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Places to visit in Costa Rica
Costa Rica is a great travel destination for people who love biodiversity, volatile climate and landscapes like never seen before. If you are looking forward to enjoy a tropical vacation, then here's a list of places you must visit in Costa rica.
Manuel Antonio
Located in Central Pacific, Manuel Antonio's enchanting beaches look great with its diverse national park. It is rated one of the most beautiful places in Costa Rica.
Located in Central Highlands of Costa Rica, Monteverde is a mystical forest with abundance of foliage, making it a perfect place for a versatile eco-tourism.
Puerto Viejo
Located in Caribbean, Puerto Viejo is famous among those travelers who seek for a laid back vacation. This place is well known for its surfing.
Located in Guanacaste, Tamarindo is a well-known tourist town of Costa Rica. It is easily accessible and its beaches are absolutely beautiful.
Arenal Volcano
Located in Northern Lowlands, Arenal Volcano is one of the best places to be at. This place is highly recommended and should be on top of your list.


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Education Minister Jeff Johnson to teachers: "Alberta, as you know, has already embraced inquiry-based learning."
The Great Alberta Curriculum Debate, Pt. 11: Johnson reaches out to teachers and ATA, appoints ATA's Ramsankar to chair the Teacher Development and Practice Advisory Committee (TDPAC)
Education Minister Jeff Johnson, facing a storm of protest over the proposed radical curriculum rewrite of all Alberta courses of study from Kingergarten to Grade 12, has sent out a letter to teachers in which he says that Alberta Education has already adopted "inquiry-based" learning.
Inquiry-based learning is part of the progressive school of education, a movement that has gone by many names, such as discovery learning, student-centred learning and 21st Century learning. All of these types of learning advocate the same essential focus on project and group work, with teachers acting more as guides or facilitators as opposed to directly instructing students. The new curriculum would have less knowledge content, so students could pursue their own more individual path of education.
In "Inspiring Education," the blueprint for changing Alberta's education system, the concepts of inquiry and discovery are seen as synonymous and as guiding ideas of the curriculum rewrite. The document states plainly: "The overall focus on competencies will shift education away from a process of disseminating information to a process of inquiry and discovery."
In his letter, Johnson says the following:
I am writing you today once again to ensure that you are aware of exciting developments in the education system that affect you. First, let me take this opportunity to thank you for all of your great work and dedication to students. The recent PISA study is a testament to your success. In spite of recent criticism by some, let me assure you that our Premier and government are incredibly proud of educators like you that have made our education system one of the best performing in the world. It has only become one of the best because of our commitment to continuous improvement and our embrace of global best practice and research. The recently announced curriculum redesign is just one of those initiatives.
However, it is clear to me that in spite of two years of collaborative work with the ATA, ASBA, CASS, ASCA, and business and industry, some questions remain about the joint approach that we are taking with curriculum redesign. I would like to try and clarify for you the work that is underway and I also welcome your questions, comments and advice in relation to this initiative. I assure you that Alberta will not rush to implement changes to curriculum until parents and educators are confident that we have it right.
As educators, parents, and administrators, it is our responsibility to ensure that our education system is continually evolving and putting students first. We must take stock of the world around us, at home and abroad, and determine how to best tailor the education system to meet the demands of a globally, interconnected economy. The world in which our students will soon enter is becoming increasingly competitive and demanding of new skills which, we have heard through conversations with Albertans, need to be better built into today's curriculum.
This is one of the reasons we are redesigning the curriculum to make it more responsive, more relevant and better suited to present and future realities. Some of our recent successes in education are reflective of these efforts, all of which aim to put students at the heart of the system. Teachers, like you, are leading the way in helping to effectively implement a number of innovative initiatives like the Dual Credit Partnerships Program, the High School Flexibility Program and the transition to digital and flexible Student Learning Assessments. You will remain a vital partner in any changes moving forward and we will continue to rely on your professional expertise as educators.
As frontline education professionals, you know better than anyone else that each student learns differently and a one-size fits all approach to education is quickly becoming a thing of the past.
Secondly, teachers have told me that the current curriculum is too packed and can force teachers to only scratch the surface of subject matter and limit an opportunity to impart the full scope of their knowledge. You have also told me that a packed curriculum prevents teachers from having the time and space they need to individualize learning to better meet the needs of students. It can also stifle a teacher's creativity, inhibiting the application of their full skillset. And lastly, we also need to heed the concerns of parents and find ways to more strongly emphasize the foundational skills of numeracy and literacy.
In order to address these shortcomings, while also developing a curriculum that prepares Alberta's students for the rigors of the modern world, we have endeavored to create a dynamic and holistic curriculum. The process by which we will do this is intended to be immensely collaborative and will rely on the dedication, skills and expertise of individuals like you. The redesign process is being led by a consortia of school boards who have committed to engage with classroom teachers, parents, the business community, FNMI and trustees from across the province. You should also be aware that the ATA has been on our government's Curriculum Advisory Committee for the past two years to represent you throughout the development of this process.
Moving forward, the redesign will first yield draft curriculum prototypes that we will look to implement more broadly once they are ready. Although this process only recently got underway, I can tell you that our three main objectives are the following:
Better focus the curriculum on relevant and important learner outcomes. The current curriculum is too packed and has ballooned to over 1400 objectives;
More firmly embed the fundamentals – numeracy and literacy – throughout every subject and course offering to ensure better mastery of basic skills; and
Along with the fundamentals, more deliberately instill soft skills the economy and employers are demanding, such as problem solving, critical thinking, collaboration, communication and entrepreneurialism.
Furthermore, I wish to clarify what this process is not. Despite claims to the contrary, Alberta Education is not embracing or moving towards simply imposing so-called "discovery learning". Some have suggested that teachers will only be a partner in learning and learners will be completely self-directed. I can tell you this is absolute rubbish. Alberta, as you know, has already embraced inquiry-based learning, which is an approach that is well documented and the basis of significant scientific study. We know that methods used to reach each student are best determined by you as the professionals in the classroom. I encourage you to read more about inquiry-based learning by following this link: http://www.education.alberta.ca/teachers/aisi/themes/inquiry.aspx.
Additionally, the redesign process is neither drastic nor radical. It is being done in a thoughtful, methodical and collaborative manner. No longer can educators take ten years to redesign a single subject at a time. We want teachers, parents, industry and students from the field to develop our prototypes. We hope our new process will enable us to interweave and reinforce the application of the fundamentals in with 21st century competencies across all subjects.
A successful redesign of the curriculum is integral to realizing the vision of Inspiring Education. If you are unsure of what inspiring education is challenging us to do, please visit this link, which will take you to the introductory speech I delivered to the Inspiring Education Symposium on February 19th. I trust that you will find it informative and helpful. As many of you are fielding questions on the curriculum redesign, I have also attached my opinion editorial which appeared recently in the Calgary Herald to the end of this email.
I am also pleased to inform you that Cabinet recently approved the establishment of the Teacher Development and Practice Advisory Committee (TDPAC). This committee will be chaired by ATA President, Mark Ramsankar, and teachers will comprise half of the committee's voting membership. The purpose of TDPAC is to advise the government on all matters affecting the teaching profession. I look forward to working with TDPAC to ensure that we're constantly strengthening the teaching profession in Alberta.
In closing, I wish to express that I am excited to be working with you to help reach the highest possible level of student achievement in our province. Our world leading results are a testament to your hard work. The education system of the future – the system in which we are building on – will be cutting-edge, dynamic and student-centred. The ethical citizens, engaged thinkers and entrepreneurial spirits of Inspiring Education will help shepherd Alberta further into the 21st century and will ensure our children are among the world's best prepared to compete in a global economy.
Warm regards,
Jeff Johnson
Alberta Education
MLA for Athabasca-Sturgeon-Redwater
The Great Alberta Curriculum Debate
Pt.1 Alberta plans radical write of curriculum
Pt. 2 Fad reforms pushed by educational consultants trying to make a new for themselves, says retired Alberta teachers
Pt. 3. Is Education Inc. driving radical changes to the Alberta school curriculum?
Pt. 4. Criticism of curriculum rewrite doesn't add up, Johnson says.
Pt. 5. "Student-centred" curriculum rewrite comes up in Throne Speech
Pt. 6. Wildrose attacks edu-crats leading curriculum rewrite
Pt. 7. "Our education system is fantastic," Johnson says in face of growing discontent
Pt. 8. Real teaching means real learning. Red Deer teacher in favour of curriculum redesign.
Pt. 9. Margaret Wente of Globe & Mail: Canada's math wars heating up
Pt. 10: Changes to curriculum a "little bit rushed," says ATA's Ramsankar
Pt. 11. Is the Alberta government backing away from its radical curriculum rewrite
P. 12. ATA's Teghtmeyer raises concerns about teacher autonomy under new curriculum

subset: commoncrawl


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The infamous Freeman On The Land Robert Menard CBC Canada interview, this time without CBC editing it to their purpose. Here is the whole thing. Decide for yourself if they presented it fairly and in a balanced manner. Learn how the World Freeman Society can help you gain justice!
If you haven't seen the CBC Hatchet Job, look at our other videos, it's in 2 parts.


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Mobile Thought Leaders Unite on the Airship at SXSW
The crew is on the ready, the flight plan is set and the blueprint for a SXSW experience you won't soon forget is coming to life. Over the next month you'll be able to follow along in our journey as we bring Urban Airship's Mobile Roundtable to the streets of Austin for SXSW; it's beginning to take shape.
Last week you learned that we really are planning a mobile, mobile leadership event. With round-trips jumping off from The Screen Porch at W Austin, and a secret, ultra-cool way station, a few of you will have the opportunity to mix and mingle in small group discussions led by mobile, marketing and developer luminaries.
People like Andrew Mager, Chief Listening Officer at Spotify, and Chris Messina, Developer Advocate at Google, will spark a wide variety of discussions, from how mobile is changing content, marketing and consumer behavior, to how industries can adapt to seize new opportunities.
Head on over to our event site and submit your email address to get updates on how you may be able to hitch a ride with us in Austin.


