New shop provides a unique combination of quality and high-profile instructions from professionals in a wide range of products for pregnant women and young families. Sundhedsplejersken.dk (a home for pregnant women and young families) have listened to the many users who complain about the plethora of products and advice, one must deal with when you have to buy into the little new. Sundhedsplejersken.dk have done the hard work: found the Swan label, unique skin care products, super underwear, shoes and socks and lots of great baby items, all of which meet the strictest health, safety and quality.
You can include For all our Småfolk products. Click here and get inspired.
Kamis, 09 Februari 2012
15
LODZ: Since peaking in 2008, prices lejlighder in the biggest cities in Poland fell by up to 28 percent.
By: Bjarne Jensen
6:01 - October 24, 2011
The past three years, prices of apartments in the Polish city of Lodz dropped by 28 percent.
Alone in september this year was price decrease in Lodz, Poznan and Katowice to 1.2 percent, writes the British financial newspaper, Financial Times, based on figures from estate agency Ober-Haus.
Smaller decreases in Warsaw
In the capital, Warsaw has fallen since the economic crisis began in 2008 was around 10 percent.
Fear of further falls have frightened many potential buyers away. According to property mæglerfirmaet Rea's sales declined by 10 percent in the third quarter of this year.
The building continues
The project makers, in turn, not scared. They continue to build new apartments.
The number of completed new flats rose by 23 percent in the third quarter compared to same period last year.
48,000 flats are for sale on the Polish market, and it's record, writes the Financial Times.
By: Bjarne Jensen
6:01 - October 24, 2011
The past three years, prices of apartments in the Polish city of Lodz dropped by 28 percent.
Alone in september this year was price decrease in Lodz, Poznan and Katowice to 1.2 percent, writes the British financial newspaper, Financial Times, based on figures from estate agency Ober-Haus.
Smaller decreases in Warsaw
In the capital, Warsaw has fallen since the economic crisis began in 2008 was around 10 percent.
Fear of further falls have frightened many potential buyers away. According to property mæglerfirmaet Rea's sales declined by 10 percent in the third quarter of this year.
The building continues
The project makers, in turn, not scared. They continue to build new apartments.
The number of completed new flats rose by 23 percent in the third quarter compared to same period last year.
48,000 flats are for sale on the Polish market, and it's record, writes the Financial Times.
21
You are DJ’ing, making videos and want to add some free music to it or you want to play free music in your coffee-house? So there is no use in CC-BY-NC or CC-BY-NC alike music, as you may not build any derivatives of these songs (e.g. a video on youtube) or use them commercially.
Licences you might be interested are CC-BY, CC-BY-SA, Licence Art Libre, GPL SFA / Lizenz für freie Inhalte and also songs from the Public Domain.
Here are a lot more ressources for music that is under one of these “very free” licences:
These link to projects that offer music which is under one of the “very free” licences
Licences you might be interested are CC-BY, CC-BY-SA, Licence Art Libre, GPL SFA / Lizenz für freie Inhalte and also songs from the Public Domain.
Here are a lot more ressources for music that is under one of these “very free” licences:
These link to projects that offer music which is under one of the “very free” licences
- Alg-a netlabel – Spanish label releasing under various CC-Licences
- Alajazzrecords – Label from Mexico releasing under the CC-BY-SA – licence
- Loca Records – British label that releases under a CC-BY-SA – licence
- Musictrade.info – Here you find a selection of free licensed ambient, field recordings and jazz. Albums are released under a CC-BY – licence
- Dogmazic.net – Music that is under all kinds of more or less free licences
- Jamendo – Big download portal for music that is under one of the Creative Commons licences or the Licence Art Libre
- Neppstar – Austrian Online Portal for music that is under the GPL-SFA / Lizenz für Freie Inhalte (LFFI)
- Opsound – “Musicians and sound artists are invited to add their work to the Opsound pool using a BY or BY-SA Licence by Creative Commons.”
- Starfrosch – BY – CC-BY licensed Songs published on Starfrosch
- Starfrosch – BY SA – CC-BY SA licensed Songs published on Starfrosch
- SectionZ.net – Online community of electronica artists. Up- and download content that is under one of the Creative Commons licences.
- 100 CC BY hits - 100 Creative Commons hits available under the Attribution license (BY)
If you stumble upon a site that offers content which is under a licence that allows making derivative works and commercial use as well you can add it in the Freemusicwiki and I will add it to this link list.
Wikis
- Free music wiki – A trilingual wiki that holds and collects information on free music and related issues
Labels
Download portals
Various Sources for very free licensed music
22
A Trip To France - by Ada Wordsworth
During the Spring Term 2010, students from the Creative Writing project at Acland Burghley School recorded themselves reading their original pieces of writing. Recording and production by Cathy Aitchison. To listen, click on the arrow. [If your screen shows only a box with text below, then click on the line of text to listen.]
20
It is through its extensive use in Vietnam by U.S. forces that Napalm has become one of the most famous weapon and one of the most emblematic of military amok, colloquially nicknamed "Nape" by IM
Napalm is composed of 46% of polystyrene (a type of plastic), 33% gasoline and 21% of benzene. When he dropped his temperature rose to over 1200 degrees celsius and it sucks all the oxygen in the air suffocating those who are not directtement burned. It also has the property to stick to objects and people.
In addition to its lethal power, the psychological impact caused by this weapon is very popular with the military hierarchy. In addition, ecosystems are affected by napalm destroyed for several years.
It was used during World War II in Europe for the first time against the town of Royan. Historian Howard Zinn, then Air Force pilot, described in his memoirs that the bombers were launched in 1200 on the night of 13 to 14 April 1945 on this last pocket of German resistance and napalm bombs that were used there. Napalm was also used on German cities.
In 1980, its use against civilian populations was banned by a convention unies.Les Nations United States of America have not signed it.
During the invasion of Iraq in 2003 the United States used incendiary bombs around the bridges in particular for cleaning.
"We" napalmé "bridges and their surroundings," said Col. Randolph Alles in a recent interview. "Unfortunately, there were people that we saw in the video (from the cockpit)." (...) "They were Iraqi soldiers, and it's not a pleasant way to die," he added you. (...) The generals love napalm. ... He has a great psychological impact. "
- San Diego Union-Tribune, August 2003
Napalm is composed of 46% of polystyrene (a type of plastic), 33% gasoline and 21% of benzene. When he dropped his temperature rose to over 1200 degrees celsius and it sucks all the oxygen in the air suffocating those who are not directtement burned. It also has the property to stick to objects and people.
In addition to its lethal power, the psychological impact caused by this weapon is very popular with the military hierarchy. In addition, ecosystems are affected by napalm destroyed for several years.
It was used during World War II in Europe for the first time against the town of Royan. Historian Howard Zinn, then Air Force pilot, described in his memoirs that the bombers were launched in 1200 on the night of 13 to 14 April 1945 on this last pocket of German resistance and napalm bombs that were used there. Napalm was also used on German cities.
