OK, so our next guest is David K. Hill. David K. Hill, come on in. David is the principal at Diligence, former Wall Street analysts, former M&A guru at EMC. Get close. Get nice and close. OK, this is SiliconAngle.com, the worldwide leader in tech innovation. We go on the ground here with theCUBE. We're in the summer tour, 2011. We've been at EMC, we've been at SAP Sapphire. We've been here at Synergy. We're going to Citrix Live. We're going to HP Discover. We're going to Dell Forum. We've got Apple talking to us, a lot of other events coming in the end of summer and fall. VMworld coming up around the corner. theCUBE, we extract the knowledge from our guests and we share that with you. We ask them tough questions. We talk tech in depth. David, you're out in the ground. You obviously know a lot about the inside baseball in the tech business. First question I want to ask you is what's your impression of Citrix? Obviously laying out a very compelling vision, a lot of meat on the bone, a lot of cool stuff to be to, that's being discussed. Obviously virtualization at the edge, Apple, Envy, they support Windows and Microsoft Relationship. Just overall, what's going on with Citrix? They have good go-to-market relationships in each of those areas and they seem to be executing. They're in a good spot right now. They're in a great spot. The market's shifted in their direction. Honestly, they were once battling head to head with VMware, but that doesn't seem like a big deal anymore, is it? Or isn't it? I think it is actually still. I think they're ahead on the desktop. I think what's interesting, though, is they are potentially the counter to VMware with the platform level in the cloud. And that's what's interesting for Citrix is this guy starts to counter VMware's monopolistic behavior in the cloud, and we've seen this before, the answer is Zen. And so Zen's getting some more attention. It could also be KVM, but for now Zen's getting more attention. What do you mean by VMware's monopolistic behavior? You mean just pushing VMware's ubiquity? Cloud Foundry from VMware, in my view, is it's Hypervisor 2.0. We've seen it before. They said we could give away the Hypervisor here. I mean, it's the cloud operating system, the pass layer. And that's what VMware's doing is essentially giving that piece away for free. Before with the Hypervisor model, they said we're gonna charge for the Hypervisor and eventually got commoditized, but they owned that anyway. With pass, they're doing the same thing only now here, it's free. That's for VMware to dominate the cloud like they did the Hypervisor, that's problematic for a lot of guys. And so I think the response is to look to guys that can stand up against that from a service provider realm and also just from an enterprise realm. And Zen's the answer to that. Yeah, what I'm saying, isn't that a playbook out of Zen? I mean, isn't that? Yeah, it is a Zen playbook, but people saw VMware win this game once and they don't wanna win it again. So they don't wanna let them win it again, whether it be HP, IBM, Oracle. Do they have a lead? Do they have a lead? I mean, does VMware have a lead? I mean, can they win it? VMware has a lead and they can win it. And they have good momentum on the enterprise side. The cloud's up for grabs, desktop's up for grabs. So you're talking about the immense value creation that VMware was able to deliver at the potential, I wouldn't say expense, but at the lost value creation of two guys like IBM and HP, they just don't wanna let them walk away with it again. That's your point about monopolistic behavior. Yeah, that's right. They crushed it on the enterprise side and now guys have a chance to not let them do it again in the cloud at the platform level. Was that the greatest acquisition in the history of the technology business? Absolutely. Did you do that deal? No, I had nothing to do. I would do nothing to do with it. Absolutely, I take zero credit for that. I mean, everyone else is taking credit. He might as well jump right in. Stu took credit for it. No, it's unbelievable. I mean, they basically bought the server without buying the hardware and they own the server effectively without having to pay for any of the liquid assets, of the assets, of the tangible assets. So Dave, John and I were talking, but we're speculating, we love to speculate and talk about who's gonna buy whom. So is Citrix acquisition proof right now? They're pretty expensive. So at 15 billion, it's just you don't see anybody taking them out because stocks run up a lot. Microsoft maybe, I mean, they need some help. They're marching, they got all kinds of new things going on. Microsoft could swoop right in. I think the asset's absolutely interesting to a lot of guys. Anyone that's getting compromised on the desktop, anyone that doesn't have a mobile play, anyone that doesn't have an F5 equivalent on the network side would look at this asset and be interested by it. But looking at 15 billion is a different story. And maybe they don't wanna swallow all four components of those business at once and they'll just start picking out of the out of the private ecosystem as opposed to spending 15 billion. Because that's, I mean, a year ago, it was half of that. So let's wait a year, let the froth come off a bit. I don't think so.  I mean, they're in good position. You think it's overvalued right now? Valuation's relative. I mean, I don't, relative to what? I mean, no. Relative to LinkedIn, relative to LinkedIn. In your opinion, you're an M&A guy. I mean, at least you used to be. Would you look for better buying opportunities here? I don't think you, you don't chase it here.  If you miss it, you miss it, is that you're saying? Yeah, I mean, I don't know that you can outlay 20 billion or 15 billion, whatever numbers you were throwing around. Take 20 to get, would you say? Just do that. So the $15 billion valuation, wouldn't it take at least 20? I don't think, yeah. And guys aren't gonna let it go easily, but no one's gonna throw 20 billion out there. So for now anyway, they're acquisition proof. Yeah, I mean, until they, you know, if they really start to get real headway, and it becomes a necessity, right? If these guys start to own the cloud with Zen, if they start to separate themselves on the desktop side, Net Scaler continues to innovate. Lots of interesting stuff there. And so, you know, they'll be able to name their price if they keep executing, but for now, you know, each piece by itself is hurting people, but not collectively hurting everybody. So I think people will just watch, right? It's not an urgent acquisition for anyone, until someone completely gets screwed and needs a desktop play, you know, but, you know, Dell's doing okay on their own right now, or seems to be getting things in the right direction. Right. What about OpenStack?  When you see things like LinkedIn going public, and you saw Haruku with Salesforce, and you know, the emerging Spring went to VMware, Spring Source, this is really frothy and active, and real developer community, looking for a home. OpenStack is an open cloud. What do you make of that? Any perspective? I mean, honestly, I love the idea that NASA's involved, Rackspace's involved, but it's so early. I mean, is it just a sandbox? I think it's a sandbox now. I mean, you've got 70 vendors behind it. Citrix today announced Olympus, Project Olympus, which is pretty cool. It's a Zen server, plus you get the OpenStack project, so it's gonna be Zen software, design, reference designs from Dell, hardware, and then services from Rackspace. And I assume it's gonna be cloud builders from Rackspace that's gonna go in on site, take those three components as a reference. That's the earliest access program specs, by the way. It can look different than that over time, but I mean, when you start to package this idea and concept up and start taking it to market as something that's more digestible than just this kind of nebulous thing that is OpenStack. It's more proven, I mean. Yeah, and I'm skeptical of standards.   Yeah, can I just- I mean, come on, Rackspace, NASA, and Citrix. Picture that standards meeting with 70 people trying to make a decision on it. I mean, it's a conceptual, I think it's really interesting. If you could take these concepts and get them into a package where guys can now stand up private clouds based on those components, then that's disruptive and that's real. And that's borrowing from the concepts that these web guys are teaching us. Yeah, they're putting real investment in it, too. I mean, these things don't just come out these reference architectures. They take some engineering. Well, Cisco put a lot of investment in FCOE. Yeah. How'd that work? Well, I mean, throwing money at it's not the issue. You got to have the organic. Well, that's a different discussion, but, you know. There are those that argue that the jury's still out.  