Gabriel Fauré’s “Cantique de Jean Racine” is a choral work composed in 1865 when Fauré was 19. Written for a four-part choir, it’s a setting of a Latin text by the 17th-century French playwright Jean Racine, which reflects a deep, devotional tone. The text is a hymn of praise and supplication, asking for divine grace and mercy.
Fauré’s composition is noted for its lyrical beauty and sophisticated harmony, showcasing his early mastery of choral writing. The piece begins with a serene, flowing melody in the sopranos, which is then developed and harmonized throughout the choir. The work features lush, rich chords and a gentle, flowing rhythm, characteristic of Fauré’s style, blending simplicity with depth. Its mood is one of quiet contemplation and reverence, aligning with the text’s themes of divine worship and reflection.
AFNOR a organisé une discussion autour du nouveau livre La Loi Ne Fait Plus le Bonheur (The Law No Longer Makes You Happy) de Françoise Bousquet et Stéphane Jock, préfacé par Alain Lambert. L’ouvrage se distingue par son caractère grand public : après une clarification du désordre sémantique autour du mot « norme », Les auteurs y présentent de manière simple, ludique et concrète les bienfaits des normes volontaires pour l’individu, l’entreprise et le pays. Ils proposent une voie nouvelle pour mettre enfin un terme à l’inflation de textes législatifs et réglementaires : développer leur complémentarité avec les normes d’application volontaire co-construites par celles et ceux qui sont concernés.
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The consumer discretionary sector is among the largest economic sectors in every nation. Consumer Discretionary is the term given to goods and services that are considered non-essential by consumers, but desirable if their available income is sufficient to purchase them. Consumer discretionary goods include durable goods, apparel, entertainment and leisure, and automobiles. The International Organization for Standardization administers leading practice discovery and promulgation of the standards in a core component of durable goods industry — textiles – through its Technical Committee 38.
We find continued student interest in these technologies so attention to the elevated hazards in research, instructional and display spaces require attention. We recognize that not every student is interested in cleaning neural network data sets or learning Tensor Flow but wants to devote their energy to making the world a better place by making the world a more beautiful place.
“…Textiles are one of the most important and versatile commodities in the global economy. The textile industries involve provision of raw materials, preparation of fiber production, manufacture of yarns and fibres, manufacture of fabric formation, finishing processing including bleaching, dyeing, printing, coating, special chemical treatments, transformation of the fabric into clothing, upholstery, or industrial/technical textiles, and rope and netting formation. Therefore, the textile industry concerns a variety of entities such as suppliers of raw materials, processors, manufacturers, traders, distributors, retailers, associated industries such as the laundry industry, government and educational establishments as well as consumers….
…One new field of innovation in the textiles is emerging as the smart textiles which cover either smart textile materials or smart textile systems, including some of them combining technologies with electronic textiles and wearable devices. The uses expected of the smart textiles extend over medical device, general product safety, textile labelling, etc. Our technical committee liaises for cooperation with other technical fields and be responsible for standardization of the textile field of smart textiles….”
Educators and students in the United States interested in participating in the development of this product should communicate directly with Jen Rodgers at ASTM International, Jen Rodgers (jrodgers@astm.org). We maintain all ISO consensus products on the standing agenda of our monthly International Standards teleconference; open to everyone. See our CALENDAR for the next online meeting.
“View of the Colosseum” 1747 Giovanni Paolo Panini
Special event safety and sustainability — keeping large groups of people safe and engaged in the event itself — cuts across many disciplines. Educational settlements are ideal settings and the raison d’être for these communities everywhere.
Today we charge through the best practice catalogs of the following standards setting organizations:
At the moment we cover outdoor and indoor events because, conceptually, there is substantial overlap. It is likely, however, that in the fullness of time we will have to break down the coverage between exterior and interior events.
There are a number of titles from the foregoing short list of SDO’s that are open for consultation during the next 30 to 90 days so it is not likely we will have time to examine other niche SDO’s in the special event domain. For example:
Action on open global and government consultations, and examination of developments in the research bibliography will have to wait for another day also. We cover them fairly well in the breakout meetings shown on our CALENDAR.
As always, today’s colloquium in open to everyone with the login credentials available on the upper right of our home page.
Today we amble through the literature providing policy templates informing school district, college and university-affiliated transportation and parking facilities and systems. Starting 2024 we will break up our coverage thus:
Mobility 100 (Survey of both ground and air transportation instructional and research facilities)
Mobility 400 (Reserved for zoning, parking space allocation and enforcement, and issues related to one of the most troublesome conditions in educational settlements)
Today’s session will be the last when we cover both land and air transportation codes, standards, guidelines and the regulations that depend upon all them. We will break out space and aerospace mobility into a separate session — largely because many universities are tooling up square footage and facilities in anticipation of research grants.
Like many SDO’s the SAE makes it very easy to purchase a standard but makes it very difficulty to find a draft standard open for public review. It is not an open process; one must apply to comment on a draft standard. Moreover, its programmers persist in playing “keep away” with landing pages.
The public school bus system in the United States is the largest public transit system in the United States. According to the American School Bus Council, approximately 25 million students in the United States ride school buses to and from school each day, which is more than twice the number of passengers that use all other forms of public transportation combined.
