text:
Editor's Note: TheStreet ratings do not represent the views of TheStreet's staff or its contributors. Ratings are established by computer based on metrics for performance (which includes growth, stock performance, efficiency and valuation) and risk (volatility and solvency). Companies with poor cash flow or high debt levels tend to earn lower ratings in our model All three major indices are trading down today with the Dow Jones Industrial Average ( ^DJI) trading down 46 points (-0.4%) at 12,524 as of Thursday, Nov. 15, 2012, 12:05 PM ET. The NYSE advances/declines ratio sits at 797 issues advancing vs. 2,184 declining with 91 unchanged. The Industrial industry currently sits down 0.5% versus the S&P 500, which is down 0.4%. On the negative front, top decliners within the industry include OSI Systems ( OSIS), down 22.7%, and Mohawk Industries ( MHK), down 2.5%. Top gainers within the industry include Makita ( MKTAY), up 4.2%, Kubota Corporation ( KUB), up 1.9% and Deere ( DE), up 0.8%. TheStreet Ratings group would like to highlight 5 stocks pushing the industry lower today: 5. Ametek ( AME) is one of the companies pushing the Industrial industry lower today. As of noon trading, Ametek is down $0.37 (-1.0%) to $35.22 on light volume Thus far, 219,862 shares of Ametek exchanged hands as compared to its average daily volume of 1.2 million shares. The stock has ranged in price between $35.14-$35.74 after having opened the day at $35.45 as compared to the previous trading day's close of $35.59. AMETEK, Inc. manufactures and sells electronic instruments and electromechanical devices in North America, Europe, Asia, and South America. The company operates in two segments, Electronic Instruments Group and Electromechanical Group. Ametek has a market cap of $8.7 billion and is part of the industrial goods sector. The company has a P/E ratio of 19.9, above the S&P 500 P/E ratio of 17.7. Shares are up 26.8% year to date as of the close of trading on Wednesday. Currently there are 8 analysts that rate Ametek a buy, no analysts rate it a sell, and 5 rate it a hold. TheStreet Ratings rates Ametek as a buy. The company's strengths can be seen in multiple areas, such as its revenue growth, impressive record of earnings per share growth, compelling growth in net income, expanding profit margins and good cash flow from operations. We feel these strengths outweigh the fact that the company is trading at a premium valuation based on our review of its current price compared to such things as earnings and book value. Get the full Ametek Ratings Report now.
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text:
Conditionally perform a command.
File syntax IF [NOT] EXIST filename command IF [NOT] EXIST filename (command) ELSE (command) String syntax IF [/I] [NOT] item1==item2 command IF [/I] item1 compare-op item2 command IF [/I] item1 compare-op item2 (command) ELSE (command) Error Check Syntax IF [NOT] DEFINED variable command IF [NOT] ERRORLEVEL number command IF CMDEXTVERSION number command key item A text string or environment variable, for more complex comparisons, a variable can be modified using either Substring or Search syntax. command The command to perform. filename A file to test or a wildcard pattern. NOT perform the command if the condition is false. == perform the command if the two strings are equal. /I Do a case Insensitive string comparison. compare-op can be one of EQU : Equal NEQ : Not equal LSS : Less than < LEQ : Less than or Equal <= GTR : Greater than > GEQ : Greater than or equal >= This 3 digit syntax is necessary because the > and < symbols are recognised as redirection operators
IF will only parse numbers when one of (EQU, NEQ, LSS, LEQ, GTR, GEQ) is used.
The == comparison operator always results in a string comparison.
There are two different methods of checking an errorlevel, the first syntax provides compatibility with ancient batch files from the days of Windows 95
The exit code is made available via IF ERRORLEVEL ... or the %ERRORLEVEL% variable.
IF ERRORLEVEL n statements should be read as IF Errorlevel >= number
IF ERRORLEVEL 0 will return TRUE whether the errorlevel is 0, 1 or 5 or 64
IF ERRORLEVEL 1 will return TRUE whether the errorlevel is 1 or 5 or 64
IF NOT ERRORLEVEL 1 means if ERRORLEVEL is less than 1 (Zero or negative).
This is not very readable or user friendly and does not account for negative error numbers.
A better (more logical) method of checking Errorlevels is to use the %ERRORLEVEL% variable:
IF %ERRORLEVEL% NEQ 0 Echo An error was found
IF %ERRORLEVEL% EQU 0 Echo No error found
IF %ERRORLEVEL% EQU 0 (Echo No error found) ELSE (Echo An error was found)
IF %ERRORLEVEL% EQU 0 Echo No error found || Echo An error was found
This allows you to trap errors that can be negative numbers, you can also test for specific errors:
To deliberately raise an ERRORLEVEL in a batch script use the EXIT /B command.
It is possible (though not a good idea) to create a string variable called %ERRORLEVEL% (user variable)
if present such a variable will prevent the real ERRORLEVEL (a system variable) from being used by commands such as ECHO and IF.
To test for the existence of a command line parameter - use empty brackets like this
IF [%1]==[] ECHO Value Missing
IF [%1] EQU [] ECHO Value Missing
In the case of a variable that might be NULL - a null variable will remove the variable definition altogether, so testing for a NULL becomes:
IF NOT DEFINED _example ECHO Value Missing
IF DEFINED will return true if the variable contains any value (even if the value is just a space)
To test for the existence of a user variable use SET VariableName, or IF DEFINED VariableName
IF EXIST filename Will detect the existence of a file or a folder.
The script empty.cmd will show if the folder is empty or not (this is not case sensitive).
Parenthesis can be used to split commands across multiple lines. This enables writing more complex IF… ELSE… commands:IF EXIST filename.txt ( Echo deleting filename.txt Del filename.txt ) ELSE ( Echo The file was not found. )
When using parenthesis the CMD shell will expand [read] all the variables at the beginning of the code block and use those values even if the variables value has just been changed. Turning on DelayedExpansion will force the shell to read variables at the start of every line.
When piping commands, the expression is evaluated from left to right, so
IF SomeCondition Command1 | Command2is equivalent to:
(IF SomeCondition Command1 ) | Command2
The pipe is always created and Command2 is always run, regardless whether SomeCondition is TRUE or FALSE
You can use brackets and conditionals around the command with this syntax:
IF SomeCondition (Command1 | Command2)
If the condition is met then Command1 will run, and its output will be piped to Command2.
The IF command will interpret brackets around a condition as just another character to compare (like # or @) for example:
IF (%_var1%==(demo Echo the variable _var1 contains the text demo
Placing an IF command on the right hand side of a pipe is also possible but the CMD shell is buggy in this area and can swallow one of the delimiter characters causing unexpected results.
A simple example that does work:
Echo Y | IF red==blue del *.log
The only logical operator directly supported by IF is NOT, so to perform an AND requires chaining multiple IF statements:IF SomeCondition ( IF SomeOtherCondition ( Command_if_both_are_true ) )
This can be tested using a temporary variable:
Set "_tempvar="
If SomeCondition Set _tempvar=1
If SomeOtherCondition Set _tempvar=1
if %_tempvar% EQU 1 Command_to_run_if_either_is_true
If the string being compared by an IF command includes delimiters such as [Space] or [Comma], then either the delimiters must be escaped with a caret ^ or the whole string must be "quoted".
This is so that the IF statement will treat the string as a single item and not as several separate strings.
IF only parses numbers when one of the compare-op operators (EQU, NEQ, LSS, LEQ, GTR, GEQ) is used.
The == comparison operator always results in a string comparison.
This is an important difference because if you compare numbers as strings it can lead to unexpected results: "2" will be greater than "19" and "026" will be greater than "26".
Correct numeric comparison:
IF 2 GEQ 15 echo "bigger"
Using parenthesis or quotes will force a string comparison:
IF (2) GEQ (15) echo "bigger"
IF "2" GEQ "15" echo "bigger"
This behaviour is exactly opposite to the SET /a command where quotes are required.
Wildcards are not supported by IF, so %COMPUTERNAME%==SS6* will not match SS64
A workaround is to retrieve the substring and compare just those characters:
SET _prefix=%COMPUTERNAME:~0,3%
IF %_prefix%==SS6 GOTO they_matched
If Command Extensions are disabled IF will only support direct comparisons: IF ==, IF EXIST, IF ERRORLEVEL
also the system variable CMDEXTVERSION will be disabled.
IF EXIST C:\logs\*.log (Echo Log file exists) IF EXIST C:\logs\install.log (Echo Complete) ELSE (Echo failed) IF DEFINED _department ECHO Got the _department variable IF DEFINED _commission SET /A _salary=%_salary% + %_commission% IF CMDEXTVERSION 1 GOTO start_process IF %ERRORLEVEL% EQU 2 goto sub_problem2
IF is an internal command.
You see things; and you say 'Why?' But I dream things that never were; and I say 'why not?' ~ George Bernard Shaw
Using parenthesis to group and expand expressions.
Conditional execution syntax (AND / OR)
SET - Display or Edit environment variables
ECHO - Display message on screen
EXIT - Set a specific ERRORLEVEL
IFMEMBER - group member (Resource kit)
SC - Is a Service running (Resource kit)
Powershell: if - Conditionally perform a command
Equivalent bash command (Linux): if - Conditionally perform a command

subset: commoncrawl


text:
Sub Categories: » HOMEPAGE / TURKEY/ LOCAL
Tuesday, September 13 2011 , Your time is 15:58:00
File photo shows female students at a Quran course in the Anatolian province of Çorum. AA photo
An imam was detained after allegedly abusing his former student, R.K., on the street in the southern province of Kahramanmaraş, daily Vatan reported yesterday.
The imam allegedly kissed the 19-year-old girl on the lips after the girl kissed his hands to show her respect when they encountered each other on the street.
"I said hello when I saw him because he taught me the Quran before. I kissed his hands," the girl said. "He kissed me on the cheek at first. Then he kissed me on the lips."
"I kissed you [on the lips] because you read the Quran with your lips," the imam reportedly said when the girl reacted.
The man said R.K. was his child and that he could kiss her when a relative of the girl intervened in the incident.
After the girl called police, the imam reportedly offered to buy ice cream for the girl and her relative to clear up the "misunderstanding."
Police detained the imam, but a Kahramanmaraş court released him pending trail.