But that was a solution without a problem, necessarily. I mean, if guys really start trying to fix the enterprise architectures, and anyone wants to build a private cloud, isn't going to be able to kind of back these existing legacy architectures into it. And so OpenStacks, one of the quickest answers to get there potentially, if they get it right. If they get it right. And I think it looks good. I mean, there seems to be good momentum around it. We like that OpenStack. We like Rackspace. But again, to me, it's just an early sandbox. To me, the cars haven't hit the table yet in terms of who's going to do what in that and the benefits to a developer. Right. I mean, and whether it extends to the mainstream too.  Who was, what does Citrix have to do? I mean, outside of the tech business, Citrix is known as kind of a conglomerate. They have Zen under there on the open source side and they've been in the collaboration space with some of their other products. But Zen, I mean, Citrix is not known outside mainstream. I mean, people touch GoToMeeting. Yeah, okay, 100 million. That's a cool number to throw out there. That's the number that they're throwing out there. 100 million people have touched Citrix. Okay, someone uses GoToMeeting once. That's 100 million people. Okay, you get the numbers. But they don't really know who Citrix is as a brand. I mean, so they're in a good position. I agree with you, but what do they have to do from your perspective? How would you see them succeeding? What do they need to do to be successful? Well, from a brand standpoint, I mean, I think brand's different than just pure execution. Just being on the business side. Execution-wise and strategy, I think they're, it feels to me like they have, you know, the chip spread around and doing some good things. Branding-wise, today, we prefer, generally as a whole, to pay a lot more for, you know, sexy, shiny consumer objects, right? And I don't know that Citrix is ever gonna fully play in that space, like, I mean, whatever, Facebook or whatever new smartphone you're talking about, where they could potentially do it is with something like a receiver on iPad, right?  LogMeIn is a, it's a SaaS infrastructure management company.   Yeah, bring your own PC. I mean, Citrix drives this thing. Consumerization of IT, these guys are right here, you know, at, you know, driving some of that disruption. Where do you see that going? So Citrix becomes the sort of infrastructure apps that you download from the iTunes or App Store. Do you ever see them becoming that platform? I mean, a version of that for the enterprise? The App Store for the enterprise? Well, not so much an App Store, but like enabling the cloud or browser, we were just talking about this before.  Citrix Receiver, browser-based. Their new browser-based version they just announced. So, I mean, that's pretty slick in that regard. And then you extend that to the iPad. In the demo today, they were throwing up the enterprise, they showed the receiver accessing a box, my box, which is a box net drive, drop box, and also your enterprise drives. So, I mean, Citrix is the, I think they called it the front door to the cloud, right? Or the front door to the data center. Yeah, NetScaler's the back door. You got cloud bridge in the back end and you got the other front door. Yeah, front door to the cloud, back door to the data, whatever it was. But I mean, the fact is it's an interface. Right, so, we were talking off camera about who are Citrix competitors.  Yeah, they do.  And Microsoft, you don't consider them a competitor of Citrix at this point, right? Well, Microsoft doesn't compete with anyone until they do, right?  Quest has built a business on supplementing Microsoft. And you're saying Citrix is one of them. Well, yeah, I mean, I think Citrix has become more strategic because, as guys see the kind of client OS getting marginalized, then guys like Citrix that come in become a lot more interesting to guys like Microsoft. And eventually, at some point, it becomes just too interesting that they have to own it, and that's a different discussion. All right, David, we're out of time. Thanks for coming on theCUBE. Awesome. I knew you'd be awesome. We'd love to have you back. Yeah, he's got great CUBE potential, dude, he's good. You're really good on theCUBE.  It's really right to the heart. It's good, it's accurate, very factual, and deep. We appreciate the time on theCUBE, and if you're around tomorrow, swing by. All right, all right. And we'll get your second take on the second half of the conference. So thanks.


What's up everybody, Jason here for jaspyscasebase.com, 21-22 tops, Finest, UEFA Champions League Soccer just sold out. This is a 4 box half case, right on teams number 3 break. And again guys, instead of selling 20 full spots, we're giving away 5 free spots. So if you bought a spot in this, you have a chance to win a free spot. So basically what we'll do here guys is we'll use the dice roller here, we'll randomize the 15 customer names I bought in, top 5 out of the 15, 1 third of you guys are going to get a free extra spot. We'll paste in your names here, and the same dice roller we'll use to randomize the customer names, and the teams in the break. And then this is a promo break, so at the end we'll add your guys' names to the promo, and now our third promo break is now sold out. So just need to do a couple more here guys. Tier 1 is the next one that I think we can sell at number 26, as we are just 5 spots away from a random number block break to knock that out. So we're getting there guys, we need to sell this out by Tuesday so there's still plenty of time. So here we go guys, let's dice roll it, and we got ourselves a 3 and a 4 for 7 times. Good luck, top 5 get free extra spots, 1, 2, 3, 4, 5, 6, 7, boom, 3, 4, 7, Ben, Eric, Cody, Elliot and Ryan, there you go. Top 5 get free extra spots, paste your guys' names here, there you go, little character sign there, boom, boom, boom, there you go, free extra spot there, 7 times now, here on the names and teams, 1, 2, 3, 4, 5, 6, 7 times, Elliot at the top, free spot down at Kev at the bottom, here we go, 7 times, 1, 2, 3, 4, 5, 6, 7, RB down to Sporting Club in Portugal, I think I'm not the best in the soccer knowledge but we're gonna pull some big hits. Alright, so Elliot, RB, Leipzig, Matthew with Real Madrid, Eric Juvenel, there's your free spot, Canard with Club Brogue and L-O-S-C, Ryan with Paris, Ben with Dortmund, Eric with Combo spot with this VFL Wolfsburg and Sevilla FC, Ryan with Athletic Order Madrid, Cody with FC Munich, Ben with Chelsea, Ryan with AC Milan, Porto and Salzburg for Elliot, Ryan with Manchester United as well as FC Barcelona, Douglas with Manchester City, Cody with Liverpool, Andy with Milano, FC Milano, Ajax for Cody, Adalanta for Ryan and then Kev you got Sporting Club in Portugal, so there you go, if there is any trades, if you guys want to try a trade, you guys can, if not stick to what you got, also two guys, Oren just got a full spot in the Eminence dual-caser with NT, that's another full spot sold, three full spots sold in that so far, alright guys stick to what you got, what about French, yeah I think Leipzig has that young dude that's like 16 or 17, I forget his name, yes Sydney, Ryan Bigger, let me, where's my phone, let me check this out really quick for our database, yeah I'm not the biggest soccer fan but I don't mind watching soccer live and watching it on TV, just more of a football hockey guy but obviously being a breaker and breaking all sports, you know you kind of catch on to some of the bigger names and stuff like that, young talent though, so how about we flip it this way, bump the boxes down, so basically this is a half case right here, half case is there, let's just use a little virtual dice roll, 1-2-3 for the left, 4-5-6 for the right, we'll use one die, roll it, 4, 1-2-3, 4-5-6, so these four boxes will be used for a future break, Henry's got the sheet from the printer, Lionel Messi, we got a Phil Fulvin, prized footballers, Gianfranco Zola, we have a Cesco, nice Benjamin Cesco there, FC Salzburg, it's a little refractor as well, we got a Mohammed Kudos and a Martín Sastrano, number to 175 and that is for Milano, Grealish, prized footballer, Angel Gomez, we got a Karim Benzema for Real Madrid, number to 299 and autograph is for Paris, Eduardo Machu, it's a rookie, Paris is Ryan, Mococo, we got a Goncalo for Portugal, sporting club to 99, Camavinga refractor and we have a AC Milan, Rafael Leo with a Josco for Leipzig, that's like a pink or purple I think and that is a blue, number to 150 for AC Milan, that's going to Ryan, your free spot team and then a rookie here to 125, going to Elliott, that's your free spot team too as well, we got Sain, Luca refractor, there you go, first box, next one, next box, yeah that's so good, seems like a pretty good box and there's Gavi and there is Marcel Zabitzer, we have a Joe Gomez for Liverpool blue, number 28 out of 150, Liverpool's going to Cody, nice Halang, Prespo Ballers