his new friends.

  • Jason Knight says:

    Alas I lament… Freezing cold summer classrooms or the very smelly, nasty bathrooms… the days so long and office space so wrong… I shall miss you Orson Spencer Hall, despite your odd half-bathroom stalls.

  • Mike Mundorff says:

    I remember going to the Union Movies there in the auditorium on the weekend back in the day. The movies cost a buck and you could get popcorn and drinks outside the auditorium doors. Had a lot of classes there and faculty visits when I was an English major.

  • Asma says:

    RIP OSH I wish I could get one of your old red bricks as a souvenir.. I’ve taken so many classes over there and I mostly remember the Muslim Students Association annually conference held in the auditorium..

  • sheila browning says:

    Orson Spencer was one of my family members. I can understand the need to update buildings. I hope somewhere on a plaque in the new building a remembrance of the Spencer family will be prominently displayed. They initiated the University of Deseret which became the U.Of U. Too historical to just raze and not recognize!

  • Brad M says:

    I never had a class at OSH, but spent many an hour either in the cafeteria or in the lounge area in the hall on the main floor studying. Sometime after graduation I did go to a Harry Connick Jr. concert in OSH though.

    I was surprised when I heard it was being razed. While the building will be no more, the memories remain.

  • Lauri McCoy says:

    I spent many hours as a teaching and research fellow in the English Department within the walls of Osh in the ’60,s and early ’70,s. This is where my office was and where most of my classes were taught and taken. It was so cold and drafty in the winter and so hot in the summer, I do remember. But it was “home” and familiar, and had a convenient parking lot just to the east.
    I walk through campus now and everything is so “cold” and unfamiliar and BIG! I’m happy to have known the comfort, cheer and familiarity of good friends, fine professors and my own students in a place like OSH that was like home on campus for me for many, happy years.

  • U. Henry Gerlach says:

    In OSH Dr. L. McKay, head of the Lang. Dept., told me (an uninformed recent US citizen) about graduate school and advised me in 1964 to apply to Cornell U. which I did and where I received a Ph.D. in 1968. Also met my wife at Cornell U. and taught from 1968 to 2003 at the Univ. of Illinois at Urbana-Champaign. All that because it started with an advising session in Orson Spencer Hall. Thank you.

  • Harry Haines says:

    Loads of great memories of OSH. I look forward to seeing the new building.

  • Nanette Mitchell says:

    So many good memories of OSH!!

  • Sandra Brock says:

    I remember many late nights cutting through the OSH on my way from lower campus to Ballif Hall (now also razed and gone); getting a Sunday meal there, bowling, sitting outside studying, with the sounds of campus life all around me, and reading the campus activities posted on the walls at the Union. I also remember learning the night janitor seen in the hallways could have been Ted Bundy. That’s my only creepy memory of the OSH. It’s a big part of my 73-77 memories; it’s a shame it couldn’t be preserved.

  • Steven Anderson says:

    Repelling down the side of one wall sponsored by the Army ROTC.
    If I recall this building was the location of my Shakesphere Class

  • Lorna Veraldi says:

    When I was a teaching fellow and grad student at Utah from 1973 – 75, and then a visiting instructor in 1975-76, I spent every weekday morning every quarter in the same classroom in OSH–first as a graduate assistant to Bob Avery and Lorry Rytting–and later as one of the team of instructors–in Intro to Mass Communication. We had a direct phone line to media services so we could request Jack Vetterli, the very creative head of instructional technology, one floor away to roll one of the many videos that had been created for the course. It all seemed so thoroughly modern at the time (or maybe even futuristic). It’s interesting to think about the changes in instructional technology that those of us still teaching have come to take for granted in the decades since. Thanks for prompting fond memories of a time and place I haven’t thought about for a long, long time. I’ll miss Orson Spencer Hall, if only in my dreams.

  • Nelly D says:

    Great memories from OSH – best economics classes, old classrooms, great professors, interesting bathrooms and happy, happy times of my life :)

  • Mel Larew says:

    So many memories from late 60′s. As a BYU student my first experience in OSH was a meeting with Dr. Landesman about transferring to U as a philosophy major. So many classes in OSH, the philosophy dept. office, I was student attendant in the philosophy reading room. I can still see, hear and appreciate Drs. Landesman, Wisner, Wendt, Tapscott, Hagen, etc…. My intellectual foundation was formed during those years in OSH classrooms, for which I am deeply grateful.

  • Don White (1963,1971) says:

    My study partner for Physics Advanced Mechanics and I spent may ‘happy’ hours doing hard problems on the blackboard. We sort of figured we had paid for the chalk, anyway.

    Also,the backhoe in the photo seemingly knew that my German classroom was its next target. Dr. McKay, “Watch Out!”