text:
New Treatise on the Use of Globes, and Practical Astronomy; or a Comprehensive View of the System of the World. In Four Parts.
Wallace, J[ames].
Place Published: New York
Publisher: Printed and Published by Smith & Forman.
Date Published: 1812
Edition: First edition
Binding: Leather bound
Book Id: 8176
512pp. Octavo. Full leather. Illustrated with graphs and diagrams. Index. Fair only. Rear board detached (but present). The front board is hanging on by a thread. The boards are heavily rubbed and mottled. Only a portion of the opriginal title label on the spine remains. There is a gouge in the leather of the spine. There are losses from the leather at the ends of the spine. There are 4 large abraded patches on the front board. Spotting to endsheets and pastedowns, minor moisture damage to foot of text block. Pages browned. As is.
Part one contains a collection of Astronomical and other definitions. Part two contains geography and navigation information. Part three contains methods for finding and determining, longitude and latitude. Part four contains a comprehensive account of the Solar System.


text:
Create your own luxurious Highland retreat with these beautifully handcrafted sofas and chairs upholstered in a fine blend of leather and fabric. The gorgeous classic or scatter back sofas with accompanying footstools are made for relaxation. Add an accent or snuggler chair, combining premium leather with soft touch plaids, plains and woven fabrics. Stylish, sophisticated and wonderfully comfortable to sit on.
Our Delivery Team will install your furniture exactly where you want it, remove and recycle all the packaging and check everything is absolutely perfect for you*.
*Exclusions include:
Enjoy your new furniture without worrying about mishaps for 5 years. When accidents do happen, Guardsman have a UK wide team of trained furniture experts ready to repair damage and remove stains.
A protection plan is essentially no excess furniture insurance. It covers life's little accidents such as food or drink spills, scuffs to leather or chips and scratches to your wooden furniture and starts from the moment your new furniture is delivered.
When you have an accident, you simply claim on your plan by calling the Guardsman UK Call Centre, or go to their website and download a claim form. There are no excesses to pay, and no renewal costs.
Their aim is to keep your furniture looking good and in full use in your home. Wherever possible their network of expert repair technicians and cleaning specialists always try to repair the damage.
If a repair isn't possible they will source new parts for you or, if they are not available, a replacement item.
Claim for as many incidents as you need over the 5 years. You'll have cover for parts, labour and replacement items up to the indemnity value of your plan. Your indemnity value is the price you originally paid for your furniture, or £15,000, whichever is the lowest.
Read more about Guardsman
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To continue browsing Furniture Village, please install the latest version of any of the browsers listed below.


text:
Nut Driver, 8.0mm, Solid, Ergo, 5 in.
WIHA TOOLS| Zoro #: G1606272| Mfr #: 34124
Zoro #: G1606272Mfr. Part #: 34124
$6.57 /ea
Orders over $50.00 ship free. DetailsStandard ground shipping
Technical Specifications
|Zoro #: G1606272 Mfr #: 34124
|Nonsparking: No
|Nut Driver Shank Material: Alloy Steel
|Tether Capable: Standard Tool (Accessory Needed for Tethering)
|Insulated / Uninsulated: Uninsulated
|Magnetic/Nonmagnetic: Nonmagnetic
|Item: Nut Driver
|Nut Driver Handle Design: Ergonomic
|Nut Holding: No
|Nut Driver Handle Material: Multi-Component
|Nut Driver Handle Color: Black/Red
|Nut Driver Shank Length: 5"
|Nut Driver Hex Size: 8.0mm
|Nut Driver Shank Style: Solid Round
|Nut Driver Overall Length: 9-13/32"
|SAE or Metric: Metric
|Country of Origin (subject to change): Germany
Product Description
Nut Driver, Metric, Nut Driver Shank Style Solid Round, Uninsulated, Nonmagnetic, Nut Driver Hex Size 8.0mm, Nut Holding No, Nonsparking No, Nut Driver Shank Length 5 In., Standard Tool (Accessory Needed for Tethering), Nut Driver Overall Length 9-13/32 In., Nut Driver Shank Material CVM Steel, Nut Driver Handle Design Ergonomic, Nut Driver Handle Color Black/Red
Restrictions and Compliance
- *1 : California Proposition 65 : This product contains a chemical known to the State of California to cause birth defects or other reproductive harm.
- *2 : California Proposition 65 : This product contains a chemical known to the State of California to cause cancer.


text: Twice today, I've had my battery "crash" from about 20% to showing 1% after the phone automatically rebooted. In the first instance, I shut it off again, then when it powered up once I plugged it in, the battery monitor was showing 71% at that time (when it hadn't been that high beforehand), and then when it got to about 20% again, it repeated the restart and came up showing 1% again. I'm putting it on the charger overnight. I figure that after over a year of daily charge/discharge cycles (at least one per day, maybe two...I'm kind of a heavy user), the battery deserves its final reward, but I still hate seeing weird behavior.


text: Crunchgear, after much smack, saying that the Adam is vaporware and that it won't amount to anything, actually ran into Rohan the CEO at CES 2011 tonight at 7:11 EST after many fans were tweeting and urging for them to meet and review the Adam. In the interview, Rohan admitted that the mystery feature is a FM radio. A first in a tablet. Other items discussed were.. Shipping is currently on track Support will be global for now, The next round of orders for non-Pixel Qi displays are on, but they are waiting for Pixel Qi to provide more displays before starting round two orders. Part 1 of interview http://www.youtube.com/watch?v=tgmZSO0DxSU&feature=uploademail part 2 of interview http://www.youtube.com/watch?v=_-jIjbY2dKo TS out


text:
I-DOT Website Gets Interactive UpgradesYou'll be able to see closures, construction, winter weather conditions through this newly redesigned site.
Seoul Taco Unveils New Truck With Monday SpecialChoi says Seoul Taco's new, red food truck will have a special promotion on Monday's.
Trump Blasts St. Louis In Campaign Speech"No spirit. No jobs. No anything," presidential hopeful says.
Three Teens Charged In Fenton ArsonMobile home, camper were set ablaze.
Big White RV Brings Mobile Services To Area VetsProvides counseling for PTSD, alcohol and drug abuse, and applying for benefits.
Man Killed in Swansea Mobile Home FireFire officials suspect stove was left on.
One Dead in Alton Trailer FireMobile home fire in Alton early Monday leaves one person dead.
Stay Informed When The Power Goes OutYou can download a number of applications for your mobile device that will allow you to stream KMOX.


text:
This Chocolate Ganache Tart is a dessert for the decadence record books. A lemon scented butter cookie shell holds a luscious puddle of chocolate ganache that is the absolute star of the show. This dessert showstopper couldn't be easier but anyone lucky enough to have a taste will definitely think otherwise.
In my opinion, there's no other way a dessert should be than decadent. And chocolate. Go big or go home, right? This week's Sunday Supper theme is Fat Sunday and we're sharing decadent or Mardi Gras inspired recipes. My Chocolate Ganache Tart definitely gets filed in the decadent category.
A thick butter cookie crust scented with lemon that contains a large puddle of chocolate ganache. Although this tart is a showstopper, it couldn't be easier. The shell quickly comes together in the food processor and is in and out of the oven for a quick tan in no time.
If the shell was easy, the dark chocolate ganache is simply child's play. Heavy cream swirls together with bittersweet chocolate to form the most heavenly, luscious filling. The raspberries are purely for show and color, we all know it's about the chocolate ganache.
Yields 8 slices
10 minPrep Time
20 minCook Time
30 minTotal Time
- 3 tablespoons slivered almonds
- 6 tablespoons sugar
- 1-1/4 cups flour
- 2 teaspoons lemon zest
- 1/4 teaspoon salt
- 6 tablespoons butter, cut into cubes
- 12 ounces bittersweet chocolate
- 1.25 cups heavy cream
- 1 teaspoon vanilla extract
- Preheat oven to 350 degrees.
- In food processor, pulse almonds until finely ground. Add sugar, flour, zest and salt and pulse until combined.
- Add butter, pulsing until coarse crumbs form. Dough should clump together when squeezed.
- Transfer dough to a 9" tart pan with a removable bottom. Using a measuring cup, evenly press dough in bottom and up sides of pan to form crust.
- Bake 20 minutes and transfer to a wire rack to cool completely.
- In a large bowl, add chocolate and whipping cream. Microwave for 1-1/2 minutes. Add vanilla and stir together until smooth.
- Pour ganache into cooled tart shell and let stand until completely set.
- Store in refrigerator.
I dare you to find an easier, more decadent dessert! If I can create this tart on a weekday in between carpool trips, errands and the general mayhem associated with having three small children, I guarantee you can do it with no problem whatsoever.
I simply warn you that it's difficult to stop at having just one slice.
Thanks so much to Leslie from La Cocina de Leslie for hosting this week. Looking for other decadent and Mardi Gras inspired recipes? Look no further than this week's Sunday Supper table:
Cocktails & Other Beverages:
- The Hurricane Cocktail Recipe from An Appealing Plan
- The French 75 from Kimchi MOM
- Sweet Potato Pie Smoothie from Peanut Butter and Peppers
- Fried Oysters and Remoulade from Jane's Adventures in Dinner
- Shrimp in Mustard Sauce from Noshing With The Nolands
- Mini Sweet Potato Pies from MealDiva
- Cajun Crab Beignets from Delaware Girl Eats
- Pancetta and Mushroom Arancini from Ruffles & Truffles
Main Dishes:
- Creole Shrimp Po Boy Recipe from Small Wallet, Big Appetite
- Chicken and Sausage Gumbo from Supper for a Steal
- Sausage & Shrimp Jambalaya from Yours And Mind Are Ours
- Vegan Pizza Waffles from Killer Bunnies, Inc.
- Red Beans and Rice from Cookin' Mimi
- Baked Catfish Po'Boy from Curious Cuisiniere
- Muffaletta from Casa de Crews
- Bayou Seafood and Andouille Jambalaya from The Weekend Gourmet
- Seafood Gumbo from Take A Bite Out of Boca
- Cajun Rice & Beans from Momma's Meals
- Creole Celery Root Bisque (with Lobster) from The Wimpy Vegetarian
- Louisiana Roasted Barbecue Shrimp from Food Lust People Love
- Cajun Dirty Rice Bowls from The Dinner-Mom
- New Orleans Fried Chicken from Family Foodie
Side Dishes:
- Baked Endive and Pears in Blue Cream Sauce from Shockingly Delicious
- Okra Creole from Cindy's Recipes and Writings
- Banana Creme Pie with Honey Whipped Cream and Pecan Brittle from The Foodie Patootie
- Chocolate Ganache Tart from Melanie Makes
- Banana Bread Pudding from Gotta Get Baked
- Delicious Saffron Baked Beignets from A Kitchen Hoor's Adventures
- New Orleans Bread Pudding with Caramel Whiskey Sauce from La Bella Vita Cucina
- Polish Paczki from Cravings of a Lunatic
- Buttermilk Beignets from The Messy Baker
- Eggless Bread Pudding in a Jar from What Smells So Good?
- Mint Julep Bars from The Girl In The Little Red Kitchen
- Mardi Gras Cupcakes w/ Cinnamon Frostingfrom Hezzi-D's Books and Cooks
- Mardi Gras Long Johns from Kudos Kitchen by Renee
- Mexican Chocolate Coffee Cake from La Cocina de Leslie
- Fasnetküchle from The Not So Cheesy Kitchen
- Cheesecake Swirl Brownies from That Skinny Chick Can Bake
- Pecan and Chocolate Pralines from Desserts Required
- Chocolate Raspberry Cake from Clarks Condensed
- Baked Coconut Beignets from Mess Makes Food
- Ravioli dolci di Carnevale from Manu's Menu
- Strawberry Paczki from Neighborfood
- Blackberry Fritters from girlichef
- Brownie Chocolate Chip Cheesecake from Magnolia Days
- Flourless Chocolate Cake in a Mug w/ Coconut Cream from Sue's Nutrition Buzz
- Pecan Bars from Pies and Plots
- "Skinny Tuesday" Bananas Foster Cheesecake Parfaits from Cupcakes & Kale Chips
- Mocha Pear Cake from Happy Baking Days
- Skinny Baked Beignets from Daily Dish Recipes