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Can a DWI Be Expunged in Missouri?
Although many crimes cannot be expunged in Missouri, a DWI is one of the exceptions. Not only can a DWI be expunged in Missouri, but if a person meets the statutory requirements for expungement, then the court must grant the expungement. This is a major difference from the limited expungements available in other types of criminal cases where the expungement is at the discretion of a judge. The requirements that must be met for a DWI to be expunged are laid out in RSMo Section 577.054, those requirements are:
- Ten years must pass from the time of the offense;
- There can be no alcohol-related contacts with law enforcement during those ten years; and
- The case must have originally been disposed of as a guilty plea or verdict to the charge of DWI (which means the original charge could not have been plead down to something lesser such as Careless & Imprudent Driving).
What Happens When a DWI Is Expunged?
"The effect of such order [for expungement] shall be to restore such person to the status he or she occupied prior to such arrest, plea or conviction and as if such event had never taken place." RSMo 577.054(1)
If a person is able to meet these requirements, then the person can have the criminal disposition expunged, any driver's license suspension expunged, and the arrest expunged. This is very powerful, because even if a person is found not guilty at a DWI trial, he will often still have the DWI arrest on his record. The expungement process allows a way to remove the DWI incident entirely from a person's record.
Although expungements are available to many people, very few take advantage of the opportunity a DWI expungement offers. Many people view a DWI expungement as a luxury until a time comes when they are seeking a new job, or get a second DWI (at which point it is too late). It is important to take advantage of the DWI expungement opportunity shortly after the expiration of the ten-year waiting period.
St. Louis DWI Expungement Lawyer Jason Korner
If you have a DWI from more than ten years ago and would like to have it expunged from your record, please contact St. Louis DWI lawyer Jason Korner at 314-409-2659 so you can get this process started today. The sooner the process starts, the sooner your record will be DWI free.


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On 11/29/2011 07:58 AM, Ryosuke Niwa wrote: > Hi all, > > I've been looking into the command element > <http://dev.w3.org/html5/spec/Overview.html#the-command-element> and how > a toolbar might be built > <http://dev.w3.org/html5/spec/Overview.html#building-menus-and-toolbars> by > them in the last several months. In general, I'm thrilled to see this > feature being a part of HTML5. I've chatted with several Web developers > internally at Google and also with some UA vendors before and during > TPAC 2011 about various ideas to utilize command elements. > > Pros I found in the current spec: > > * Commands can be defined where UI is provided > * Commands can be implicitly defined by accessKey content attribute > * Defining in terms of anchor element, etc... will allow nice fallback > > Cons (or at least ones I didn't think the current spec adequately address): > > 1. Authors often want to fine-grained control over the appearance of > toolbars; UAs automatically rendering them in canonical form will > make it harder. I thought the idea was that the toolbar *could* be kind of part of the browser chrome, in which case we don't want to let authors to style everything. Icon and text should be hopefully enough. > 2. In many web apps, commands are involved and associated with multiple > UI components, toolbars, side panel, context menu, etc... commands > being a part of UI components doesn't represent this model well. There has been discussion about having abstract commands. So, you could have <menuitem command="foo"> and <command id="foo" onclick="dosomething(event)"> (Shouldn't probably be onclick but oncommand or such) We should probably copy some more XUL functionality to command handling here, so that event listeners for <command> can access also the original event dispatched to <menuitem>. (In XUL "command" events have .sourceEvent) > 3. Many commands make sense only in the context of some widget in a > page. E.g. on a CMS dashboard, "bold" command only makes sense > inside a WYSIWYG editor. There ought to be mechanism to scope commands. If focus is not in such special context, you could always disable the command. I think it would be hard to make any automatic scoping, but handling it in script should be easy. > 4. Mixing UI-specific information such as "hidden" and "checked" with > more semantical information such as "disabled" or "checked" isn't clean. Not sure what you mean here. > 5. Some commands may need to have non-boolean values. e.g. consider > "BackColor (as in execCommand), this command can't just be checked. > It'll have values such as "white" and "#fff". perhaps command elements should have .value > > Furthermore, it seems unfortunate that we already have a concept of > "command" in the editing API > <http://dvcs.w3.org/hg/editing/raw-file/tip/editing.html> and methods on > document such as execCommand, queryCommandState, etc... yet commands > defined by command elements and accessKey content attribute don't > interact with them at all. It'll be really nice if we could use > execCommand to run an arbitrary command defined on a page, or ask what > the value of command is by queryCommandValue. > > What are your thoughts on this topic? I wouldn't mix execCommand and command API. It should be trivial enough to call execCommand etc in command event listeners. queryCommandState shouldn't be hard either if one just updates things in focus/blur event listeners. Perhaps command API should be renamed. Maybe ActionTarget API or some such. -Olli > > Best, > Ryosuke Niwa > Software Engineer > Google Inc. >Received on Wednesday, 14 December 2011 19:47:27 UTC
This archive was generated by hypermail 2.3.1 : Friday, 27 October 2017 07:26:37 UTC


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Jennifer Lopez and Marc Anthony's new television series, ¡Q'Viva! The Chosen, has found a home in the United States on the Univision network. The show, produced by American Idol creator Simon Fuller, will follow the former couple as they search for new talent throughout Latin America. The reality show has been sold to 21 broadcast networks internationally.
Photos: Random Notes
Hour-long episodes of ¡Q'Viva! The Chosen will air on Univision beginning next year. The show, which will be broadcast in Spanish on Univision, is being produced in Portuguese and English as well to play in other markets abroad.