  • Mary Jo Harrell says:

    I think some of you are getting OSH and the Union mixed up. It was the Union that had a bowling alley and cafeteria. I also had classes in OSH but worked several years in the Union just next door. Many memories.

  • Zach Vayo says:

    All of my classes save one were in OSH last spring. I grew quite attached to that building, and it’s sad to me that the class of 2019 will be the last to have gotten to know it.

  • Peter Gillins says:

    I remember well my psychology, philosophy, geography, and English comp and lit courses in OSH, which I see is now being described as a “mid-century modern” building. Perhaps it should have been preserved as a monument to that plain but functional architecture style. I also remember listening to speeches in the auditorium by Sens. Ted Kennedy and Hubert Humphery, two mid-century modern men. (Egads but I am growing old.) The building may be gone, but the ideas taught and learned under the name of Orson Spencer will live on — at least for a few more years.

  • Robert Schafer says:

    OSH and the Union at “Mid-Century” were my home. Most of my classes were in OSH. The offices of my major were located there and in my last year at the University of Utah I was a TA in OSH. Good memories of a good educational experience.

  • Steve says:

    I have bad memories of OSH. All the bathroom rumors you hear are true. I was a victim of an incident.

  • Trixie Young Johnson says:

    As a history and English student, I spent many hours in OSH, but none more memorable than the day President Kennedy was assassinated. The main hall outside the big lecture room was packed with students when Professor Sturges came out to tell us that the president had died. Just a short time before we had been in the big room to hear Ted Kennedy campaigning for his brother. And yes, there were many wonderful hours in classes, too.

  • Laura Wanlass Gudmundson says:

    Many, many classes in OSH; many, many hours spent there, studying, freaking out, napping, freaking out, you get the idea.

    Change is inevitable; you shall be missed, old friend!

  • Nick Marcovecchio says:

    I remember in the late 70s when you were allowed to smoke in the hallways, but not the classrooms. I remember Dr. Sam Rich’s class in International Relations, where before he crossed the threshold into the classroom he’d grind out his cigarette on the hallway floor. Some of you older Poli Sci majors may recall what a character this guy was. Pleasant memories of what was referred to back then as simply Spencer Hall.

  • Ron Studen says:

    I took Basic Communications from Dr. Mulder in Fall 1955 – my first class at brand new OSH. I took several other classes at OSH; however, spent most of my time at the Annex after deciding on a business and economics major in 1957. OSH was great compared to the Annex!

  • Rex Pond says:

    I want one of the bricks! OSH was the birthplace of my intellectual life. I still hear voices of Don Garrett, Fred Hagen, Peter Appleby, Bill Whisner, Mendel Cohen, John Francis, etc., etc. first heard in the classrooms, hallways and offices of the OSH. It was the perfect temple; both sacred and democratic.

  • G. Michael Stathis, Ph.D. says:

    Oh my! Far too many memories to even try single one or two as worthy of mention…classrooms…offices…people who must never be forgotten…best memory…saying “Good morning, Professor Wormuth,” in the hallway in front of the Political Science Department, and having him reply “Good Morning Michael,” and then insisting I should address him as “Francis,” and of course I said “Oh no, Professor Wormuth, I can never do that!!” The walls and halls of that old building were such a great part of my life!
    G. Michael Stathis, Ph.D.

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Brownies Can Be Frozen

Tip of the Day

You can bake brownies and store them in air tight containers in the freezer. They can be kept frozen for up to 2 months.

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Determination of “Futility” in Emergency Medicine

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The practice of emergency medicine routinely requires rapid decision making regarding various interventions and therapies. Such decisions should be based on the expected risks and benefits to the patient, family, and society. At times, certain interventions and therapies may be considered “futile,” or of low expected likelihood of benefit to the patient. Various interpretations of the term “futility” and its practical application to the practice of emergency medicine are explored, as well as background information and potential application of various legal, ethical, and organizational policies regarding the determination of “futility.” Decisions regarding potential benefit of interventions should be based on scientific evidence, societal consensus, and professional standards, not on individual bias regarding quality of life or other subjective matters. Physicians are under no ethical obligation to provide treatments they judge to have no realistic likelihood of benefit to the patient. Decisions to withhold treatment should be made with careful consideration of scientific evidence of likelihood of medical benefit, other benefits (including intangible benefits), potential risks of the proposed intervention, patient preferences, and family wishes. When certain interventions are withheld, special efforts should be made to maintain effective communication, comfort, support, and counseling for the patient, family, and friends.


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Michael Delfausse

It was scary at first, but with information, specifically from CoreWalking, I was able to reclaim my life. And now for the first time in a long time I am able to smile because I know that though it’s a journey I’ll have to change the way I work, it’s the way I should have always moved. And now I have a new lease on life.

Kennet Waale
Fascia Freedom Fighters Interview with Brooke Thomas

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