text:
Recapping Panini America's Weekend at the NFLPA Collegiate Bowl (Video & Gallery)
CARSON, Calif. — As a balmy Saturday evening transitioned briskly into a chilly Saturday night, Panini America's impact on the third annual NFLPA Collegiate Bowl remained ever present throughout the StubHub Center long after Team National defeated Team American in this burgeoning showcase of the country's top draft-eligible talent. The company's brightly hued "Panini" logo was virtually everywhere: On player uniforms, on scoreboards, on stadium walls, painted larger-than-life on the playing surface itself.
And right there on a podium at midfield just minutes after the game, Panini America CEO Mark Warsop awarded the game's championship trophy to legendary National coach Dick Vermeil. Seconds later, Panini America VP of Marketing Jason Howarth handed the game's MVP trophy to LSU fullback J.C. Copeland. All the while, Panini America game ambassadors EJ Manuel, Tavon Austin and Denard Robinson looked on from the podium.
But Panini America's bold presenting sponsorship of a game that continues to gain serious momentum in the eyes of NFL scouts was about so much more than a simple branding exercise. It was about joining forces with a valuable partner in the NFLPA to get to know the game's next class of rookies and to teach them about the business side of the game. It was about bringing in eight of the most collected rookies from the 2013 season for the express purpose of finishing their autograph commitments for the 2013 product season. It was about entertaining business partners and NFL players in the StubHub VIP suite. It was about partnering once again with Pop Warner to deliver a memorable on-field experience for more than 50 local Pop Warner athletes. In short, it was about using the game as a meaningful platform to push Panini America's football business forward in a big way. Mission: Accomplished.
In the video and gallery that follow, we bring you just some of the highlights from Panini America's whirlwind weekend at the NFLPA Collegiate Bowl, including tons of footage from Saturday's game and some captivating first looks at some of the nicest EJ Manuel cards you'll ever see, including a unique "Passing the Torch" National Treasures booklet signed by both Manuel and his father, Eric. If you missed any of our action from earlier in the week, be sure to check out the gallery we posted Friday.
Enjoy, and stay tuned to The Knight's Lance for continued coverage of the 2014 NFLPA Collegiate Bowl Presented By Panini.
First, the video:
Now, the gallery:
Trevor Carpenter permalinkJanuary 20, 2014 11:40 am
Those EJ Manuel cards look great would be cool getting the book of him and his dad hopefully you guys put up some more pics of other cards of guys who signed really wanna see the Justin Hunter and Geno Smith past redemption cards!
Nick Mikulicich Jr. permalinkJanuary 20, 2014 8:01 pm
Great job by Panini. I'm looking forward to picking up cards of some of these players.
Mike Pereira permalinkJanuary 20, 2014 11:06 pm
Looks like when the autos are not stickers the players are able to really sign their signatures instead of the scribbles or even worse just player initials. Nothing better than a nice auto you can read on a nice looking card. I hate Eli Manning but I love his autos. Best signature in the game.


text:
Camping near Pecos Baldy...
|[ Sizes: Orig | Small | Thumb ]
Camping near Pecos Baldy Lake. East Pecos Baldy slopes in upper left. South Truchas is 4 miles to the north. Labor Day 2002, David Farris
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Truchas Peak (aka South Truchas Peak) (Mountain/Rock)
David F's Image Gallery
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Lat/Lon: 35.96250°N / 105.6442°W
Object Title: Camping near Pecos Baldy...


text:
John Edward "Ed" Jochum
Ryan Mortuary
Salina, KS
John Edward "Ed" Jochum, 83, died July 28, 2013. He was born on January 23, 1930 in Glendale, West Virginia, the son of Ollie and Elizabeth (Donovan) Jochum.
Ed had worked for Follett College Textbook Sales and St. Francis Community Services. He was a Korean Navy Veteran and a member of the Knights of Columbus.
Ed is preceded in death by his first wife, Gladys Jochum, his parents, a son, Michael Jochum, a sister, Sr. Mary Jude Jochum and a brother, James Jochum.
He is survived by -
Wife: Rosemary Jochum, of the home
Son: "Jerry" Jochum, Owasso, OK
Daughter: Susan Ohmes, Shawnee
Stepson: Robert Alley, Delphos
Four step daughters: Coleen Atwood, Ft. Morgan, CO
Janine Martens, Salina
Lisa James, Salina
Tracy Kalkman, Arvada, CO
Seven grandchildren
Five great grandchildren
Ten Step grandchildren
Eight step great grandchildren
There will be a Funeral Memorial Mass at 10:00 am on Saturday Aug. 3, 2013 at the Sacred Heart Catholic Cathedral, Salina.
Inurnment will be in the Mt. Calvary Cemetery, Salina.
Vigil services will be at 7:00 pm Friday evening at Sacred Heart Cathedral.
Memorials are suggested to to the church.
For more information or to leave condolences for the family go to www.ryanmortuary.com.


text:
ARUN'S cabinet member for leisure has come under fire for comments he made about campaigners' efforts to preserve the current site of Littlehampton's Swimming and Sports Centre.
On Thursday (July 24), councillor Paul Dendle vented his frustration about the campaigners' work on his personal Facebook page – which could be openly viewed by anyone.
In his post, Mr Dendle said: "Who would be a councillor, kebab vans setting up in residential areas, old people protesting because we are trying to build a new £13m swimming centre (the old will do thank you very much even if it has to close in 10 years because it's too expensive) fighting to save a nursery and a youth club, dog poo, parking tickets etc etc, at same time trying to start a new business and building a new house, very tired!!"
Councillor Emma Neno, the former mayor of Littlehampton and Conservative district councillor for Beach Ward, said she was shocked by Mr Dendle's comments.
Speaking to the Gazette, Mrs Neno – whose ward encompasses the leisure centre – said: "I was very angry when I read it and completely shocked a cabinet member has written this.
"Firstly, I would like to know where he got the idea that it is all old people as it is a community petition and it is absolutely not all 'old people'.
"It is also not about not wanting a new £13m leisure centre – it is about location and being opposed to any building along the seafront and selling off the land."
She accused Mr Dendle of 'predetermining' his position in any future debate on the town's leisure facility.
However, defending his comments, Mr Dendle said he would 'not apologise for making the case for a new leisure centre'. He argued that social media was a form of democracy he used to engage with residents in his ward.
Mr Dendle said: "The debate regarding if we have a replacement swimming centre for the east of the district has, to a degree, been hi-jacked by a small vocal group of older users. I, by definition, am of pensionable age being 56, but I find in respect of this issue that the older users are being particularly selfish regarding plans for a new leisure centre.
"They do not take in to account the needs of the whole population and are arguing for the status quo to the detriment of the majority of the population. They have a lot of time on their hands whilst the working population are hard pressed to join the debate while they attempt to make ends meet, they do not have the luxury of joining the debate regarding a new centre but I hope they will get involved and make their views known."