In 1980, its use against civilian populations was banned by a convention unies.Les Nations United States of America have not signed it.
During the invasion of Iraq in 2003 the United States used incendiary bombs around the bridges in particular for cleaning.
"We" napalmé "bridges and their surroundings," said Col. Randolph Alles in a recent interview. "Unfortunately, there were people that we saw in the video (from the cockpit)." (...) "They were Iraqi soldiers, and it's not a pleasant way to die," he added you. (...) The generals love napalm. ... He has a great psychological impact. "
- San Diego Union-Tribune, August 2003
19
Here's a video segment on the White Lightning Kit that we use. A transcription of the video is available after the jump.
Hi, I’m John Harrington and we’re going to break out and break down the wide variety of equipment we use to deliver images to our clients. Next we are going to show you one of the equipment kits we use when we are traveling on assignment. Each kit is different and has a very specific purpose. So lets take a look.
So this is our White Lightning kit. You see a little dust coming off of it because we haven’t used it in a long time because we use the Hensels.
We use this primarily as a backup solution when something were to go wrong with the Hens els, which to date hasn’t really happened. We also use this kit to loan out to people if they really need to borrow a set of lights.
Its packed in a Pelican 1650 case. So in our White Lightning case we have a X3200 which is a 1600 Ws head, we have a X2400 which is a 2400 Ws head, we have a case with extra bulbs, power strip, we have another 2400 Ws head here, and one more 2400 Ws underneath it. We have a 25 foot retractable extension cord.
Over here we have some reflectors, light modifiers, a couple of snoots, various power and sync cords that we need. One of the nice things about the White Lightnings, and what attracted me originally, is that they are monolights. They don’t require a pack, which sometimes can be really beneficial.
In addition, as you saw in the case down here in the lower right hand corner is a case that has back up modeling lights and flash tubes in it. So that’s the White Lightning case.
Hi, I’m John Harrington and we’re going to break out and break down the wide variety of equipment we use to deliver images to our clients. Next we are going to show you one of the equipment kits we use when we are traveling on assignment. Each kit is different and has a very specific purpose. So lets take a look.
So this is our White Lightning kit. You see a little dust coming off of it because we haven’t used it in a long time because we use the Hensels.
We use this primarily as a backup solution when something were to go wrong with the Hens els, which to date hasn’t really happened. We also use this kit to loan out to people if they really need to borrow a set of lights.
Its packed in a Pelican 1650 case. So in our White Lightning case we have a X3200 which is a 1600 Ws head, we have a X2400 which is a 2400 Ws head, we have a case with extra bulbs, power strip, we have another 2400 Ws head here, and one more 2400 Ws underneath it. We have a 25 foot retractable extension cord.
Over here we have some reflectors, light modifiers, a couple of snoots, various power and sync cords that we need. One of the nice things about the White Lightnings, and what attracted me originally, is that they are monolights. They don’t require a pack, which sometimes can be really beneficial.
In addition, as you saw in the case down here in the lower right hand corner is a case that has back up modeling lights and flash tubes in it. So that’s the White Lightning case.
18
An opponent who is so unyielding that you can not talk sense to him. The entire race thinks with one mind and strives toward a single goal: Signing our own biological characteristics and wipe out individuality, to make every living creature to Borg.
In over two decades, the Federation is no greater threat encountered. Twice Starfleet already sent numerous spacecraft to entgegenzustemmen to them. The Borg were stopped, the price paid in blood. Humanity breathed a sigh of relief and assumed that it was now safe. With the destruction of Transwarpverbindungen believed the Federation, the final blow to the Borg have done.
Driven to the brink of extinction, the Borg are now fighting for its very existence to their culture. The old rules and assumptions, should act as a collective are not. Now it only kills and assimilated later. But her real plan is much larger. The cybernetic organisms seem unstoppable.
The Borg make an ultimatum: They demand the extradition of Jean-Luc Picard and Seven of Nine. Desperate, Picard orders the high command, to fly to the Sol system in order to surrender to the Borg. But he defied the order. He sees one last chance ... (Source: startrekromane.de)
CriticismThe TNG relaunch started for my taste, weaker than expected. The new characters were interchangeable, the stories boring and lacked any trace of the old flair. I had to reboot TNG almost labeled a failure if I had not started with the first pages of a hero ...
What was a memorable moment, as the Borg in 'THE NEXT GENERATION' two-piece THE BEST OF BOTH WORLDS celebrated their debut. How dangerous, mysterious and scary at the time had the race. But with the increasing exploitation of the issue, the Borg lost their appeal. The secrets of the collective were solved one by one. The destruction of Transwarpverbindungen by Kathryn Janeway robbed the Borg finally their strongest weapon. To get back to work as menacing as once had the Borg develop. They had to be powerful. And unpredictable. A teaser for Peter David - but he has mastered the task perfectly.
Already in the first chapters roll over the events. Despite the stark warning of Q enters the Admiral Janeway in JM Dillard RESISTANCE placed hors de combat Borg cube. Using a new tactic succeeds in assimilating the collective Janeway and her body is abused as a new vessel for the Borg Queen. That of the Borg worst enemy serves as the newest voice organ is already deeply paradoxical. But the Borg have put up a gear. Not only the human race has it in the collective, but also on the Q continuum. That the machines being one to be taken seriously hazard for Q indicates the fact that the Borg are able to locate and Q to scan and analyze carefully. The Q are aware of this danger can see, but even to be too powerful to accept to pay tribute to the Borg as an enemy. Like the Borg Queen aptly, that could eventually be the worst mistake of the continuum. If ever a Q will be assimilated, the consequences of the known galaxy and beyond catastrophic. Exactly the courage to put themselves against the Q, is what makes the Borg appear more dangerous. If even the omniscient Q are in danger - as it is only then the human race?
Good for the Borg, bad for everyone else, the Borg are also aware of the technologies that they have assimilated over the centuries. This ensures that the cube and all that is mysterious in conjunction with the Borg and the fact (as required) is unpredictable. The Federation does not know at this point that the Borg are back and even less has she any idea how much power into the Borg dormant, just waiting to settle an old score with the earth. Seven of Nine, Starfleet warns all though, but heard none. In desperation she turns to Captain Picard, who gives her faith, but not in a position to act accordingly. Instead of concentrating on fighting the Borg, Picard must fight against the Starfleet Administrative and his own command staff.
