[8 Examples Of How We Put The All In All-Weather
Virginie Fayad
Then in WW2, radar and radio navigation aids were used for the first time. This allowed some aircraft (the ones with proper equipment) to function day and night. The equipment was too large and expensive to be installed in every aircraft, so you got a bifurcation: a large amount of day fighters (without radar), and some night fighters (with radar). Similarly, bombers were flown in groups where only some of them had radio navigation (Pathfinders) and the rest followed the leader. Later on, the equipment got cheaper and smaller, and from the 1960s night fighters ceased to exist as a separate class: pretty much all new fighters were all-weather capable.
In the context of a fighter this can mean not only that the aircraft can operate safely in (almost) all weather conditions, but that it can be effective in combat in weather also. This means airborne intercept radar and homing missiles, vs older fighters that relied more on the pilot's vision and guns.
Few Cadillacs are rarer than the V-16 of 1933. As with most seasons in this decade, the company had planned to produce 400 examples of their sixteen-cylinder titan. Instead, with the Great Depression continuing to pound sales, the final total was a mere 125. This was despite some of the most visually impressive coachwork of the time, with Cadillac fully adopting streamlining in the form of fully skirted fenders and a long, smooth headline with horizontal louvers, emphasizing the throbbing horsepower beneath.
The example offered here, engine no. 5000082, was originally delivered with a Fleetwood sedan body in San Francisco, as is noted on its factory build sheet. It was eventually acquired in the 1950s by the great enthusiast Jack Passey, who enjoyed the well-maintained original car for many years. He finally sold the car to Fred Weber of St. Louis, well-known at the time for his vast V-16 collection. From Mr. Weber the car was acquired by the McGowan brothers of Connecticut, who, as it happened, had recently acquired a 1932 Cadillac V-16 with a replacement 1933 all-weather phaeton body. The McGowans moved the all-weather phaeton body to their newly acquired, pristine, original 1933 V-16 chassis. The car subsequently received Senior honors in AACA and Cadillac-LaSalle Club judging, as well as a CCCA Primary 1st with a perfect 100-point score for Jarvis Barton of Portland, Connecticut, in 1998.
I recently posted a portfolio concept for the all-weather portfolio for 2022. The idea behind an all-weather portfolio is that it can prosper during periods of sun, rain, storms, hurricanes, earthquakes and tsunamis. Of course, in the above analogy weather serves as a proxy for the economic conditions that might arrive. The all-weather portfolio is ready for most anything.
On Seeking alpha I posted the all-weather portfolio for 2022. The portfolio is designed for U.S. investors, though Canadians can certainly mimic the approach or apply the greater concepts. The big idea of the all-weather portfolio is to hold assets in four buckets. It is an extension of the Permanent Portfolio.
Given that we were still in the midst of a mostly disinflationary period, bonds did the trick in lowering the volatility of the typical balanced portfolio. Bonds will mostly go up when stocks go down, offering that useful inverse relationship. We can think of bonds as portfolio shock absorbers.
In the above you will see that consumer staples and healthcare stocks are in the mix, and doing double or triple. duty. That will allow for greater stock (growth) exposure, but may add to the overall portfolio volatility. Given their defensive stance, staples and healthcare are traditionally less volatile sectors compared to total stock market index funds. They are good assets to hold in market corrections as well.
The defensive sectors were twice as good as a traditional balanced portfolio through the financial crisis and to date, in a retirement funding scenario. As you can see from that post, you may decide to include utilities.
As we know, many Canadian self-directed investors love their big-dividend-paying Canadian stocks. That can be put to work with great effect. And given the low real bond yields of the day, using some juicy dividends makes sense as bond substitutes.
This article describes the construction of all-weather paddocks, also known as "heavy use areas," for horse turnout in corrals, pens, or yards. Another common name for this all-weather space is a sacrifice paddock since the grass is "sacrificed" to be a non-grassed area for equine exercise. These paddocks are frequently used as a central feature of a rotational grazing layout. Part 1 of this series, Mud-free Turnouts on Horse Farms, provides reasons for including an all-weather paddock in farm planning along with features such as location, fencing, and maintenance for horse farms.