text:
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"Clearly Vicious as a Matter of Policy": The Fight Against Federal-Aid
PART FOUR: President Eisenhower Takes Charge (Page 2 of 5)
Commissioner of Public Roads
In April and May 1953, the Subcommittee on Roads of the House Committee on Public Works held hearings on National highway needs. In inviting witnesses to testify, Chairman J. Harry McGregor (R-Oh.) asked each witness to be prepared to comment on 12 issues:
- Proposal of governors' conference that the Federal Government relinquish the tax on motor fuel in favor of the States.
- Proposal of governors' conference that the activities of the Bureau of Public Roads be curtailed.
- Proposal that Federal motor-fuel taxes be deposited in a trust fund for highway purposes.
- Proposal for the extension of turnpikes and toll roads as well as transcontinental superhighways.
- Proposal to increase funds for interstate system of highways.
- Possible participation by the Federal Government in maintenance and repair costs.
- Comparison of administrative and engineering expenditures for highway purposes in the various States.
- Direct local effects of constructing highways which bypass urban areas - benefits or detriments?
- Proper allocation methods with respect to access roads. (Defense plants - timber access - mineral resources and the like.)
- The relationship of existing highways to military and civilian defense requirements necessary to meet an emergency.
- Coordination by Federal agencies in the planning and construction of roads through national parks, forests, Indian reservations, and other Government-owned land.
- The effect of heavy vehicle traffic on the highway specifications and construction costs. Present highway safety programs and means for increasing their effectiveness. Miscellaneous legislative proposals to improve the Federal-aid highway program.242
One of the initial witnesses was the head of BPR, but for the first time since 1919, he was not Thomas H. MacDonald. In 1951, MacDonald had reached the government's mandatory retirement age of 70 and had, therefore, retired. Because of the Korean War, President Truman persuaded MacDonald to stay on as interim head of the BPR for the duration. This request reflected the President's sense that in an emergency, it would be best to retain MacDonald, the most respected man, nationally and internationally, in his field.
Two months after the start of the Eisenhower Administration, MacDonald retired on March 31 at the request of Secretary of Commerce Sinclair Weeks. In speaking to the press prior to leaving office, MacDonald stressed the importance of the Federal-State partnership he had done so much to create and sustain:
[It] is a workable plan to accomplish a continuing program that involves both local and national services; second, it sets a pattern in harmony with the concepts of federal government.
Speaking of the Federal Aid Road Act of 1916, he told reporters:
[It] recognized the sovereignty of the states and the authority retained by the states to initiate projects. All through the legislation since then, the same mechanism of checks and balances has been maintained evenly so that the states and the federal government both have to agree before they can accomplish a positive program.
The condition of the Nation's roads was, as ever, on his mind. Much of the original Federal-aid system had been surfaced by the mid-1930s, but only to the standards for that period. As he said during his last speech to AASHO as Commissioner, that "is ample evidence that highways today are only fractionally as adequate for today's traffic demands as they were two decades ago." Less than 25 percent of the Interstate System was adequate for modern traffic (adopting the view that construction of the Interstate System would mean upgrading the current road to meet Interstate standards). About 16 percent of the System was "critically deficient."
To meet growing needs, he told reporters:
It is logical to borrow for important needs and to retire the borrowings from user income. By setting aside the income from a fraction - say a cent of the gasoline tax, there is an assured fund that can be used to retire bonds.
His view on toll roads was cautious:
Financing toll roads with bonds paid for entirely out of revenue [tolls collected on the road] can lead us into a dangerous situation. Only certain stretches of heavy traffic roads, like the New Jersey Turnpike, can be self supporting on that basis.
Issuing bonds backed by earmarked gasoline tax receipts was one way of paying the difference between bond charges and toll collections.
MacDonald told the reporters that the Federal Government collected $800 million a year in fuel tax revenue but provided funds to the States at a rate of only $575 million. He thought it "desirable to equate federal aid to federal gas tax revenues." He was not, however, convinced that all Federal highway user tax revenues should be dedicated to highways, citing excise taxes on such products as perfume and alcoholic beverages as examples of taxes levied simply to meet government expenses. "Take the cigarette tax," he explained. "I don't know how you would apply its proceeds for the benefit of cigarette users."
MacDonald stayed in Washington only 1 more day. On April 1, 1953, he looked on as Secretary Weeks administered the oath of office to the new Commissioner of Public Roads, Francis V. du Pont. That same day, MacDonald left for College Station, Texas, where he would work part time to help Texas A&M University develop a transportation institute in collaboration with the Texas highway department.244
Engineering News-Record commented that, "The Bureau of Public Roads is a monument to MacDonald."245 The man who was to take control of that monument had once followed in the footsteps of another great man. In that case, the great man had been his father, T. Coleman du Pont, the wealthy engineer and good roads advocate who had been active in the National Highways Association and the push for the Townsend Bill in 1919 to 1921.
Du Pont, like his father, had graduated from the Massachusetts Institute of Technology (in 1917). In 1922, he became a member of the Delaware State Highway Commission and remained on the commission until 1949, serving as its Chairman for 23 years. During those years, he converted his father's highway into a divided highway from Wilmington to Dover, which one historian, John B. Rae, has called "the first important arterial highway to adopt the dual roadway technique."246 Du Pont also played a major role in planning the Delaware Memorial Bridge. When it opened in 1951, the bridge was the longest suspension span in the world. As Secretary Weeks said in announcing the appointment, du Pont was "nationally recognized as one of the foremost administrators of public highways in America."247
In early interviews, du Pont opposed "earmarking" or linkage of Federal highway user taxes for road purposes, quoting Governor Thomas E. Dewey (R-NY) on the subject: "Would you use the revenue from alcoholic taxes for the benefit of alcoholics?" Du Pont also opposed the dissipation of large portions of the Federal highway budget for secondary roads. He favored the use of Federal revenue for the primary intercity highway system, particularly where local tax collections were insufficient. However, he thought toll highways were satisfactory where traffic was heavy enough to support the bonds.
Asked by a reporter why he was coming out of retirement to return to public life, the wealthy du Pont did not reply directly but did say, "I can assure you I'm not in it to make a living." Du Pont, who served without pay as chief highway executive in Delaware, added, "I don't even know what the job pays." The annual salary was $16,000.248
As for taking over the BPR, he said, "I'm going to do an awful lot of looking." He promised to devote a large share of his time to building on the BPR's relationship with the State highway agencies to obtain full support for national highway policy. Du Pont also intended to make an intensive survey of the BPR to improve its economy and efficiency.
Despite the respect du Pont had earned within the highway community, doubt existed about the future of the BPR. Secretary Weeks had strong views on who would be setting policy within the Department of Commerce. It would not be bureau heads.
Departmental Order No. 128, signed by Secretary Weeks on February 13, 1953, created an "Under Secretary of Commerce for Transportation." The Under Secretary was to be "the principal adviser to the Secretary on all policy matters concerning transportation within the Department and on all matters concerning the transportation policies of the Government." He would also, "Exercise direction and supervision of the... Bureau of Public Roads... " as well as the other transportation-related agencies within the Department (Weather Bureau, Coast and Geodetic Survey, Inland Waterways Corporation, BPR, Civil Aeronautics Administration, Maritime Administration, and the Federal Maritime Board). Moreover, all the authority and program functions vested in the head of the BPR and the other Agencies, "are hereby made subject to the supervision and coordination of the Under Secretary of Commerce for Transportation."
As Engineering News-Record explained, more than half of the Commerce Department's budget went for the Federal-aid highway program. "Secretary Weeks has no intention of letting that amount of money go out without supervision from the top."249
In short, du Pont would not have the control that MacDonald, with his years of service and mammoth reputation, had enjoyed during his service to six Presidents. This change in the BPR's role was acceptable to du Pont. Later in the year, in his first address to AASHO as Commissioner, du Pont said:
As you well know, Public Roads is purely an administrative agency. It has no policy making role or legislative responsibility. These are the joint responsibility of the Administration and the Congress.250
The Hearings on the Road Question
The Subcommittee on Roads of the House Committee on Public Works opened its hearings on April 14, 1953.
Under Secretary of Commerce for Transportation Robert B. Murray was the first witness. (Weeks had intended to testify on the first day but another commitment prevented him from doing so.) Murray, a banker from Pennsylvania, had been president of the Pennsylvania Economy League for 7 years. The league had studied all phases of government operations related to highways "because of the seriousness to Pennsylvania of the highway situation."
Chairman McGregor asked Murray if Department Order No. 128 was a move, as rumored, to do away with the BPR. Murray replied:
I have no knowledge of such a movement and I think if there were such a movement, it would have no sympathy in the Department... I can tell you, Mr. Chairman, that there is not even any consideration of it. I have not even heard the rumor. I thought I heard most of the rumors around Washington, but that is one that I have not heard.
He added that, "Mr. du Pont and I have known each other for a long time and I am sure that we are not going to have any trouble." Murray deferred to Commissioner du Pont on other issues and on the questions Chairman McGregor had asked witnesses to address.
Du Pont, the second witness, indicated that while he was reviewing the organization, operations, and policies of the BPR, "we are not prepared to make specific comment on the committee's inquiries so far as they relate to policy matters." He would restrict his statement to presenting "such facts as we have at hand."
Turning to the Chairman's questionnaire, du Pont addressed the first two questions, regarding the Governors' Conference recommendations that the Federal Government relinquish the gas tax and curtail the BPR's activities:
I doubt that there has been a time in the long life of the Bureau of Public Roads where there have been so many and divergent opinions voiced as to the role of the Federal Government in our highway program. These philosophies range all the way from complete return to the States of highway responsibility and withdrawal of the Federal Government from the gasoline tax picture, to continuance of the present plan, to linkage between the aid to States and the total gas tax collection, even to the view that all the excise taxes now collected in the area of transportation be allocated to the Federal-aid to highways program. The whole problem is so intricate and the effects of any ultimate choice of a plan will be so far-reaching that I feel it demands more time than we have had to arrive at a firm conclusion.
Further, any plan finally adopted should be coordinated with the conclusions of the President's proposed Commission on Governmental Functions and Fiscal Resources. Du Pont declined to comment more specifically on the first two questions, although he indicated that the BPR would carry on as in the past.
As for the Interstate System, du Pont stressed its importance:
It is an important link in the production facilities of this country, forming as it does part of a grand-scale industrial assembly line. Uninterrupted highway transportation over this system is essential to our defense effort and to our peacetime economy.
The "great importance of this system," he said, would justify increased funding, which he thought should be distributed on a population basis. However, he also thought that any funds should be apportioned in a way that allowed the States to make "equal progress in its improvement."
Secretary Weeks testified on April 27. "Not being an expert on roads," Weeks said he did not have a formal statement. The Chairman's first question was about Department Order No. 128. The Secretary replied: "There is nothing intended or implied, so far as I know, in that directive that in any way, shape, or manner tends toward any watering down, so to speak, of the Bureau of Public Roads. My conception is that they will go on operating as they have, carrying out the program which is placed before them by the Congress."
The more than 50 witnesses who addressed the committee represented every aspect of the highway transportation community. As du Pont's comments suggested, they were sharply divided on the issues Chairman McGregor had asked them to discuss.
Responses to the Governors' proposal to eliminate the Federal tax on motor fuel illustrate this diversity. State Highway Commissioner Charles M. Ziegler of Michigan, speaking as president of AASHO, said that AASHO had several times suggested the Federal Government retire from the motor fuel tax, leaving it to the States. However, because Congress had chosen not to take that advice, AASHO at its annual meeting in 1952 had adopted a resolution stating that Federal-aid for highways should not be less than the receipts from the Federal gasoline tax.
Chairman McGregor asked where the funds for the Federal-aid program would come from if the Federal Government abandoned the gas tax to the States. Ziegler replied:
There are other finances in this picture, possibly, but it is a Federal department and we feel it certainly should be financed. Maybe this is not the thing to say, but we have confidence in you gentlemen that you might find the necessary funds to continue the Bureau.
McGregor commented, "It is a little difficult now to find funds even to balance the budget."
In response to a later question from the Chairman, Ziegler said, "If you turn that over to the States and get out of the 2-cent Federal gas tax, then that eliminates the request from Congress [to the States] for additional matching." The dialogue continued:
Mr. McGregor. Then you are of the opinion that we would not get any further requests from the State governments for Federal funds to match funds for highways?
Mr. Ziegler. Well, that is hard to say in other States. So far as our State is concerned, I do not believe you would.
Representative Fallon also asked about the States' reaction to a reduction of the Federal tax:
Mr. Fallon. Mr. Commissioner, do you feel that if the Federal Government would retire from taxing gasoline and oil there would be more money for the construction of roads?
Mr. Ziegler. I have an idea, and it is only my personal idea, that if right now the Federal Government were to retire from the field of the 2-cent gas tax the States generally would not pick it up and reenact it in their own local legislatures. In Michigan they had an increase which the legislative provided in 1951. I doubt if they would pick this up.
Mr. Fallon. To take my own State of Maryland, they have just increased the tax on gasoline. Do you not feel that a State legislature would be reluctant for political reasons - and that is what we have to deal with at home - to put this tax on gasoline on the State level, and that it might be a period of years and years before you ever reached a point where we would begin collecting additional gasoline tax?
Mr. Ziegler. That is right.
Greer of Texas testified that his State favored Federal withdrawal from the motor fuel taxes, as did State Road Commissioner H. K. Griffith of West Virginia and E. L. Schmidt, Secretary of Highways of Pennsylvania. Schmidt summarized the views of those who favored Federal withdrawal:
Federal Government should discontinue collecting taxes on gasoline which taxes should be the prerogative of the individual States with all the funds derived therefrom to be used only for highways and streets.
G. D. Hatfield, the chairman of New Mexico's State Highway Commission, testified in favor of retaining a Federal motor-fuel excise tax:
We favor the retention of a Federal motor-fuel excise tax as the most efficient and equitable means for collecting and distributing that portion of road-user fees which would be properly chargeable against interstate motor-vehicle usage, and to discharge the obligation of the Federal Government with respect to roads in Federal lands.
The Governors' Conference did not testify, but Governor Hugh Gregg of New Hampshire submitted a statement that Chairman McGregor entered into the record on June 10. As a member of the Governors' Conference, he said, he "wholeheartedly" supported the view that the Federal Government should retire from the field of motor-fuel taxation. The State legislature, he said, had adopted a resolution supporting this view.
Other groups that endorsed elimination of Federal motor fuel taxes included: AAA, the American Farm Bureau, the American Trucking Associations, the American Petroleum Institute, the Automobile Manufacturers Association, the National Association of Motor Bus Operators, the Texas Good Roads Association, and the Truck-Trailer Manufacturers Association. Support for the Federal motor fuel taxes came from the Mayors of Cleveland, Indianapolis, and Miami; the Director of Expressways for Milwaukee; the National Association of County Officials; the National Farmers Union, the National Grange; and Detroit's Superintendent of Public Works.
The statement by William A. Stinchcomb, Senior Vice President of AAA and Chairman of its Highway Committee, illustrates the sometimes contradictory views of witnesses. Stinchcomb stated that AAA supported acceleration of the Interstate System, which he called "the most important highway network in the country." Not only should funding be increased for Interstate construction, but the Federal share should be increased from 50 percent to 75 percent. These measures would "go a very long way toward ending the current rash of toll-road proposals," a long-time goal of AAA. Further, AAA supported continuation of the BPR and the Federal-aid highway program, but thought the program should focus only on roads of national significance in rural and urban areas.
At the same time, Stinchcomb stated:
It has traditionally been the view of the American Automobile Association that the field of motor fuel and motor-oil taxation should be the prerogative of the State and the State alone. The association therefore opposes Federal excise taxes on motor fuel and motor oil, believing that these excises interfere with the use of this field of taxation by the States for highway purposes.
As a policy matter, AAA believed that the Federal-aid highway program should be financed from general tax revenue because the benefits were to the Nation, not just to motorists. "We are getting our eggs all scrambled in this taxation field."
The Committee members questioned Stinchcomb about the implications of these positions. Representative John J. Dempsey (D-NM.) asked, "Do you think that the States would immediately each put on a 2-cent additional tax on gasoline?" Stinchcomb admitted, "I am impelled to say I do not."