and a Jonathan David for LOSC to 125, we got a Sydney, there you go, little refractor there and you got a base right behind it, we have a Jude Bellingham and a Paolo Maldini, I believe that might be like a shorter print card there and a Demir is AC Milan, our next one here guys, David Alava and Marco Rios, there you go, Dortmund, I think it's one per case right, it's like a case hit, Laturo and a Giovanni Reina, very nice there, another one for Dortmund, good young American right there, 33, nice one for Dortmund that is Ben, Beppi, nice Gavi to find his futures, on Zufati and a Sanjo Tomale, blue to 150, all right nice couple first boxes there, Memphis Depe and Zabatta refractor, that's to 150 there, that's to 150, is that a good one, you just transferred AC Milan so probably, oh okay gotcha, there you go, nice there right there Fimec, Neymar Jr and Graven Burch, that's to 199 and a Gavi refractor, Moriva, Jude Bellingham, oh look at that, got another one of these, Lionel Messi though this time, for Paris, nice one for Ryan there, there's been some great boxes here, Davies, how about Zlatan, Ibrahimovic, that's a 58 out of 99 and we have a Wilson for FC Porto, Otto, FC Porto is Elliot, there you go, good autograph, Gavi with his Sancho, price footballer, we have a Pepe and is that a goal, yeah it is, Don Yeo of Milan to 250, that's more like a yellow I guess, looks good though, oh really, well there you go, you got one, all right last one, here we go, all right, Mitchell Trevisky era starts today, let's see how he does in his first pre-season game, Burch Pinkins looks very tall and lengthy, now he's been a star in their training camp this year, Sydney, Roberto Carlos, Bill Folden from Manchester City, Mbappe, autograph here for Maxine, LeCro, for my sense, and that is for Wolfsburg, price footballer there for Leipzig, another current Benzema, this time it's a balloon to 150, D-lap, Mason Greenwood, Mococo and wow, look at that, Killing and Mbappe, that looks like a gold speckle sparkle or something like that, right, 40 of 50, nice break for Paris though, that looks beautiful, that is sweet, very nice, South School, Kering Benzema, and a Ryan Gravenberge autograph to end it off, man that's nice, they're 54-99, AFC, Cody Kennedy, solid break, man, all righty guys, well hey, I'm not the biggest soccer guy, some of these guys don't really know their big names, but thankfully I have some help here in the chat, excuse me, but I think overall this was a nice great four box break though, some pretty good stuff there, there you go guys, so again this is a promo break, so before I go let me actually put you guys in that list, so here we go, let me, sorry, copy and paste this, and we'll paste you guys in here, soccer, four box, party number three, so there you go, so that's the break there, so we knocked out three promo breaks so far guys, tier one number 26 is really close, and then we can start working on some of the higher end stuff, that's seven box high end training camp mixer guys, I feel like we can get that done today too, not got another promo break, so appreciate it guys, jaspyscasebrakes.com, thanks


मैं सेल प्रुफिसर एसन खुलकरनें, असिष्टन प्रुफिसर इन दिपार्मेंद अप मैकनिकल इंजनिंग, वाल्चन इस्टिटो अप टेकनोजी शोलापूर, तोड़ा आम गुं तु कंड़क्त वीडिवो सेशन आं श्टरी श्टेट हीट कंड़क्शन तू. प्रुफिसर अनर्बूर the heat generated in time dow t equal to q generated equal to q dot into dx dy dz where q dot is the heat generated per unit volume and volume of the element is dx dy dz now this heat generated and stored within the element causes increase in internal energy of the solid element in time dow 2 so this increase in energy we can write as d is equal to rho into c into dx dy dz that is density into volume we can consider it as a mass so mass into specific we are expressing in terms of rho c into dx dy dz into dow t by dow 2 now combining the terms 1 to 4 as per the energy balance equation we get the equation as dow by dow x of kx into dow t by dow x plus dow by dow y of ky into dow t by dow y plus dow by dow z of kz into dow t by dow z plus q dot equal to rho c into dow t by dow 2 this equation is called as general heat conduction equation for anisotropic material means the material which have the thermal conductivity different in different direction whereas here we are consider kx ky and kz are different conductivities for x y and z direction for isotropic material means having a uniform same thermal conductivity as k is equal to kx equal to ky equal to kz this case is a practical case for homogeneous material the above equation gets simplified as taking k common and considering it as a constant k into dow t by dow x square plus dow 2 t by dow y square plus dow 2 t by dow z square plus q dot equal to rho into c into dow t by dow dow further this equation we can simplify as dividing by k throughout we get this equation as dow 2 t by dow x square plus dow 2 t by dow y square plus dow 2 t by dow z square plus q dot upon k equal to rho c upon k into dow t upon dow dow now this ratio of rho c upon k we can replace in the form of one property and the property is called as a thermal diffusivity that is equal to alpha is equal to ratio of k upon rho c which is the ratio of thermal conductivity upon heat capacity and if we replace dow 2 t by dow x square plus dow 2 by dow y square plus dow 2 by dow z square using a Laplace operator del square the general heat conduction equation in Cartesian coordinates we can write del square t plus q dot upon k equal to 1 upon alpha into dow t upon dow dow this is a simplified form of general heat conduction equation for isotropic material now if we consider the different cases case one if we consider the heat conduction without heat generation then the above equation reduces without heat generation means q dot will be equal to 0 this of the above equation becomes del square t equal to 1 upon alpha into dow t upon dow dow this equation is called as Fourier equation the case number two if we consider as the steady state heat conduction with heat generation now when we say steady state the change in temperature with respect to time will be equal to 0 and the above equation reduces to del square t plus q dot by k equal to 0 this equation is called as Poisson's equation and case number three we can write it as case number three as the conduction steady state conduction without heat generation now in this case we can say that whenever the steady state means temperature change with time is 0 dow t by dow dow 0 and without heat generation means q dot equal to 0 so the above equation reduces to del square t equal to 0 and this equation we call it as Laplace equation so these three equations we have obtained from general heat conduction equation now we will see the property called as thermal diffusivity and its significance now we have already defined the property called as thermal diffusivity and we have defined it as alpha equal to k upon root c if we prove the proper units the unit of alpha comes out to be meter square per second putting the unit of k as watt per meter Kelvin heat of the material as joule per kg Kelvin we get now the significance of alpha is that we see that alpha is ratio of two properties thermal conductivity and heat storage capacity when we say that higher the value of alpha the more will be the heat transmitted through the body this may happen due to more thermal conductivity of the material or less heat storage capacity of the material and this will happen when the material is having lower heat storage capacity or higher thermal conductivity when the value of alpha is low it means that the more amount of heat will be absorbed within the body unless amount of heat will be further transmitted or conducted through the body the physical significance of the alpha can be understood that the steady state equation heat conduction equation does not contain alpha when it is being steady state the temperature distribution is governed by only one property and that is called as thermal conductivity k but whenever the system is not steady when it is unsteady state the combination of two properties that is thermal conductivity and rho c these two properties govern the temperature distribution distribution equation and which we have combinedly defined as thermal diffusivity references heat transfer by P.K. Nag Tata McGrawil Company and Fundamentals of heat and mass transfer by R.C. Sachadeva Thank you


I'm telling you, tennis and golf, there's like, it's almost like the fashion world said, let's take all of our dropouts and put them in these two sports so they never look good. And it's the most confusing thing. You know, it's like, I have these golf shoes that are basically Air Force ones, but they're legit golf shoes, they're Nike. And I walk on the course, people just look at me like, I'm crazy. Like those aren't golf shoes. And like, dude, these are golf shoes. I'm just from the future because your brand is so old fashioned.


