Tag Archives: DOT

For the Record: Aviation Trust Fund Not General Revenues Used to Eliminate Air Controller Furloughs and Tower Closures

By John Goglia, Contributor After a week of mounting pressure from airline lobbying groups and air travelers outraged at flight delays caused by across-the-board Government spending cuts, Congress fixed the problem by preparing legislation (which the President said he would sign) to allow the transfer of revenue from the FAA’s Airport and Airway Trust Fund to cover air traffic controller salaries and prevent the closure of control towers.   Contrary to what many commenters have said, this action was not a rescue of the aviation elite at the expense of social welfare programs.  And no money will be diverted from DOT’s budget for other programs, such as highway improvement or bridge safety.  The Airport and Airway Trust Fund is never used for these other programs and it’s misleading for commenters to imply that there will be a negative impact on these other programs by this transfer of funds.

Source: FULL ARTICLE at Forbes Latest

Airlines' On-Time Performance Slips During Winter Months

By The Associated Press

Filed under: , , ,

Bruce Bennett, Getty Images

By SCOTT MAYEROWITZ

NEW YORK — Airlines are struggling this year to get planes to the gate on time.

The government said Thursday that 80.3 percent of flights by U.S. carriers arrived on time in January and February. That’s down from a record 84.9 percent during last year’s storm-free winter.

Mother Nature hasn’t been as cooperative. The percent of flights canceled this February doubled to 2.4 percent from 1.2 percent in the same month in 2012.

Hawaiian Airlines had the best on-time rating in February at 91.8 percent. Delta Air Lines (DAL) was best among the nation’s five largest airlines, at 86.2 percent. JetBlue Airways (JBLU) was next to last, at 68.8 percent, as a huge snowstorm hit its hubs in Boston and New York.

As for airports, Phoenix had the best on-time departure and arrival rates in February while Chicago’s O’Hare International Airport had the lowest. A flight is still considered on time if it arrives within 15 minutes of its scheduled time.

The worst day to fly appeared to be Feb. 16 when 34 domestic flights at Charlotte, N.C., were severely delayed. Passengers were left aboard planes on the tarmac during a snowstorm for more than three hours. All of the flights were operated by US Airways or one of its regional carriers.

Sponsored Linksadsonar_placementId=1505951;adsonar_pid=1990767;adsonar_ps=-1;adsonar_zw=242;adsonar_zh=252;adsonar_jv=’ads.tw.adsonar.com’;

US Airways (LCC) spokesman Todd Lehmacher said the airline is cooperating fully with the DOT in investigating the delays. It’s also conducting its own internal review. The weather that day was much worse than had been expected. Passengers were issued partial refunds as well as vouchers toward a future flight on US Airways.

The Department of Transportation imposed new restrictions on airlines in April 2010 limiting how long they could keep passengers waiting on the tarmac. Any airline that exceeded the three hour limit could be fined up to $27,500 per passenger — or about $4 million for a typical domestic jet, like the Airbus A320. However, the DOT has yet to levy a fine of that magnitude. There have only been seven fines to date, the largest being $900,000 for an American Eagle flight that was delayed on May 29, 2011.

Airlines also lost more suitcases in February compared to the prior year. Delays and lost luggage are often tied together. There were 3 bags reported mishandled for every 1,000 passengers that flew in February compared to 2.6 last year.

Scott Mayerowitz can be reached at http://twitter.com/GlobeTrotScott

%Gallery-184360%

Permalink | Email this | Linking Blogs | Comments

From: http://www.dailyfinance.com/2013/04/11/airlines-on-time-performance-slips/

Are William Shatner and Cheap Plane Tickets Gone Forever?

By Adam Levine-Weinberg, The Motley Fool

Filed under:

The recent announcement that American Airlines and US Airways plan to merge has sparked fears that consolidation will lead to less competition and higher airfares. Assuming the merger is approved, more than 80% of domestic capacity will be controlled by just four airlines: the new American, United Continental , Delta Air Lines , and Southwest Airlines . All four will have been created by mergers within the past five years. Delta started the most recent round of consolidation by merging with Northwest, followed several years later by the merger of United and Continental and Southwest’s acquisition of AirTran.