Chairman McGregor stated, "If you take the 2-cent gasoline tax off, whether it is State or national, you are not going to have money to build roads." Stinchcomb did not agree, since the States would at least have revenue from present motor fuel taxes while general tax revenue would fund the Federal program.
Representative Thaddeus M. Machrowicz (D-Mi.) asked if AAA's view would change if the revenue from the Federal motor fuel tax were used "to a greater extent" for highway purposes:
Mr. Stinchcomb. Speaking clearly as a matter of fiscal policy and from the field of taxation, I would think that theoretically our position is sound.
Mr. McGregor. We are not dealing with theories, Mr. Stinchcomb.
Mr. Stinchcomb. Well, for heaven's sake then, if you are going to diminish the amount of Federal appropriations for highways, if you should come to the conclusion you would abandon your position [in support of] the excise tax on gasoline, then I would say at this meeting today, "Don't do it."
Unlike AAA, several others who favored ending the Federal motor fuel tax also favored curtailing the BPR's activities. For example, Pennsylvania's Secretary Schmidt said:
Pennsylvania is in favor of continuing the Bureau of Public Roads as a consulting and coordinating agency so that uniform standards of construction, maintenance, and traffic control may be continued. They are not required as an operating agency. This should result in a considerable saving in overhead costs to the federal Treasury.
For the most part, though, the witnesses endorsed continuation of the BPR without curtailment, many offering high praise of the Agency. Speaking on behalf of AASHO, Zeigler said:
The Bureau of Public Roads has played an important part in establishing the highway plant necessitated by the unprecedented growth of motor transportation. It has had a very beneficial and stabilizing effect on road policy in many of the States. Through its foresight important physical research and planning have been embarked upon by all of the States. With it, much of this factual information that is being presented today would not have been available. The Bureau of Public Roads had a strong influence in bringing about uniformity of practice in highway design and construction throughout the Nation. Only through uniformity of the Federal-aid systems of highways have we been able to bind together and to so greatly strengthen the economy of our Nation in this motor age.
It is equally important in view of the unprecedented increase in traffic and rapid development of improved types of motor vehicles that these national systems of highways be expanded and redeveloped on a generally uniform basis throughout the Nation through the coordination which the Bureau of Public Roads now furnishes and should continue to furnish.
Governor Gregg also favored continuation of the BPR:
It is our belief that the Bureau of Public Roads has been a fine example of a sound and progressive agency and that under any conditions it must continue to coordinate the interstate system and major portions of the primary and urban systems since these are of national importance.
Some of the other comments on the BPR:
Mayor Thomas A. Burke of Cleveland: It is hard for me to understand why there should be any suggestions for such curtailment... I would think there would be every argument for enlargement of its role, if only for the protection of the public in securing the very best standards of road construction on this national system.
Commissioner George G. Hyland, Department of Public Works, Boston: I wish to state that I feel that the Bureau of Public Roads has done more than any other single agency to promote a safe, adequate highway system throughout the country.
Raleigh W. Gamble, Director of Expressways, Milwaukee: I do not know how we would get along without the engineering and research material that is coming out, and the cooperation of the Bureau.
Major General Ike Ashburn, Texas Good Roads Association: We believe it is essential that the Bureau of Public Roads activities be continued because only in that way can we achieve and maintain an integrated program of highway construction for national defense.
ARBA, the American Trucking Associations, the Associated General Contractors of America, and the Department of the Army were among the others who endorsed continuation of the BPR.
Some witnesses, such as Mayor Alexander M. Clark of Indianapolis, favored retaining the BPR but limiting its activities "for economy reasons" to such activities as the handling and direction of the funds placed in trust and coordinating defense activities with regard to highways. The city and State could do the highway construction work "more economically and efficiently at a local level and it will also tend to cut down on bureaucratic spending." When asked for examples of waste, he indicated, "I do not know too much about what their personnel problem is, or what their functions are," adding "the only information I would have might be hearsay, and I could not put my finger on it." Similarly, the legislative counsel of the National Grange, J. T. Sanders, favored curtailing the activities of the BPR so it would serve only as a coordinating agency for the States.
The third issue raised by the Chairman, whether to deposit Federal motor fuel taxes in a trust fund for highway purposes, also received a split reaction. Some who favored repeal of the taxes also opposed creation of a trust fund. Others, including Ziegler on behalf of AASHO, favored repeal but suggested that if repeal did not occur, the Federal-aid highway program should be funded at the same level as the gas tax revenues. He did not specifically endorse a trust fund for highway purposes, but others, including Governor Gregg, believed it would be desirable:
If the Congress does not see fit to relinquish the tax on motor fuel in favor of the States, the proposal that the Federal motor-fuel taxes be deposited in a trust fund for highway purposes is good.
Cleveland Mayor Burke preferred to see funding levels "left to an annual review by an elected body."
Groups and individuals endorsing a trust fund included the American Municipal Association, Mayor Clark of Indianapolis, and the Air Transportation Association of America.251 Opposing the trust fund concept were AAA, the Chamber of Commerce of the United States, National Association of Motor Bus Operators, the National Association of County Officials, and the Rubber Manufacturers Association.252
Officials of Boston, Chicago, Detroit, Miami, Milwaukee, and other urban areas believed that the time had come to address urban area problems. They felt that the State highway agencies had a rural bias. Boston wanted direct Federal-aid to urban areas. Several thought urban Interstates should be a priority, with the Federal Government providing up to 100 percent of the funding. Urban area representatives also felt that their populations provided most of the highway user tax revenue, but that much of it was being diverted to rural needs that were far less severe.
Perhaps no witness had a harder time than Matt Triggs, Assistant Legislative Director of the American Farm Bureau Federation, an organization of 1.5 million farm families. He said that his federation believed that the taxation of motor fuels should be reserved to the States. It opposed toll superhighways, but also large expenditures by the Federal Government for toll-free superhighway construction that would unbalance the Federal budget. When Triggs said funds for the Interstate System should be kept at current levels until the budget is balanced or serious unemployment occurs, Representative Dempsey asked Triggs what he thought that amount was. Triggs acknowledged he would be guessing, but thought the figure was about $280 million:
Mr. Dempsey. I would settle for a difference of $225 million. It is only $25 million.
Mr. Triggs. You are asking me some technical facts that I do not know... Do you mean a special system within the primary system?
Mr. Dempsey. That is right...
Returning to his statement, Triggs said that farm people "... are frequently disturbed because the Bureau of Public Roads insists on specifications that are considered unnecessarily expensive by local road authorities." The States, he believed, "are capable of establishing standards and specifications without supervision by Federal authority." The federation, therefore, recommended Congress end the BPR's authority to establish standards and specifications for secondary roads.
Representative Robert E. Jones, Jr. (D-Al.), interrupted. He summarized Triggs' views by saying the federation is opposed to the Federal gasoline tax, the earmarking of Federal funds for roads, toll roads, and the Interstate System.
Mr. Jones. Now you are opposed to any authority contained in law by which the Bureau of Public Roads says Federal moneys have to be spend on secondary roads.
Mr. Triggs. That is right.
Mr. Jones. As a matter of fact, Mr. Triggs, you are against the road program entirely, aren't you?
Mr. Triggs. May I change that a little bit? We are for a larger assumption of responsibility for roads by State government...
Mr. Jones. You eliminated all the taxes and all the authority of the Bureau of Public Roads to set standardization criteria for the construction of these secondary roads. What other function would the Federal Government have? You would then have to take from the general revenues moneys and appropriate it to roads.
Mr. Triggs. And allocate it to the States. I do not know what other functions the Bureau of Public Roads has. I do know that one of the things that comes up at meetings of farmers - almost any meeting of farmers - is that they have looked into the road program in their local community and want to build certain roads. They find in order to meet specifications of the Bureau of Public Roads it increases their cost and reduces the amount of roads which they can build.
Chairman McGregor interrupted:
Mr. McGregor. I guess I was the author of the farm-to-market roads with Federal funds - but I would like to ask you this question. You are recommending that the Federal Government get out of the plans and specifications program of the farm-to-market roads. Is that correct?
Mr. Triggs. Yes.
Mr. McGregor. I have been advised on good authority and have carefully checked it, and find those specifications you refer to are drawn by the various highway officials of the States. Such being the case, you are asking that the Federal Government get out of the plans and specifications field and give it back to the States, and the States are the very chaps who are drawing the plans and specifications now. So what good would that recommendation do?
Mr. Triggs. It may very well be, sir, that much of the local irritation that is reflected to us is based upon State highway departments telling local people, "We cannot do that because the Federal Government won't let us."
Mr. McGregor. I think you have hit the nail on the head. Some State officials are really misrepresenting the actual facts.
Mr. Triggs. But I still say that is the feeling of farm people out there.
Mr. McGregor. I hope that is the thing this committee will be able to bring out - that the Bureau of Public Roads has been the shock absorber for a lot of charges which are not justified.
When the questioning ended, Chairman McGregor thanked Triggs for his testimony. Triggs commented, "I enjoyed being here, even though it did get a little warm, in the way of questions."254
Two of the issues Chairman McGregor had asked witnesses to discuss were related to the nature of the Interstate System:
- Proposal for the extension of turnpikes and toll roads as well as transcontinental superhighways.
- Proposal to increase funds for interstate system of highways.
The responses demonstrated confusion about what the Interstate System was and how it would affect the country. Interstate highways were generally thought to be the U.S. numbered highway in the designated corridor, with the road to be upgraded within its present alignment wherever possible. This view was encouraged by the design standards developed by AASHO in 1945 and concurred in by the PRA.
Ziegler's comments about topic (4) on behalf of AASHO illustrate this perspective:
The matter of constructing turnpikes, toll roads, and transcontinental superhighways resolves itself simply into whether or not such highways are necessary in certain areas to efficiently accommodate the traffic need. We do not believe that it is necessary nor economically reasonable to use expressway type of design on all sections of transcontinental highways, because the present traffic or that which we can foresee in the reasonable future on many sections does not justify that type of design. The pattern for the desirable location and design standard of transcontinental principal highways has been established adequately by the Congress in its creation of the interstate system of highways. The need for the construction and financing of long expressway sections of this system of highways has not created a problem in a great many of the States thus far.
In reply to topic (5), AASHO favored increased funding to "provide some reasonable progress in the development of the interstate system." Ziegler reiterated AASHO's recommendation that $210 million be set aside for the Interstate System each year, with a Federal-State matching ratio of 75-25:
In view of its importance, considering the sizable deficiencies that exist, it is felt that a larger appropriation than previously recommended could well be justified. The previous estimate of nearly $11 billion shows the immediate need to bring this present interstate system up to tolerable standards. The construction of this system would automatically take care of a great part of our present highway deficiencies.
Stinchcomb indicated that AAA was "unalterably opposed to transforming free roads into toll roads." He said AAA thought 50 percent of Federal-aid funds should be used on the Interstate System. John V. Lawrence of the American Trucking Associations said, "Completion of the interstate highway system... in the least shortest time is, in our way of thinking, the first thing that should come first." The organization condemned the toll-road financing method, which should be employed only "under exceptional circumstances." The American Municipal Association supported the Interstate System and praised the BPR's cooperation "in spirit and in fact" with State and municipal officials.
New Mexico's Hatfield opposed toll financing, but added that "so-called superhighways should be constructed only where sound justification is indicated." For toll-free construction, he recommended "an amount adequate to insure their development commensurate with needs." Oregon's R. H. Baldock indicated that turnpikes were being built because people "are tired of waiting for the type of construction that they have wanted so long." Interest on bonds for toll financing, however, was "costing them a great deal of additional money that would not be necessary if the roads were built as toll-free roads." He opposed Federal funding for toll roads, and thought all additional funds should be devoted to construction of toll-free Interstate highways.
Griffith of West Virginia recommended that, "The Federal Government should take over responsibility for construction of the interstate system." Clem D. Johnston of the Chamber of Commerce of the United States favored reserving Federal-aid for "the roads used primarily by trade in interstate commerce." Pennsylvania's Schmidt was opposed to giving special funding for "any specific system":
The State in cooperation with the Federal Bureau of Roads should be the judge as to location and expenditure... We wish to protest most emphatically against recognizing the so-called interstate system for special appropriations and allocations.
Mayor Burke of Cleveland thought Interstate funding should be at least doubled. He understood why some areas had turned to toll financing, but he considered it "a much more expensive way of constructing roads." He preferred "an accelerated program of construction of the national system and on a basis that is without toll tax." Similarly, Glenn C. Richards, Detroit's Superintendent of Public Works, said he would "prefer toll roads to no roads; but I do not think toll roads are the answer." He pointed out that, "There is, however, almost unanimity of opinion as to the desirability of increased Federal participation on the interstate highway system." Milwaukee's Raleigh W. Gamble agreed, saying, "I wish to emphasize that a modest increase is not sufficient, but the 1952 appropriation should be increased many times."
For all the diversity of responses on the three key questions and the other issues Chairman McGregor had raised, Seely commented that what was most striking was "the emerging agreement on several key issues." He pointed out that:
Almost no one challenged the importance of the Interstate system, and discord on the traditionally divisive subject of rural roads was muted.
Seely observed three other areas of almost complete agreement:
Every witness concurred that a larger federal highway program was needed. Moreover, most agreed that the Interstate system should become the focus of federal attention because of its transcontinental role and its ability to ease urban congestion... Finally, there was almost complete agreement about maintaining the BPR as the guardian of the federal-aid program. Praise for the bureau came from both witnesses and congressmen...
The growing consensus on these and other points, Seely said, was a tribute to the BPR:
Every statistic about highway needs, construction progress, or potential costs that surfaced at the hearing came from the BPR.
He added that the BPR was also partly responsible for a growing interest in linking Federal-aid highway funding levels to highway user tax revenue. The BPR and Congress had long believed that the States should reserve State highway user taxes for highway improvements. Many members of the House Committee on Public Works, according to Seely, had come to think of a similar link at the Federal level:
[The] linkage was a tidy method of dealing with the rising tide of traffic, since it increased funds without appearing to increase taxes. Not only did critics find these arguments hard to refute, but they also had no serious alternative to present.
The interest in a loose "linkage," coupled with ambivalence toward the trust fund concept may, in hindsight, seem puzzling. However, the witnesses had hindsight to guide them, as Seely pointed out:
[The] state highway officials and the BPR deliberately avoided directly linking tax revenues and federal aid, for they remembered that state highway departments had been crippled when gas tax collections plummeted after rationing was imposed in World War II.255
|<< Previous
|Next >>
- Summary of Hearings, National Highway Study, House Committee Print No. 9, 83rd Congress, 1st Session, Subcommittee on Roads, Committee on Public Roads, April 15-July 14-1953.
- MacDonald, Thomas H., "A Choice of Guides," 38th Annual Meeting, American Association of State Highway Officials, Kansas City, Missouri, December 10, 1952, p. 12.
- The institute is the Texas Transportation Institute.
- "The 'Chief' Retires," Engineering News-Record, April 9, 1953, p. 128.
- Rae, John B. "Coleman du Pont and his Road," Delaware History, Spring-Summer 1975, p. 180.
- "Du Pont to Succeed MacDonald as Chief of U.S. Road Bureau," Mississippi Highways, April 1953., p. 12.
- Mississippi Highways.
- "MacDonald retires as Commission of Public Roads; F. V. du Pont takes over," Engineering News-Record, April 2, 1953, p. 52.
- Du Pont, Francis V., "What's Going On In Public Roads," November 10, 1953, American Highways, January 1954., p. 11.
- The association was concerned because taxes on highway tires and tubes, gasoline and lubricating oils were imposed not only on highway users but on aviation sources as well. Taxes from aviation sources should, the association said, be excluded from the trust fund.
- In view of the outcome, in 1956, of the long deliberations on the Interstate System, it is worth noting that many groups looked at their self interest from a narrow perspective. By focusing only on whether their group would be taxed, many groups opposed essential features of a program that would greatly benefit their members.
- The BPR adopted standards developed by the State highway officials acting through AASHO. This practice has been followed by the FHWA and AASHTO.
- Hearings before the Subcommittee on Roads of the Committee on Public Works, House of Representatives, "National Highway Study," No. 83-1, Part 1, 1953, p. 89-108.
- Seely, p. 208-211.