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Betty Donovan waited for the guard to buzz open the thick gray prison bars that kept the criminals from pouring into the streets. Her smile matched the brilliance of her yellow cardigan and white Capri pants. She held a well-thumbed Holy Bible with gold leaf pages along with a small blue-covered loaner Bible.
The door locked itself open inviting her to walk through. She waved to the video camera, at the guard she knew was watching her. She walked lightly in her yellow pumps on the shiny gray concrete floor to the next set of armored doors. The magnetic lock snapped as she approached. She pulled the door open and smiled at the prison guard behind glass so thick it distorted his appearance.
"Thanks Tommy,"
"Sure thing Ms. Donovan," his metallic voice said through the speaker.
"How's Tina feeling?"
"She's good, but ready to get that baby out."
"I'll keep her in my prayers."
"We appreciate that ma'am."
"How many times do I have to tell you that I'm just Betty now. I left all that formal stuff back in Austin."
"I know. It's just habit after all those visits as first lady you know?"
"Well that's one habit you're welcome to break, it's just little old me now. How many do we have today?"
"Just one."
"Only one?" Betty said looking into the window to the inmate day room.
"It's getting tougher to find anyone who was raised religious now-a-days, even in Texas."
"Well, you know what the good Lord said, 'wherever there are two or more
gathered together, so will I be also.' I guess it'll have to be me, him and the Lord today."
Bruce, dressed in a bright orange prison jump suit, rose to his full six feet-two inches from the metal picnic table-style table bolted to the concrete floor as Betty approached.
With no hesitation, Betty extended her hand, "Hello, I'm Betty and I'll be leading the Bible study this afternoon."
"Hi, I'm Bruce," he said as they shook hands.
"Please sit, Bruce. I brought an extra Bible for you if you want one."
Bruce smiled. "Thank you, but I don't think I'll need it."
"Do you have all the verses memorized or something?" Betty said.
"A lot of them."
Betty looked at him skeptically.
"You can test me if you like," he said.
Betty flipped through her large black leather-covered Bible. "Okay, Psalms Twenty-three."
Bruce stared into Betty's eyes and recited, "'The Lord is my shepherd; I shall not want. He maketh me to lie down in green pastures: he leadeth me beside the still waters. He restoreth my soul: he leadeth me in the paths of righteousness for his name's sake. Yea, though I walk through the valley of the shadow of death, I will fear no evil: for thou art with me'…come on give me a difficult one."
She raised her eyebrows and crinkled the thin pages as she flipped through them. "Okay, Second Timothy chapter one, verse seven."
Bruce smiled, "This is one of my favorites. 'For God hath not given us the spirit of
fear; but of power, and of love, and of a sound mind."
"Okay, smarty pants, how can you do that?"
"I spent some time in a monastery in Italy."
"Were you a monk?"
"I used to be."
"What's a former monk doing in here?"
"I was convicted of involuntary man slaughter for killing a man in El Paso."
"Did you do it?"
"Of course."
Bruce leaned forward and whispered. "I altered the brakes on a car I borrowed and then hit a man and claimed the brakes failed."
"But why did you do that?" Betty asked, still whispering.
"I had to make it look as though it were an accident. I can't fully fulfill God's mission while doing hard time."
"What mission do you believe you're doing for God?"
"I am a recaller."
"What's a recaller?"
"I recall recalcitrant souls. And what are you doing here Betty? Why do you choose to spend your time here?"
"I used to be the First Lady of Texas, so volunteering was my main job. But now, I do it because I just want to help others."
"Did you and the governor get voted out?"
"No. The son of a bitch divorced me just after he won his second term. He told me that he had found someone else, his young campaign manager. But, I never liked politics anyway. I just went along with it because that's what he wanted to do. Anyway, that's all in the past. I'm interested in your situation. Who tells you who needs to be recalled?"
"And where do you recall them to? Heaven?"
"No, heaven doesn't exist like most people think it does."
"How do you know?"
"I've been blessed with the ability to remember who I was before I came to this life as God's recaller. We are gathered together as glowing auras of light in a conglomerate of support groups. Our souls learn through observance of other souls' examples until we are ready to choose the next life where we will be tested."
"That sounds a lot like reincarnation. You believe in reincarnation?"
"There's more to it than that, but that is one interpretation we have come up with here on Earth."
"I don't believe in reincarnation. I believe there is a heaven, just like the Bible says, paved with gold."
"There isn't anything wrong with believing that Betty."
"Well, good, because that's what I believe," she said and the furrowed her brow at her next thought, "How can you do evil things and think you're doing good?"
"Why do you believe God has no hand in anything evil? If he is the creator of all things, he must obviously be the creator of both good and evil. People ask, 'why do bad things happen to good people?' The answer is personal growth."
"I'm not sure I understand."
Bruce held his hands up as if he was holding an invisible ball. "Imagine you're looking down on Earth and can hear people's thoughts. What would you hear?"
Betty shrugs.
"You'd hear billions of good people trying to make their way in the world. And you'll also hear billions of others plotting to make their personal lot in life better at the expense of others. What we don't realize is that peace, harmony and its by-product, true happiness, cannot be attained without love. But love is not a zero sum game. There is no equal and opposite reaction to love. When love is applied to the equation it is re-directed and multiplied exponentially."
Betty smiled. "You believe love conquers all, but you also believe that you're sent on a mission from God to kill people for the good of society?"
Bruce smiled. "Life is full of paradoxes Betty. But I am not a foot soldier, blindly executing orders without context. I have communed with the Almighty and have been given this difficult task for my own growth."
"You know you sound like a crazy person, right?"
"Yes, but that is none of my concern. I realize that there are many who are not yet developed enough to comprehend this."
"Comprehend what? Vigilantism?"
"No. Underdeveloped souls cannot be allowed to hinder human progress toward the realization that love is the answer to the refinement and ultimate perpetuation of positive human development."
"No offense, but I think if there is a hell, you're headed there."
Bruce smiled. "It's not easy stuff to accept, but just like heaven, hell doesn't exist either. It took me a few lifetimes to understand this."
"What does the prison psychiatrist think about all of this?"
"I tell her what she wants to hear."
"Most would call that lying."
"Most do not realize that lying is not a damning sin. In fact, there are no damning sins."
"Because there's no hell right?"
"Precisely. We are here to develop our souls, to grow as loving beings, not count our transgressions and atone for them on our knees, chanting prayers as if we could take it all back with enough penitence after the fact."
"I think many would disagree with you."
"Yes, I know. I can't help it that our species are mainly a large flock of sheep. We trust habit and tradition regardless of whether it makes sense or not."
"So, you don't believe in sins?"
"The only thing that counts is that we develop ourselves and help develop others in this personal battleground on Earth. The highest form of development is to love others above yourself and the lowest is to sacrifice others for personal gain. If an undeveloped soul threatens a critical path for someone else while exercising free will, there will be an intervention. That intervention is me."
"I guess I don't understand fully."
"Someone like me was sent to kill Julius Caesar, Alexander the Great, Trotsky, Che Guevara and John F. Kennedy."
"What's wrong with JFK?"
"We poured our money and effort into putting men on the moon simply to honor the legacy of a superb leader. Collectively, JFK was worth more to us as a revered memory. Exactly why he was recalled.
"What about Hitler? Or Stalin? Why didn't someone recall them?"
"Those two were allowed to reign for some time specifically to serve as examples of how not to be. Sometimes negative examples are more potent than positive ones. Look at the phenomenal experience millions of people were able to gain all over the world from their personal struggles during World War Two."
Betty shifted in her seat, suddenly a bit uncomfortable.
"We should get back to our Bible study."
"Okay, I have an example from the Bible, Judas Iscariot."
"What about him?"
"What did he do?"
"He betrayed Jesus."
"Yes. And people hated him for this. But what was he really doing?"
"He was fulfilling prophesy."
"Yes. He accomplished his specifically assigned task of betraying Jesus. He chose that life to live. His aura changed colors the moment he betrayed Jesus. He grew as a soul. His grief was epic and his legacy eternal."
"You admire Judas?"
"He is one of my all time heroes. His betrayal allowed Jesus to fulfill the prophesy and positively affect billions throughout the course of history. The ones who administrate organized religion are the ones who have distorted his sacrifice."
"I don't know if I believe what you believe. But the Bible tells me to be tolerant and compassionate even to those who may not believe exactly as I do."
"That's an excellent interpretation Betty. I think the world would benefit from a healthy dose of tolerance. Who is to say there is only one right way to think and believe?"
"Well, I do my best. It's not easy to be tolerant."
"The real challenge is to continue to love when everything in your being screams to not love. It's a challenge I overcame the life after I was burned at the stake during my time as Giordano Bruno."
"Why were you burned at the stake?"
"For not agreeing with the beliefs of the Catholic church at the time. There's a statue that commemorates my sacrifice at the exact spot where they burned me in a field that is now Campo dei Fiori piazza in Rome."
"Where did you and the church disagree?"
Bruce smiled. "Reincarnation among other things. So, after two hundred and thirty years of counseling with my soul support group, we decided it was time I put the ordeal behind me. They helped me choose my next life as a French mercenary tasked to protect the Pope. I eventually laid down my life for the legacy that tortured and killed me in my previous life as Giordano Bruno. My aura changed color from a relatively under-developed pale red to a progressing light yellow the moment of my sacrifice."
"Looking at it that way, I think my aura changed a shade when I found out about my rat-bastard of an ex-husband cared more for politics than for me."
"If you do something about your ex-husband, then that is aura-changing growth for the soul. I believe I can help you with that."
"You can help me with what?"
"There is a reason I'm in Texas Betty. I can see that now."
"It was to meet you."
"Why do you say that?"
"Because it was revealed to me that my next assignment is your rat-bastard ex-husband."
Betty sat in her living room after church re-reading the verses in Mark 14 that relayed Judas' betrayal of Jesus. A loud knock pulled Betty from her thoughts and made her jump. She tip-toed to the door and pulled the curtains back extra slow so as not to show its movement. She expected to see Girl Scouts or the Tee Ball crowd selling candy bars. But her heart did flips when she saw Bruce standing on her porch with blood dripping from his hands. She took a deep breath before she opened the door.
"Hello Betty," he said in a calm, metered tone.
"Hi. Did you escape or something?"
Bruce smiled. "No. I was paroled yesterday."
"I didn't realize you were up for parole," she said, her voice barely audible against the constant wail of a police siren in the distance.
"Do you think I could come in and we can talk while I wash my hands?" he said and showed me his hands glistening with wet, red blood.
Betty ignored the few drops of blood dropping onto her porch. "Of course, I'm sorry, where are my manners?" She said and opened the door wider so he could slide past her and into the house.
"Thank you Betty," Bruce said as he looked her in the eyes.
Betty just smiled. "You can use the sink in the kitchen. It'll be easier to clean up any blood in there," she said and pointed down the hall.
Betty peered out the window and saw local black and white police cars speed past the house with lights flashing and sirens blaring. She then focused on the several shiny dots of fresh blood on her porch.
"Oh no," she said.
Betty rounded the corner into the kitchen and saw Bruce washing his hands with a lather of suds and a small scrub brush for the blood that had seeped under his fingernails.
Betty pointed to Bruce's hands. "Who was it?"
"Just someone who still needed to learn a thing or two about love," he said as he kept scrubbing.
A loud knock on the front door cut their conversation short.
Bruce looked over at Betty, "Just let them take me. My mission is my own responsibility to bear. This is the life I have chosen to live."
"I know what needs to be done," she said and pulled a long filet knife from the knife block on the counter.
"What's that for?" Bruce said, looking at the knife.
"You're not the only one who must make difficult decisions," she said and pulled the blade hard across her left palm.
Betty bit her lip and squeezed her eyes shut as her brain absorbed the sudden onslaught of searing pain from the deep slash she inflicted on her hand. A beautifully random pattern of blood fell on her immaculate kitchen floor like reluctant raindrops.
Betty gingerly opened the front door with one hand and cradled her wounded hand, wrapped in a white dishtowel with bright red splotches seeping through.
The police man's eyes got wide as he instinctively placed his shooting hand on his weapon when he saw the blood dripping from Betty's hand, mixing with Bruce's blood on the porch.
"Is everything okay Ms. Donovan?"
"Yes, yes, officer. I'm just a bit clumsy today. I was cutting open a bag of potting soil and got my hand pretty good."
"Do you need an ambulance?"
"No, no. I don't even think I'll need stitches. Thank you though. What's going on? Why all the sirens?"
"It seems there's a dangerous person at large somewhere. That's all we know right now. We don't have a description, so I must ask you to stay indoors. If you see anything suspicious, call us right away."
"Oh, I will officer. But first I think I'll head for the hospital to get my hand looked at."
"Be sure to lock your doors and windows when you get home."
"Oh, I will."
"Are you sure we can't call you a ride?"
"No, I'll be okay, thank you officer."
Betty closed the door and went to the laundry room off the kitchen. Bruce was leaning on the washing machine, waiting.
"Come on, we're going for a ride."
Betty pulled out of her garage, down her driveway and onto the street. She waved to the same police officer as she drove out of her neighborhood. A few minutes down the road she parked behind an eighteen-wheeler, where she couldn't be seen from the road, and got out to open the trunk.
"Okay, you can get up front now."
Bruce climbed out of the trunk and settled into the front passenger seat.
Betty smiled. "Where to partner?"
"What do you mean partner?"
"Where are you headed? How will you get there? Do you have money?"
"You don't have to help me Betty. In fact, it's better for you if you don't."
"I don't think you're in a position to tell me what I want."
Bruce shot an anxious look outside. "We'll have to discuss this on the way then."
"On the way to Austin? The governor's house? I know a secret way in," she said and cracked a devious smile.
"A ride to the county line will be fine. I'll tell them I made you take me."
"If you're right that there's no heaven or hell and God's going to recall him anyway, why wouldn't I help you recall that son of a bitch of an ex-husband of mine?"
Bruce smiled. "I think your aura's changing as we speak."
Todd Tavolazzi is a full-time Naval Officer stationed in Naples, Italy and a part-time writer. He usually writes with a drink and a smoke.