This history of airline consolidation means we have a substantial amount of evidence about the effects of airline mergers on airfares. The days of so-cheap-you-can’t-believe-it airfares are probably gone. However, that’s a good thing, because irrationally priced airfares have resulted in trips to bankruptcy court by numerous airlines over the past three decades. Yet surprisingly, airfares have been quite stable in the face of rising oil prices since 2000. Airline mergers (and bankruptcies) have generated significant cost savings over time, allowing airlines to become profitable without raising fares beyond historical inflation-adjusted levels.

Stability in a sea of change
Since 1995, the average domestic airfare has risen from $288 to $367. The increase hasn’t been linear: Airfares spiked from 1996 until 2000, before dropping off for much of the next decade. Since 2009, airfares have been on the rise again.

Source: U.S. Department of Transportation

However, if we adjust for inflation, it turns out that airfares have declined since 1995. Q3 2012 airfares averaged just $243 in 1995 dollars, down more than 15% since 1995 and down more than 18% from the inflation-adjusted peak in 2000.

There is a catch, though. Department of Transportation statistics include only the base airfare. Non-ticket charges such as baggage fees aren’t included. Since airlines have been charging baggage fees for only about five years, the DOT statistics understate the increase in airline prices. On the other hand, the DOT also provides statistics on the percentage of airline revenue derived from ticket sales. Working backwards from this information, it appears that the average ticket price last summer including new fees was $294 in 1995 dollars, implying that fees for checked baggage, seat selection, and the like average around $50 — roughly the cost of checking one bag for a round-trip flight on most airlines.

At $294, the average inflation-adjusted airfare is still slightly below the 2000 peak of $297, but slightly higher than the 1995 level of $288. Given the turmoil that has shaken the industry in the past decade, the long-term stability of inflation-adjusted airfares is surprising.

Rising oil: no problem
It’s particularly remarkable to look at the trajectory of average airfares from 2007 to 2012. The average price of Brent crude skyrocketed over that period, from $72.44 in 2007 to $111.63 in 2012 (with a violent dip in 2009). Since jet fuel is the biggest cost item for …read more
Source: FULL ARTICLE at DailyFinance

José Antonio Rey: Secure Credentials Storage on the Phone – On Air!

Hello, all!

I’d like to invite you to an Ubuntu on Air! event, about Secure Credentials Storage on the Phone. This event will be taking place on Thursday 28th March 2013, at 15:30 UTC. This will be to explain how secure credentials storage works on the phone system, and to map out a route forward. You can check the blueprint and the mailing list thread for more information on the topic.

Everyone is invited to attend to the event, but if you feel your participation should go on-air, please email the Ubuntu on Air! team at onair AT ubuntu DOT com explaining why you should go on-air, along with your Google+ profile link. We will work on this along with the Ubuntu Phone team to decide who should go on-air as we have limited slots (around 5 or less), and we will get in touch with you as soon as we have a response.

If you have any doubts feel free to send us an email.

…read more
Source: FULL ARTICLE at Planet Ubuntu

Pablo Rubianes: The new site of UbuConLA

02f069f0-79dc-4ebb-b9e9-2ca1502b7c08

Today the organization of UbuConLA launch the new 2013 edition website! take a look at http://www.ubuconla.org and tell us what you think!

Also we are looking for sponsors so if you know someone who wants to colaborate with this event and wants to get promoted around the whole Latinamerica try talk to them, the organization email is ubuconla2013 [AT] ubuconla [DOT] org

…read more
Source: FULL ARTICLE at Planet Ubuntu

QWinFF Media Converter 0.1.8 (KDE Video Application)

Thumbnail

QWinFF Media Converter 0.1.8
(KDE Video Application)
QWinFF is a cross-platform, easy-to-use and open-source media converter GUI using FFmpeg as its backend. Featuring a rich set of pre-defined parameters, QWinFF helps users use FFmpeg easily without having to manually input command-line flags. Average users can convert multiple media files in just a few clicks, while advanced users can still adjust conversion parameters in detail.