go whenever you're in doubt as to whether the thing on the back of the book jacket is a writer or a bacterium given a human population of six billion people and positing that no more than half of them are published writers that gives us a maximum of three billion writers there are about five non-million bacteria on this planet so the chances of a random life form on the back of the book jacket being a bacterium and not a writer are roughly three six billion to one here summary that anyone can understand in seven words on your mark get set go it's probably a bacterium not a writer


Let us have a look at how we can do the initial sizing of a civil transport aircraft and we will take Boeing 787-8 Dreamliner as our test case. In this presentation, we will follow a color scheme. Please understand this scheme so that you know what the various colors mean. General instructions like this will be in brown color. If there are any specified values from the database of Boeing 787 then they will be shown in black color. The blue color will be the assumed values. The calculations to be carried out will be marked with red color so that the moment you see a red color it means some calculations need to be done and this pause button will be a aid to your memory so that you can stop the video when you see this button, do the calculations and then resume and the values which are calculated will be shown in dark blue color. Towards the end, we will compare our data with some source and those comparison values will be shown in green color. Let us understand what is meant by initial sizing. At this point I hope you have already seen the video regarding initial sizing because this tutorial can only be done if you have already seen the video and if you understand what is initial sizing. So, if you have not done I would suggest you stop here, go back and watch those clips. If not you can go ahead. So, as we know initial sizing is the estimation of aircrafts design gross weight W0 before it starts the design mission. The mission profile is specified by the user but there are certain additional requirements which are given by the regulatory bodies. Let us look at the source of the data in comparison for this particular tutorial. We have used the output provided by Dimitri Simos of the Piano software. So, check out www.piano.arrow to where the code is described and we are going to use Boeing Dreamlander sample analysis carried out in 2005 as our baseline. Let us look at some useful data about Boeing 787-8 which we will need to do this tutorial and the source of this data is also from the output on piano by Simos. We are going to look at a baseline case with 224 passengers and the operational items which are going to be carried by the crew members to serve these passengers would be 963 pounds or 437 kg. So, we will add this in the crew weight. The maximum payload weight of the aircraft is 100,000 pounds or around 45.372 tons. It is assumed that the mass of the baggage and the passengers would be 210 pounds and for the crew members it would be 200 pounds each. Now, from the source given by Dimitri Simos, we know that the crews specific fuel consumption of this aircraft in loiter and cruise phases are specified as mentioned. We have mentioned here the units in the SI system. The data is actually provided in terms of pounds per hour divided by pound force but we have converted that number into milligrams per Newton seconds and of course the wing aspect ratio is 10.58. Let us look at the mission profile of Boeing 787. The mission profile that we will consider will be a simple one which will involve several segments.  The next would be the climb segment. After that, we have a cruise segment and it is mentioned that the cruise altitude is 37,000 feet, mark number is 0.850 and the total distance to be covered in cruise is around 8,000 nautical miles and then we have the descent segment. We descend down to the loiter altitude and then there is a loiter for about 30 minutes after which you have a missed approach and then you divert the aircraft and travel a distance of 200 nautical miles at a mark number of 0.535 while flying at an altitude of 23,117 feet. These numbers have come from the source which I have already mentioned to you and finally the last segment is the approach and land segment. So, this table shows you the data to be used and because it is in black color, it is understood that this information is specified by the user as a mission profile. One more point you need to know which is the reserve fuel fraction, how much is the additional fuel to be carried beyond the mission fuel that is 5 percent. So, the first step initial sizing is the takeoff weight buildup. So, the takeoff weight can be considered to be a summation of 4 items, the crew weight which includes the items, the operational items, the payload, the fuel and the empty weight. The empty weight would be the weight of the structure, the engines, the landing gear, equipment, avionics, etc. Now, in this particular situation, W crew is available from operational requirements as well as some regulatory requirements and W payload is a specified number. So, therefore, if we can somehow estimate W fuel and W empty, then we can get a first estimate for W 0 which is the initial sizing. So, the problem now is to determine the values of W fuel and W empty. So, these are the two unknowns which are to be determined. The equations for initial sizing are very straightforward. As I mentioned, you can replace W 0 by a summation of 4 terms. But since 2 of these terms are specified by the requirements or the mission, we keep them in the numerator and we take the remaining 2 terms in the denominator and then we divide by W 0 on both sides. So, we get 2 ratios, the empty weight ratio and the fuel weight ratio. So, now since the numerator is known, therefore, to calculate W 0, we only need to calculate We bar and W F bar which are the remaining 2 unknowns. Let us see how the crew weight for Boeing 747-8 is estimated. There are 2 kinds of crew, there is a cockpit crew inside the cockpit and there is a cabin crew inside the cabin. As per regulatory requirements, there have to be minimum 2 pilots in the cockpit. But for durations more than 8 hours, we need at least 2 more. In our case, the flight is around 8000 nautical miles. So, surely it will travel for more than 8 hours. So, we will assume that occupy the entire space of 4 crew members. So, there will be 4 crew members in the cockpit. In the cabin, we require 1 crew member for every 35 passengers to ensure their safety during emergencies and also their comfort and to provide them services. In case of Boeing 787, there is a provision for 7 crew members. So, we will assume that all 7 are present, which means there are totally 11 crew members each of whom is 200 pounds for their weight and for their baggage. So, therefore, the crew weight turns out to be 1000 kilograms. But remember, we have to also carry operational items and this has been specified as 963 pounds. So, therefore, the total crew weight would be 1437 kilograms. Let us look at the W payload estimation. In this case, of course, it is already specified. But just to complete our information, the payload consists of passengers, weight of the passengers, weight of the baggage and the weight of cargo. In our case, we have been told that each passenger weighs 210 kilograms. So, when we calculate the payload weight in pounds, we will use this simple formula. Converting it into kilograms, we can use the formula as shown. For Boeing 787-8, we are told that the maximum payload is 100,000 pounds. So, since there are 224 passengers, therefore, the payload with all the passengers and their baggage will be 21347.2. And in our design mission, we assume that we do not carry any extra cargo. However, because we can carry a total of 100,000 pounds, therefore, if required, the cargo can be carried to the tune of 24 tons approximately. But in our case, we are going to assume for the design mission that you are only carrying the 224 passengers and their baggage. Now, let us see how we estimate the empty weight fraction. As I mentioned, two unknowns are remaining, the empty weight fraction and the fuel weight fraction. For the empty weight fraction, we normally resort to historical information. So, if you refer to the standard textbook by Daniel Rehmer, the formula is A, W0 power C into KVS, where A and C are constants. And their values are different for different aircraft types. And we obtain these values from statistical curve fits, as I will show you very shortly. The term KVS takes care of the additional weight due to variable sweep. So, in our case, there is no variable sweep. It is a fixed wing aircraft. So, this factor will be 1.0. However, if we design an aircraft with variable sweep, the additional weight because of that would be approximately 4% of the empty weight fraction. So, therefore, we have to add a factor of 1.04. So, if you look at the textbook by Daniel Rehmer, there is a table given where the coefficients A and C, both in metric units that is in kilograms and in pounds are specified. The coefficient C remains the same, whether you use the power coefficient C remains the same, whether you use the value in pounds or in kilograms. So, since we are going to work in SI system, we will not worry about the units in pounds. So, we will go into metric. And since our aircraft is a jet transport aircraft, we have to use the values as 0.97 for A when W0 is in kilograms and minus 0.06 for C. Let us have a look at how the empty weight fraction trends are there for various aircraft type. So, in this particular figure, the largest coefficients are generally for flying boats. You can see they can go as to as high as 0.7 followed by jet fighters, jet trainer, general aircraft, general aviation, twin engine aircraft, powered sail plane, twin turboprop, agricultural aircraft, home-built metal or wood aircraft, home-built composite aircraft, sail plane, unpowered, general aviation, single engine aircraft. This is the curve for jet transport with which we are interested. Notice that the empty weight fractions