Topping the ships internal resistance due to the new officers Commander Kadohata, Counselor and Lieutenant L'Lana Leybenzon, all of which were introduced in the previous novels. Fanlieblinge should not be three, but the impetus to bring so for me it is clear enriching factor Picard enjoyed over the years, the unconditional trust of his staff and therefore could always do as he pleased. That this also holds dangers, we saw impressive in FIRST CONTACT, where it took a civilian who bring Picard back to mind. Are the motives of Kadohata themselves against the Captain are taught to understand, so I may not approve of their actions, but can understand. In contrast, Leybenzon who beats me completely out of line and therefore do not like so well. Otherwise, it succeeds Peter David but the characters brilliantly portray, even if he exaggerated to the characters easily. For example, animal and Worf Seven cool and repellent than usual. Normally this would be a criticism, but in this particular case, the more distinctive characters are beneficial. It also symbolizes how even under enormous pressure the characters in this story are available. T'Lanas representation for some but may be too extreme. It can be good as a cross between a Vulcan and the ENTERPRISE-era Admiral Nechayev describe. This mixture is also due to the atmosphere is poisoned within the management team - more so than was the case with DS9 or Voyager. More than that: T'Lana is an absolute hate figure, the sows in the guise of logic discord and provides for tension.
David reaches for his novel back on numerous characters from other series. Shall fill a key figure from TOS an important role. Also extremely pleased about the involvement of civil Listens, shows the readers a different perspective of events and provides occasional laughter. The humor is generally sparse in the face of serious issues, but more effective.
Hero is without a doubt a pure action-adventure. Without distracting plot holes the author manages to tell the story fast and above all diverse. The pace is consistently at a high level, which ensures that the power curve fairly early immeasurably increased. The book lives up to it by the thought to be only a forerunner of the Destiny series. Instead of merely form the center piece of the Borg story arc, hero could have easily also the glorious finale.
Amid all the praise, there are also a big downside: Star Trek was never about his own ideals distant than now. The value of space exploration and the discovery of new civilizations seem to forget. War and destruction are now at the center. Utopia becomes a theater of war, which ensures every few years for a new vehicle bodies. In the endnote to this point seems to me however, was not sure the quality of a hero is just too high.
[MASSIVE SPOILERS - this paragraph refer only if you've already read the novel or does not plan to read the story at all] The title of the novel is not without reason. An important hero is killed in the course of action. With their assimilation to the Borg Queen Janeway quickly drew suspicion upon himself and in fact, Admiral Kathryn Janeway heroic contests in her (now) last adventure. Her death may come as a surprise, but it is one of the main characters of 'Star Trek' universe ever dar. However, we must learn to Trekkies in the past that in Star Trek, death is not necessarily an irreversible condition. And so have left this time the manager a back door open. Immediately after her death Janeway meets Lady Q, which could be an indication that the Q or Q in particular with her is not ready yet. Should this be contrary to expectations, Janeway's ultimate end, it would be deeply disappointed. Sun emotionless as her death is described, and this may not be everything. She deserves much more. [END SPOILER]
In over two decades, the Federation is no greater threat encountered. Twice Starfleet already sent numerous spacecraft to entgegenzustemmen to them. The Borg were stopped, the price paid in blood. Humanity breathed a sigh of relief and assumed that it was now safe. With the destruction of Transwarpverbindungen believed the Federation, the final blow to the Borg have done.
Driven to the brink of extinction, the Borg are now fighting for its very existence to their culture. The old rules and assumptions, should act as a collective are not. Now it only kills and assimilated later. But her real plan is much larger. The cybernetic organisms seem unstoppable.
The Borg make an ultimatum: They demand the extradition of Jean-Luc Picard and Seven of Nine. Desperate, Picard orders the high command, to fly to the Sol system in order to surrender to the Borg. But he defied the order. He sees one last chance ... (Source: startrekromane.de)
CriticismThe TNG relaunch started for my taste, weaker than expected. The new characters were interchangeable, the stories boring and lacked any trace of the old flair. I had to reboot TNG almost labeled a failure if I had not started with the first pages of a hero ...
What was a memorable moment, as the Borg in 'THE NEXT GENERATION' two-piece THE BEST OF BOTH WORLDS celebrated their debut. How dangerous, mysterious and scary at the time had the race. But with the increasing exploitation of the issue, the Borg lost their appeal. The secrets of the collective were solved one by one. The destruction of Transwarpverbindungen by Kathryn Janeway robbed the Borg finally their strongest weapon. To get back to work as menacing as once had the Borg develop. They had to be powerful. And unpredictable. A teaser for Peter David - but he has mastered the task perfectly.
Already in the first chapters roll over the events. Despite the stark warning of Q enters the Admiral Janeway in JM Dillard RESISTANCE placed hors de combat Borg cube. Using a new tactic succeeds in assimilating the collective Janeway and her body is abused as a new vessel for the Borg Queen. That of the Borg worst enemy serves as the newest voice organ is already deeply paradoxical. But the Borg have put up a gear. Not only the human race has it in the collective, but also on the Q continuum. That the machines being one to be taken seriously hazard for Q indicates the fact that the Borg are able to locate and Q to scan and analyze carefully. The Q are aware of this danger can see, but even to be too powerful to accept to pay tribute to the Borg as an enemy. Like the Borg Queen aptly, that could eventually be the worst mistake of the continuum. If ever a Q will be assimilated, the consequences of the known galaxy and beyond catastrophic. Exactly the courage to put themselves against the Q, is what makes the Borg appear more dangerous. If even the omniscient Q are in danger - as it is only then the human race?
Good for the Borg, bad for everyone else, the Borg are also aware of the technologies that they have assimilated over the centuries. This ensures that the cube and all that is mysterious in conjunction with the Borg and the fact (as required) is unpredictable. The Federation does not know at this point that the Borg are back and even less has she any idea how much power into the Borg dormant, just waiting to settle an old score with the earth. Seven of Nine, Starfleet warns all though, but heard none. In desperation she turns to Captain Picard, who gives her faith, but not in a position to act accordingly. Instead of concentrating on fighting the Borg, Picard must fight against the Starfleet Administrative and his own command staff.
Topping the ships internal resistance due to the new officers Commander Kadohata, Counselor and Lieutenant L'Lana Leybenzon, all of which were introduced in the previous novels. Fanlieblinge should not be three, but the impetus to bring so for me it is clear enriching factor Picard enjoyed over the years, the unconditional trust of his staff and therefore could always do as he pleased. That this also holds dangers, we saw impressive in FIRST CONTACT, where it took a civilian who bring Picard back to mind. Are the motives of Kadohata themselves against the Captain are taught to understand, so I may not approve of their actions, but can understand. In contrast, Leybenzon who beats me completely out of line and therefore do not like so well. Otherwise, it succeeds Peter David but the characters brilliantly portray, even if he exaggerated to the characters easily. For example, animal and Worf Seven cool and repellent than usual. Normally this would be a criticism, but in this particular case, the more distinctive characters are beneficial. It also symbolizes how even under enormous pressure the characters in this story are available. T'Lanas representation for some but may be too extreme. It can be good as a cross between a Vulcan and the ENTERPRISE-era Admiral Nechayev describe. This mixture is also due to the atmosphere is poisoned within the management team - more so than was the case with DS9 or Voyager. More than that: T'Lana is an absolute hate figure, the sows in the guise of logic discord and provides for tension.