Ubuntu users can install this application from ppa: https://launchpad.net/~lzh9102/+archive/qwinff

openSUSE builds are available through the Open Build Service: https://build.opensuse.org/package/show?package=qwinff&project=home%3Alzh9102

Translation of the following languages are currently available:

English – built-in
Traditional Chinese – by the author
JapaneseTilt (http://tiltstr.seesaa.net/)
ItalianTheJoe (http://thejoe.it/), Francesco Marinucci
CzechPetr Gaďorek
Simplified Chinese杨永明

We would be very pleased if you could provide a translation for your language. To translate this application, please download the latest translation template from http://code.google.com/p/qwinff/downloads. If you are not familiar with translating Qt applications, please see the instructions [url=http://code.google.com/p/qwinff/wiki/TranslatorsNotes]here[/url]. After you are done, please make your name and the translation file available to us (lzh9102 AT gmail DOT com) and we’ll include it in the next release.

changelog:
Version 0.1.8:
(2013-02-13)
– Improved video/audio cutting interface.
– Fixed some bugs when working with newer ffmpeg versions.

Version 0.1.7:
(2012-09-17)
– Drag&Drop reordering tasks
– Fixed progress-displaying of wav input files.

Version 0.1.6:
(2012-08-26)
– New Feature: Adjust video speed (requires sox to be installed).
Added Czech translation.
– Rearranged toolbar actions.
– Fixed: Auto presets got messed up when being edited.
– Removed “Auto bitrate” option
– Many UI improvements.

Version 0.1.5:
(2012-08-17)
– New Feature: Shutdown computer when all tasks are done.
Added Italian translation.
– Added several ffmpeg presets that don’t give extra arguments.

Version 0.1.4:
(2012-06-21)
– Some minor gui improvements
– Include desktop file and application icon in installation.

Version 0.1.3:
– Enable users to select the range of the media file to encode.
– Fixed video encoding error on some systems due to ffmpeg multithread options.
– Removed “-aq 60” option in OGG Vorbis to prevent inflating the output file.

Version 0.1.2:
(2012-02-11)
– Use notify-send by default.
– Made libnotify optional and disabled by default.
– Explicit link with gtk+-2.0. (libnotify can be used with either gtk2 or gtk3)
– Fixed compilation error with older libnotify versions.

Version 0.1.1:
(2012-02-07)
– Use libnotify …read more
Source: FULL ARTICLE at KDE Apps

Matt Farah Drives An Unlikely Supercar: Video

By Kurt Ernst

Matt Farah poses with Corbin Goodwin's RX-7

Matt Farah poses with Corbin Goodwin’s RX-7

In Corbin Goodwin’s view, hot rods are all about rebellion. By that definition alone, his highly-modded RX-7 rat rod certainly qualifies; if the rusted paint and bodywork-by-sawzall-and-home-depot aren’t enough to offend you, chances are the “Free Candy,” Pedo-bear or “My other ride is your mom” stickers will do the trick.

Even if you don’t see the car, hearing the barely-muffled roar of its 400-horsepower, 5.0-liter Ford V-8 is enough to shatter the calm silence of a sunny Malibu afternoon. Love it or hate it, you certainly aren’t going to ignore Goodwin’s in-your-face ride.

Wanting something he could run up and down the canyons, “something that would try to kill me at any opportunity,” in his own words, Goodwin’s ride began its transformation as a $350 Mazda RX-7. Performance-wise, the car rocks the aforementioned 5.0-liter V-8, rides on a coilover suspension and wears DOT-legal race tires that don’t deliver much traction when cold. Or wet.

Yes, that’s an oil cooler levitating off the front bumper, and yes, that is the car’s speedometer hot-glued to the hood. In the interest of safety, luminescent paint is used to mark speeds for night driving, and the car does come equipped with a fire suppression system. Improvisation is key; when the stock fuel gauge stopped functioning, Goodwin simply replaced it with an ohmmeter from Harbor Freight; the next step, of course, was learning how many ohms meant a full tank versus an empty tank.