can go as high as nearly 0.53 or 0.54 depending on the aircraft weight. And the lightest fractions are for the military cargo, which are seldom beyond a value of 0.44 or 0.45. So, the highest empty weight fractions are seen for the flying boat and the lowest empty weight fractions are seen generally for the military cargo aircraft. So, this entire figure is shown in one shot in this particular graph, which is taken from the textbook by Raymer. So, we have seen, so what we need to do is we need to choose a line which is relevant to our type. In our case, it is jet transport. If we assume some value of W0, for example, if we assume the weight to be 100,000 pounds, 100,000 kgs, sorry, then we can estimate WE bar directly as a ratio. So, if the aircraft weight is 100,000 kgs, then the empty weight fraction is around 0.49. Now, what do we do for Boeing 787-8? Unfortunately, we do not know its gross takeoff weight, that is what we have to determine. So, therefore, we cannot use this method directly, we cannot get the empty weight fraction as a number, we have to use this expression because in our case, W takeoff is itself a variable which has to be determined. So, therefore, we will use the expression WE bar is equal to 0.97 WTO power minus 0.06. Let us look at how we estimate the next variable which is the mission fuel fraction. So, just a recap, the fuel in the aircraft is basically mission fuel and reserve fuel. The mission fuel depends on the type of the mission that you are flying, the aerodynamics of the aircraft and the engine SFCs. We need reserve fuel for three major contingencies, either for missed approach, diversion or hold or some errors in navigation because of and also root weather effects and plus a small amount of fuel will be trapped in the pipelines which will not be available to you. So, in our method that we follow for initial sizing, we have a very fundamental assumption that the mission fuel segment weight is proportional to the aircraft weight in that segment. So, a heavier aircraft is going to consume more fuel and head hence give a higher fraction and also we have to assume that the value of this view is independent of the general aircraft weight. It only depends upon the weight of the aircraft in that specific mission. It does not depend upon the weight of the aircraft in the other missions. So, going ahead, here is our basic simple mission profile. So, we number the segments from 0 to 7 with 0 being the start and 1 being the takeoff and 2 being etc. etc. So, for the ith segment, the mission segment weight will be wi upon wi minus 1 and the total fraction will be w7 by w0 in this case, which can be obtained by just a multiplication of the individual mission fuel weight segment fraction. So, because of the assumption that we have made this particular equation becomes very simple. So, all you need to do now is calculate using some method or by assumptions the weight of the aircraft at the end of the mission divided by the weight of the aircraft at the beginning of that particular segment. So, for every segment, we have to now calculate the ratio as weight at the end of the segment upon weight at the beginning of that segment. So, for takeoff, we are going to use some historical information. For climb also, we will use some historical information. For descent, we are going to ignore the weights. So, this number w4 by w3 will be equal to 1. And similarly, for the land for the approach and landing, we are going to assume from historical data. So, three of the mission segments are assumed from historical data. One of them is assumed to be a segment which does not consume any fuel. So, what is remaining now is three segments w3 by w2 that is the cruise segment, w5 by w4 which is the loiter segment and w6 by w5 which is the diversion segment. So, all we need to do now is to calculate the segment fuel fraction for these three segments. And then we can multiply all these terms together to get the total fuel fraction. So, as I mentioned for three of these segments, that is the warm-up takeoff and landing and also climb. We are going to assume it from this table given by Daniel Raymer. And we will also assume that the fuel consumed as well as the distance travelled during the descent segments is going to be ignored. So, what happens when you use historical data is that in this mission, this was the basic equation and three of these ratios, rather four of these ratios are now replaced by values available from historical data. So, if you multiply those three that is 0.97 into 0.985 into 0.995, you will get 0.9506. In other words, w7 by w0 is simply going to be a multiplication of the fuel fraction in three segments, the cruise segment, the descent and sorry the loiter segment and the diversion segment. So, before that we need to estimate the L by D max and again we look at historical data because there is no other way you can do it at this stage of the design when you do not know much about your aircraft. So, first of all let us look at what are the approximate values of L by D cruise L by D max. So, for a commercial jet transport it is generally specified that the values of L by D max would be nearly about 15 to 18 and the average would be 14.4. So, if you do not have any information or you do not have any data about the aircraft, you are safe to assume these values. However, please note that modern day aircraft have a very high L by D max values typically of the order of 20. So, here is a graph taken from Ramers textbook which talks about the wetted area ratio that is S wet by S ref for various aircraft types on the basis of their shapes. So, what we do is we eyeball our aircraft in this particular figure. We have a rough idea right now about how our aircraft will look like. So, you just locate where your aircraft will roughly fit and then just read the value of S wet by S ref. So, for Boeing 787-8 where do you think it will fit? So, I think the aircraft figure is very similar to Boeing 747 except that Boeing 787 has got a much more slender wing compared to Boeing 787. So, that is why it is positioned slightly below and slightly to the left of Boeing 747. So, it so turns out that the value of S wet by S ref at that particular point turns out to be 6. So, roughly it is a whole number. So, that means you calculate the reference area of this aircraft multiply by 6 you will get the wetted area. Now, once you know the wetted area you can calculate the wetted aspect ratio and then there is this figure which shows the typical L by D max values for various types of aircraft as a function of the wetted aspect ratio. So, first you calculate the wetted aspect ratio which is aspect ratio divided by the ratio that we got in the previous slide S wet by S ref. So, we locate the applicable line for us and then we estimate the L by D max. For Boeing 787 dash 8 the line would be the top most line which is for civil jets. We know that the wing aspect ratio is 10.58 and just now we have seen that the S wet by S ref ratio is going to be approximately 6. So, please pause the video here and calculate the value of the wetted aspect ratio it will be 10.58 divided by 6 the number comes out to be 1.76. So, then in this graph what we do is we start from 1.76 go to the appropriate line and then take a left turn and hit the vertical axis we see that the value of L by W is estimated to be approximately 21. So, this is how you can estimate the max L by D of the aircraft. Now, fuel weight fraction is estimated using mission profile and the historical data for engines. So, first let us look at there are 3 segments for which we need the fuel fraction in first is cruise the other is the loiter and third is the diversion which is also a cruise. So, for W3 by W2 ratio we assume that we can follow the Breguet range equation which is as shown in the screen. So, what you need is V cruise and SFC cruise L by D cruise and if you know the value of R then you can invert this expression and you can easily get the value of W i minus 1 by W i where R is the cruise range C cruise is the specific consumption per second. Remember the units are very important notice that the units of velocity are meters per second and the units of range are meters. So, therefore, to balance the units on both sides since L by D is dimensionless and log of weight ratio dimensionless the units of C cruise have to be per second then in that case it will balance the units on both sides. So, the value of C cruise given in the requirements or in specifications is not in the units of per second but we will convert it. And since we are looking at optimization of the fuel fraction for range of a transport aircraft we know that the L by D in cruise should be approximately 0.866 times L by D max. So, let us see how to estimate the W3 by W2. So, what are the specifications? It is specified that the R cruise is 8034 nautical miles which is 14887 kilometers. We also know the cruising altitude and you also know the cruising mark number. So, first thing we do is we calculate the value of sonic speed at that particular altitude. This you can get from the atmospheric tables or you can calculate based on the value of temperature. L by D max was just previously calculated as 21. SFC cruise is given as 14.9 to milligrams per Newton second. This is the value inputted from the piano data it has to be converted into per second by multiplied by 9.807 that is G and dividing by the 10 power 6 to convert the milligrams into kilograms. So, let us calculate the values of V by V L by D and W3 by W2. So, V is simply mark number into the sonic speed which is 250.81 and L by D cruise is 0.866 times 21 which is already known. So, by inverting the equation you can simply get W3 upon W2 is equal to e power minus R into C by V into L by D and we get the value of W3 by W2 as 0.6205. Moving ahead let us look at the fuel fraction and loiter segment W5 by W4. Again for this we use the Brighay endurance equation 1 by C L by D log of weight ratio. Here endurance E is in seconds and hence the SFC C lighter also has to be in per second. L by D and log weight ratio are dimensionless. Now, since we are looking