David reaches for his novel back on numerous characters from other series. Shall fill a key figure from TOS an important role. Also extremely pleased about the involvement of civil Listens, shows the readers a different perspective of events and provides occasional laughter. The humor is generally sparse in the face of serious issues, but more effective.
Hero is without a doubt a pure action-adventure. Without distracting plot holes the author manages to tell the story fast and above all diverse. The pace is consistently at a high level, which ensures that the power curve fairly early immeasurably increased. The book lives up to it by the thought to be only a forerunner of the Destiny series. Instead of merely form the center piece of the Borg story arc, hero could have easily also the glorious finale.
Amid all the praise, there are also a big downside: Star Trek was never about his own ideals distant than now. The value of space exploration and the discovery of new civilizations seem to forget. War and destruction are now at the center. Utopia becomes a theater of war, which ensures every few years for a new vehicle bodies. In the endnote to this point seems to me however, was not sure the quality of a hero is just too high.
[MASSIVE SPOILERS - this paragraph refer only if you've already read the novel or does not plan to read the story at all] The title of the novel is not without reason. An important hero is killed in the course of action. With their assimilation to the Borg Queen Janeway quickly drew suspicion upon himself and in fact, Admiral Kathryn Janeway heroic contests in her (now) last adventure. Her death may come as a surprise, but it is one of the main characters of 'Star Trek' universe ever dar. However, we must learn to Trekkies in the past that in Star Trek, death is not necessarily an irreversible condition. And so have left this time the manager a back door open. Immediately after her death Janeway meets Lady Q, which could be an indication that the Q or Q in particular with her is not ready yet. Should this be contrary to expectations, Janeway's ultimate end, it would be deeply disappointed. Sun emotionless as her death is described, and this may not be everything. She deserves much more. [END SPOILER]
17
If you're inkle weaving for the first time, this article will help you get started. More experienced weavers will find the list of project ideas at the end full of enticing possibilities.
Though designs vary, an inkle loom typically has two upright beams and one bottom beam. Several pegs are set into these beams. One of these pegs carries string heddles which attach to every other warp-thread. These make it possible for you to open an up shed and a down shed. There will also be a device for tensioning the warp, usually either a peg that slides along a slot, or a flat paddle that rotates.
(Editor's Note: You can see examples of two types of inkle loom in the article Inkle-loom Shoelaces.)
Inkle looms produce warp-faced bands in which the warp completely covers the weft, except for one "stitch" at the side of the band.
Project Details
To illustrate how to use an inkle loom, let's create a simple rainbow-colored strap.This article sponsored by:[[ad|group=383]]
Equipment
- Inkle loom
- Belt shuttle or ruler to beat the weft in. (Another option is to use sanding paper to bevel one edge of a stick shuttle.)
- Tapestry needle to aid in weaving in warp ends. (optional)
Warp
Shetland 8/4 wool from Harrisville Designs, in the colors: red, orange, yellow, green, turquoise, blue, violet, purple.[Editor's Note: You could also weave this in 5/2 perle cotton, or any strong, smooth thread.]
Warp six threads of each color in the order listed above. (48 threads total.)
Weft
Shetland 8/4 wool in black.Making String Heddles
Before you can warp your inkle loom for the first time, you must make string heddles.Use something that does not stretch, and which is smooth enough to let the warp threads slide through with a minimum of friction as the warp advances. Some good options: cotton rug warp, mercerized cotton, or linen.
Make a tight loop between the top two pegs of the upright in the middle of the loom, and knot it. For extra strength, I use a surgeon's knot to tie my string heddles. It's like a square knot, but with an extra twist on one side.
Cut the ends off the knot, leaving no more than 1/4-inch dangling. Make half as many string heddles as there are warp threads in your planned project.
Each heddle should be a separate loop; don't leave them connected between knots. When you've finished, slip the string heddles off the loom.
Warping the Loom
Before you start warping, set the inkle loom's tension device in the position that gives you the longest warp path. As you weave, the warp will shorten due to take up (ie: having to bend over and under the weft) and you will loosen the tension device—either sliding the peg in or turning the paddle—to keep the weaving tension even.You thread the warp onto the inkle loom in a continuous loop. Begin at the front peg, and bring the warp thread all the way along the bottom and around the backmost peg.
Next, wind the warp back and forth between the pegs along the bottom of the loom and the back upright, moving upward from the back bottom corner peg. For a long warp, wind around every peg, for a shorter warp, skip some pegs.
Bring the first warp thread over the top peg of the center beam, and tie it back onto itself with a square knot—you only need to tie a new knot when you begin, change colors, and at the end of warping. Make sure you don't tie the warp to the loom, since you will be pulling the warp forward around the loom as the weaving progresses.
Take a string heddle, slip an open loop of it onto the second peg down on the central upright, toss the other end over this first warp thread, and tuck the other end of the loop onto the lower peg on the front upright. The loop of the string heddle should come up over the upper warp thread, and pull it down at an angle.
Continue around, following the path you created with the first warp. Do not place a string heddle on the second warp thread. Non-heddle threads go under the top peg on the front upright (shown above).
Continue warping in the same path, alternating heddle and non-heddle threads. Tie on new threads with a square knot as you change colors, and on the last warp thread.
As your warp grows, all the warp threads should lie in a plane, do not let the warp threads pile up on each other on the dowels, as this will create uneven tension because some threads will be longer than others.
Beginning to Weave
You can use a stick shuttle to carry the weft, or you can make a butterfly skein made on your hand in a figure-eight around your thumb and pinkie, tied at the middle.
Put your hand on the non-heddle warp threads and press down to make the "down" shed.Think about whether you want your band to have fringes, and if so, leave that much space between the beginning of your weaving and the knots at the front of the loom.
Pass the weft through the shed.
In this first weft pick, leave a tail of the cut end about six inches long. You'll tuck this into the second pick to keep the weft from unraveling when you cut the band off the loom.
Now pull the non-heddle warp threads up to create the up shed.Note with glee how the heddle threads stay in the middle, making these two sheds possible. In inkle weaving, the heddle threads are anchored in place and the non-heddle threads move to open the two sheds.
Beat the weft that you threw in the previous step down, using a stick shuttle, ruler, or even your finger.
I enjoy the hands-on feel of beating my shed with my hands on an inkle; but there are also many shapes of stick and belt shuttles—often hand-made in beautiful woods—available for inkle weaving.
Advancing the Warp
Keep alternating the sheds and beating in weft until the woven part of the band gets up to the heddles. At this point you need to stop, loosen the tension device, and pull the warp forward so that the woven part slides forward and out of your way. The whole warp will rotate along its path on the loom, which is why it was important not to tie the warp to the loom while putting the warp on.After you've advanced the warp, re-apply the tension. You'll likely find that you need to change the position of the tension device from where it was before you moved the warp, because the warp will have shortened during the weaving because of take-up.