Like the cars that began the hot rod craze in the 1940s and 1950s, Goodwin’s car is equal parts high-performance and single-digit salute. It may not be our taste in rides, but we can certainly appreciate it for what it is, and recognize the genius behind it. The car may be Goodwin’s first build, but we suspect it won’t be his last.

…read more
Source: FULL ARTICLE at Automotive Addicts

Harvard Researchers: Airlines Misrepresenting Fare Surcharges as "Taxes"

By HBS Working Knowledge at Forbes, Contributor Have you ever wondered why the taxes on airline tickets are so high that the taxes far exceed the advertised fare? According to HBS professor Ben Edelman and Harvard student Xiaoxiao Wu, it’s because sometimes the “taxes” aren’t actually taxes. In a new post on Edelman’s blog, the researchers chastise several airlines for their ticket pricing practices: In one round trip New York-Paris ticket we quoted in January 2012, the fare was listed as $230 while “tax” was listed as $598.14 — fully 72% of the listed total. If government taxes were actually as large as Air France claims, many passengers might want to complain to responsible politicians and regulators. And passengers might have a different view of cramped seating, unpalatable food, or other service shortfalls on a $230 ticket versus a $828.14 ticket. But in fact, specifically contrary to Air France‘s characterization of $598.14 as “tax,” the majority of the “tax” was not charged by any government, airport, or similar authority, and rather was retained by Air France to defray its ordinary operating expenses. The researchers go on to cite several airlines for violating Department of Transportation rules regarding ticket price advertising, including Air France ( “False characterization of ‘tax’ on web site prior to purchase”), American Airlines (“False listing of ‘tax’ on web site prior to purchase), and British Airways (“Fuel surcharge of an amount impermissible under DOT rules”).  They include both screenshots of fare advertisements on the Web and transcripts of phone calls with ticket agents. …read more
Source: FULL ARTICLE at Forbes Latest

One DataModel to filter them all

Today I want to talk about the usage of data models in Cascades. As you might know already, Cascades provides the abstract interface bb::cascades::DataModel, which is used by bb::cascades::ListView to retrieve and display arbitrary data. Cascades also provides a couple of convenience classes that implement this DataModel interface, namely

  • ArrayDataModel
  • GroupDataModel
  • QListDataModel
  • XmlDataModel

While the ArrayDataModel, GroupDataModel and QListDataModel are designed to store the data inside the model, the XmlDataModel loads them from an external data source (e.g. a XML file). If you want a data model that loads the data from an existing data structure (let’s say your own business logic objects), then you have to implement your own model, inheriting the bb::cascades::DataModel interface.

Data duplication

Now that we know which models exist and how they handle the data, let’s have a look at the following scenario. We want to implement a simple file browser. It should list all files from a given directory in the file system and show them in 3 ListViews. The first ListView should show all files, the second one only files that are owned by me and the third one only music files of the OGG format that are owned by me. Furthermore we want that the ListView groups the files by the first character of the file name.

The naive approach (which is taken quite often ;) ) would be to create three separated GroupDataModel objects (we use GroupDataModel, because it provides the grouping feature for free), iterate over the files in the given directory, test each file against the filter criterion and insert entries into the three models accordingly. While the implementation is quite trivial, this approach has serious drawbacks:

  1. If a file matches all three filter criteria (e.g. a OGG file owned by me), we have the same file entry in all three GroupDataModel instances, so we need 3 times the memory.
  2. Whenever the content of the directory changes (e.g. a file is added or removed), we have to update all three models.

So if we work on large data sets and want to show multiple different subsets in different ListViews, the naive approach simply won’t scale.

Reduce data duplication: The complex way

The core problem is, that the GroupDataModel forces you to put the data into the model instead of just working as an adaptor between the actual data (a list of file meta data) and the bb::cascades::DataModel interface. So if you want to keep the data in memory only once but have different views on certain subsets, there is currently no way around implementing your own DataModel.

Such a DataModel class would require the following functionality:

  • implement grouping according to given grouping criterion
  • implement sorting according to a given sort order
  • implement filtering according to given filter criterion

And since you want to have three different views, you might end up with three different implementations of DataModels, with each requiring unit testing, code maintenance etc. etc.