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May i ask if my girlfriend will get pregnant on her ovulation day (based on her tracker) even i used condom and pull out method? I also tested the condom, (100% not broken)
It really bothers me.
Hello, my boyfriend is a very nervoys guy, he's worried that I could be pregnant even though we did everything we were supposed to do the right way and most importantly that we were protected.
I had sex with my boyfriend October,22. He was so worried that we used a total of 5 condoms that night because he lasted around 1 hour and 45 minutes. Then, he came with a condom on and still pulled out and finished in my stomach, above my belly button. Then, he went and did the water test to all of the 5 condoms and none of them had a leak or any sings of breakage.
Then, we had sex again October 24, this time we only used one condom but he still pulled out even though he was using a condom, and came on my stomach above my belly button again and he still went and did the water test and saw no leaking any sings of breakage.
(Sorry for all the details).
The problem is that I have been telling him that we are perfectly fine that we did everything right but he is still worried because Im supposed to ovulate October, 29 and we had sex a couple of days before my ovulation date. However, I keep telling him not to worry about that everything is good and there is nothing worry about, because we used the condoms the proper way, plus he still pulled out which I think that was little extreme since he was using a condom, but well I understand him.
This is the first time we have sex during our relationship, and we sure dont want a baby, but I cannot seem to able to show him that we had sex with a condom and on and still pulled so the chance of a pregnancy happening are very slim. but he still says that he wont believe it until I have my period during the 2nd week of November, its supposed to come November, 10th, and I dont think I could be able to deal with his attitude until my next period starts.
This really makes me think that he doesnt trust me or believes what Im trying to explain him which makes me feel sad because like I have said before. I understand that he doesn't want a pregnancy right now, but we have done everything right!!! I still dont understand why he needs to act this way towards me.
Please ladies, help me out what can I do to make him feel better? and show him that we used a condom and even though there is a chance, they are very small. PLUS he pulled out so the chances become even smaller. PLUS he checked for any signs of leaking and there were not any signs visible. I really want him to understand because this has been really stressing during all this week.
Again Please, ladies what is the effectiveness of using a condom plus pulling out?
And what can I do to make him feel better and show him that we are perfectly fine, I dont really want that our great relatioship finish for a small problem like the one we are currently going through.
Thank you Empowher, I really appreciate your help!.
Add a Comment3 Comments
May i ask if my girlfriend will get pregnant on her ovulation day (based on her tracker) even i used condom and pull out method? I also tested the condom, (100% not broken)
With condoms there is a 2% chance of pregnancy if used correctly. With the "pull out method" there is a 4% chance of pregnancy if done correctly. So if you do the math:
P(pregnancy w/ cond. & pull out)=
Numbers don't lie. There is a .08% chance of pregnancy if condoms and the pull out method are used together and correctly.
You can share with him credible sources of information regarding facts about birth control methods and their effectiveness rate, and then you can understand that he may have not been emotionally ready to have sex. The most important aspect of a sexual relationship is trust, and this is not "about you" or him not trusting you. He is emotionally scared, not wanting to mess up, and knows enough about himself that he is not ready to have a baby. There is a lot of maturity on his part, and he also realizes that the only 100% effective way NOT to become pregnant is abstinence. There are VERY effective ways not to become pregnant: condoms are up to 98% effective, and that's highly effective. The other birth control methods that are highly effective are hormonal birth control options (such as the pill) which is 99% effective.
Share with him the statistics, and instead of trying to prove him wrong...be on his side and show him you trust him and his judgment, and understand his fear. Condoms are up to 98% effective, and he doubled-up on birth control methods by using the Withdrawal Method (or "pull out" method) which increases the effectiveness even greater. You can let him know how much you appreciate his thoughtfullness, his being concerned about both of your futures and your health. You can also suggest that while sex was (fill in the blank with positive description!), that perhaps waiting to have sex again, until after your period begins in mid-November would be best until you both trust the process more. There are many other things you can both do to show your physical affection and be intimate without having penile-to-vaginal intercourse (if his naked penis is near your naked vagina, however, please make sure he is wearing a condom, even if you do not intend to have sex....it can happen quickly in the heat of the moment!).
Here is a great resource that compares effectiveness rates of birth control options: http://www.plannedparenthood.org/health-topics/birth-control-4211.htmOctober 30, 2011 - 11:51am
All user-generated information on this site is the opinion of its author only and is not a substitute for medical advice or treatment for any medical conditions. Members and guests are responsible for their own posts and the potential consequences of those posts detailed in our Terms of Service.