A Tip for Securing New Weft Threads
Pass both the tail and the working weft across this second shed, change to the lower shed again, and again, tamp down with your finger or shuttle all the way from before the heddles to where the live thread crossing lies. Cross the tail and working weft again, and then leave the tail dangling; you'll trim it close to the selvedge after you take the band off the loom. Add new weft threads in this way; and you never have to knot the weft.
Troubleshooting
One of the most common errors is to weave the first few inches either a little too loose or way too tight. You should tug the weft tight enough that all the warp ends nestle close to each other, without overlapping (too tight) or showing the weft between them (too loose.) The band pictured at the right shows a nice, even, weave.
Another common beginner's error is an uneven or angled beat—make sure to open your shed and beat in your weft perpendicular to the warp threads.
Try to keep your beat even during the weaving. Each pick of weft should take up the same amount of warp. If the warp floating over the weft is longer and looser than the other rows, beat more firmly. If the warp floating over the weft looks shorter and bunched, beat looser.
An even beat, good selvedges, these are muscle-memory skills that will become second nature with practice. So if your first inkle band is a bit uneven and wobbly, don't fret...you will improve on the next one!
You can adjust gently as you go, and notice whether you pull tighter on one side or another so you can even things out and make parallel rows.
Finishing
You can finish off the ends of an inkle band by hemming, tying overhand knots, or simply letting the warp ends hang loose. (Weave the last weft end back into the band to secure the end as you did at the beginning of the band.)Some folks find that using a tapestry needle with a big eye is the easiest way to weave the weft end back in, at either end of the band.
What can you make?
Belts
- Guitar/Mandolin straps
- Luggage ties
- Formal neckties
- Bow-ties
- Neckbands
- Jacket facings
- Bookmarks
- Needle cases
- Cell phone cases
- Wallets
- Striped coats and vests: sew many inkles together!
- Hatbands
- Purse and bag straps
- Purses and bags themselves
- Morris-dance bell pads
- Placemats and table runners (by weaving strips together)
- Prize and honors ribbons
- Costume pieces
- Trim
- Belly-dance belts
- Fringes (leave weft loops on one side)
- Laces for shoes—or lingerie!
Resources
- Byways in Handweaving by Mary Miegs Atwater
- Inkle Weaving by Lavinia Bradley
- Inkle Weaving by Helene Bress
- Textiles and Clothing : c.1150-c.1450 by Crowfoot, Elisabeth, Pritchard, Frances, & Staniland, Kay (shows medieval box-looms)
- The Gilmore Loom website's history page
- LeClerc's English-style inkle loom
- Weaving Inkle Bands by Harriet Tidball
- "Inkle-Woven Shoelaces" by Brianna Lancaster
14
Case Synopsis
This teaching module is unlike the others available on the Portal for North America website. It consists of a single image of a component of an automobile - a rear suspension assembly produced by Martinrea International Inc., a Canadian based Tier 1 automotive supplier and supplier to other industrial sectors. This rear suspension assembly was produced at Martinrea's plant in London Ontario for just in time (JIT) delivery to General Motor's Cami plant in Ingersoll Ontario where it was used in the Chevy Equinox and Pontiac Torrent models. (Until December 2009, Cami Automotive was a General Motors-Suzuki joint venture. GM then purchased the Suzuki share.) This single image opens the way to the consideration of emerging trends and patterns in the North American and global automotive industry and, from there, into discussions of many key dimensions of our economies, government policy and social systems.
Educational Objectives
The objective would be to have students dissect this single image and ask, "What does it tell us and what questions does it force us to consider?" This exercise encourages students to explore the auto sector's impact on the North American economy, transportation infrastructure, and the environment. With a little imagination, this single image can serve as the foundation for discussions concerning trade, extended production systems, outsourcing, logistics, transportation, and climate change, as well as Canada-US and North American relations.
One would probably begin by focusing on the system of suppliers of parts for this assembly. First, who are they and where are the located? From this, a wide array of questions will emerge dealing with topics from logistics management to transportation and to how JIT systems affect climate change.
One would probably begin by focusing on the system of suppliers of parts for this assembly. First, who are they and where are the located? From this, a wide array of questions will emerge dealing with topics from logistics management to transportation and to how JIT systems affect climate change.
Teaching Plan
The first cut at the image shows clearly the depth of the North American auto production system. The auto sector in North America is characterized by "deep" integration: "We don't sell cars to each other. We make them together." (This idea is developed in greater detail in another Teaching Module, The North American Free Trade Agreement and North America.)
The North American automotive sector is structured by supply chains that cross national borders and link specialized production facilities spread widely through the three NAFTA nations. To build this one component of the final automobile, parts are brought together from thirteen different suppliers - three in Canada and ten in the US - located in Ohio, Michigan, North Carolina, Alabama, Kentucky, Illinois, Indiana and Ontario. This leads into many important and interesting themes.
Trade policy issues can be considered here. The North American auto industry began with the Auto Pact of 1965 which created an integrated Canada-US production and marketing system. Mexican involvement increased as its parts industry developed. The 1988 Canada-US Free Trade Agreement (FTA) formalized the new system that had emerged since 1965. This led to the creation of larger, more efficient production units and encouraged national specializations. In 1994 the North American Free Trade Agreement (NAFTA) further extended the system - particularly Mexico's involvement - but the NAFTA agreements implied national companies trading at arm's length, not transnational companies trading as a function of joint production within their corporate systems.
The three national governments have continued to emphasize that NAFTA is a classic free trade agreement among sovereign nations. To address this issue, students might consider: how does trade theory cope with the reality of deeply integrated, cross border production systems? How might NAFTA be reshaped to better recognize and support these arrangements? What has emerged in North America is not just a free trade agreement among three autonomous nations. What is it?
The enormous change that has taken place in the structure of auto production reveals a great deal about trends in manufacturing strategy. In the traditional "Ford" model of auto production, the entire value chain was "internalized" under one management, with one owner and in one location. Today, this model has been replaced by a much more decentralized system. The auto industry is now characterized by de-integration - "outsourcing" - along much of the value chain. For courses in international business, management, strategy and IPE, the North American auto industry is a remarkable example of dramatic changes in organizational structure and strategy that have taken place throughout our economy in the past few decades. The module provides an excellent opportunity to discuss the strengths and weaknesses of this new model of corporate organization.
If we peer more deeply into this image, we see the incredible complexity of the North American auto supply chain system. As noted, Martinrea's rear suspension assembly combines elements from thirteen Canadian and US suppliers. Several of these suppliers are wholly owned by Martinrea, several are independent companies. Some of them provide similar components to several different auto makers.
It would be interesting for students to investigate each of these suppliers in detail. For example, some of the components supplied to Martinrea's plant in London are themselves assemblies with their own array of suppliers. The rear differential is supplied by Getrag, a German-owned company, from its plant in North Carolina. It assembles this component with parts shipped from a network of other plants.