… so probably not the way you want to go ;)

Reduce data duplication: The easy way

The problem described above is not a new one. Qt developers faced it for the last 8 years, since Qt 4.0 was published with the model-view framework. It provides basically the same functionality as the Cascades model-view framework, just that it’s more tailored to desktop UIs and not mobile UIs. The problem of viewing different subsets of data without using multiple data models has been solved with so called proxy models. These models are put between the actual data model and the view and act (what the name suggests) as proxies. To the view they look like a normal data model (by implementing the model interface) and to the actual data model (often called source model) they behave like a view that queries data.

In Cascades world that would mean, that we have a custom proxy model class which inherits from bb::cascades::DataModel and also takes a pointer to the source model. Instead of the actual source model, we now pass the proxy model to the ListView. If the ListView wants to retrieve the data, he asks the proxy model and the proxy model forwards the request to the source model. The source model returns the result to the proxy model and the proxy model returns it to the ListView… I think you get drift ;)

Just forwarding the requests and results between ListView and source model wouldn’t make much sense of course, we want the proxy model to actually modify the requests and responses. When we look at the bb::cascades::DataModel interface, we see the following virtual methods:

int childCount(const QVariantList &indexPath);
bool hasChildren(const QVariantList &indexPath);
QString itemType(const QVariantList &indexPath);
QVariant data(const QVariantList &indexPath);

While the first two methods are used to retrieve information about the structure of the model, the last two methods are used to retrieve the actual data. So if the proxy model reimplements all four methods, it can freely adapt the structure and also the content of the source model.

Let’s get back to our original problem: In this case we would use only one GroupDataModel and fill in the meta data of all files inside the directory. This model (we call it ‘sourceModel’ for the moment), can be used directly as ‘dataModel’ for the first ListView in our filebrowser application. Now we would implement a filter proxy model, which filters out all files that are not owned by me. This can be implemented by reimplementing the childCount() and hasChildren() method to reduce the number by the files that are not owned by me. Additionally we have to keep a mapping to know which indexPath in our model corresponds to which indexPath in the source model.

When we have such a filter proxy model (let’s call it ‘ownerFilterModel), we can put it on-top of the ‘sourceModel’ and use it as ‘dataModel’ for the second ListView. If the filter proxy model is implemented in a generic way, we could reuse it with a different filter criterion (filter by file type) on top of the ‘ownerFilterModel’ to list only OGG files that are owned by me.

So now we have a stack of data models:

   ListView1         ListView2           ListView3
       ^                 ^                    ^
       |                 |                    |
sourceModel -> ownerFilterModel -> fileTypeFilterModel

The huge advantage is that only sourceModel contains the data, if ListView3 asks the ‘fileTypeFilterModel’ for data, the ‘fileTypeFilterModel’ just looks up the corresponding indexPath in ownerFilterModel and calls the data() method on it.

The ‘ownerFilterModel’ itself also just maps the indexPath to the corresponding one in ‘sourceModel’ and calls the data() method of ‘sourceModel’. This one now returns the actual data upwards the chain until it reaches ListView3.

Now I can hear you screaming already: Oh my god, so many lookups while traversing the proxy model stack… how slow will that be… Actually it’s not slow at all if implemented correctly, which brings us to the next section…

Say Hello to FilterProxyDataModel

Implementing such a filter proxy model in a generic way is a bit tricky. You do not only have to care about changes of the filter criterion, but also about changes in the underlying source model, which requires updating your internal mapping whenever that happens. And you have to emit the right change signals with the correct index paths at the right time, so that the ListView behaves correctly. All this is something you want to do once and never again.