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Manuel Latruwe Belgian Patisserie and Bread Shop provides bread, viennoiserie, ice cream, desserts, confectionary products to Calgary cafes, restaurants, catering companies and small bakeries.
When you become a wholesale account, we are always available to answers questions on our products, presentation and preparation.
To arrange the consultation and find out what products best fit your needs send us an e-mail to email@example.com.


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Dow Performance Fluids Selects ChemPoint.com as Distributor of High Temperature Heat Transfer Fluids
December 08, 2008ChemPoint
HORGEN, Switzerland, December 8, 2008 - Dow Performance Fluids, a business unit of The Dow Chemical Company ("Dow"), announced that it has extended its marketing relationship with specialty and fine chemical e-distributor ChemPoint for High Temperature Heat Transfer Fluids (DOWTHERM TM, SYLTHERM TM). Beginning January 1, 2009, Dow will expand this relationship to the following countries in Europe: Norway, Sweden, Denmark, United Kingdom, France, Belgium, the Netherlands, Luxembourg, Spain, Portugal and Italy. It is agreed that ChemPoint will provide marketing, sales, customer service and order fulfillment for customers in above mentioned countries.
Dow chose to work with ChemPoint to quickly implement an enhanced customer service strategy by closely monitoring the status of synthetic fluid and customer needs. ChemPoint's excellent marketing, telesales model and customer relationship management system offer the best possible way across diverse geographies for Synthetic Fluid Life Management. "This change is being made to more effectively service the users of High Temperature Heat Transfer Fluid and bring a more proactive approach to meeting customers' needs." says Renaud Jourdan, Global Marketing Manager for Dow's High Temperature Transfer Fluids. "After a successful transition in the U.S., we are confident that ChemPoint's model will provide excellent support to our customers and their highly technical processes."
"Utilizing our technical sales team, innovative processes, and advanced technology, we are prepared to help direct Dow's efforts through acquiring customer specific requirements and thus developing concentrated campaigns," said Steve Block, ChemPoint Vice President of Marketing and Sales. "Our dual efforts will provide Dow customers with excellent service and product specific technical assistance."
Effective January 1, 2009, buyers can purchase Dow High Temperature Heat Transfer Fluids from ChemPoint via telephone at +800 2436 7646, fax +31 43 711 0282, e-mail email@example.com or through www.chempoint.com.
With annual sales of $54 billion and 46,000 employees worldwide, Dow is a diversified chemical company that combines the power of science and technology with the "Human Element" to constantly improve what is essential to human progress. The Company delivers a broad range of products and services to customers in around 160 countries, connecting chemistry and innovation with the principles of sustainability to help provide everything from fresh water, food and pharmaceuticals to paints, packaging and personal care products. References to "Dow" or the "Company" mean The Dow Chemical Company and its consolidated subsidiaries unless otherwise expressly noted. More information about Dow can be found at www.dow.com.


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6 juin, 2017 | echo $cat['nom'.$langExt]; ?>
Discover coconut!
Like many, you probably discovered coconut through macaroons or the famous Queen Elizabeth cake. You may have even savoured its rich taste in dishes from different world cuisines, especially those of Thailand, India and Indonesia.
Coconut-producing countries include India, Indonesia, the Philippines, Thailand and Vietnam.
Its crunchy texture and flavours add a little tropical taste to any dish. So why not make it one of the first things you enjoy when you wake up? Starting June 19, that's exactly what you can do, thanks to our new menu featuring coconut.
You're in for a treat! Our coconut has been carefully selected and contains no additives – it is 100% coconut!
Here are some fun facts about coconut:
- The word coco means "face" in Spanish and comes from the fact that those who discovered the fruit thought that its three holes at one end resembled a face.
- Coconut is not a nut, but rather the core of a fruit.
- When ripe, coconuts fall to the ground.
- Coconuts float on water.
- A coconut tree takes about 10 years to produce significant amounts of coconut, about 100 per year.
- The coconut tree has a life span of about 80 years.
- You can make a range of products from coconut: water, milk, coconut oil, flour, sugar, cream, whipped cream, grated meat, flakes, chips, etc.


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- a person who's not lying should be relaxed, body gestures should be normal.
- a repetitive hand or body gesture might mean that the person is lying such as constantly rubbing their nose or touching their face.
- if a person is lying he/she usually looks left when they talk because they're making up the story while they're talking.
- i f a person is telling the truth, the eyes would be looking right.
-some people are professional liars, so concentrate to every detail they say, for example if a person says i went to a Japanese restaurant with friends, you have to ask whom are they? if there were some fillers in the sentence such as ahhh ammm you'll know that they just made it up.
- finally, keep on asking follow up questions until you're certain if the person is telling the truth or not.
love and positiveness,
Abdulrazzaq Al-Musallam


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Are you interested in attending SFU in the future?
SFU will be here on Wednesday, November 23rd at 3:30pm, for a special presentation in the Multi-Purpose Room, at Burnaby South.
This presentation is open to any Grade 10 to 12 Students and Parents
The SFU Presenter will provide information on SFU's Programs, Campus Life and Admission Requirements. It will also be an excellent opportunity for all of you to get all of your questions answered right away!
This is the ONLY time they will be here this year!! Make sure you come if you are interested!!
Good Luck!


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Guy Rose Fine Art- Guy Rose Experts
Guy Rose BIOGRAPHY
Guy Rose Fine Art GALLERY
Guy Rose Fine Art-Contact US
Guy Rose Fine Art
The Premier Online Art Gallery Buying Works By Guy Rose (1867-1925)
The Green Mirror
Notre Dame de Grace
Pebble Beach
Carmel Valley
We are Guy Rose Fine Art
We love and cherish the artwork of famed early California painter Guy Rose (1867-1925). Our mission is to locate and discover as many works of art by this very talented and beloved artist. Over the span of 50 years we have been fortunate enough to locate and buy over 25 works by Guy Rose.


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Jeri Acosta
M.O.M. of Robert (age 20 years)
Robert Acosta
Jeri's son, Robert, was an active, energetic student at The University of Louisiana – Lafayette when he began feeling ill and complained of groin pain. At the school health center, he was diagnosed with a pulled muscle and sent home. Shortly after, Robert started vomiting and was rushed to the hospital, where a rash developed over his body. He was placed in the ICU and diagnosed with meningococcal disease. Sadly, Robert passed away only 21 hours after his first symptom. It was not until after Robert's death that Jeri learned vaccination could potentially have saved her son's life. Robert once told Jeri, "There are talkers in life, and there are doers. The talkers just talk and never accomplish anything. But the doers get stuff done. Let's start a revolution of doers, Mom." With this in mind, Jeri has made it her mission to educate others about the disease and its prevention.
"I pray that by educating others I can save as many lives as possible, in Robert's memory," said Jeri. "I'm not going to let anyone forget."
Elizabeth Garrett
T.E.A.M. member (survived at age 18 years)
Krystle Beauchamp Grindley
T.E.A.M. member
Krystle was in her last semester as an undergraduate student at the University of New Orleans in 2005 when she woke up feeling ill. As the day progressed, she experienced problems with her mobility and vision. She called her father, and he carried her to his car and drove her to an emergency room. Because they suspected bacterial meningitis, doctors performed a spinal tap and checked to see if Krystle could bend her head or neck. She remained in the hospital for several weeks while she recovered the disease and associated complications. At the time of her diagnosis, meningococcal vaccination was not yet required in Louisiana.


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REGULATE is a 8 letter word that starts with R.
\Reg"u*late\ (-l[=a]t), v. t. [imp. & p. p. {Regulated}
(-l[=a]`t[e^]d); p. pr. & vb. n. {Regulating}.] [L.
regulatus, p. p. of regulare, fr. regula. See {Regular}.]
1. To adjust by rule, method, or established mode; to direct
by rule or restriction; to subject to governing principles
or laws.
The laws which regulate the successions of the
seasons. --Macaulay.
The herdsmen near the frontier adjudicated their own
disputes, and regulated their own police.
2. To put in good order; as, to regulate the disordered state
of a nation or its finances.
3. To adjust, or maintain, with respect to a desired rate,
degree, or condition; as, to regulate the temperature of a
room, the pressure of steam, the speed of a machine, etc.
{To regulate a watch} or {clock}, to adjust its rate of
running so that it will keep approximately standard time.
Syn: To adjust; dispose; methodize; arrange; direct; order;
rule; govern.


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Ys Book I & II – Save Games
Turbo CD
Wii Game Save File (North America)
|Save Game File
|consummate gamer
|QABE--file 1 is saved before final battle (Adol is level 62 with all equipment), 2 is after reaching Ramia Village, 3 is the beginning of Book II, 4 is the end of Book I, and 5 is before Darm Tower.
Got Your Own Save?
You can submit game saves so our users can get to your level.


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Thanks to the generosity of Brookfield Zoo our JOY (Just Older Youth) Program for seniors went on an adventure today!
Not only were they provided Motor Safari tickets to be able to get around the park more easily, they were also given entrance into the Dolphin Show.
This was a special day for all the attendees as they do not often get to go on trips such as this due to mobility issues or general limitations.
Thank you again Brookfield for all your accommodations!