Another key issue is how all of these components arrive at their destinations on time - that is, the critical role logistics plays in these highly extended production systems. The Martinrea assembly depends on trucks streaming into and out from each of these supplier plants, crossing the Canada-US border on strict JIT schedules and reaching the loading dock in London on time. This is the same for every component that eventually makes up the finished automobile.
This can lead into discussions about factors that impede the system including congestion, the lack of maintenance, the failure of the NAFTA governments to harmonize many key transport regulations, the impact of post-9-11 security measures and the "thickening" of the border. We can also examine ways to improve the flow (intelligent transportation systems for example). Security and border management and corporate strategy overlap with logistics and supply chain management as this point.
This image shows clearly the impact of globalization on the North American auto system. One dimension of globalization in the auto sector has been the expanding role of foreign companies. Foreign vehicles are exported to North America and produced here ("transplants") as well. In turn, the US Big Three firms also own foreign brands and produce vehicles overseas for both local and North American markets.
Under the name plate, foreign and North American elements are much mixed. Foreign companies supply parts and components for Big Three vehicles, often from operations in North America. Of the nine non-Canadian suppliers, three are American, one Chinese, one Japanese, one Korean, one German, one Swedish and one Mexican. Some of the foreign firms involved in the North American auto industry are well known - Toyota and Honda - while others are not. (For more details on Martinrea's supplier companies, see the Appendix below.)
Some of the suppliers - Martinrea, Getrag and Rassini - are themselves major international players in the auto industry. It no longer makes sense to speak of the North American auto industry in terms of the Detroit Big Three or even the Big Three plus foreign makers. The industry is obviously much more complex than this, with many more players located along the entire supply chain. A very interesting project would be for students to identify some of these new international automotive suppliers and to examine their business strategies.
Students should also consider which public policy issues are raised by building a tri-national manufacturing platform across three sovereign countries. Is a "national treatment" based agreement an adequate framework for managing the economic space jointly?
A recent but very important question is how climate change issues - particularly CO2 emissions-will affect freight transportation systems and JIT programs in particular. Even when governments share common interests and objectives in cleaner vehicles, differences in Canadian and US auto industry regulatory and border administration regimes continue to undermine deeper integration and greater efficiency. "Sustainable freight transportation" is much discussed now as are proposals to emphasize "local production" and to compress supply chains. On the other hand, new transportation technology and communications will enable even more extended supply chains in the near future! Considering ways in which companies are endeavouring to "green" the auto industry and the potential barriers to doing so could be another facet worthy of exploration.
Finally, how will the financial crisis of 2008 affect the North American auto industry? It might be interesting to examine the impact of the financial crisis on the Big Three, on foreign producers and on key automotive suppliers. With North America's population pushing toward 550 million, one cannot envisage supplying the auto market with imports. There will be a large domestic auto industry, and when it revives, it will do so quickly, one could assume, because of the impact of delayed purchasing over the past years. The interesting questions are how much - and what - will be produced domestically and, perhaps most interesting of all, who will be the most important players in the industry.
The North American automotive sector is structured by supply chains that cross national borders and link specialized production facilities spread widely through the three NAFTA nations. To build this one component of the final automobile, parts are brought together from thirteen different suppliers - three in Canada and ten in the US - located in Ohio, Michigan, North Carolina, Alabama, Kentucky, Illinois, Indiana and Ontario. This leads into many important and interesting themes.
Trade policy issues can be considered here. The North American auto industry began with the Auto Pact of 1965 which created an integrated Canada-US production and marketing system. Mexican involvement increased as its parts industry developed. The 1988 Canada-US Free Trade Agreement (FTA) formalized the new system that had emerged since 1965. This led to the creation of larger, more efficient production units and encouraged national specializations. In 1994 the North American Free Trade Agreement (NAFTA) further extended the system - particularly Mexico's involvement - but the NAFTA agreements implied national companies trading at arm's length, not transnational companies trading as a function of joint production within their corporate systems.
The three national governments have continued to emphasize that NAFTA is a classic free trade agreement among sovereign nations. To address this issue, students might consider: how does trade theory cope with the reality of deeply integrated, cross border production systems? How might NAFTA be reshaped to better recognize and support these arrangements? What has emerged in North America is not just a free trade agreement among three autonomous nations. What is it?
The enormous change that has taken place in the structure of auto production reveals a great deal about trends in manufacturing strategy. In the traditional "Ford" model of auto production, the entire value chain was "internalized" under one management, with one owner and in one location. Today, this model has been replaced by a much more decentralized system. The auto industry is now characterized by de-integration - "outsourcing" - along much of the value chain. For courses in international business, management, strategy and IPE, the North American auto industry is a remarkable example of dramatic changes in organizational structure and strategy that have taken place throughout our economy in the past few decades. The module provides an excellent opportunity to discuss the strengths and weaknesses of this new model of corporate organization.
If we peer more deeply into this image, we see the incredible complexity of the North American auto supply chain system. As noted, Martinrea's rear suspension assembly combines elements from thirteen Canadian and US suppliers. Several of these suppliers are wholly owned by Martinrea, several are independent companies. Some of them provide similar components to several different auto makers.
It would be interesting for students to investigate each of these suppliers in detail. For example, some of the components supplied to Martinrea's plant in London are themselves assemblies with their own array of suppliers. The rear differential is supplied by Getrag, a German-owned company, from its plant in North Carolina. It assembles this component with parts shipped from a network of other plants.
Another key issue is how all of these components arrive at their destinations on time - that is, the critical role logistics plays in these highly extended production systems. The Martinrea assembly depends on trucks streaming into and out from each of these supplier plants, crossing the Canada-US border on strict JIT schedules and reaching the loading dock in London on time. This is the same for every component that eventually makes up the finished automobile.
This can lead into discussions about factors that impede the system including congestion, the lack of maintenance, the failure of the NAFTA governments to harmonize many key transport regulations, the impact of post-9-11 security measures and the "thickening" of the border. We can also examine ways to improve the flow (intelligent transportation systems for example). Security and border management and corporate strategy overlap with logistics and supply chain management as this point.
This image shows clearly the impact of globalization on the North American auto system. One dimension of globalization in the auto sector has been the expanding role of foreign companies. Foreign vehicles are exported to North America and produced here ("transplants") as well. In turn, the US Big Three firms also own foreign brands and produce vehicles overseas for both local and North American markets.
Under the name plate, foreign and North American elements are much mixed. Foreign companies supply parts and components for Big Three vehicles, often from operations in North America. Of the nine non-Canadian suppliers, three are American, one Chinese, one Japanese, one Korean, one German, one Swedish and one Mexican. Some of the foreign firms involved in the North American auto industry are well known - Toyota and Honda - while others are not. (For more details on Martinrea's supplier companies, see the Appendix below.)