I can offer you now the chance to do it not even once, but use FilterProxyDataModel right away :)

To demonstrate you how to use it, let’s sketch up the implementation of our file browser example. Somewhere we have a function that iterates over the directory and reads in all meta data into the m_fileModel, which is a GroupDateModel.

void FileBrowser::scanDirectory()
{
    m_fileModel->clear();

    QDirIterator it(m_directory, QDir::NoDotAndDotDot);
    while (it.hasNext()) {
        it.next();

        const QFileInfo info = it.fileInfo();

        QVariantMap entry;
        entry["name"] = info.fileName();
        entry["extension"] = info.suffix();
        entry["owner"] = info.owner();
        // add more information here

        m_fileModel->insert(entry);
    }
}

Inside the constructor we would create the m_fileModel and put the FilterProxyDataModel instances on top of it

FileBrowser::FileBrowser(QObject *parent)
    : QObject(parent)
    , m_fileModel(new GroupDataModel(QStringList() << "name", this))
{
    m_ownerFilterModel = new OwnerFilterModel(this);
    m_onwerFilterModel->setSourceModel(m_fileModel);
    m_ownerFilterModel->setOwner("tokoe");

    m_fileTypeFilterModel = new FileTypeFilterModel(this);
    m_fileTypeFilterModel->setSourceModel(m_ownerModel);
    m_fileTypeFilterModel->setFileType("ogg");
}

So what do the OwnerFilterModel and FileTypeFilterModel look like?

class OwnerFilterModel : public FilterProxyModel
{
    Q_OBJECT

public:
    OwnerFilterModel(QObject *parent = 0)
        : FilterProxyModel(parent)
    {
    }

    void setOwner(const QString &owner)
    {
        m_owner = owner;
        invalidateFilter();
    }

protected:
    virtual bool acceptItem(const QVariantList &indexPath, 
            const QString &itemType, const QVariant &data) const
    {
        if (itemType == "header")
            return true;//we don't care about headers

        if (m_owner.isEmpty())//if no owner is given, we accept all
            return true;

        const QVariantMap entry = data.toMap();
        return (m_owner == entry["owner"].toString());
    }
}

You basically just have to implement a method to define the filter criterion (in this case setOwner()) and then reimplement the virtual method acceptItem() to check whether an item matches the criterion or not. The FilterProxyDataModel will ensure that acceptItem() is always called when needed (e.g. new item added to the source model or content of an item has changed). Implementing the FileTypeFilterModel is left as an exercise to the reader :)

The FilterProxyDataModel implementation is available at https://github.com/tokoe/cascades inside the filterproxydatamodel/src directory. It’s license is a non-restrictive one, so feel free to copy, modify and use it in your projects.

I hope you enjoy using it. If you should find any bugs (I covered it with many unit tests, but you never know…), please send me a mail to tobias.koenig AT kdab DOT com.

Source: FULL ARTICLE at Planet KDE

Capital punishment: An introduction to U.S. prison spending

By Matt Stroud, Contributor When the State of Ohio sold a medium-security prison to Nashville-based Corrections Corporation of America last year, CCA assured state officials that the facility’s 1,543 prisoners would be treated no differently than they were under the state’s control. In time, CCA insisted, the state would save millions by outsourcing incarceration to a private firm. But late last month those assurances began to sound hollow. In the year since CCA took over, the Dayton Daily News recently reported that state auditors found “inmate complaints about prison gangs, assaults and other problems have doubled…, staff turnover has been more than 20 percent and violent incidents increased 21 percent inside the medium-security prison….” Ohio’s Department of Rehabilitation and Correction is now on the hook for managing the prison’s new deficiencies — and that’s a cost no one in the state bargained for. While these circumstances are particular to Ohio, they’re part of a much larger story playing out every day, all over the country: County, state, and federal authorities, stuck with an incarcerated population that’s increased as much as eightfold in the last 40 years, are being forced to rethink how they manage prisons, how state budgets allocate spending toward corrections, and whether the criminal justice system should retool certain laws to lock up only the most violent criminals instead of those with minor violations or drug charges. Private corporations are a big part of this. CCA, the largest private prison contractor in the United States, is worth $3.7 billion and houses more than 80,000 prisoners in 16 states as well as the Federal Bureau of Prisons, more than a dozen local municipalities, and Puerto Rico and the U.S. Virgin Islands. It’s just one player in a big business that affects the lives of millions and involves billions in annual expenditures nationwide. And that’s why I’m here. Over years of reporting for media outlets large and small about prisons and prisoners, I’ve developed a prison complex — an infatuation not only with the stories of crimes that land people behind bars, but the economic realities that’ve emerged from the “prison-industrial complex,” the ever expanding enterprise surrounding incarceration in the U.S. While recent years have seen prison populations decline in some jurisdictions, the trend in recent decades has been indisputable: A larger and larger percentage of the U.S. population is being locked up, and government agencies nationwide are in the position of paying for it. With this blog, I plan to track how that happens — and to hopefully share some peripheral knowledge along the way.I welcome tips, recommendations, questions, anonymous leaks, and/or concerns. I can be reached perpetually via email at matt DOT stroud AT yahoo DOT com. You can also reach me or follow me on Twitter @ssttrroouudd or be by Friend on Facebook.
Source: FULL ARTICLE at Forbes Latest