at turbo jet engine aircraft the L by D in loader should be equal to L by D max. So, let us see how these numbers span out for Boeing 787-8. The endurance time is half an hour or 800 seconds and L by D is 21 SFC is already given in during the loiter segment. So, just calculate the value of W5 by W4 in the same fashion. So, first you calculate L by D in during the loiter which is equal to L by D max which is 21 and then you put in E power minus endurance into SFC divide by L by D you get the value of 0.9901. So, this is a very small loss very small loss in the fuel fraction during a half an hour cruise. Then you go to diversion segment. Diversion segment is like a cruise segment. So, therefore the same formula applies the same condition of 0.866 times L by D max also applies. Only thing is that the V cruise SFC cruise L by D cruise will change because it is at a different operating condition. So, let us see how it is calculated for diversion we are given that the distance to be travelled is 200 nautical miles at a height of 2 to 117 feet at a Mach number of 0.535. So, L by D max was 21 as obtained earlier SFC during diversion is given. So, you can convert it to per seconds and then you just calculate the values of V L by D and weight ratio. So, V is obtained by calculating T first as gamma 288.16 minus the lapse rate into distance. Then when you know the value of T, root of gamma RT is equal to A and since you know the Mach number you can get the value of V and L by D is also available to you as an input. So, with that you can get W6 by W5 is equal to 0.9824. Let us estimate the mission fuel fraction for Boeing 787. This is our equation which had the putting together of the various constant terms. So, at this point I think you should pause and have a look at the numbers and calculate the values. So, we get it as 0.5737 and to bring in the fact that we need to carry 5 percent more mission fuel, we are saying that W of I W0 is equal to W0 bar which you obtained earlier to be changed slightly and the index of point it has to be changed. The result fuel fraction is 5 percent. So, therefore WF bar is equal to 1 plus 0.05 into 1 minus 0.5737. Please take a pause and calculate the value. The value comes out to be 0.4476. So, this is our equation the master equation for the initial sizing in which we have replaced WE bar by AW0 power minus C WF bar remains and we have just reproduced here the values from the previous slides. So, W crew is the weight of the crew members plus the operating items which is 1437 kg. W pay is the design payload. This is the payload of these 224 passengers at the rate of 93.2 kgs each and the values of A and C from Ramers table are taken directly here for a jet transport aircraft and we have just calculated the value of fuel fraction, mission fuel fraction as 0.4476. So, what we do now is we now solve iteratively. We assume the first value of W0 as 4 times the payload plus crew. So, while doing that you can have LHS as that value then you calculate the value of 0.97 times W0 power minus 0.06 which is the WE bar and with that you can calculate the RHS. You can see there is a huge difference. So, in the next iteration what you do is you can take the average of the new RHS and the old LHS and repeat the calculations and you keep on doing this iteration the few times few more times and finally, finally, finally it is going to converge to a value of 247631 kgs. Now, let us see the comparison between what we got and what has been quoted by Piano. So, for the first segment that is a warm-up text editor we have estimated the weight to be 7431 kgs whereas Piano it is only 111 further is a gross overestimation. For the climb segment we have obtained 3604 whereas the value quoted is 4, 3, 2, 3. So, there is a under estimation bias. During the cruise the value obtained by us is overestimated by 22%. During the descent we have ignored the fuel consume whereas in Piano there is a fuel of 216 kgs. So, of course there is a very large mismatch. For the loiter segment there is a reasonably good match of around 11%. We have slightly underestimated but for the loiter segment we have overestimated by the same amount approximately 12%. So, this is also okay. And again if you go for the landing we have done a gross overestimation because we have used Reimers formula with that you get a number of 714 whereas the actual value given by Piano is only 181 kgs. Finally, the reserve fuel fraction will be overestimated because there is a gross mistake in the estimation of the fuel and hence there is also an overestimation in the mission fuel in the reserve fuel. So, the total fuel estimation is around 30% beyond. Now, we have to worry we also look at the ratios. So, empty weight ratio has been underestimated the actual value is 0.4959 but we have got 0.4604. Fuel weight ratio as I mentioned there is a 15% excess. Empty weight has also been underestimated and fuel weight has been overestimated. In short there is a 15% overestimate in the gross weight. Now, why are there so much errors in the mission fuel segments as compared to Piano? The reasons are very clear. First of all in the warm-up taxi out and takeoff Reimers assumes a constant number of 0.97 whereas actual values are much lesser. During climb in the Reimers approach we have again a constant fraction of 0.985 actual value is different because climb happens in many, many segments. And in cruise we have assumed a single cruise segment whereas if you look very closely at the data we find that the actual aircraft profile involves a step. So, there is a first cruise at 270 nautical miles at 37,000 feet then you climb up by around 4000 feet to 41,000 feet and then you cruise for the remaining portion. And in descent Reimers approaches the fuel in descent whereas that is actually consumed. So, we have to now look at how to modify our calculations and for that we will take the values for the, we will take the values from the table given by Piano and try to modify the values according to that. So, here is the modified mission profile as suggested by Simos in his output. So, the first one is the takeoff segment, the second one is the climb segment, the third one is a short cruise at 37,000 feet at a constant Mach number. Then there is a small gain in altitude of 4000 feet and then there is a bigger cruise of 5 to 45 nautical miles at 41,000 feet but at the same cruise Mach number and also the same speed and then there is a descent to the loiter altitude of 5000 feet. Then there is a loiter for half an hour after that there is a missed approach and then a diversion. Finally, we have landing. So, we are going to now calculate the mission, modified mission numbers for this particular profile. So, for better estimation of W1 and W0, the weights in the initial first segment and the last segment, first let us look at takeoff and initial climb. In this the first one is that the warm up and taxi out fuel is not included in the numbers, actually it is a separate value. Simos has provided the fuel in takeoff as 458 pounds and fuel in the initial climb of 352 pounds. So, with this we get some numbers and the takeoff weight is 476,000 pounds. Hence we can estimate that the weight in the initial segment ratio is only 0.9983 as compared to 0.97 given by Ramer. Similarly, in approach and landing, the landing fuel is neglected actually and the weight of the fuel consumed approach is 263 pounds and that in taxi in is 167 pounds. The landing weight at the end of the mission is given as 303524 pounds. Hence, the weight ratio during approach and landing is only 0.9986. Now, let us look at a better estimation for climb fuel fraction that is W2 by W1. Now, if you look at Ramer's textbook, there is a improved formula available where if the Mach number of the aircraft at the end of the climb is known that is called as MN climb, then you can calculate W2 by W1 by this particular expression. So, what you can do is for Boeing 787-8 what we will do is we know that the Mach number at the end of the climb is 0.85 and here is the graph from the textbook by Nikolai and Karikner where they have shown this particular fuel weight ratio for the accelerated climb or climb segment. So, in our case, the Mach number at the end of climb is 0.85. So, with that if you proceed on this line, you can get the weight fraction as 0.978 whereas Ramer has taken a weight fraction of 0.985. For better estimation of the cruise fuel fraction, there are two segments. In the first segment, we go from 2 to alpha where the range is 2722, the velocity is 488 knots to a true air speed, SFC is given and L by D is given. So, with that you can get the W alpha by W2 as 0.8682. Similarly, for the second cruise segment which is from beta to 3, we have been given the value of range as 5245, the cruise velocity is the same, SFC is slightly different and L by D also is slightly different because the aircraft is lighter. So, putting in the equation, we can get the weight fraction as 0.7580. So, if you want to get a better estimate of the weight ratio during the cruise, you just multiply these two numbers and whatever number you get would be a better approximation than the one that we got earlier. Similarly, if you look at the revised mission profile, now we have 1 by 0, 2 by 1, alpha by 2, beta by alpha, where beta by alpha stands for the small climb segment of 4000 feet, then 3 by beta, then 4 by 3, 5 by 4, 6 by 5, 7 by 6. Now, what we can do is looking at the number that we obtained earlier, we can just insert these numbers 1 by 1, W1 by W0, the fresh 1 was 0.9983, W2 by W1, the fresh value was 0.978, then W alpha by 2 was 0.8682, beta by alpha we ignore because it is only 4000 feet, there is of course some fuel consumed, but in this big picture we can ignore that and we have no other way of estimating it. The second cruise segment, we get a fuel fraction of 0.7580, descent segment is again 4 by 3, we again ignore the value, 5 by 4 is the same as before, 6 by 5 is the same as before, 7 by 6 is a modified 1.9986. So, with this, the new value comes to 0.6241, which I think you should calculate by multiplying all these numbers. So, therefore, we