Some of the suppliers - Martinrea, Getrag and Rassini - are themselves major international players in the auto industry. It no longer makes sense to speak of the North American auto industry in terms of the Detroit Big Three or even the Big Three plus foreign makers. The industry is obviously much more complex than this, with many more players located along the entire supply chain. A very interesting project would be for students to identify some of these new international automotive suppliers and to examine their business strategies.
Students should also consider which public policy issues are raised by building a tri-national manufacturing platform across three sovereign countries. Is a "national treatment" based agreement an adequate framework for managing the economic space jointly?
A recent but very important question is how climate change issues - particularly CO2 emissions-will affect freight transportation systems and JIT programs in particular. Even when governments share common interests and objectives in cleaner vehicles, differences in Canadian and US auto industry regulatory and border administration regimes continue to undermine deeper integration and greater efficiency. "Sustainable freight transportation" is much discussed now as are proposals to emphasize "local production" and to compress supply chains. On the other hand, new transportation technology and communications will enable even more extended supply chains in the near future! Considering ways in which companies are endeavouring to "green" the auto industry and the potential barriers to doing so could be another facet worthy of exploration.
Finally, how will the financial crisis of 2008 affect the North American auto industry? It might be interesting to examine the impact of the financial crisis on the Big Three, on foreign producers and on key automotive suppliers. With North America's population pushing toward 550 million, one cannot envisage supplying the auto market with imports. There will be a large domestic auto industry, and when it revives, it will do so quickly, one could assume, because of the impact of delayed purchasing over the past years. The interesting questions are how much - and what - will be produced domestically and, perhaps most interesting of all, who will be the most important players in the industry.
Questions for Discussion
These discussions can lead on to key unanswered questions about the future of the North American auto industry:
- Can we still think in terms of a North American auto industry?
- Was the level of integration reached in the1990s the high point of integration and will it decline now?
- We saw major shifts in the location of the North American auto industry-- away from the traditional auto center in the rust belt. Will we see a further shift out of the traditional areas and towards, for example, Mexico?
- How will production systems/supply chains evolve over the next years? Further dis-integration, new integration, more globalization?
- One might ask, as well, who has benefited more - and less - from the emergence of this continentally integrated industry.
Relevant Courses
This module would serve well in a wide range of courses. It would be useful in courses dealing with International Business as a clear example of the impact of cross border production systems on international trade practice and policy. The module explores one of the industries that constitute the largest segment of North American trade and, in many ways, defines how the North American system operates. The Martinrea module provides important insight into recent changes in Corporate Organization and the impact of outsourcing. In this, it would make an excellent topic for courses in Management - and International Management in particular. Logistics is the key to the North American automotive system and the module would open the door for discussions of factors that affect movement along the supply chain. This is an excellent module for discussions on the success and failure of North American economic integration and would be useful in courses in International Politics and IPE. It would provide as well a good opening into the impact of the financial crisis on manufacturing and on the role governments might (or should not) play in rescuing firms in distress.
Useful Links from PNA
- The North American Auto Industry
- Washington in the Driver's Seat: Restructuring the Auto Industry
- PNA Experts: Automotive Industry
- Improving Cross-Border Integration and Regulation of the Automotive Industry
- 2010: Consumer Optimism's Return to America?
- Report Highlight: Freight Trucks and Climate Change Policy: Mitigating CO2 Emissions
- The Detroit Three... Two? or One?
Suggested Bibliography
I. Background on the North American Auto Industry
Gary Hufbauer and Jeffrey Schott, Chapter 6 "The Automobile Sector" in NAFTA Revisited; Achievements and Challenges, (Institute for International Economics, 2005) This is an excellent but now slightly dated overview of the industry.
II. On the Auto Pact
The Auto Pact: En Route to Free Trade; CBC Digital Archives
http://archives.cbc.ca/economy_business/trade_agreements/topics/326-1713/
Maureen Appel Molot, ed., Driving Continentally: National Policies and the North American Auto Industry (Carleton University Press, 1993)
Dimitry Anastakis, Auto Pact: Creating a Borderless North American Auto Industry, 1960-1971 (University of Toronto Press, 2005)
III. Changing Structure of the Auto Industry
Alfred Chandler, The Visible Hand: The Managerial Revolution in American Business (The Belknap Press of Harvard University Press, 1977)
James M. Rubenstein and Thomas Klier, "Restructuring of the Auto Industry: Geographic Implications of Outsourcing" (Industry Studies Association, Annual Conference 2009) http://www.industrystudies.pitt.edu/chicago09/docs/Rubenstein%202.2.pdf
IV. Logistics and freight transportation in North America
Stephen Blank and Barry Prentice, Canada-US Transportation and Corridor Policies, in Monica Gattinger and Geoffrey Hale, eds, Borders and Bridges; Canada's Policy Relations in North America (Oxford University Press, 2010)
ICF Consulting, 2010 and Beyond: A Vision of America's Transportation Future; 21st Century Freight Mobility NCHRP Project 20-24(33) A, Final Report, August 2004, Prepared for: The National Cooperative Highway Research Program (NCHRP)
Guy Stanley, "Review of Recent Reports on North American Transportation Infrastructure", North American Transportation Competitiveness Research Council Working Papers, No. 2 (September 2007)
Cambridge Systematics Inc, "Moving Cooler, "An Analysis of Transportation Strategies for Reducing GHG Emissions", Prepared for Moving Cooler Steering Committee (July 2009)
The Rocky Mountain Institute, "Transformational Trucking Initiative Report (June 2009) http://move.rmi.org/files/capabilities/transformationaltrucking/RMI_TTruckingInitiativeReport_090622_v1.pdf
Michael Hart, "Potholes and Paperwork: Improving Cross-Border Integration and Regulation of the Automotive Industry," C.D. Howe Institute Commentary: Border Papers, No. 286 (April 2009)
V. Climate Change and Freight Trucks
Jason Mark and Candace Morey, Rolling Smokestacks; Cleaning Up America's Trucks and Buses (Union of Concerned Scientists, October 2000) http://www.ucsusa.org/assets/documents/clean_vehicles/rolling_smokestacks.pdf
National Center for Freight and Infrastructure Research and Education, "Transport and Logistics Found to Be Chief Contributors to Greenhouse Gas Emissions" http://uwcfire.ning.com/notes/Transportation_&_Logistics_Make_Up_Most_of_Carbon_Footprint_for_Many_Businesses
Stephen Blank, Freight Trucks and Climate Change Policy; Mitigating CO2 Emissions (The Conference Board of Canada, Briefing, February 2010)
VI. Globalization of the Auto Industry
Timothy J. Sturgeon and Richard Florida, Globalization and Jobs in the Automotive Industry, Working Paper Series, Industrial Performance Center, MIT (MIT-IPC-00-012, November 2000) http://web.mit.edu/ipc/publications/pdf/00-012.pdf
Gary Hufbauer and Jeffrey Schott, Chapter 6 "The Automobile Sector" in NAFTA Revisited; Achievements and Challenges, (Institute for International Economics, 2005) This is an excellent but now slightly dated overview of the industry.