Report: DOT sued over legality of digital billboards [w/poll]

By Jeffrey N. Ross

Filed under: , ,

digital billboard

Tired of seeing those bright, digital billboards on the side of the road while driving (especially at night)? Well so is a group called Scenic America that recently filed a lawsuit in an attempt to get the Federal Highway Administration to reverse a 2007 ruling that allowed these billboards to pop up along US roadways since. The advantage of digital billboards is that companies can sell multiple advertisements that change frequently, and it’s this part of the billboards that are at the heart of this debate.

According to an article in Ad Week, Scenic America contends that the FHWA (a division of the US Department of Transportation) issued a “guidance memorandum” that circumvented the usual chain of law allowing “intermittent” messages, which was a part of the Highway Beautification Act. On the opposite side of the argument, the Outdoor Advertising Association of America said that digital billboards follow the rules since there is no flashing or animation involved.

What do you think about digital billboards? Let us know in the poll below.

View Poll

DOT sued over legality of digital billboards [w/poll] originally appeared on Autoblog on Thu, 24 Jan 2013 19:20:00 EST. Please see our terms for use of feeds.

Permalink | Email this | Comments

Source: FULL ARTICLE at Autoblog

BF Goodrich Launches G-Force Rival Extreme Performance Tire

By Kurt Ernst

BF Goodrich's new Rival extreme performance tire
BF Goodrich's new Rival extreme performance tire

BF Goodrich’s new Rival extreme performance tire

Tires may be one of the most overlooked components on your car. When plotting upgrades, most enthusiasts think “more power” first, followed by a stiffer suspension and more aggressive brakes. Tires, if they make the cut at all, are often relegated to the bottom of the priority list.

In terms of added performance, tires really should be at the top of your modification list, because the right set of tires can have more of an impact on lap times (or handling in general) than any other mod on the list. Tire maker BF Goodrich has been preaching this gospel for decades, and its products have long been a favorite of both racers and serious drivers alike. When a company like BF Goodrich says they have an important new product, we tend to listen carefully.

That product is the g-Force Rival extreme performance tire, which is meant to bridge the gap between its street-oriented g-Force Comp-2 and its competition DOT-approved racing tire, the g-Force R1. With a Uniform Tire Quality Grade (UTQG) rating of 200, the Rival will be eligible for any racing series that requires UTQG ratings of 140 or higher, while still being suitable for street use.

Like the g-Force Comp-2, there’s a lot of science behind the design and construction of the g-Force Rival. To reduce sidewall flex and maximize grip, it uses BF Goodrich’s Performance Racing Core construction, which includes a stiffening band in the tire’s sidewall. The company’s Equal Tension Containment System (ETEC) ensures an optimum contact patch shape at speed, which helps increase driver confidence at the limit.

The MX-5 Cup car on the skidpad

The MX-5 Cup car on the skidpad

Even the Rival’s unique tread pattern has some serious engineering behind it, with features like the Extreme Tread Edge (ETE) which wraps the tread compound farther down the tire’s sidewall for maximum grip at the tire’s limit. Lateral Draft Angles of the tread ensure that the tires blocks and ribs don’t “stand up” under high g-loads, which promotes better grip and longer tire life. Chamfers do the same thing at the edge of the tread, ensuring that the tires feel as good on lap 10 as they do on lap 1.