can get the Wf by W0 or W fuel bar, which would be 1 plus RFF times 1 minus weight ratio during the mission, the RFF remains same. So, pause and calculate the value of Wf bar, the number comes out to be 0.3947. Now, let us also look at how we can get a better estimate for the empty weight fraction. Empty weight fraction is very important because it is a very large fraction. Raymer gives a simple formula in terms of empty weight fraction, in terms of the max takeoff weight. Here is a graph taken from the textbook by Nikolay and Karikner, which plots the empty weight fraction, empty weight versus takeoff gross weight in pounds for various transport aircraft. These are all conventional metallic structure. Now, let us look at some aircraft from the Boeing family in this. So, these 4 dots correspond to 4 aircraft from the Boeing family, which were designed and used a little bit few years ago. And these 3 dots represent the diagram, the values for the aircraft which are little bit recent. So, we notice that the 3 aircraft that have been designed recently by Boeing, they follow a trend line which is slightly different from the general trend line. So, that number the general trend line is 0.911 times W0.947 that is what Nikolay and Karikner talks in general. But if we look at the data of these 3 contemporary aircraft and if you actually try to obtain the equation of this line, it turns out that the empty weight is equal to 0.775 weight times W0 power 0.964 and the empty weight fraction is as shown on the screen. So, if we use this equation, we will get a better estimate. So, the revised gross estimate can be calculated by using the same formula. This is the original number, originally we had 0.97 into W0 minus power minus 0.06 minus 0.4476. But now we know that the new fuel weight fraction is 0.3947 and the new coefficients for W0 are 0.7758 and minus 0.036. So, with this if you solve iteratively with the same initial assumption, finally, the value would converge to 213770 which is a much better estimate for the gross weight as compared to obtained earlier. Hope your calculations were matching with this. Thanks for your attention.


Good evening. Welcome to the very first Junction City News. That's what, that's how we're testing out our new monthly show on Town Meeting TV for Essex Junction. I am Regina Mahoney. I am the City Manager for the City of Essex Junction, and we are really excited about this opportunity. Today I have Chris Ewen with me. Chris is the Community Development Director for Essex Junction. And we are here to talk about some land development code amendments, aka zoning by law changes that we have proposed in front of the Council for the City. Would you like to introduce yourself, Chris? I'm Chris Ewen. I'm the Community Development Director for the City of Essex Junction, and I am taking the lead on bringing these land development code amendments forward and explaining what this might do to the community. Awesome. So let's start off just by explaining what the land development code is and why we're making changes to it. So the land development code is the City's zoning bylaws, which are the rules which regulate what can be built, where and what can be built throughout the City. I think people might not think much about it every day, but the land development code is really what shapes the City to be what it is today. And also, you know, this is the rules. As we have it evolve, this is going to shape what Essex Junction will look like in the future. Great. So what are the changes to the land development code? Well, we've got a whole bunch of changes that have been planned. Just some background over here. The land development code amendments have been a project that the City has been working on for over a year. This started with work from the Planning Commission, who worked with the Chinden County Regional Planning Commission to figure out what were some things that could be modernized in the rules and seeing how it fits in with the broader community goals. Some of the changes that are involved here are changes to how we regulate housing, how much housing, how dense it can be, what that housing might look like, some changes to what we require of developers in terms of parking, what must be built with these new housing and commercial developments. We're also taking a look at some changes to what we call design review and historic preservation. These are looking at changes that control how developers can design new developments to look from our major corridors. We also have a bunch of other changes as well, which we'll go through as we move forward here. Okay, excellent. Thank you. Okay, so you mentioned creating more opportunities to build housing. Can you talk a little bit more about some of the specifics associated with those changes? So housing is a big topic and we know that housing is a critical issue for many communities throughout Chinden County. We've taken a look at this from a multitude of ways. One of the changes that are being discussed here is allowing duplexes and triplexes in areas currently zoned for single-family homes. There are many parts of the city along the main corridors where you're already allowed to build higher densities, but we also have areas where the current regulations require houses, they detach houses only. So this is a change that would allow some homeowners who might have some extra space in their home that they don't need at this moment. Or for people that are rebuilding their homes or thinking about additions to create a little more space, or if they've got an attic that can be renovated to become living space, these changing rules would allow for additional units, additional apartments to be added to homes. Great. Yeah, we've got a bunch of other things as well in terms of allowing slightly higher densities within the five main corridors where multi-family homes are already allowed. These are more kind of technical minor tweaks, but in reality this would result in some more housing that could be produced and that could be added to our city. Awesome. So it sounds like those are some fairly significant changes. Do you think that is going to, if the council adopts these changes, do you think this is going to look very different in Essex Junction in the near term? So I think something to keep in mind over here is just that Essex Junction is already changing. Our main corridors, which we're already seeing a significant change where we're seeing some commercial establishments get torn down and turned into multi-use, mixed-use apartments. But at the same time we have some areas, the areas that are zoned for residential use, which are fairly stable. These rules would allow for some more residential units to be put in there, but the reality is these rules allow extra density and allow change, but they don't require change. And we do know that many people who live in these residential areas right now aren't looking for change. And that's perfectly fine. If you like your home the way it is, you'd certainly be welcome to keep it the way it is. So I think these changes would open the door to incremental change over time. Great. So the state has recently adopted the Omnibus Housing Bill, known as S100, until maybe it has its ACT number, I don't know what that is yet. What impact does that have on these changes that we're looking at? So that's a very interesting point because S100 comes from the state level and everything the municipality does has to conform with what the state requires. Interestingly enough we've started this process of looking at how we could increase the opportunities for building housing over a year ago. And we're working through that now, but the state at the same time now is going to require that cities allow for additional density. We're still looking through how the specifics of those rules will affect us, but we will also have to make changes to our landowner code in response to that. And one of those changes does actually have to do with the duplexes and triplexes. Not only do we have to now allow duplexes and triplexes, we would actually have to allow fourplexes throughout much of the city areas which are served by water and sewer. Okay, so can you explain a little bit why some of this is why we have a housing shortage now and starting to look at why we need to be making these changes from a housing perspective and really is the population growing that significantly or are there other impacts going on that's really forcing some of this demand for extra housing? So I think there are two major things going on right now in terms of demographics and the background that's causing this housing shortage. One of them is population growth. I think Chittenden County grew by about 8% in the last 10 years and that's really put a strain on the housing supply out there. At the same time, the average household size has been decreasing which means that more people are looking for housing, more individuals, more couples, more people are looking for housing themselves. But this also means there's an interesting opportunity. It means there are some people, empty nesters perhaps or some people because of the decrease in average household size who now might have space in their homes that they don't need, they don't need all of it. And when that happens, that's an opportunity that they might want to consider in terms of renovations that would allow for an additional unit that could also bring them some extra income. Great. Okay, so let's move on to strengthening the standards for design and historic preservation. What are those about? So this really comes from the recognition that what gets built today is going to be here for decades to come. And along the major corridors, these are the parts of the city that people will look at, people will remember and these are the parts of the city that becomes a part of our identity really. What's the design review criteria, this proposal, what it does is it extends the rules that we currently have which only apply to the Village Center zoning district, which is really just around the five corners area to the areas throughout the major