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Education startup Macat wants to use the power of Cambridge to make you a better critical thinker, and it has raised $30 million to help boost its online learning platform out of the beta testing phase.
There are plenty of startups that have promised to disrupt education using technology, and an almost equal number that have crashed and burned, unable to either get users to finish their courses or provide them any tangible value. In particular, MOOCs, "massively open online courses" that bring university classes online, have seen a sharp drop from the hype of saving our college system to the reality of completion rates in the single digits.
But Macat CEO Hassan Abdou tells Business Insider his platform is different, and lives in a sweet spot between the academic rigor of online courses by universities like MIT and Harvard, and the easier-to-digest lessons of places like Khan Academy.
Here is what Macat does.
The company takes some of history's most famous books and thinkers, and has a stable of 600 young professors and PhD candidates "translate" them into engaging lessons. These modules are designed not only to impart knowledge, but to improve critical thinking. They aren't simply lectures. Macat currently has 75 texts completed and plans to have 200 by the middle of 2016, according to Abdou.
This emphasis on critical thinking is, Abdou says, a pillar of Macat — and it seems to be what will make or break the platform.
The big promise of Macat is that its Cambridge-approved teaching method can actually make you a better thinker. And one of the ways Abdou has convinced a set of angel investors to place $30 million into his venture is because, in a preliminary way, the system has already been proven to work.
Cambridge did a small study last year on Macat's teaching modules, and found that using them caused improvement in both discipline-specific and general critical thinking skills in just 8 hours.
For Abdou, this is a start, but Macat is now launching the next phase, which he describes as the "largest ever international critical thinking study." It starts in January. The study will encompass 1000 universities, 750 businesses, and 250 schools. Its goal is to map out how good we all are at thinking critically, and understand where the gap is between that and what employers are looking for.
This is a place where Abdou wants to build concrete value into Macat. He says the US is graduating students, even from prestigious universities, whose skills are misaligned with those employers want. Sure, some of that has to do with a lack of STEM (science, technology, engineering, and math) education, but Macat's focus is on what we lack in critical thinking.
If Abdou can go to a student and say, "These are the specific critical thinking areas you need to improve to get a job in the field you want," and then use Macat to make up the gap in schooling, this is when the money could start to flow in. Macat's pricing model, which right now is a freemium model with main functionality costing $120 a year (or $30 if you choose monthly), seems reasonable.
But to be able to say that, Abdou will have to prove Macat works beyond a narrow trial at Cambridge. And this requires a heavy investment in content, he says. Abdou explains that some education technology companies, particularly those involved in STEM, can lean on the "technology" facets of their company. It is easier to distill this type of knowledge into a teachable formula.
But the humanities is harder to automate, he says, and if you simply throw dry material up on the web, you'll see the same abysmal completion rates MOOCs have.
"There really is no shortcut to this," Abdou says, at least, not that anyone seems to have found.


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So I didn't cry in my car; I made it all the way home. The time in the car was more like a period of shell shock.
I thought I had my expectations set low. I went to the gym for the first time, expecting to merely go through the motions (no resistance, no pushing, no incline). I anticipated a light sweat–nothing like I'd normally do at the gym but just enough to give me that "I worked out!"little bit of glee I'd been craving.
The reality was harsh.
The first thing that gave me pause was putting on my shoe. I thought my left foot/ankle seemed a little swollen; the reality, as demonstrated by WEDGING my foot into my Nike Free, is that my ankle is huge. I hadn't seen my foot in a regular shoe since the ankle break; looking down at what bulged over the mouth of the shoe was sobering. My foot was already squished and uncomfortable, and I hadn't even DONE anything. Trying as ever to be positive, I thought that this would be a good thing, as I could easily see when I began to swell, um, MORE.
I tried the elliptical first.
My ankle's range of motion was not comfortable, but bordering on painful. I made 5 minutes going forward and then decided to try 5 minutes striding backward. Backward actually worked better…until my left calf cramped up 5 minutes later. Ok.
Next, I decided to hop on the recumbent stationary bike.
This was fine in the sense that the movement did not bother my ankle overly much. However, I couldn't put any resistance on the machine, and it felt like my legs were flailing, like I was some rodent simply working a laboratory wheel. I lasted 10 minutes before I decided to try some upper body weights. This was okay…except I had to think about my ankle more than you'd imagine. I did all the upper body machines upstairs by the cardio machines and then I decided to try something else.
I checked out the ergometer.
This looked like a good option on paper: my feet stay positioned in the foot rests while my upper body does the work. I think this is what pushed me over the edge…my ankle won't bend enough for my seat to come forward fully. I can come about half way. And it hurts. I did 5 easy, slow minutes to see if perhaps the range of motion might improve after some limbering up. It didn't, and I got off.
So I thought I'd attempt the treadmill.
I opted to just work a regular walk (I have a hard time not limping but it's getting rapidly better). I set my limit–I could only go as fast as I could walk without limping. And that, friends, was one mile per hour. 1/10 of a mile took 6 minutes. I got off the treadmill, done.
I tried to roll out my legs but I can't put pressure where the break is. I have a hard time supporting my weight on that busted leg in order to roll out the non-gimpy leg. I gave up and left the gym.
There was no sweat. My heart rate got to 110, max. The experience was more uncomfortable than not. I found little joy.
And for that, I have to come home, ice, put my foot up. Which means all the other things that I needed to do aren't going to get done until I can get back on my feet today. It is very, very hard not to be depressed. Honestly, I am very sad.
I'll see how I feel tomorrow, and I'll just keep going back, doing exactly what I did today. In two weeks, if I don't see that what I'm doing is bringing any improvement, I'll have the doc give me the PT info and I'll get started. And I'm going to try swimming this weekend. Maybe that will be the magic ticket.
I hope.


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Tolix Style Yellow Metal Indoor-Outdoor Chair with Arms
Your home will look great with this high-quality Tolix Style Yellow Metal Indoor-Outdoor Chair with Arms catering to the budget price point. This chair fits in nicely for restaurants desiring a Tolix design. This chair is made of the highest-quality metal. There is a wide range of colors for this chair, including yellow. This product is backed by our customer satisfaction return policy and our best price guarantee.
Completely transform your living or restaurant space with this vintage style chair. Adding colorful chairs can rev up any setting. The versatility of this chair easily conforms in different environments. Chairs are lightweight and easily stack for storing. A cross brace underneath the seat adds extra stability and features plastic caps that prevent the finish from scratching when stacked. The frame is designed for all-weather use making it a great option for indoor and outdoor settings. For longevity, care should be taken to protect from long periods of wet weather. The legs have protective rubber feet that prevent damage to flooring. So whether you're using this chair for your kitchen, patio or bistro, it is sure to liven up your decor.
|Dimensions & Weights
|10.48 lbs.
|Back Size
|11"W x 11.5"H
|Arm Height From Floor
|Arm Height From Seat
|Overall Width
|Overall Depth
|Overall Height
|Weight Capacity
|330 lbs.
|Seat Height
|Seat Size
14"W x 14"D
|Additional Info


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- Description
Fly into your next adventure with this WordGirl Red Worrrd Up! Backpack.
Featuring WordGirl and Captain Huggy Face, this roomy personalized backpack is perfect for carrying toys, books and school supplies. With its front zipper pocket and adjustable straps, it's ideal for your next high flying adventure!
- Adjustable, padded shoulder straps
- Front pocket with zipper closure
- YKK zippers
- Two side pockets
- Convenient carrying handle
- Headphone cord opening
- 12" W x 14" H x 5" D
- Additional inner pockets
- Personalize with name up to 9 characters
- Reviews


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We left Martin Creek Lake State Park and drove about 95 miles northeast to our last Texas stop near Texarkana. Our destination was the Clear Springs Camp Ground another beautiful Corp of Engineers Park. We booked a site for the weekend expecting it to be a bit noisy as we noticed all the weekenders setting up for their fishing and/or fun boating trips on Wright Patman Lake where this park is located.
Right after setting up we took a 2.5 hike throughout the campground to take in its scenic beauty. Our loop had very spacious campsites located in the middle of some very tall loblolly pines and sweetgum trees so we knew immediately we would enjoy our stay. Continuing our walk in each of the camp loops we noticed some lakeside sites even had a small deck overlooking Wright Patman Lake… how cool is that?
Well it started clouding up so we headed into nearby Texarkana to check it out and we must say this town lacks a lot of character as it had run down areas with many buildings in decay. There were some interesting buildings around town but they are in sore need of a facelift. Someone with deep pockets and a knack for real estate could make a huge impact.
We did find a little cool little pub called the Hopkins Icehouse where we stopped in while it rained lightly and enjoyed a cold frosty beverage. Sharon ordered a Pig Trail Porter (our first Arkansas craft beer) and it was quite tasty with lots of body. We made a note to visit the brewery in Little Rock Arkansas once we get there.
The next day we decided to relax and enjoy our beautiful campground. We also wanted to hike the remaining trails in the park. Just before lunchtime we had some surprise visitors Curtis and Loretta Rose who noticed our check in on the RVillage web page. RVillage is a great site to find new friends and to stay in touch with those friends already made. It is kind of a Facebook for RV'ers. We had a delightful visit with the two of them and made lunch plans for the next time we pass through their hometown..
Our last evening while lounging around our site we suddenly realized this was actually the quietest park we have ever stayed in on a weekend because despite the crowds we experienced little or no noise! We ended our stay with a homemade dinner of beef stroganoff and a fine glass of wine to enjoy while we sat around our campfire. Yes this was memorable stay at a gorgeous campsite on our Road of Retirement…
NOTE: We are now at the Downtown Riverside RV Park in Little Rock, Arkansas for three nights …