II. On the Auto Pact
The Auto Pact: En Route to Free Trade; CBC Digital Archives
http://archives.cbc.ca/economy_business/trade_agreements/topics/326-1713/
Maureen Appel Molot, ed., Driving Continentally: National Policies and the North American Auto Industry (Carleton University Press, 1993)
Dimitry Anastakis, Auto Pact: Creating a Borderless North American Auto Industry, 1960-1971 (University of Toronto Press, 2005)
III. Changing Structure of the Auto Industry
Alfred Chandler, The Visible Hand: The Managerial Revolution in American Business (The Belknap Press of Harvard University Press, 1977)
James M. Rubenstein and Thomas Klier, "Restructuring of the Auto Industry: Geographic Implications of Outsourcing" (Industry Studies Association, Annual Conference 2009) http://www.industrystudies.pitt.edu/chicago09/docs/Rubenstein%202.2.pdf
IV. Logistics and freight transportation in North America
Stephen Blank and Barry Prentice, Canada-US Transportation and Corridor Policies, in Monica Gattinger and Geoffrey Hale, eds, Borders and Bridges; Canada's Policy Relations in North America (Oxford University Press, 2010)
ICF Consulting, 2010 and Beyond: A Vision of America's Transportation Future; 21st Century Freight Mobility NCHRP Project 20-24(33) A, Final Report, August 2004, Prepared for: The National Cooperative Highway Research Program (NCHRP)
Guy Stanley, "Review of Recent Reports on North American Transportation Infrastructure", North American Transportation Competitiveness Research Council Working Papers, No. 2 (September 2007)
Cambridge Systematics Inc, "Moving Cooler, "An Analysis of Transportation Strategies for Reducing GHG Emissions", Prepared for Moving Cooler Steering Committee (July 2009)
The Rocky Mountain Institute, "Transformational Trucking Initiative Report (June 2009) http://move.rmi.org/files/capabilities/transformationaltrucking/RMI_TTruckingInitiativeReport_090622_v1.pdf
Michael Hart, "Potholes and Paperwork: Improving Cross-Border Integration and Regulation of the Automotive Industry," C.D. Howe Institute Commentary: Border Papers, No. 286 (April 2009)
V. Climate Change and Freight Trucks
Jason Mark and Candace Morey, Rolling Smokestacks; Cleaning Up America's Trucks and Buses (Union of Concerned Scientists, October 2000) http://www.ucsusa.org/assets/documents/clean_vehicles/rolling_smokestacks.pdf
National Center for Freight and Infrastructure Research and Education, "Transport and Logistics Found to Be Chief Contributors to Greenhouse Gas Emissions" http://uwcfire.ning.com/notes/Transportation_&_Logistics_Make_Up_Most_of_Carbon_Footprint_for_Many_Businesses
Stephen Blank, Freight Trucks and Climate Change Policy; Mitigating CO2 Emissions (The Conference Board of Canada, Briefing, February 2010)
VI. Globalization of the Auto Industry
Timothy J. Sturgeon and Richard Florida, Globalization and Jobs in the Automotive Industry, Working Paper Series, Industrial Performance Center, MIT (MIT-IPC-00-012, November 2000) http://web.mit.edu/ipc/publications/pdf/00-012.pdf
Special thanks to Rob Wildeboer, Executive Chairman, Martinrea International for permission to use the image of the rear-suspension assembly as the basis for the Teaching Module.
PNA is committed to encouraging intelligent discourse among our members. Comments are moderated by PNA, in accordance with the PNA Comment Policy. PNA does not necessarily endorse any of the views posted below.
PNA is committed to encouraging intelligent discourse among our members. Comments are moderated by PNA, in accordance with the PNA Comment Policy. PNA does not necessarily endorse any of the views posted below.
13
Here's a question that might make you feel a wee bit uncomfortable: Does a commitment to living local mean an end to air travel?
For the last couple of weeks I have been pondering, with a little discomfort I admit, the question of taking to the air. The key issue is: can I claim to be environmentally conscious while continuing to fly? You may have heard people proclaiming to bemused friends and family that, for environmental reasons, they have committed to reducing or even banishing air travel from their lives. 'Really, never get on a plane again!'
These people are definitely not the majority. ABS figures show that on average half a million Aussies leave the continent, for short-term travel, every month. We are indeed a nation of globetrotters. It could even be said to be a defining cultural trait.
However, the harsh reality is that from an environmental perspective our preference for air travel is less than desirable. The stats are that a return trip to Europe pours as much C02 (approximately 9-11 tones per passenger) into the atmosphere as the average car does over 1-2 years.
This means a whole year of carbon consciousness can be undone by a single return trip to London, Paris or Berlin. Gulp!
But the dilemma deepens; because plane travel is only available to the world's wealthier inhabitants – which means most Australians – and is so carbon intensive, the question to fly or not to fly becomes one of social equity.
SO HERE'S THE BIG QUESTION: would a commitment to staying home, in your state or within the borders of our great continent, really be so bad? Would we feel an acute deprivation?
What may at first seem like a rough deal may in fact be a great opportunity. The climate crisis may provide the impetus for Australians to take the time to discover our own back-yard. After all, millions of foreign tourists flock to our shores every year to experience our exquisite landscapes and unique culture.
But travel is not just about seeking out beautiful landscapes. It is about building political and business relationships, family reunions and cultural discovery.
For the last couple of weeks I have been pondering, with a little discomfort I admit, the question of taking to the air. The key issue is: can I claim to be environmentally conscious while continuing to fly? You may have heard people proclaiming to bemused friends and family that, for environmental reasons, they have committed to reducing or even banishing air travel from their lives. 'Really, never get on a plane again!'
These people are definitely not the majority. ABS figures show that on average half a million Aussies leave the continent, for short-term travel, every month. We are indeed a nation of globetrotters. It could even be said to be a defining cultural trait.
However, the harsh reality is that from an environmental perspective our preference for air travel is less than desirable. The stats are that a return trip to Europe pours as much C02 (approximately 9-11 tones per passenger) into the atmosphere as the average car does over 1-2 years.
This means a whole year of carbon consciousness can be undone by a single return trip to London, Paris or Berlin. Gulp!
But the dilemma deepens; because plane travel is only available to the world's wealthier inhabitants – which means most Australians – and is so carbon intensive, the question to fly or not to fly becomes one of social equity.
SO HERE'S THE BIG QUESTION: would a commitment to staying home, in your state or within the borders of our great continent, really be so bad? Would we feel an acute deprivation?
What may at first seem like a rough deal may in fact be a great opportunity. The climate crisis may provide the impetus for Australians to take the time to discover our own back-yard. After all, millions of foreign tourists flock to our shores every year to experience our exquisite landscapes and unique culture.
But travel is not just about seeking out beautiful landscapes. It is about building political and business relationships, family reunions and cultural discovery.
Langganan:
Postingan (Atom)