corridors that lead into the city. So what this would require is that developers just make some thoughtful choices about how they design the materials they use, the kind of design aesthetic that they choose just so that we can be sure that's the look that the community can be proud of. And at the same time, historic preservation extending the rules that currently exist in the Village Center zoning district to these main corridors, which require us to think critically about the existing buildings that are historic, that have been designated or eligible to be considered historic. Taking a critical look and making sure that we preserve the pieces that can be preserved and really cherish those parts of our history that we want to keep. Great. Okay, so one thing that's definitely tied to the housing picture is the concept of parking and how much parking we require in zoning bylaws. Can you describe a little bit about the flexibility that we are incorporating from a parking perspective? So, yeah, this is a really interesting point because a lot of cities throughout America are currently going through changes right now in how they think about parking and how they regulate parking. In the past, many cities have thought about parking as something that you just have to make sure we provide plenty of to make sure that there's never a situation where you would arrive and have trouble finding it. But the reality is parking takes up a lot of space and also is very expensive to build. If you compare the size of two parking spaces, for example, that can easily be about 600 square feet. And we all know 600 square feet when it comes to an apartment, that's enough for some people as living space. And what we don't want to end up with is a situation where we're valuing space for parking more than space for housing. But what the changes proposed here are to relax some of the requirements that the city has for developers in terms of how much parking they have to provide. All along, we've been requiring two spaces per residential unit. And that's regardless of whether or not the household that lives there has two cars. We are proposing to drop that down to one, a requirement for one parking space. And to be clear, this is a minimum requirement if a homeowner, if a home builder or developer wants to include more because they know that their renters or their buyers are going to want more. They're absolutely welcome to build more. Great. So that really just helps eliminate that requirement of two whole spaces for every single residential unit when some of those developers might find that there's more of a mix and maybe something more like 1.5 parking spaces per residential unit actually works a little bit better. Doesn't waste too much space on parking or money associated with that. But maybe is a little bit more than one space per unit and that will work fine because we're just really bringing in the flexibility by not requiring those two spaces anymore. That's right. The builders out there really know who they're selling to. And the reality is a condo that has two bedrooms or three bedrooms would not be the same as a condo that's a studio apartment or one bedroom. And also, depending on the demographic sets that you're targeting, the number of cars that on average will differ. But what this allows for is to make sure that we aren't requiring people to buy more parking than they actually need. And when it comes to the cost of building this parking, when you're building in the city structured parking, it can easily be north of $20,000 per space. And that's when it comes to a mortgage, taking $20,000 off of the cost of that makes a big difference. Great. Okay. So the LDC amendments, Land Development Code amendments also include changes to bike parking facilities. Can you talk a little bit about what those changes are? Right. So the Land Development Code currently already requires that developers include some bike parking when they have more than 15 car parking spaces.  You'll see that in many of our shopping centers. You might roll up and not be able to find a parking or a bike rack to safely lock your bike to. The zoning changes over here would strengthen those requirements and also specify what types of bike racks are allowed. There's been research and there's plenty of experience out there from people who ride their bikes and have to lock them up in urban spaces. Some of them have much better security than others.  This would really make a difference in terms of what type of just short term bike parking is required. But also there's another requirement that's added on for larger developments and this is long term bike parking. What we're talking about is bike parking facilities for people who work at a certain location or people that live there. So this would be indoor bike parking rooms somewhere that's for somewhere safe that you can keep your bike dry as well. And for very large developments there would also be requirements for lockers and showers. But this is unlikely to apply to most developments that we're going to see anytime soon. Okay so the next section is about green storm water infrastructure and enhanced landscaping practices. What are those and what changes does that mean for developers? So green infrastructure. Green infrastructure refers to the human built but natural landscaping tools and interventions that we have that's designed to slow hold and clean storm water before it washes off. We have a problem in cities where when you have too much impermeable surface pavement basically. When rain water falls it carries all the dirt and all the garbage that's already on that pavement and all the oils and it just carries it into our river systems and into Lake Champlain. And also and one problem with that is of course that it's not that there's pollution that comes with it. But also it has the effects of potentially overwhelming our storm water system and causing localized flooding. Recently in recent years there's been a shift towards using green infrastructure approaches which is using more planted surfaces, rain gardens, bioswales, green roofs. And just more of these natural interventions that can soak up the rain water and also help it go back into the earth and recharge our groundwater systems. But our land development code has not been too friendly in the past in terms of making it easy to build green infrastructure. We're just proposing some technical changes to the rules to make sure that all of those options are considered. Okay so also we've got some adjustments to the permitting fee schedule. Any major changes to point out to folks? So whenever people come in to apply to make a change to an existing building or when a developer wants to build something new there are fees associated. But Essex Junction's fees are some of the lowest in the region. And what that means is that we are still providing, we're still doing the technical review and the zoning compliance reviews that's associated with this. Making sure that all the applications are consistent with the rules that we have in place. But we haven't been covering the full cost of doing that out of the permit fees. So some of these adjustments would just increase those fees so that less of it comes from our general revenues. Great. Okay so that was a lot of information. If a resident is learning, interested in learning more about these changes where can they find the information? Well we are currently, I think council would be really appreciative if more people would go on and provide some feedback about this. Because in the end this affects, this affects our residents, this affects the businesses that are located in Essex Junction and people who just visit. We have a survey that's live right now and this is available on Essex Junction.org slash LDC 2023. I'd encourage everybody to take a look at that. Find more information on what we're proposing here and also to provide some feedback so that council can get a feel for what people feel about this and how this will affect people's lives. Great. So today is Monday, May 22nd. What are the next steps in the process going forward from here? So council has been working in the background to think about some additional tweaks that they might have to do and also staff. We've been thinking about what changes we might have to, what additional tweaks we might have to make to bring this into compliance with the new state legislation. So there are a lot of moving pieces but June, mid-June, the specific dates. June 14th I think is the date you're looking for. June 14th, we're anticipating that June 14th will be the date of the public hearing about this. Certainly that will be a time that the public is welcome and encouraged to come out and let council know what they feel about this. And if they think what we're doing here is enough or the right thing or if there needs to be some additional tweaks. And going forward beyond that council would have the opportunity to make some additional changes if they want or to pass it at that time. And by August we expect the changes to either be complete if they pass or to be rejected if they don't. Great. Thank you so much. So just to clarify some of those dates there. So Wednesday night, this Wednesday night, the 24th, the council will set a public hearing for June 14th if they feel they're ready to do that. And before we wrap up here, can I just ask you to repeat that survey location again for folks so they can access it on the website? It's sxjunction.org slash LDC 2023. Awesome. That seems like a good short URL to work with. Okay. So I think we are almost wrapped up here. And this is the first, again, of what we are titling the Junction City News. And our time slot I believe will be the fourth Monday of the month at 5.25. And sxjunction will be bringing other topics forth to try to get the word out about things for folks. Chris, any other items that you'd like to mention about the Land Development Code amendments? I think I'm good at this point. Thank you. Okay. Great. Well, thank you very much. And hopefully this helps let folks know what's in the amendments. Thank you. My pleasure.