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Poughkeepsie, N.Y. - The New York State Travel & Vacation Association (NYSTVA) honored tourism excellence with the presentation of awards at the Empire State Tourism conference on March 2 in Albany. Dutchess County Tourism was the recipient of the Cultural Heritage Award for their group tour video promoting the new experiential tours offered at the area's historic and cultural sites. The Empire State Tourism Conference is hosted by NYSTVA, an organization established to bring together the state's tourism industry professionals. In bringing the industry together, their goals are to: advocate government policies and programs which will strengthen the industry; to raise the level of professionalism within the industry; to encourage the development of cooperative relationships and partnerships among its members; and to raise consumer awareness and appreciation of travel and vacation opportunities in New York State. The Cultural Heritage award honors a program or project aimed at exposing visitors to the state's unique cultural aspects, increasing visitation to a community or region, and stimulating the local economy. The award recognized the group tourism video Dutchess County Tourism created in order to stimulate tours at the county's historic and cultural sites by making them more experiential and interactive. Teaming up with consultant Joe Veneto, they were able to successfully enhance their sites' signature tours with interactive exhibits and hands-on experiences. Dutchess County Tourism used this as a marketing tool for attracting groups by creating a flash drive featuring videos of the new experiential tours. The goal was to provide tour operators with a portable marketing tool, specific to their needs serving multiple purposes in their efforts to promote tours to their group leader clientele. The ultimate goal is to increase group visitation at area attractions and historic sites. The Dutchess County sites featured in the video are:
- Staatsburgh State Historic Site http://www.staatsburgh.org/
- Clermont State Historic Site http://www.friendsofclermont.org/
- Gigi Hudson Valley http://www.gigihudsonvalley.com/
- Dia: Beacon, Riggio Galleries http://www.diaart.org/
- Walkway Over the Hudson http://www.walkway.org/
- Millbrook Vineyards and Winery http://www.millbrookwine.com/
- Wilderstein Historic Site http://www.wilderstein.org/
- Bridge Music http://www.josephbertolozzi.com/
- Mount Gulian Historic Site http://www.mountgulian.org/
- Vanderbilt Mansion National Historic Site www.nps.gov/Vama
- Home of Franklin D. Roosevelt www.nps.gov/Hofr
- Beacon Studios; http://www.beaconarts.org/
- Old Rhinebeck Aerodrome http://www.oldrhinebeck.org/
- Dutchess County Fairgrounds http://www.dutchessfair.com/ .
###Dutchess County Tourism in Poughkeepsie is a division of the Dutchess County Economic Development Corporation and is funded by the county of Dutchess. Contact: Nancy Lutz, 845-463-5664


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If you are in the market for a memory kit that offers great overclocking ability along with an ideal price, then G. Skill may have you covered. Equipped with the amazing Micron GMH chips, these modules have some pushing power.
The memory market right now is fierce. There is so much competition and desire to be at the top, that it's the end users who are benefiting. If you simply hit up an e-tailer, you will find so much choice when it comes to DDR2 memory, it can really be overwhelming. To help things become more complicated, there are near 10 different frequencies to choose from, from a huge array of manufacturers. That's why we here at Techgage try to sort through the good and the bad. Fortunately, we have not run into a -bad- kit for a while, which is great to see. We seem to be at a time where it's hard to get a real poor kit, unless you are striving for value memory.
This is the first G. Skill kit we have tested out here, so I was looking forward to seeing how much performance I could squeeze out. Currently, the PHU2-2GBHZ are some of the best overclocking modules around, especially considering the price. I knew this prior to this review simply because of watching other overclockers take their kits for a ride.
But, I am getting ahead of myself. Let's take a look at what the modules and packaging looks like, before we get into the specifics.
The standard plastic blister packs that we are used to are G. Skills choice. Unlike some other companies though, we here have a picture of a racecar. That just tells me right there how good these are ;-)
The modules themselves are equipped with some of the best looking heatspreaders around. Pure black, and army-esque. These are hardcore. They are so dark colored, that the cheap camera I was using at the time couldn't capture it's greatness. I have to hand it to G. Skill… their heatspreaders are some of the best looking out there.
The sticker includes information such as model, timings and frequency. Unlike many other manufacturers on the market, G. Skill includes the default voltage option, which is a huge help, and saves time hopping onto their website to find it out. You don't want to be pushing more juice into them than necessary, really.
The modules also include a lifetime warranty, although I am unsure if they will be covered if overclocking is performed. I am awaiting an answer on the matter, and will update the article accordingly once I am told.
Enough about the modules, I know you are here for performance, so let's go.


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Many sellers on VACANT-LOTS.COM are now offering seller financing through installment payments. Under this option, buyers can avoid traditional bank financing by making a down payment (typically 10% of the purchase price) and paying the balance over a period of one, two or three years with a balloon payment. Exact terms are negotiable between the buyer and the seller.
Refer to our ARTICLES OF AGREEMENT FOR DEED for general terms.


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Toyota Financial Services
- Repairs done by Toyota accredited repairers
- Cover for accidental damage, theft and hi-jacking and 3rd party liability
- Cover for hail damage
- Cover for your windscreen and factory fitted sound system and accessories
Assist services including:
- Road Assist
- Home Assist
- Medical Assist
- Trauma Assist
- Legal Assist
- Towing and Storage Assist
- Vehicle repatriation and SASRIA included
- Death: This benefit will pay out what you still owe to your finance provider.
- Permanent Disability: This benefit will pay out what you still owe to your finance provider.
- Temporary Disability: While you are temporarily disabled you will receive an amount of money equal to your monthly instalments.
- Dread Diseases: The policy will pay out, based on severity, what you still owe your finance provider once there is a conclusive diagnosis of the dread disease.
- Loss of Income: Your monthly instalment will be paid for a maximum period of 3 months per claim, limited to a maximum period of 6 months.
- Death: This benefit will pay out what you still owe to your finance provider.
- Permanent Disability: This benefit will pay out what you still owe to your finance provider.
- Will pay the difference between what your Comprehensive Insurance pays and what you owe to your finance provider, excluding arrears and arrear interest up to a maximum of R1.5 million.
- This benefit contributes up to R15 000 towards your underlying excess required by your comprehensive insurance claim.
- We will pay R15 000 towards the purchase of a replacement vehicle of your choice from a Toyota dealership within 3 months of finalising the Underlying Insurance Policy claim.
- Pays your monthly vehicle instalment to the finance provider if the vehicle is declared a Total Loss. The maximum monthly payment will be equal to your vehicle instalment, but limited to R5 000.
- We will contribute R5 000 for any additional costs that may occur as a result of a Total Loss. Examples of typical expenses that may occur are additional excess payments, and payment towards a rental vehicle or transport facilities.
- This policy will pay the deposit paid by you at the original purchase date.
- The maximum payment is R500 000.
- This benefit is only payable in the event of involuntary retrenchment.
- While you are retrenched, the policy will pay your full instalments (including insurance premiums, but specifically excluding arrear instalments and interest on arrears).
- The maximum period over which you will be covered for is 9 months, limited to a maximum of 6 months for the first claim.
- There is no cover for the first 3 months from commencement of this policy.
- Interior damage such as scratches, scuffs and tears.
- Exterior damage such as minor dents, chips and scratches.
- We pay up to R4500 (including VAT) per maintenance repair.
- No limit to the number of repairs needed.
- All material facts are accurately, fully and properly disclosed by you.
- You need to be satisfied with the accuracy of any transaction submitted by your intermediary on your behalf.
- Misrepresentation, incorrect or non-disclosure by you of any material facts or circumstances may impact negatively on any claims arising from your insurance contract.
MyToyota Insurance
If your car is financed with us, you can now add comprehensive motor insurance to your monthly repayments. By bundling your comprehensive insurance with your vehicles monthly payments you'll be able to save on time and administration fees.
If you would like to know more or for a quote contact your Toyota dealer or call us on 0860 98 98 98.
What is included in the Insurance policy?
When you choose us to finance and insure your car, you not only get great insurance cover but also the following benefits and features:
Switch today to start saving
Credit Protection Policy
Credit life protects you and your family in the event of your death, permanent disability, temporary disability, loss of income or diagnosis of a dread disease.
How will you benefit
Death and Disability Policy
This policy will ensure that in the event of your death or permanent disability, the full outstanding amount on your finance agreement will be settled.
How will you benefit
GAPP (Guaranteed Auto Protection Plan)
This policy operates together with your Comprehensive Policy. It will give you additional cover should your vehicle be damaged, written off or stolen, and you find that the money your insurer pays out is not enough to cover what you still owe to your finance provider.
How will you benefit
Shortfall Cover
Loyalty Bonus benefit
Instalment Protector Benefit
Expense Assist Benefit
Deposit Protector Policy
This policy operates together with your Comprehensive Policy, and will pay back the deposit that you paid at the time of purchasing your vehicle should it be; written off, or stolen and not recovered, or damaged beyond economical repair.
How will you benefit
Retrenchment Policy
In our current struggling market economy, the chance of being retrenched and being left with no funds to pay your debt is unfortunately high. This policy will take care of your monthly vehicle instalment, leaving you to focus on finding alternative employment without the worry of monthly vehicle instalments.
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Streamline Maintenance Plan
Everyday wear and tear not only decreases the value of your vehicle, but it becomes unsightly over time if not maintained. Keep your vehicle in showroom condition at all times.
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"No other series on television travels the globe to tell a story like Covert Affairs, and we are pleased to bring it back for another season," said USA Network president Chris McCumber. "With its intricate storytelling, diverse characters and authentic locations, the series continues to be a cornerstone in our line-up of USA's original signature dramas."
The 4th season continues in two weeks, on October 17th, 2013.
Keep up to date on the status of your favorite mystery and suspense television with our Telemystery Scoresheet. We've updated it with today's news.