Buyers want tires that look good, too, which is why the Rival features things like saw-tooth tread edges on the lower shoulder and claw grooves across the tread, though both ultimately help with grip as well as appearance. The Rival will come in two basic designs, with tires over 265mm getting a four-rib design and tires under 265mm using a three-rib design.

All the science and marketing material in the world isn’t as valuable as a test drive, so BF Goodrich arranged for us to visit New Orleans Motorsport Park and drive the g-Force Rival against other BF Goodrich tires and against the competition in a series of events. Kicking it off for us was a skidpad drive in a Mazda MX-5 cup racer, comparing the BF Goodrich g-Force Comp-2 to the Rival and the BF Goodrich g-Force R1.

The WRX STI Wearing g-Force Rivals

The WRX STI Wearing g-Force Rivals

On the skidpad, we saw around 1.05 g with the street-oriented Comp-2, but that quickly jumped to around 1.16 g with the Rival and 1.2 g with the R1. The biggest difference in feel was between the Comp-2 and the Rival; put another way, the Rival felt like a racing tire, but with a larger window of forgiveness when driven at the limit.

Using up tires and brakes, all in a day's work

Using up tires and brakes, all in a day’s work

The next event was a short-track autocross in the Subaru WRX STI, which compared the Rival to the Hankook Ventus R-S3 and the Toyo Proxes R1R. We drove the Rival first, which meant our performance would be the worst since we hadn’t learned the course. The Hankook R-S3 followed, and the difference was immediately obvious; the Rival turned-in quicker and provided better lateral and longitudinal (braking) grip. The Toyo performed even worse than the Hankook, and we were quietly screaming “stick, you bitch” as the Toyo-shod STI plowed through ever corner we took. Confidence-inspiring, the Toyo was not, and its chewed-up tread at the end of the day was evidence that it really wasn’t in the same league as the Rival.

The Mustang FR500 at speed

The Mustang FR500 at speed

The next event was a full-on track drive in the Mustang FR500 racer, benchmarking the Rival against the Falken RT-615K. New Orleans Motorsport Park has a front straight that’s nearly one mile long, so we were able to generate some serious velocity in testing both tires. While the Falken was good, the Rival was better, providing much more consistent feel on successive laps. The Rival was more forgiving of our ham-fisted driving (which we blame on it being an unfamiliar race car on an unfamiliar track), too, which is a definite confidence-booster for those just starting out in motorsports competition.

The Mustang FR500, on the gas

The Mustang FR500, on the gas

The final event was a long-course autocross in the E46 BMW M3, again comparing the Rival to the Hankook Ventus R-S3. Perhaps because it was a more familiar event for us, this is where the Rival’s advantages really stood out, allowing us to brake later, carry more speed into corners and get on the power sooner. When the Hankook tire reached its limit, the transition from grip to oversteer (or understeer) was abrupt, and we found ourselves having to fight the car to get a decent run. The Rival gave us no surprises, delivering predictable grip and a much more forgiving loss of traction when its limits were exceeded.

To call us impressed is an understatement, since we have nothing but respect for the tires we benchmarked the Rival against. If we autocrossed regularly, we’d be mounting up a set of Rivals on dedicated wheels just for competition, since they were noticeable faster than the tires we drove against. Judging from the end-of-day wear on the Hankook and Toyo models, they’ll last considerably longer, too.

An E46 BMW M3 tests the Rival's limits

An E46 BMW M3 tests the Rival’s limits

It’s worth pointing out that the Rival was designed to deliver maximum dry grip, which means it’s sub-optimal in the rain. While it’s also reported to be a good choice for damp conditions, it’s not a full-on rain tire; if you’re hardcore enough to run a separate set of wheels and tires in the wet, BF Goodrich recommends its Comp-2 tire for this application.

The BF Goodrich Rival will be launched in 17 sizes, with The Tire Rack handling initial distribution. More sizes are planned for the future, so you may need to be patient awaiting a tire that fits your specific needs.

Disclaimer: BF Goodrich flew us to New Orleans, put us up in a fancy hotel and gave us permission to drive fast cars on a racetrack. If if they hadn’t we still would have been amazed at the performance of its new Rival tire.

Source: FULL ARTICLE at Automotive Addicts