Even with large pastures, lush with grass, there can be areas around gates and water or feed stations where the concentration of horse traffic has killed all vegetation, leaving bare ground. Barren areas also develop in access lanes between the stable and turnouts. These bare areas often become excessively muddy for long periods of the year leading to nuisances and environmental pollution (see Part 1).
A successful all-weather paddock has a multi-layer construction. The cushioned footing surface of the mud-free turnout is an important feature for horse welfare and often the focus of intense discussion and decision. Perhaps more importantly, below that footing is a two-part construction of a packed sub-surface of native subgrade as a foundation for the hard support base layer. These two layers offer stability for a mud-free, uniform surface for the horse. Construction is virtually the same as needed for an outdoor riding arena, albeit for a smaller area.
The subgrade is the original soil upon which the other layers are constructed, and its integrity highly impacts the longevity and function of the all-weather assembly. All vegetation, stones, roots, and organic matter must be removed from the turnout site prior to the subsurface grading since these inhibit compaction. This site preparation typically results in removal of a 6-to-12-inch (15-30 cm) depth of native material. A highly compacted subgrade is necessary to assure good performance for the all-weather surface above it. It is recommended that the finished subgrade be topped by a geotextile material to increase stability of the installation (geotextile information later in this article). Wet or poorly drained areas are not ideal for this paddock, so choose higher and drier ground. The subgrade should be slightly sloped for drainage, which will be discussed later in the article. Always remember to check on underground utility locations (which you can do by calling 811) before beginning an excavation project.
To finish the top of this multi-layered all-weather paddock construction, a cushioned footing surface is often provided for equine comfort. Ideally, choose a material that is compactable with aggregate no larger than -inch (6 mm) in size to reduce the chance of any loose pieces injuring a horse hoof. This finishing course of finer-sized material would be about 2 inches (5 cm) thick when settled or partially compacted. Options for this layer include footings common to outdoor riding arenas. Be aware that inorganic materials (stone, sand, gravel) can cause colic if ingested. Large rubber mats are often placed on these surfaces if horses need to eat hay or grain when turned out. Horses should not be fed directly on a sand surface to reduce the risk of sand consumption and colic.
There should be little percolation of water through the all-weather paddock multi-layer construction described here. A properly packed subsurface will have virtually no permeability to water. Once a suitable location is chosen, strong and durable construction is dependent on careful compaction of each layer. A loose support base and subsurface will not properly perform with intensive horse activity or light vehicle traffic. Loosely constructed layers are susceptible to mixing together and, therefore, lose their individual functions, have reduced support for any weight-bearing activity, and eventually become an uneven, potholed area.
Subsurface subsoil preparation affects performance. Slope turnout and improved areas to direct surface water runoff to a location that can handle infiltrated water. Development of this slope starts with the subsurface. The all-weather paddock site should be cleared, grubbed, excavated, graded to the appropriate slope, and compacted. The subgrade surface should be free of topsoil, rocks, vegetation, roots, debris, depressions, mud, standing water or frozen/frosty ground. Any necessary fill material should be suitable for compaction (well-graded inorganic material) and placed in lifts (thin courses of material) of no more than 6 inches (15 cm) in depth, compacted with appropriate equipment, then additional lifts added until the desired grade is achieved. It is recommended to work with a professional engineer to design the pad to ensure proper water drainage.
Geotextile fabrics are synthetically engineered materials that were originally developed to improve soil stability and distribute loads over a wider area. Most geotextiles are made from either spun or woven polypropylene material but come in a range of thickness, strength, material, and durability. A 6-ounce (170 g) polyester non-woven spun material is typically successful in all-weather paddocks. A layer of geotextile fabric is placed over the subsurface before adding the support base layer.
The importance of drainage at the all-weather paddock site must be emphasized. Rainwater and snowmelt must shed from the surface by providing a center crown or slope to one edge, typically at a 1 to 2 percent slope, up to 5 percent. For the small amount of water that does percolate through the surface base, the wicking action of the geotextile moves water laterally out of the all-weather construction to drainage areas more quickly. Subsurface tiling may be needed where water is diverted from the paddock to assist drainage from entering the groundwater or to maintain strength of the existing subgrade soil. Subgrade strength is maximized by staying dry with proper drainage and site preparation to shed water.
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