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Mass transit finance
The costs of providing mass transportation services are of two types, capital and operating. Capital costs include the costs of land, guideways, structures, stations, and rolling stock (vehicles); operating costs include labour to operate the vehicles, maintain the system, and manage the enterprise; energy; replacement parts; and liability costs (or insurance). The principal factors affecting the cost of providing mass transportation service are the type of technology used, particularly the nature of the guideway; the extent or size of the system, measured in terms of the length of the routes; and the peak passenger demand.
The choice of technology affects both capital and operating costs. Bus systems are less costly to buy than fixed-guideway technologies using steel-wheeled cars on steel rails or rubber-tired cars on concrete beams. Buses require more operators (one driver per bus), and they do not benefit from automation, whereas only one or two operators can run a 10-car train carrying 1,000 passengers, and some rail systems are nearly fully automated.
Mass transportation systems that operate on guideways separated from other traffic are more expensive because of guideway costs but are also faster, safer, and more reliable. Guideways can cost $10 million per mile at ground level in low-density areas with occasional street crossings or as much as $200 million per mile in bored tunnels under densely developed cities. Light rail transit, designed to operate singly or in trains up to four units long, can be used on guideways separated from other traffic for high-speed sections and intermingled with street traffic in downtowns or near stations. This flexibility can make light rail less expensive, and service can be brought closer to the origins and destinations of travelers. Light rail stations can simply be stopping points marked with signs or separate stations with protected waiting areas. They may be a few blocks or as much as a mile apart.
Rail rapid transit systems use heavier cars designed to operate in trains of up to 10 or 12 cars. They are used on exclusive guideways, often in tunnels or on elevated structures, and their average speeds (including station stops) may approach 30 mile/h. Rapid transit stations themselves can be costly structures, either off-street or underground, typically spaced at one-half- to one-mile intervals. Some communities have commuter rail systems, descendants of older intercity rail lines, which connect distant suburbs with downtown areas. The technology is identical or similar to intercity passenger trains, with diesel-electric locomotives pulling unpowered coaches. Speeds are high (35–40 mile/h average), stations are 2–5 miles apart, and guideways are separated from street traffic, with occasional street crossings at grade level.
The size of the mass transportation operation during the peak period is also a major determinant of costs. For example, 4,800 people can be carried in one corridor during the rush hour with buses operating one minute apart (60 buses per hour), each carrying a standing load of 80 persons. To provide each traveler with a seat (offering better-quality service), each bus would carry only 50 persons, and 96 buses per hour would be needed.
The actual number of buses to be purchased (and the number of drivers required) would depend on how long it would take a bus to make a round-trip. This depends on the length of the route (longer routes take more time and would require more buses), as well as the average speed (faster routes would allow buses to get back to the starting point sooner, requiring fewer buses). In the above example, if a route were 5 miles long (round-trip) and the bus made an average speed of 10 mile/h, it would take one-half hour to make a round-trip. If one bus were needed every minute, then 30 buses would be required, because the first bus would get back to the starting point one minute after the 30th bus left. To give each passenger a seat, one bus would be needed every 37.5 seconds (96 buses per hour), so 48 vehicles would be required.
This illustrates the way both capital and operating costs are affected by the number of passengers to be carried in a given time period, the route length, the average operating speed, and policies on crowding (whether or not each passenger gets a seat). If the transit operator buys 48 buses to serve this route, many will be idle during the midday and evening, because travel volumes will be much lower in those periods. Yet the capital cost of the buses cannot be reduced if the rush hour demand is to be met. At least 48 drivers will be required, many of whom will not be occupied outside the peak travel periods. If the morning and evening rush periods are widely separated in time, it may be necessary to hire two sets of drivers or to ask drivers to work split shifts—for example, four hours during the morning rush and four more hours in the late afternoon. Workers may demand wage premiums if the spread between the start and finish of the workday is excessively long. This illustrates the inherent inefficiencies in transit services, because they must be designed to meet peak-period travel needs. Mass transportation services that have higher capacity (passengers per hour) and offer faster, more reliable service (e.g., rail rapid transit) are more costly, in terms of both capital and operating costs, than lower-capacity, slower services (e.g., buses). To make decisions about investing in new mass transportation services, it is useful to examine the cost per passenger carried as well as the total cost to implement and operate a system. Analyses show that fixed-guideway transit requires much higher corridor travel demands (perhaps 10,000 to 20,000 passengers per hour or more) to reduce the unit cost below that of light rail or bus systems. Such demand densities are found only in larger cities, and, as the trend toward suburban growth and the spreading of travel demand over regions continues, there are fewer locations where large investments in rail transit can be justified.
Transit costs are paid from passenger fares and, in most developed countries, public subsidies. The most common way to collect passenger fares is by cash payment on the vehicle (for bus and light rail systems without closed stations) or upon entry to the station (for systems requiring entry through closed stations). Normally, the driver collects fares, although some intensively used bus and light rail systems carry conductors on the vehicles to collect fares and make change. Because making change slows the boarding process, most American systems require prepaid tokens or exact fares. It is more common in European cities to use an honour fare system, in which the passenger purchases a ticket before entering the vehicle, cancels that ticket using an on-board machine, and presents the ticket to fare inspectors on request. While only 2 to 10 percent of the passengers may be checked for valid tickets, fare evasion is low because fines for improper tickets are high and are collected immediately.
Monthly, semimonthly, and even daily passes are sold on many systems, which keeps fare purchase off the vehicle and makes the process of checking for prepayment fast. The monthly pass is particularly convenient for frequent riders, for it does not require having the correct change, and unlimited rides are allowed, so transit riding is encouraged. Many communities in the United States and Europe offer substantial discounts for monthly passes, because passes reduce fare collection costs and encourage transit use. Reduced-price fares are commonly offered to students, the elderly, and handicapped persons.
To make prices more equitable, some transit operators vary charges for different trips. Distance-based fares, proportional to the length of the trip, are a better reflection of the cost of service, and travelers tend to accept the idea that they should pay more for longer trips. The disadvantage of distance-based fares is that the operator must distinguish travelers by their trip lengths, which is done by checking fares when passengers enter and leave the system. This makes fare collection more time-consuming and costly, particularly if the validation is done by conductors or fare clerks. Modern systems use magnetically encoded fare cards read by computer-controlled turnstiles when passengers enter and leave the transit system. When travelers buy fare cards, the amount of their purchase is encoded on the card, and this balance is decreased by an appropriate amount for each trip.
Some transit operators charge differently by time of day, based on two concepts: first, the cost to provide transit service is higher during the rush-hours because equipment and personnel requirements are greater then; second, most rush-hour trips are for the purpose of going to and from work, and travelers are willing to pay more for these because of the monetary reward they get for the trip. Automated fare collection facilitates time-of-day pricing as well as distance-based fares.
Mass transportation fares typically are set below the level necessary to cover full costs, and the difference is made up by government subsidy intended to create the social benefits produced when people use transit. In the United States, revenues from passenger fares typically pay from 10 to 70 percent of operating costs, the lower number representing lightly used suburban services and the higher number reflecting intensely used downtown corridor services. The other 30 to 90 percent comes from state, regional, and local subsidies. Limited federal operating subsidies were made available beginning in 1974, allocated in proportion to the scale of each city's transit operations. The federal role in providing operating subsidies has been declining, and state and regional governments, along with transit riders (through increased fares), have made up much of the difference.
Commonly, capital costs for new transit investments in the United States are paid entirely through government subsidies. The federal government has offered capital grants for mass transportation since 1964. Decisions about investments in new fixed-guideway transit services have been made cautiously, and only a few such systems have been supported. Federal capital subsidies can cover up to three-quarters of the cost of the investment.
Marketing mass transit
The mass transportation market—its riders and potential riders—comprises two broad groups, captive riders and choice riders. Captive transit riders must rely on mass transit; they do not have an alternative way to travel for some or all of their trips because an automobile is required but none is available or because they cannot drive or cannot afford an automobile. Choice riders use transit if it provides service superior to that of their principal alternative, usually the automobile. Captive and choice riders have different needs and preferences, and different services can be designed to accommodate them. Captives may become choice riders over time if their circumstances change, particularly if poor mass transit gives them strong incentives to find other ways to travel.
To attract and retain mass transportation riders in automobile-dominated cities, it is important to understand what factors influence travelers' choice of mode. Travel behaviour and market research studies have shown that mode choice is affected by three classes of factors: the quantity and relative quality of competing transportation services; characteristics of the trips people take; and attributes of the people themselves and their households.
Service quality and quantity
The amount of service offered, especially the geographic and temporal extent of mass transportation, will determine which trips are served. To meet the needs of captive riders, broad coverage of the region, the day, and the week is desired. Choice riders are more likely to consider transit for work trips to dense employment centres during peak periods.
The most important service quality attribute is travel time from origin to destination. Several factors contribute to travel time. The first is the average speed of the vehicles, determined in part by their rate of acceleration and maximum speed but strongly influenced by the distance between stops and the dwell time at stations. Electric-rail vehicles can accelerate rapidly and may have top speeds of 70 mile/h, but if stations are only one-half mile apart, the average speed may be less than 30 mile/h. While longer distances between stops mean higher speeds and shorter travel times, the time it takes for travelers to get to and from stations will increase. Thus, to the traveler, increasing station spacing may not decrease door-to-door travel time.
Travel time also is affected by the frequency of service, the time interval between vehicles. If transit vehicles depart every five minutes, the travel time experienced by riders will generally be less than if vehicles are dispatched at 15-minute intervals. If the transit service operates reliably on a published schedule, travelers can reduce this waiting time by planning their arrival at the station to coincide with vehicle departures. Services that are slow or unreliable relative to the automobile will primarily attract captive riders, while those offering competitive travel times, usually those operating on exclusive guideways, are appealing to both markets but have the strongest prospects for attracting choice riders.
The price of transit is less important than service quality to choice travelers, because under most circumstances mass transportation fares are lower than auto costs. Because captive riders tend to have lower incomes than choice riders, increasing the price of transit can be a special burden to them; yet their dependence on mass transportation makes them less likely to switch modes in the face of a fare increase than choice riders. Even captive riders find price to be less important in mode-choice decisions than service quality factors such as travel time and reliability. Field experiments show that improving other service factors, such as comfort, safety from crime, and cleanliness of vehicles and stations, contributes less to ridership increases than improvements to the basic service attributes of travel time, frequency, and reliability.