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For the benefit of the community and to keep information here helpful to everyone who visits, please observe the following posting guidelines:
For images in my blog entries, I am using an img src like this:
When I moved to a production test domain, these src's stayed the same and are still pointing back to localhost. If I insert an image using the insert media function in the HTML editor, I get a src like this:
That doesn't look like it would work that much better as I can't assume the Portal ID will be 0 in production. For all other images I have used the DNN Token [Portal:HomeDirectory] which I am thinking will work in all cases whether in dev or production no matter the Portal ID. Is this a good way to define the image src?
If it is a good way, how can I access this token from within a blog entry? I tried the token and it doesn't get replaced.
Currently there is no way to deal with the similar issue and you have to manually modify those relative 'src' when you moving them. The SQL script way will be a better solution. And tokens not supported in the HTML editor. If you need any help about SQL script, you can contact us via email. Hope it helps.


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Who You Gonna Call? Bill Murray? Really?
We can all sing the song, it sounds like a commercial for a video poker palace doesn't it? Who you Gonna Call? Well if you're hoping for Ghostbusters 3 you might want to call Bill Murray and Ashton Kutcher. It appears the talk around tinsel town suggest a script for GB3 is already written and awaiting approval from Mr. Murray. Now will we actually see Mr. Demi Moore in the movie? Or are we all going to get punked?