The school bus system is considered a public transit system because it is operated by public schools and school districts, and provides a form of transportation that is funded by taxpayers and available to the general public. The school bus system also plays a critical role in ensuring that students have access to education, particularly in rural and low-income areas where transportation options may be limited.
National Association of State Directors of Pupil Transportation Services
National School Transportation Association
School Bus Manufacturers Association
…and 50-state spinoffs of the foregoing. (See our ABOUT for further discussion of education industry non-profit associations)
There are several ad hoc consortia in this domain also; which include plug-in hybrid electric vehicles. Charging specifications are at least temporarily “stable”; though who should pay for the charging infrastructure in the long run is a debate we have tracked for several revision cycles in building and fire codes.
Because incumbents are leading the electromobility transformation, and incumbents have deep pockets for market-making despite the “jankiness” of the US power grid, we can track some (not all) legislation action, and prospective public comment opportunities. For example:
Keep in mind that even though proposed legislation is sun-setted in a previous (116th) Congress, the concepts may be carried forward into the following Congress (117th).
Public consultations on mobility technologies relevant to the education facility industry are also covered by the IEEE Education & Healthcare Facilities Committee which meets 4 times monthly in European and American time zones.
This topic is growing rapidly and it may well be that we will have to break it up into more manageable pieces. For the moment, today’s colloquium is open to everyone. Use the login credentials at the upper right of our home page.
Artist: Syd Mead | Photo Credit: United States Steel
We find town-gown political functionaries working to accommodate students traveling on micro-scooters. Several non-profit trade associations compete for “ownership” of some part of the economic activity associated with micromobility. One of several domain incumbents is SAE International. Here is how SAE International describes the micromobility transformation:
“…Emerging and innovative personal mobility devices, sometimes referred to as micromobility, are proliferating in cities around the world. These technologies have the potential to expand mobility options for a variety of people. Some of these technologies fall outside traditional definitions, standards, and regulations. This committee will initially focus on low-speed micromobility devices and the technology and systems that support them that are not normally subject to the United States Federal Motor Vehicle Safety Standards or similar regulations. These may be device-propelled or have propulsion assistance. They are low-speed devices that have a maximum device-propelled speed of 30 mph. They are personal transportation vehicles designed to transport three or fewer people. They are consumer products but may be owned by shared- or rental-fleet operators. This committee is concerned with the eventual utilization and operational characteristics of these devices, and how they may be safely incorporated in the transportation infrastructure. This committee will develop and maintain SAE Standards, Recommended Practices, and Information Reports within this classification of mobility. The first task of the committee will be to develop a taxonomy of low-speed micromobility devices and technologies. Currently, many of these terms are not consistently named, defined, or used in literature and practice. This task will also help refine the scope of the committee and highlight future work….”
Micromobility standards development requires sensitivity to political developments in nearly every dimension we can imagine.
This Recommended Practice provides a taxonomy and definitions for terms related to micromobility devices. The technical report covers low-speed micromobility devices (with a maximum device-propelled speed of 30 mph) and the technology and systems that support them that are not normally subject to the United States Federal Motor Vehicle Safety Standards or similar regulations. These devices may be device-propelled or have propulsion assistance. Micromobility devices are personal transportation vehicles designed to transport three or fewer people. They are consumer products but may be owned by shared- or rental-fleet operators. This Recommended Practice does not provide specifications or otherwise impose requirements of micromobility devices.
SAE standards action appears on the pages linked below:
SAE International is proud to announce the release of SAE J3400™ North American Charging Standard (NACS) Electric Vehicle Coupler Technical Information Report.
Apart from the rising level of discussion on vehicle-to-grid technologies (which we track more closely with the IEEE Education & Healthcare Facilities Committee) there is no product at the moment that business units in the education industry can comment upon. Many relevant SAE titles remain “Works in Progress”. When a public commenting opportunity on a candidate standard presents itself we will post it here.
We host periodic Mobility colloquia; SAE titles standing items on the agenda. See our CALENDAR for the next online session; open to everyone.
One study, published in the Journal Social Forces in 2012, found that women’s educational preferences for a potential partner have been changing over time. The study found that in the 1960s and 1970s, women were more likely to prefer men with higher levels of education than themselves, while in the 1990s and 2000s, women were more likely to prefer partners with similar levels of education. The study also found that women’s educational preferences were influenced by their own educational attainment and the gender ratio of their college campus.
Another study, published in the journal Demography in 2015, found that women’s educational preferences for a potential partner varied depending on their own educational background and the gender ratio of their local area. The study found that women with higher levels of education were more likely to prefer men with similar levels of education, while women with lower levels of education were more likely to prefer men with higher levels of education. The study also found that women in areas with a higher ratio of men to women were more likely to prefer men with higher levels of education.
While these studies suggest that young women’s preferences for college-educated men as marriage partners may be influenced by a variety of factors, it is important to recognize that individual preferences and behaviors can vary widely and are influenced by a wide range of factors. Additionally, any generalizations about the preferences of “young women” or any other group should be approached with caution, as these preferences can vary widely depending on factors such as age, race, ethnicity, and socioeconomic status.
New update alert! The 2022 update to the Trademark Assignment Dataset is now available online. Find 1.29 million trademark assignments, involving 2.28 million unique trademark properties issued by the USPTO between March 1952 and January 2023: https://t.co/njrDAbSpwBpic.twitter.com/GkAXrHoQ9T