Trip characteristics
Travelers making regular trips each day, particularly for work or school, are more likely to take transit. Repetitive trips can be planned in advance to coordinate with transit schedules; some transit services offer discounts for regular riding; transit service is usually better during the rush hours, when these trips tend to occur; and there is more competition for the use of family cars when work trips are made. Mass transportation is less likely to be used for shopping and recreational trips because of the difficulty of carrying packages, the requirement to pay separate fares for each person in the group, and long waiting times and walking distances. Thus, transit use is much lower at midday, on evenings, and on weekends than it is during peak weekday periods.
Traveler and household characteristics
Among the most influential factors determining travel-mode choice are the characteristics of the travelers themselves and their households. These factors cannot be directly affected by public transportation policy, while service characteristics and even land-use patterns are subject to some control.
The availability of automobiles has a powerful influence on the use of transit, because the quality of automobile service is commonly superior to that of transit. Auto availability is a household characteristic, reflecting the interaction between the number of cars in the household, the number of drivers, and the travel needs of those drivers. The use of mass transportation is quite low in households having a car for every driver, except where one or more travelers make regular trips to congested areas where good quality transit is available. It is much higher in households with fewer cars than drivers. These are often lower-income households, and so transit usage is often correlated with low income. To compete with the automobile, transit service must be very good, and, where it is, the relationship between income and transit use may be reversed—i.e., higher-income travelers may use transit more.
Gender is an important determinant of transit use, with women traveling by transit more than men. Men may get priority use of the household car for work trips because they may be the primary wage earner and because women have traditionally been more involved in child care and household management. These gender roles are changing rapidly. Men may be the dominant users of some high-quality downtown-oriented transit services if their spouses work in suburbs where transit services are limited.
The future of mass transportation
Mass transportation performs important economic, social, and environmental functions in cities, ranging from providing basic mobility services in developing countries, to securing the viability of dense business districts, to meeting all the transportation requirements for those unable to use automobiles, to reducing the negative impacts of automobile congestion. Decisions about what services to provide, and how to provide and pay for them, should be based on an understanding of the mission of mass transportation in a particular community. The diversity of missions, geographies, and market characteristics leads to a variety of transit service concepts.
The main challenges facing mass transportation policymakers are the dispersal of development through suburban growth and increases in capital and operating costs, which require either higher fares, greater subsidies, or both. Responses to these challenges include alternative service concepts, new technology and automation, more efficient service delivery, and alternative sources of funding.
Alternative service concepts
In low-density settings, traditional fixed-route, fixed-schedule bus or train operations cannot meet market needs. If the priority is to discourage travelers from driving alone in their automobiles, mass transportation services can include a variety of forms of individualized ride sharing that put 2, 4, or even 10 people in a single vehicle. Some agencies provide rider matching services and better parking arrangements to encourage carpooling, the sharing of auto rides by people who make similar or identical work trips. Car-pool vehicles are privately owned, the guideways (roads) are in place, drivers do not have to be compensated, and vehicle operating costs can be shared. On the other hand, carpoolers must coordinate their travel times, which can be a major inconvenience.
Some agencies and employers have subsidized vanpooling, ride sharing in 8- to 15-passenger vans provided by the sponsor. One worker is recruited to drive the van to and from work in return for free transportation and limited personal use of the van. Passengers pay a monthly fee to the sponsor. Van pools are most successful for extremely long work trips (e.g., 30–50 miles each way).
The uncertainty associated with putting a new transit service into the marketplace, particularly in low-density suburban settings, has been avoided by selling subscription services. Workers with common origins and destinations buy monthly bus tickets in advance, for which they receive guaranteed seating and a commitment to be delivered to work on time, usually without intermediate stops. The subscription operator normally requires a minimum ridership level to assure financial viability of the route.
These unconventional transit services operate about as fast as a private automobile, but they allow many riders to share the cost, so the price to an individual is usually low. Their main disadvantage is that they do not give riders schedule flexibility. If there is a family need to go to work late or come home early, or a work need to stay after hours, the traveler may be stranded. Those who often require schedule flexibility avoid ride-sharing services. Some employers and transit operators reduce this obstacle by using backup vehicles to provide guaranteed rides home.
Low-density trip needs, and particularly the needs of the handicapped and elderly, have been met with demand-responsive services, in which vehicles are dispatched to pick up travelers in response to a telephone call. This provides door-to-door service, but if a vehicle serves several travelers at once, trip times can be very long; if it serves only one person (or group) at a time, the operating costs can be as high as taxi fares or higher.
New technology
Automatic train operation has been suggested as a way to increase capacity (by allowing closer vehicle spacing, since computers can react faster than humans to avoid collision), reduce travel time (by operating vehicles at higher speeds), and reduce costs. Some heavy rail transit systems operating on separate guideways are now partially or fully automated—e.g., the Bay Area Rapid Transit (BART) system in San Francisco and the Metro system in Washington, D.C. The capital cost of automated systems is high, and promised reductions in operating costs have not always been achieved because of maintenance requirements.
There have been many proposals, and some field implementations, of small (3–5-passenger), automated vehicles operating on separate, usually elevated, guideways. These personal rapid transit (PRT) systems function like "horizontal elevators," coming to a station in response to a traveler's demand and moving directly from origin to destination. Because of this service pattern and the small size of the vehicles, PRT systems indeed offer personalized service much like an automobile, including the ability to control who rides in one's party, which provides privacy and security. PRT systems have low capacity in passengers carried per hour, and guideway and vehicle costs are high. They are best suited for short distribution trips around and within activity centres such as office complexes, airports, and shopping centres.
When the PRT concept is extended to larger (15–25-passenger) vehicles, the term automated guideway transit (AGT) is sometimes applied. AGT systems have been built to provide circulation in downtown areas (e.g., Detroit, Michigan, and Miami, Florida, both in the United States) and on a dispersed American college campus (West Virginia University, at Morgantown). The vehicles commonly have rubber tires and operate on twin concrete beams, elevated or at grade level. AGT is a scaled-down, modernized application of rail rapid transit—slower, with smaller, lighter cars, more easily fit into established communities. Monorail systems are an AGT concept using a single guide and support beam, usually elevated, with a vehicle riding on top of, or suspended beneath, the beam. Monorail systems can be found at some activity centres in the United States (e.g., the downtown area of Seattle, Washington; Disneyland in Anaheim, California; and Pearl City Shopping Center in Honolulu) and a system completed in 1901 continues to serve Wuppertal, Germany. There is no inherent advantage in monorail other than its novelty. Switching trains from track to track can be complex, and the lack of standardization makes acquisition and maintenance costly.
Cost reduction through management and contracting
Transit systems are shrinking because fare revenues cannot cover costs, and there are many other demands on government monies. Some of this shrinkage is to be expected, because as the market becomes smaller (because auto use expands, people move to the suburbs, and so forth), the service should get smaller. Mass transportation systems, particularly those in older cities, need to be rationalized by eliminating underutilized components and improving service on remaining lines.
Costs can be controlled through administrative reorganization to increase efficiency. The trend toward public ownership of systems, nearly complete by the 1970s in the United States, has been redirected by contracting out many services to private operators through competitive bidding. This has been a successful cost-cutting strategy for services that can be broken into manageable work pieces, such as demand-responsive services for the handicapped. Competition in the bidding process, as well as incentive contracts that reward providers for efficiency, can keep costs down. In some cases, complete reprivatization of transportation services may provide cost reductions and service improvements as long as regulatory protections assure service for all markets.
Financing options
There also is a need for a regular source of subsidies, so that operators do not have to return annually to legislative bodies to fight for survival. Local sales taxes and special assessments within districts where the benefits of transit are focused are logical sources. It is also important to create incentives and restrictions to encourage service providers to be efficient and limit subsidy costs. Some communities require that some minimum share of operating costs be paid with passenger fares, which ensures that the primary beneficiaries (the riders) pay a reasonable share of costs. If there is one key to the survival and success of mass transportation, it is enlightened public policy that defines the evolving mission of transit in the community, implements economical ways to deliver quality service, and provides for stable financial support.Joseph L. Schofer
Learn More in these related Britannica articles:
transportation economics: Benefit-cost analysis of public transportation projectsA form of investment analysis for long-range government investments is benefit-cost or benefit-to-cost analysis. It is more widely used for transportation undertakings than for other public-sector investments. Long-term projections of benefits and costs are made. These future flows are then discounted, through…
Washington, D.C.: TransportationPublic transportation combines a network of buses, both city and regional, with a rail transit system (the Metro) that opened its first stations in 1976. The Metro system is maintained by the Washington Metropolitan Area Transit Authority. Metro trains run on more than 100 miles…
Jerusalem: Transportation and communicationPublic transportation for Jewish districts in both west and east Jerusalem is provided mainly by bus cooperatives. Interurban service to Jewish-inhabited areas in Israel and the West Bank is also operated by the cooperative from the Central Bus Station near the western entrance to the…
Chicago: TransportationThe move toward publicly operated mass transit grew out of adversity, as the Great Depression forced a collection of private streetcar and elevated-rail companies into bankruptcy. Public funding allowed the construction of a long-delayed subway system. Work began in 1938 on a north-south line under State Street that was completed…
automation: Transportation…rail transportation include American urban mass-transit systems such as BART (Bay Area Rapid Transit) in San Francisco; MARTA (Metropolitan Atlanta Rapid Transit Authority) in Atlanta, Ga.; and the Metrorail in Washington, D.C. The BART system serves as a useful example; it consists of more than 75 miles (120 kilometres) of…
More About Mass transit10 references found in Britannica articles
Assorted References
- automation
- cost-benefit analysis
- Hong Kong
- Jerusalem
- urban sprawl
effects of
- automobile use
- traffic control
United States
- Chicago
- San Francisco
- Washington, D.C.


text:
Converted Kings Hawaiian Bread for ABM"
Remove from bowl and knead in the 1/2 cup flour. Knead about
10 times. Divide into 3 equal parts and place in well-greased round cake pans.
Cover and place in warm place and let rise again, for l hour. Bake at 350ºF for
25 to 30 minutes.
AUTHOR: G'ma
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