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Mary Lou Lord has a lot of heroes, including Elliott Smith and Shawn Colvin. But the act whose career she would most like to emulate is more unlikely: the Kelly Family.
Anyone who has seen the Kellys, a prefab combo of willowy siblings who make the Hanson brothers seem like Black Sabbath by comparison, has likely wondered: Is this group for real? But Lord has actually seen them in the flesh. She encountered the brood when she was a struggling folk singer hoping to shake a few coins from folks relaxing on the Boston Common.
"It was about ten years ago, and I nearly got into this huge fight with them about who was going to play there," she recalls. "They were little kids then, and it was the most insane thing I've ever seen--this big Irish family coming out for tip season. And I was like, 'I don't want to fight with a five-year-old kid.' So I told them they could play there, and I watched them for about an hour--and after it was over, I gave them a couple of bucks. But then, about four months ago, I saw their infomercial--you know, the one that guy who used to be on MTV [Alan Hunter] does? And I found out that they'd sold a ridiculous amount of records--35 million, I think. It was weird."
The size of these sales figures didn't suddenly convince Lord, 33, that the Kellys' music is good: "It's horrible," she says. But like Lord, who has been a regular fixture in Boston's subways for years, the Family built its first audience by busking. And she firmly believes that this background contributed to the collective's success. "Their playing in the street to everyone in the world had to have something to do with it," she says. She adds, with something approaching earnestness, "So they're my role models now."
Lord is probably joking, but there's no denying that she's more savvy about the business part of the music business than are most of her peers. She recognizes that her subway past can be used to her advantage: "If we can market it right through the media, people will go, 'Oh, my God, that must be that girl I saw' and make the connection that way." And although she admits to being mildly annoyed that she's still best known in some quarters as a former consort of late Nirvana leader Kurt Cobain, she understands that the long-ago relationship makes good copy. "If someone's writing something, they want it to be eye-catching," she acknowledges. "Plus, a writer needs an angle, and a lot of times an editor will say, 'Get that one,' because it'll get the most notice. But when you listen to the record, you realize that there's a lot more going on than just that."
Got No Shadow, the album to which Lord is referring, proves her point. The disc, her first for Work, a Sony-affiliated imprint, is a gently melodic collection of charming hum-alongs that bridge the gap between Sara McLachlan-style emoting and the more musically intriguing world of alterna-pop. Lord is a traditionalist with a becomingly modern sensibility, as her choice of guest stars emphasizes: Both Byrds founder Roger McGuinn, who adds his twelve-string mastery to "Lights Are Changing," and Good Will Hunting soundtracker Elliott Smith, a contributor to "Shake Sugaree," sound perfectly at ease in this setting. Because Shadow's production, by industry heavyweights Tom Rothrock and Rob Schnapf, is so subtle, those addicted to instant gratification may be underwhelmed by the platter. But given enough time, Lord's beguiling vocals, which manage to be simultaneously airy and substantive, and gorgeous ditties such as "She Had You" should eventually break down the defenses of listeners on either side of the modern-rock fence.
In other words, Lord's latest is a crossover waiting to happen--and if it does, she says that she'll feel considerable satisfaction. "I think people expected this record to be absolutely ridiculous," she says. "But then they listen to it and they realize, 'This isn't a bunch of bollocks.' And that makes me feel good."
So, too, do the songs of Karen Carpenter and Olivia Newton-John, which Lord fell for while growing up in Salem, Massachusetts. Before long, music was her everything, and she wanted to be involved in it any way she could. She majored in voice at the Berklee College of Music, then moved to London to become a studio engineer. But being behind the scenes wasn't for her. In the beginning she knew how to play only one song on guitar--John Prine's "Angel From Montgomery"--but that didn't prevent her from playing it endlessly for unsuspecting pedestrians. "At least it set me apart," she says. "Everyone else was playing 'Streets of London.' That's the 'American Pie' of England."
Don McLean's "American Pie," in Lord's estimation, is the all-time busking cliche, followed closely by Paul Simon's "The Boxer." But even though riding these warhorses might have netted Lord more contributions, she refused to do so. Instead, in London and back in the States, she concentrated on learning tunes by worthy songwriters who weren't receiving the attention they deserved. For example, she was an early and enthusiastic advocate of tunes penned by Colvin, whose wins at the recent Grammy awards left Lord feeling as thrilled as if she'd taken home the baubles herself. "I watched the whole thing on TV and just cried," she says. "It was just so amazing, because I've seen the span of her entire career, from when she didn't even have a record deal to now. It was great."
As time went on, Lord took heat for the number of covers she performed; critics assumed that she did so to disguise her own deficiencies as a songwriter. That's changing to some degree: She penned four of the thirteen songs on Shadow on her own and co-wrote three others with Nick Saloman of the cult band Bevis Frond. But she bristles at the suggestion that she's a lesser artist because she enjoys interpreting the creations of others: "I was reading this interview with Joni Mitchell, and she was saying how she loved the old Motown songs and the Brill Building stuff, and how back in the day, A&R people went around finding songwriters and matching them up with performers. And then she said, 'Then me and Bob Dylan came along, and I guess we really fucked up a lot of stuff for a lot of people.'" Through a laugh, she says, "And it's like, 'Yeah, Joni, I guess you did.' Because after that, everybody had to be a songwriter if they were a singer, and a lot of people's egos got involved. It was like, 'The song is good because I wrote it. That's why it's good.' But that wasn't necessarily so.
"The way I look at it is, the early Beatles, the Rolling Stones, Bob Dylan and even someone like Hank Williams didn't write all their own songs at first. They played songs that they loved, songs that they respected, and that's how they learned. I think in order to be a great songwriter, you've got to be a great fan, and a lot of people fail to recognize that. So I've tried to play songs that I love that wouldn't get heard otherwise, and I feel proud of that. There will come a time--and I know this--when it will just be my songs, but when it does, I'll be able to go into it with a clear conscience, knowing that I respected the songs that kept me alive and made me do it in the first place."
In the early Nineties, Lord started getting noticed by talent scouts--and her liaison with Cobain raised her profile another notch. But the key to her transformation from street performer to major-label prize was BMG publishing executive Margaret Mittleman, who took an interest in Lord in 1993, around the same time that another of her discoveries, Beck, was bursting onto the scene. "She was very highly regarded," Lord says. "And because of her good luck with Beck, everyone wanted whatever else she had. And I just happened to be the next person."
His Indie World, a Lord EP on the Kill Rock Stars imprint, and a series of showcases for decision-makers like Irving Azoff made the singer a hot property. The bidding war that resulted dragged on and on because Lord refused to settle on a suitor. "I just wasn't ready," she insists. "It wasn't like I was holding off for a better deal. I was just being careful--and luckily, I had BMG with me. I took them by the hand and said, 'You know what? I don't want to get screwed over, and I know you don't, so will you protect me?' And they did. I was ready to sign a couple times, and they said, 'No, you don't want to do that, and here's why.' So it wasn't just little Mary Lou from the subway walking in there. And that made all the difference."
In the end, Lord signed with Work because of its size--seemingly huge but actually quite small. "I talked to them when they were just starting, and they didn't have a staff yet. They didn't even have an office. So I figured there wouldn't be any turnover--that I wouldn't lose anyone who was really behind me, because there was no one there to lose."
Since then, Work has become an industry force thanks to its success at breaking Fiona Apple. When, shortly thereafter, the company made it known that it considered Got No Shadow a priority, the pressure on Lord increased exponentially. In her mind, she's dealing with it as well as can be expected, but she confesses that her nerves sometimes get the best of her. "It's fun for me to play on stage because I've got a band, and if I fall back, they kind of catch me," she says. "But it is a little bit frightening when everything is riding on you, and when you know that you owe the audience a little bit more because they've already paid. On the subway or on the street, people don't expect anything; they don't know me, and they don't know that I've got a deal. But now that I'm the headliner, I feel like, 'Oh, my God, what happens if I just suddenly faint in the middle of all this? What happens if I have a big old anxiety attack up here and run off the stage?' In the subway or on the street, it's my own free will; if I want to leave, I'll just leave. But with concerts, there's definitely more of a commitment there. This probably will sound terrible, but I look at it a little bit more like a job. It's like, I took this on, I asked for this, so now I've got to come through and be responsible."
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Even so, Lord hasn't closed the book on busking. She performed an impromptu set in the Boston subway in early March, and rather than lining up a club date during Austin's South By Southwest Music Conference a couple of weeks later, she staked out a spot in front of a Kinko's copy center and did her thing there. "I like to do that as much as I can, especially when things get crazy," she says. "It makes me grounded. I can be playing, and a 45-year-old nun might come up to me and say, 'You know what? That made my day.' And that's what it's all about to me."
Well, almost. Lord likes the sight of her guitar case filled with quarters, but she's not averse to making profits on a larger scale. And according to her, she knows just how to do it: "I'll go on tour with the Kelly Family."
Mary Lou Lord, with Slim Dunlap. 8 p.m. Monday, April 6, Bluebird Theater, 3317 East Colfax, $6, 830-


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Malthouse Theatre Season Two Marion Potts
When was the last time you sat in a darkened theatre wishing you could rewind events, replay them from different perspectives, or better yet, change the ending? In what's destined to become one of the most talked-about shows of 2011, murder mystery, Half-Real, hands over power to the audience - literally. Using interactive technology, from the latest in real-time movement tracking, projected imagery and 3D movement mapping, the action on stage will fall prey to the desires of the audience.
"Just like Choose Your Own Adventure," explains Artistic Director, Marion Potts, "the audience can decide where the plot should stop or decide that they don't like one particular outcome and choose another."
If Season One was all about "the shock value", then Season Two at Melbourne's Malthouse Theatre is characterised by "epic journeys about the human experience" with equal measures of surprise, experimentation and artistic excellence.
"We're very happy about the range of shows we're offering audiences in Season Two," says Potts, who confesses that programming the lineup of any season is "hugely complicated".
"The most exciting part is talking to the range of artists that come to us with projects -it's always an embarrassment of riches. We shortlist the projects that have fantastic artistic merit and audience appeal, right from physical theatre, dance or text-based work that may cross into music. After that, we enter into a series of negotiations and logistical considerations. It's a big and complicated task, but thoroughly rewarding."
It's this interaction with "really interesting ideas," that has secured Melbourne's spot as the arts capital of Australia, argues Potts. "Melbourne's healthy and vibrant independent theatre scene is constantly fuelling the work that is on our stages."
These days, she is constantly on the lookout for "the highest quality of work" that will defy expectations and deftly manipulate the audience's emotional journey. "It's our responsibility to expose audiences to all types of theatre. Each show is designed to surprise and illicit a particular experience."
So strap yourself in and let Potts guide you through some of the highlights of Season Two:
Feel the fear with... Pin Drop . An exploration of our most private experiences of fear, drawing on interviews from people aged six to 92 years of age. Tapping into our primal urges and subconscious anxieties, the production won the 2010 Green Room Award, Outstanding Production (Independent & Hybrid Performance). "I'm thrilled to be sharing this enormously successful production with a larger audience."
Something to warm the heart... Namatjira combines narration, dance, mime and voice to deliver the story of Albert Namatijira - from early on in his life to his resounding success as an artist. "It's an epic journey that has some fantastic and rewarding moments." Bonus: Third-generation watercolour artists will create expansive works before the audience's eyes.
Draw on your introspective side with… Look Right Through Me . The instantly recognisable work of Australian cartoonist, poet and philosopher, Michael Leunig is brought to life in this production that incorporates dance and physical theatre. "It's very exciting that Kate [Denborough] who is a fantastic choreographer, is collaborating with the legendary, Michael Leunig."
Rock out with Tim Rogers in... The Story Of Mary Maclane By Herself tells the story of the revolutionary, promiscuous prophet, Mary Maclane - a no-holds-barred confessional by a 19 year-old and her contempt for moral hypocrisy. "It's a story that dates back 100 years and is still utterly fascinating." Bonus: The score is provided by the infamous Tim Rogers and his band.
Be moved by... Die Winterreise , recounts the story of a man who conjures his past in order to deal with it, expressed through the magnificence of Franz Schubert's genre defining song cycle. "Incorporating dance, music and the spoken word, it's a truly moving piece."
In the mood for a laugh? Catch Little Match Girl, directed by Potts herself, starring multi-award winning international cabaret sensation, Meow Meow. The famed bitter-sweet Hans Christian Andersen fable is retold with a twist. Featuring Mitchell Butel, (Avenue Q) in a fantastical tale that promises cut-throat comedy with a dark edge and a whiplash score. "This show will be really great fun and terrific for audiences in the lead up to Christmas.
Potts welcomes the experienced, mildly curious and first-timers to discover it's new works. "This season will be unlike any other," she says. "Most importantly, it will be affirming and hopeful."
Marion Potts presents Malthouse Theatre's Season Two from July 20 - December 11 this year at Malthouse Theatre in Southbank. For full programme details and ticketing head to malthousetheatre.com.au or call 9685 5100.


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